United States
Environmental Protection
Agency
Air and
Radiation
(6205J)
EPA-430-B-93-006
October 1993 .
Eliminating CFC-113 And
Methyl Chloroform In Aircraft
Maintenance Procedures
v
Developed for the Thai Airways/Government of Thailand/U.S. EPA Solvent Elimination Project
EPA
430
B
93
006
Printed on Recycled Paper
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b
ELIMINATING CFC-113 AND METHYL CHLOROFORM
IN AIRCRAFT MAINTENANCE PROCEDURES
96
a. /
£«* V
by
ICOLP Technical Committee1
Dr. Husamuddln Ahmadzal
Dr. Stephen O. Andersen
Mr. Adam Antwlne
Mr. Bryan Baxter
Mr. Bill Bider
Mr. Terry Black
Mr. Brian Carroll
Mr. Pakastt ChanvinlJ
Mr. Bob Curtis _
Mr. Stephen Evanoff
Mr. Calvin Fong
Mr. Antony Gaynair
Mr. Stuart Graham
Mr. Carroll Herring
Mr. David Hesterlee
Mr. Don Hunt
Mr. Yoshiyuk! Ishli
Mr, Tim Jones
Mr. Jack Karnes
Mr. Richard Keene
Mr. Sudhakar Kesavan
Ms, Ava Kuo
Mr. Mike Locklin
Mr. Max ftlalone
Mr. Anthony Manzo
Mr. Shigeo Matsui
Mr. Edward McQueen
Mr. Sergio Oxman
Dr. Terrl Port
Mr. Darrel Staley
Dr. John Stemniskl
Mr. Yoshihiko Sum!
Mr. Wanna Vlmolphun
Mr. Tom Watson
Ms. Sherry Yeager
Mr. Michael Zatz
Swedish Environmental Protection Agency
U.S. Environmental Protection Agency
United States Air Force
British Aerospace (Dynamics) Ltd.
Trans World Airlines
United States Air Force
McDonnell Douglas Corp.
Thai Airways Internationa! Ltd.
American Airlines
Lockheed Fort Worth Company
Northrop Corporation
Continental Airlines
Rolls-Royce, PLC
United States Air Force
Delta Airlines .
United States Air Force
Hitachi, Ltd.
British Airways
Lockheed Forth Worth Company
Northwest Airlines
ICF Incorporated
ICF Incorporated
McDonnell Douglas Corp.
United Airlines
Air Canada
Toshiba Corporation
United States Federal Aviation Administration
KIEN Consuttores
Continental Airlines
Boeing Defense Space Group
Charles Stark Draper Laboratory, Inc.2
Ministry of International Trade and Industry (Japan)
Department of Industrial Works (Thailand)
Untied States Air Force
Northwest Airlines
ICF Incorporated
o
OJ
_
LU
O
1 ICOLP is the Industry Cooperative for Ozone Layer Protection. ICOLP corporate member companies include AT&T, Boeing
Corporation, British Aerospace, Compaq Computer Corporation, Digital Equipment Corporation, Ford Motor Company, Hitachi Limited,
Honeywell, IBM, Matsushita Electric Industrial Company, Mitsubishi Electric Corporation, Motorola, Northern Telecom, Tc
Instruments, and Toshiba Corporation. Industry association affiliates include American Electronics Association, Association' Four ia
Research et Development des Methodes et Processus Industriels, Center for Global Change, Electronic Industries Association, Industrial
Technology Research Institute of Taiwan, Japan Electrical Manufacturers Association, Korea Anti-Pollution Movement, Korea Specialty
Chemical Industry Association, and Halogenated Solvents Industry Alliance (U.S.). Government and NGO affiliates include the City of
Irvine (CA), National Academy of Engineering, Research Triangle Institute, the Russian Institute of Applied Chemistry, 'the Swedish
National Environmental Protection Agency, the U.S. Air Force, and the U.S. Environmental Protection Agency. ' -
2 Dr. Siemniski's support for this project was provided by the U.S. Department of the Navy - Naval Sea Systems Command.
. e
HEADQUARTERS LIBRARY ' . .' .'"' '
ENVIRONMENTAL PROTECTION AGENCY ' . " - " " -
WASHINGTON, D.C. 20460 " .
:l
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iii
Disclaimer
if'
"*"*?*" '
JtT.
The U.S. Environmental Protection Agency (EPA), the Industry Cooperative for Ozone Layer.
Protection (ICOLP), the ICOLP committee members, and the companies that employ the
1COLP committee members do not endorse the cleaning performance, worker safety, or
environmental acceptability of .any of the technical options discussed. Every cleaning
operation requires consideration of worker safety and proper disposal of contaminants'and
waste products generated from the cleaning processes. Moreover, as work continues on
evaluation of these options, more information on the health, environmental, and safety effects
of alternatives will become available for use in selecting among the alternatives discussed in
this document.
EPA and ICOLP, in furnishing or distributing this information, do not make any warranty.
or representation, either express or implied, with respect to its accuracy, completeness, or
utility; nor does EPA and ICOLP assume any liability of any kind whatsoever resulting from
the use of, or reliance upon, any information, material, or procedure contained herein,
including but not limited to any claims regarding health, safety, environmental effects or fate,
efficacy, or performance, made by the source of the information.
Mention of any company or product in this document is for informational purposes only, and
does not constitute a recommendation of any such company or product, either express or
implied by EPA, ICOLP, ICOLP committee members, and the companies that employ the
ICOLP committee members.
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iv
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Table of Contents
List of Exhibits , ..;. ix
Technical Advisors and Reviewers xi
* Foreword 1
The Montreal Protocol ,., .... 1
Internationa] Phaseout Schedules ' 4.
Canada '. 4
European Community - 4
European Free Trade Agreement Countries ...'.' ......;..'... .. 4
Japan 4
United States ; 4
Cooperative Efforts 5
Japan 5.
Sweden 6
United States --.. ,. 6
Structure of the Manual 9
Existing Cleaning Process Characterization 11
Analyzing Existing Cleaning Methods 11
Analyzing Solvent Disposal Procedures ..'..- 14
Characterizing the Substrate ' 14
Characterizing the Soils 16
Introduction to Cleaning in Aircraft Maintenance Procedures ....... 1.......... 17
Aircraft Exterior Surface Cleaning 18
Landing Gear Cleaning , 18
Cleaning of Engines or Engine Modules 18
Cleaning of Flight Control Surfaces . . '... 21
Electrical Equipment Cleaning 21.
Cleaning of Hydraulic Lines 21
Cleaning of Aircraft Seat Covers and Draperies .21
Cleaning Prior to Subsequent Operations 21
Methodology for Selecting an Alternative Cleaning Process 25
Organizational 25
Policy and Regulatory ..:,; .. . 25
Technical ;..... 25
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vi
Table of Contents (Continued)
Economic , ...... 30
Environment, Health, and Safety '. .-...;. 30
Qualification Testing of Alternative Cleaning Processes and Materials 33
Review of Existing Program 35
Alternative Materials and Processes 37
"Good Housekeeping" Practices 39
Aqueous Cleaning 41
Process Chemistry 41
Process Equipment .43
Process Details 45
Other Process Details ." 46
Semi-Aqueous Cleaning 47
Process Equipment 47
Process Details '. 48
Aliphatic Hydrocarbons . 51
Other Chlorinated Solvents 1 .55
Other Organic Solvents 57
Hydrochlorofluorocarbons for Essential Applications 61
Other Cleaning Techniques ...'.. 67
Perfluorocarbons 67
Supercritical Carbon Dioxide .67
Media Blasting Techniques 68
Alternative Cleaning Practices 71
Summary Chart , 73
Aircraft Exterior Surface ; .. 77
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VII
Table of Contents (Continued)
Landing Gear (Undercarriage) ; .... ^ 87
Engine or Engine Modules : ... 95
Flight Control Surfaces . .. -.. 115
Electrical Equipment : 121
Hydraulic Lines '.... 124
Aircraft Seat Covers and Curtains/Draperies ; ' 125
Prior to:
Coating 126',-
Adhesive Bonding .' 134
Fluorescent Penetrant Inspection ; 137
Reassembly /......... 143
Welding 144
Painting 146
Use of CFC-113 and Methyl Chloroform in Noncleaning Applications 149
Coatings 149
Adhesives 149
Lubricant Carrier 149.
Mold Release Agent Carrier 150
' Thermal Stress Testing 150
Diluting Agent 151
Patch Testing '. 151
Recap 153
Case Studies of Industrial Practices ! 155
Case Study #1: De-Waxing Aircraft Components Using Steam
Instead of Solvents 157
Case Study #2: An Alternative to Freon CFC Sprays for Component
Cooling on Printed Circuit Boards 159
Case Study #3: Development and Use of a Volatile Aqueous Cleaner ...... 161
Case Study #4: Substitution of Low Vapor Pressure Organic Solvents
and Aqueous Cleaners for CFC-113 Based Cleaning Solvent 163
Case Study #5: Replacement of a CFC-Based Release Agent . .168
. Case Study #6: Replacement of Trichloroethylene at Saab Aircraft ....... 170
Case Study #7: An Alternative to Patch Test for Determining Hydraulic Fluid
Contamination Levels '.. 174
Case Study #8: Reduction of Ozone-Depleting Solvent Use at British Airways 176
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viii
Table of Contents (Continued)
References
179
List of Vendors for CFC-113 and Methyl Chloroform Solvent Cleaning Substitutes . 181
Glossary . . . . ................ ... ............................. ...... 187
Appendix A - Industry Cooperative for Ozone Layer Protection ...... . ........ . A-l
Appendix B - Sites Visited by Committee Members ............... ........ . B-l
Appendix C - CFC-113 and MCF Trade Names and Manufacturers . ...... -. ..... C-l
Appendix D Continental Airlines Chemical Qualification Sheet ..... ......... D-l
Appendix E Douglas Aircraft Company Customer Service Document #1 ....... ..-' E-l
Appendix F - Boeing Corporation Document D6-17487 ----- ................ . F-l
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List of Exhibits
Exhibit 1 Parties to the Montreal Protocol 2
Exhibit 2 Ozone-Depleting Solvent Corporate Phaseout Dates 3
Exhibit 3 CFC-113 and Methyl Chloroform Usage Profile : 12
Exhibit 4 Main Landing Gear : 19
Exhibit 5 Engine Module 20
Exhibit 6 Flight Controls ; '.. 22
Exhibit 7a Qualification Tests Recommended by Bpeing .- 34.
Exhibit 7b Qualification Tests Recommended by Douglas ..'... 34
Exhibit 8 Aqueous Cleaning: Advantages versus Disadvantages .... 42.
Exhibit 9 Aqueous Cleaning Process Equipment 44
Exhibit 10 Properties of Aliphatic Solvents ............... -.;." 51
Exhibit 11 Properties of Chlorinated Solvents 56
Exhibit 12 Properties of Ketones 58
Exhibit 13 Properties of Alcohols .... 59
Exhibit 14 Physical Properties of HCFCs and Other Solvent Blends '. 61
Exhibit 15 Advanced Design Degreaser for Use with Low.Boiling .
Point Solvents ... 63
Exhibit 16 Stacked Low Emission Degreaser with Solvent Saving Features ... 64
Exhibit 17 Advanced Design Degreaser for Use with Low Boiling
Point Solvents 65
Exhibit 18 Cleaning Dynamics of CO2 Pellets 70
Exhibit CS-1 Capital Cost Breakdown 160
Exhibit CS-2 Breakdown of Annual Cost of Freon R-12 .... 1 160
Exhibit CS-3 Breakdown of Savings on Coolant Per .Year 160
Exhibit CS-4 Volatile Aqueous Cleaner 161
Exhibit CS-5 Cleaning Performance Test Results 164
Exhibit CS-6 Fort Worth Solvent Blends ; 165
Exhibit CS-7 Wipe-Solvent Properties , .... 165
Exhibit CS-8 Laboratory (Maximum) Capture Efficiency Using Aluminized
Plastic Bags ; -. 165
Exhibit CS-9 Reductions in Solvent Use, Costs, and Emissions Since .
September 1992 .167
Exhibit CS-10 Emissions of Trichloroethylene at Saab Aircraft 170
Exhibit CS-11 Results of Saab Cleaning Tests 172
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xi
Technical Advisors and Reviewers
4.
The committee thanks tbe following individuals for providing valuable input during the preparation
of this manual. The committee also expresses its appreciation to their employers for allowing these individuals.
the time to review drafts,.conduct and participate in site visits, and provide general information to be used in
the manual. - . - - .
Name
Mr. Kenth Algotsson
Ms. Nina Bonnelycke
Ms. Cynthia Boster
Mr. Robert Chabot
Mr. Gianfranco Foderaro
Mr. John Gardella
Mr. Ulf Henrichsson
Ms. Paula Henry
Mr. Troy Hinrichs
Dr. Mohinder Malik
Mr. Virah Mavichak
Mr. James Mertens
Mr. Peter Norman
Mr. Max Mejer
Mr. Andy Peabody
Mr. Paul Randall
Mr. Stephen Risotto
Mr. James Schreiner
Mr. John Sparks
Mr. William Stevens
Mr. Lennart Stjernstrom
Mr. Glenn Travis
Mr. Ta-noo Vicharangsan
Ms. Elisabeth Westling
Mr. Masaaki Yamabe
Ms. Karen Yeadon
Affiliation
Saab Aircraft
US. EPA
American Airlines
U.S. Air Force - Kelly AFB
Alitalia
DuPont Electronics
Volvo Aero Support
British Airways
American Airlines
Lufthansa German Airlines
Department of Industrial Works
Dow Chemical Co.
Saab Aircraft
Scandinavian Airlines System
Zip Chem Products
U.S. EPA
Center for Emissions Control
Exxon Chemical Co.
U.S. EPA
Delta Air Lines, Inc.
Volvo Aero Support
Environmental Management Services
Department of Industrial Works
FMV
Asahi Glass Co., Ltd.
Northwest Airlines, Inc.
Location
Unkoping, Sweden
Washington, D.C, USA
Tulsa, Oklahoma, USA
San Antonio, Texas, USA
Rome, Italy
Walnut Creek, California, USA
Arboga, Sweden
London, England
Tulsa, Oklahoma, USA
Hamburg, Germany
Bangkok, Thailand
Midland, Michigan, USA
LinkOping, Sweden
Copenhagen, Denmark
San Jose, California, USA .
Cincinnati, Ohio, USA
Washington, D.C., USA
Baytown, Texas, USA
Washington, D.C. USA
Atlanta, Georgia, USA
Arboga, Sweden
Jennings, Oklahoma, USA
Bangkok, Thailand
Stockholm, Sweden
Yokohama, Japan
St. Paul, Minnesota, USA
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xii
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FOREWORD
Thai Airways International, the Government of
Thailand, the Industry Cooperative for Ozone
Layer Protection (ICOLP), and the . U.S.
Environmental Protection Agency (EPA) have
agreed to cooperate to phase out the use of ozone-
depleting substances in aircraft maintenance
solvent cleaning applications. The project is
undertaken as part of the World Bank Global
Solvents Project under the Multilateral Fund of
the Montreal Protocol. This manual has been
developed as part -of this program.. It will prove
useful to other airlines because aircraft
maintenance procedures apply to all airlines,
regardless of location or size. The manual has
been prepared by an international committee of
experts from the airline and aerospace industries,
the environmental agencies of Sweden and the
United States, and the United States Air Force.
Committee members represent both developed and
developing countries.
The manual describes a step-by-step approach for
characterizing the use of ozone-depleting solvents
and identifying and evaluating alternatives. It is a
"how-to* document which describes all of the steps
necessary it successfully phase out the use of CFC-
113 and methyl chloroform (MCF) in aircraft
maintenance applications. Many of the
alternatives described are currently in use at major
airlines around the world. The .manual addresses
major maintenance cleaning applications and gives
brief descriptions of the commercially available
alternatives to CFC-113 and MCF. The manual
provides sufficient technical information on the
solvent alternatives to enable users to gather more
detailed information on their alternatives of
choice. A list of equipment and materials vendors
is provided.
The manual's major findings remove
misconceptions prevalent at many airlines. These
findings are:
Airlines can use any alternatives which meet
aircraft standards without the explicit approval
of ihe original equipment manufacturer COEM'i
- At least two of the three large manufacturers
of commercial jet aircraft have published and
distributed performance-based standards
recommended for use by airlines. Alternatives
which meet these standards can be used without
approval of the OEM.
The OEM will provide the names of alternatives'
for some but not all applications of CFC-113
and MCF - Several OEMs have explicitly stated
that they are not actively qualifying solvent
alternatives, and that this responsibility lies with
the airline. There are, however, a few
exceptions to this rule. .
CFC-113 and MCF have been unnecessarily
used in many cleaning applications These
solvents have been used for many years in
applications for which they were never intended.
. Reductions in consumption of more than SO
percent have been reported as the result of
eliminating use of CFC-113 and MCF in
unnecessary applications.
Airlines have chosen .to identify and test solvent
alternatives on their own rather than wait for more
direct involvement from the OEMs. Lufthansa and
SAS have virtually eliminated their use of CFC-113
and MCF through this proactive approach. Others
are well on their way towards significantly reducing
their consumption. This manual documents these
successful phaseouts.
The Montreal Protocol
The 1987 Montreal Protocol on Substances that
Deplete the Ozone Layer and subsequent 1990 and
1992 amendments and adjustments control the
production and consumption of ozone-depleting
chemicals. As a result of the most recent meetings
in Copenhagen in November 1992, two such
chemicals,chlorofluorocarbonl,l,2-trichloro-l,2,2-
trifluoroethane (commonly referred to as CFC-
113) and 1,1,1-trichloroethane (commonly referred
EPA/ICOLP Aircraft Maintenance Manual
-------
to as methyl chloroform or MOP), will be
completely phased out in developed countries by
the year 1996, and by 2010 and 2015, respectively,
in developing countries. In addition, the 1992
amendments include a freeze and reduction
schedule for hydrochlorofiuorocarbons (HCFCs),
with a phaseout in developed countries by the year
2030. .
Exhibit 1 lists the countries that are Parties to the
Montreal Protocol as of May 1993. In addition,
many companies worldwide have corporate policies
to. expedite the phaseout of ozone depleting
chemicals. Exhibit 2 presents the corporate
policies on CFC-I13 reduction for some of these
companies.
In addition to providing regulatory schedules for
the phaseout of ozone-depleting chemicals, the
Montreal Protocol established a fund that will
finance the incremental costs of phasing out
ozone-depleting substances by eligible developing
countries that are Party to the Protocol. Eligible
countries are those with an annual consumption of
CFCs and MCF of less than 0.3 kg per person.
Exhibit J -'-.-_
Algeria
Antigua and Barbuda
Argentina
Australia
Austria
Bahamas
Bahrain
Bangladesh
Barbados *
Belarus
Belgium
Botswana
Brazil
Brunei Darussalam
Bulgaria
Burkina Faso
Cameroon
Canada
Centra) African
Republic
Chile
China
Congo
Costa Rica
Cote d'lvoire
Croatia
Cuba
Cyprus
Czech Republic
Denmark
Dominica
Date: May, 1993
PARTIES TO THE
Ecuador
Egypt
El Salvador
EEC
Fiji
Finland
France
Gambia
Germany
Ghana
Greece
Grenada
Guatemala
Guinea
Hungary
Iceland
India
Indonesia
Iran
Ireland
Israel
Italy
Jamaica
Japan
Jordan
Kenya
Kiribati
Kuwait
Lebanon
Libyan Arab
Jamahiriya
MONTREAL PROTOCOL
Liechtenstein
Luxembourg
Malawi
Malaysia
Maldives
Malta
Marshall Islands
Mauritius
Mexico
Monaco
Morocco
Netherlands
New Zealand
Nicaragua
Niger
Nigeria
Norway
Pakistan
Panama
Papua New Guinea
Paraguay
Peru
Philippines
Poland
Portugal .
Romania
Republic of Korea
Russian Federation
St. Kitts and Nevis
Samoa
Saudi Arabia
Senegal
Seychelles
Singapore
Slovakia
Slovenia
South Africa
Spain
Sri Lanka
Sudan
Swaziland
Sweden
Switzerland
Syrian Arab Republic
Tanzania
Thailand
Togo
Trinidad & Tobago .
Tunisia
Turkey
Uganda
Ukraine
United Arab
Emirates
United Kingdom
United States
Uruguay
Uzbekistan
Venezuela
Yugoslavia
Zambia
Zimbabwe
* * EPA/ICOLP Aircraft Maintenance Manual * *
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Exhibit 2
OZONE-DEPLETING SOLVENT CORPORATE PHASEOUT DATES
Successful Ptaaseout:
A-dec
ADC Telecommunications
Advanced Micro Devices
Alcatel Network Systems.
Apple Computer
Applied Magnetics
Aishin Seiki
, Alps Electric
AT&T '- _
Cadillac Gage - - _
Calsonic
Canon
Corbin Russwin Hardware
Casio Computer
Chip Supply
Clarion
Compaq Computers
Conner Peripherals
Commins Engine
Diatek
Fuji Photo Film
Fujitsu
Harris Semiconductors
Hewlett Packard
IBM
ITT Cannon
Japan Aviation Electronics
Kilovac
Kyocera
Mabuchi Motor
Matsushita
MDM
Minebea
Minolta Camera
Mitsui High-tech
Motorola
Murata Erie N.A.
Murata Manufacturing
National Semiconductor
NEC
Nihon Dempa Kogyo
Nissan
Northern Telecom
NRC
Iki Electric
Omron
OTC/SPX
Pacific Scientific EKD
Ricoh
Rohm
Sanyo MEG
Sanyo Energy
Seagate Technology
Seiko Epson
Seiko-sha
Sharp
Shin-etsu Polymer . . -
-SMC - . -
Sony
Stanley Electric
Sun Microsystems
Symmons Industries
Talley Defense Systems
Thomson Consumer Electronics
3M
Toshiba
Toshiba Display Devices
Toyota Motor
Unisia JECCS
Yokogawa Electric
Future Phaseout:
Citizen Watch - 12/93
Funac - 12/93
Hitachi - 12/93
Hitachi Metals - 12/93
Isuzu Motors - 1993
Kohyo Seiko - 12/93
Mitsubishi Electric - 12/93
Mitsubishi Heavy Industry - 12/94
Mitsubishi Motors - 8/93
NHK Spring - 12/93
Nissan Diesel Motor - 1994
NSK - 12/93
Olympus Optical - 12/93
Sumitomo Electric - 12/93
Sumitomo Special Metals - 12/93
Suzuki Motor - 1994
Taiyo Yuden - 12/93
Victor Japan- 11/93
Yamaha - 12/93
Zexel - 8/93
* * EPA/ICOLP Aircraft Maintenance Manual
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International Phaseout
Schedules
Several countries have passed legislation to phase
out CFC-113 and methyl chloroform (MCF) earlier
than target dates set by the Montreal Protocol in
an effort to slow ongoing depletion of the
stratospheric ozone layer. These policies are
summarized below.
Canada
Environment Canada, the federal environmental
agency responsible for environmental protection in
Canada, has proposed a reduction program that is
more stringent thair the* Montreal Protocol.
Environment Canada has also announced a series
of target dates for the phaseout of CFCs in specific
end uses. For solvent cleaning applications, such
as metal and precision cleaning, it mandates a
phaseout of CFC-113 by the end of 1994. Under
the proposed schedule, production, imports, and
exports of CFCs are to be eliminated by January 1,
1996, with a 75 percent reduction by January 1,
1994. For carbon tetrachloride, the pbaseout date
is January 1, 1995 - one year earlier than that
mandated by the Montreal Protocol. Halons are
proposed to be eliminated by January 1, 1994.
Production, imports, and exports of methyl
chloroform will be halted by January 1,19%, with
interim reductions of 50 percent by January 1,
1994, and 85 percent by January 1,1995.
European Community
Under the Single European Act of 1987, the twelve
members of the European Community (EC) are
subject to environmental directives. The members
of the EC are Belgium, Denmark, Germany,
France, Greece, Great Britain, Ireland, Italy,
Luxembourg, the Netherlands, Portugal, and Spain.
Council Regulation number 594/91 of March 4,
1991 provides regulatory provisions for the
production of substances that deplete the ozone
layer. The EC phaseout schedule for CFC-113
production is more stringent than the Montreal
Protocol. It calls for an 85 percent reduction of
CFC-113 by January 1, 1994 and a complete
phaseout by January 1, 1995. For MCF, the
production phaseout schedule calls for a 50
percent cut in production by January 1,1994 and
a complete phaseout by .January 1,19%. While all
members must abide by these dates, Council
Regulation number 3322/88 of October 31, 1988
states that EC members may take .even more
extensive measures to protect the ozone layer.
European Free Trade Agreement
Countries
The European Free Trade Agreement (EFTAJ
countries, Austria, Finland, Iceland, Norway,
Sweden, and Switzerland, have each adopted
measures to completely phase out iully
balogenated ozone-depleting compounds. Austria,
Finland, Norway, and Sweden will completely
phase out their use of CFC-113 in all applications
by January 1, 1995. Sweden also plans an
aggressive phaseout date of 1995 for MCF. In
addition, some of the EFTA countries have sector-
specific interim phaseout dates for certain solvent
uses. Austria is planning to phase out CFC-113 in
a number of solvent cleaning applications by
January 1, 1994. Norway and Sweden already
eliminated their use of CFC-113 in all applications
except textile dry cleaning on July 1, 1991 and
January 1,1991, respectively.
Japan
On May 13, 1992, the Ministry of International
Trade 'and Industry of Japan requested its 72
Industrial Associations to phase out CFC and
methyl chloroform usage by the end of 1995.
United States
The U.S. Clean Air Act (CAA), as amended in
1990, contains several provisions pertaining to
stratospheric ozone protection. These ozone-
depleting substances are defined as Class I and
Class II substances. Class I substances include all
fully halogenated CFCs, three batons, MCF, and
carbon tetrachloride. Class II substances- are
defined to include 33 hydrochlorofluorocarbons
(HCFCs). The sections of the CAA that are of
* EPA/ICOLP Aircraft Maintenance Manual * *
-------
importance to users of this manual are discussed
below.
Section 112: National Emission Standards for
Hazardous Air Pollutants
This section of the CAA requires the EPA to
develop emissions standards for 189 chemical
compounds listed as hazardous air pollutants
(HAPs). The list of HAPs includes the
chlorinated solvents as well as many organic
solvents likely to be used in aircraft
maintenance.
Section 604 and Section 60S: Phaseout of
Production and Consumption of Class I and Class
-II Substances.
The U.S. EPA is currently accelerating this
phaseout schedule in response to former
President George Bush's call for a more rapid
phaseout and the recent amendments made to
the Protocol in Copenhagen.
Section 610: Nonessential Products Containing
Chloroflitorocarbons
This provision directs EPA to promulgate
regulations that prohibit the sale or distribution
of certain "nonessential" products that release
Class I and Class II substances during
manufacture, use, storage, or disposal.
* Section 611: Labeling
This section of the CAA directed EPA to
promulgate regulations requiring the labeling of
products that contain or were manufactured
with Class I and Class II substances and
containers of these substances. Containers in
which Class I and Class II substances are stored
must also be labeled. The label will read
"Warning: Contains or manufactured with
[insert name of substance], a substance which
harms public health and environment by
destroying ozone in the upper atmosphere".
The label must clearly identify the ODS by
chemical name for easy recognition by average
consumers, and must be placed so that it is
clearly legible and conspicuous. This regulation
took effect on May 15, 1993.
No later than January 1, 2015, products
containing or manufactured with a Class II
substance must be labeled.
Section 612: Safe Alternatives Policy
Section 612 establishes a framework for
evaluating the overall environmental and human
health impact of current and future alternatives
to ozone-depleting solvents. Such regulation
ensures that ozone-depleting substances will be
replaced by substitutes that reduce overall risks
to human health and the environment. .
As an incentive to reduce the production and
consumption of ozone-depleting substances in the
U.S., Congress placed an excise tax on ozone-
depleting chemicals manufactured or imported for
use in the United States. This tax provides a
further incentive to use alternatives and substitutes
to CFC-113 and MCF. The tax amounts are based
on each chemical's ozone depleting potential.
These taxes have recently been increased as a part
of the U.S. Congress' comprehensive energy bill of
1992.
Tax Amount
Calendar Year
1991
1992
1993
1994
1995
Per
CFC-113
S 1.096
- $1336
$2.68
$3.48
$4.28
Pound
MCF
$0.137
$0.167
$0.211
$0.435
$0.535
Cooperative Efforts
Japan
The recent Japanese Ozone Layer Protection Act
gives the Ministry, of International Trade and
Industry (M1T1) the authorization to promulgate
ordinances governing the use of ozone-depleting
compounds. Mm and the Environmental Agency
have established the "Guidelines for Discharge
* * EPA/ICOLP Aircraft Maintenance Manual * *
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6
Reduction and Use Rationalization." Based upon
these guidelines, various government agencies
provide administrative guidance and advice to the
industries under their respective jurisdictions.
Specifically, MITI is working with the Japan
Industrial Conference for Ozone Layer Protection
(JICOP) to prepare a series of manuals which
provide technical information on alternatives to
CFC-113 and MCF. The manuals prepared are:
Manual for Phasing-Out 1,1,1-Trichloroethane;
Manual for reduction in the Use of Ozone-
Depleting Substances.
MITI also encourages industry to reduce
consumption of ozone-depleting compounds
through economic measures such as tax incentives
to promote the use of equipment to recover and
reuse solvents.
Sweden
There are two major cooperative efforts within the
Government/Industry/Research Institution sectors
targeting the phaseout of ODSs and chlorinated
solvents:
The TRE-project
Electronics); and
The AMY-project
surfaces).
(Technology for Clean
(Cleaning of Metallic
In addition, direct support is being provided to
industry for industrial scale introduction of new
technologies. These are, to name a few, closed
looped systems, microbiological cleaning systems,
ion exchange technologies, electrochemical
.cleaning systems, vacuum evaporation systems,
reverse osmosis, and alternative solvent-based
systems.
United States
The U.S. Environmental Protection Agency (EPA)
has been working with industry to disseminate
information on technically feasible, cost effective,
and environmentally sound alternatives to ozone-
depleting substances. As pan of this effort, the
U.S. EPA is working with the Industry Cooperative
for Ozone Layer Protection (ICOLP) to prepare a
series of manuals to provide technical information
on alternatives to CFC-113 and MCF. Additional
information about ICOLP can be.found in.
Appendix A. The manuals are based on actual
industrial experiences that will serve as a guide to
users of CFC-113 and MCF worldwide. These
manuals will be updated periodically as technical
developments occur.
The manuals in the series are:
Conservation and Recycling Practices for CFC-
113 and Methyl Chloroform.
Aqueous and Semi-Aqueous Alternatives to
CFC-113 and Methyl Chloroform Cleaning of
Printed Circuit Board Assemblies.
Alternatives for CFC-113 and Methyl
Chloroform in Metal Cleaning.
Eliminating CFC-113 and Methyl Chloroform in
Precision Cleaning Operations.
No-Clean Soldering to Eliminate CFC-113 and
Methyl Chloroform Cleaning of Printed Circuit
Board Assemblies.
Eliminating CFC-113 and Methyl Chloroform in
Aircraft Maintenance Procedures.
This particular manual provides those in an
organization involved in aircraft maintenance with
a simply-structured program to help eliminate the
use of CFC-113 and/or MCF. It presents
alternative processes which can be used in aircraft
cleaning, most of which are approved by major
aircraft and engine manufacturers. Many are
currently in use at airlines around the world. The
goal of the manual is to:
Warn users of CFC-113 and methyl chloroform
of the impending halt in production and the
consequences to their operations;
* .* EPA/ICOLP Aircraft Maintenance Manual * *
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Identify the currently available and emerging
alternatives for CFC-113 and methyl
chloroform;
Provide an overview of the tasks which are
required to successfully implement an
- alternative process or chemical;
Provide an overview of the environmental,
health, safety, and other factors associated with
alternatives and the benefits achievable from the
phaseout of CFC-113 and methyl chloroform;
Present detailed case studies on the actual
industrial applications of these technologies to:
- Identify unresolved problems in eliminating
CFC-113 and methyl chloroform; and
- Describe the equipment configuration of a
typical maintenance facility after it has
eliminated its use of CFC-113 and methyl
chloroform.
This manual will benefit all users of CFC-113 and
MCF in the aircraft maintenance industry.
Ultimately, however, the success of a CFC-113 and
MCF elimination strategy will depend upon how
effectively reduction and elimination programs are
organized. Experience has also shown that a
strong education and training program for workers
using new. processes results in greater efficiency
and a smooth transition away from CFC-113 and
MCF. The development and implementation of
alternatives to CFC-113 and MCF for aircraft
cleaning present a demanding challenge for most
organizations. The rewards for success are the
contribution to global environmental protection
and an increase in industrial efficiency.
EPA/ICOLP Aircraft Maintenance Manual
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STRUCTURE OF THE MANUAL
This manual is divided into tbe following sections:
EXISTING CLEANING PROCESS CHARACTERIZATION
This section presents the initial steps a facility must take in order to reduce and eliminate CFC-113.
and MCF usage in cleaning procedures. It emphasizes the importance of being familiar with the
different aspects of the cleaning processes.
INTRODUCTION TO CLEANING IN AIRCRAFT MAINTENANCE PROCEDURES .
This section introduces the maintenance procedures which usually require cleaning, summarizes tbe
types of cleaning which have J>een traditionally used, and presents a number of cleaning operations
which apply to specific areas of aircraft and engine maintenance.
METHODOLOGY FOR SELECTING AN ALTERNATIVE PROCESS
This section discusses various organizational, policy, technical, economic, and environment, health,
and safety issues that should be considered when selecting a cleaning process.
QUALIFICATION TESTING OF ALTERNATIVE CLEANING PROCESSES AND MATERIALS
This section discusses the importance of performing an aircraft or engine manufacturer's required
tests of an alternative cleaning chemical or process and presents guidelines for conducting these tests.
INTRODUCTION TO ALTERNATIVE CHEMICALS AND PROCESSES
This section describes the operational principles and outlines the advantages and disadvantages of
several alternative technologies, including aqueous cleaning, semi-aqueous cleaning, aliphatic
hydrocarbons, chlorinated solvents, other organic solvents, etc.
SUMMARY OF CLEANING APPLICATIONS
This section presents summary sheets for a number'of general aircraft cleaning procedures. These
procedures are grouped into three categories: exterior surface cleaning, assembly cleaning, and
component cleaning. It describes how CFC-113 and methyl chloroform may currently be used, the
possible alternatives, relevant specifications, and associated environmental impacts. .
USE OF CFC-113 AND METHYL CHLOROFORM IN SPECIALIZED FORMULATIONS
This section presents information on how CFC-113 and methyl chloroform are used in additional
applications, including non-cleaning applications.
CASE STUDIES OF SUCCESSFUL IMPLEMENTATION OF ALTERNATIVE PROCESSES
This section provides examples of industrial applications of alternative technologies in aircraft
cleaning.
* *
EPA/ICOLP Aircraft Maintenance Manual
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11
EXISTING CLEANING PROCESS
CHARACTERIZATION
The first step in reducing and eventually
eliminating the use of CFC-113 and MCF in
aircraft maintenance cleaning is designating a
multidjsciplinary team to coordinate the effort.
Team members should represent various shops
within the maintenance facility, including
electronics, instrumentation, engine, hydraulics,
landing gear, plating, painting, and cleaning. The
team should also include representatives from
plant engineering, environmental control,
occupational health and safety, quality control, and
purchasing, if possible.
In order for the team to develop an effective
program, it must first acquire a good overall
knowledge of existing cleaning processes within its
facility and the systems in which they are
performed. This knowledge will help the team to
identify and prioritize the cleaning operations to
which it must direct its attention. Once these
operations are identified, the team can analyze the
processes to reduce CFC-113/MCF usage and
determine cleaning requirements so that an
optimal alternative may be selected for each
application.
Acquiring an adequate knowledge of the
maintenance facility can be accomplished by
conducting a facility-wide study using surveys.
These surveys should be distributed to shop
foremen for completion. If possible, the team
should visit each shop to observe existing
procedures, interview operators, and collect
substrate and soil samples for laboratory tests.
The study should include a flow chart of each
manufacturing or maintenance process as well as
tabular summaries of soils, substrates, and part
geometry. Conducting the survey will allow the
team to establish contacts and develop rapport
with the individuals who will ultimately be affected
by the process change. The cooperation and input
of these individuals is essential to the success of
the phaseout program.
After the study has been completed, the team
should be able to characterize the different
cleaning operations around the maintenance
facility. The following sections, suggest typical
questions the team should be able to answer about
existing cleaning processes, disposal practices, the
substrates being cleaned, and the soils being
removed.
Analyzing Existing Cleaning
Methods
In order to reduce and eliminate the use of CFC*
113 and MCF in aircraft maintenance cleaning, the
team must identify and analyze all of the processes
that use these substances. Questions the team
should be able to answer include:
What maintenance processes incorporate
CFC-113 and MCF?
What quantity of CFC-113 and MCF is
used in each process?
Where do CFC-113 and MCF Josses
occur? . . "
Where does the cleaning take place in
the facility?
What percentage of time are the cleaning
machines in use?
How many parts are cleaned per day per
machine? .
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Exhibits
CFC-113 AND METHYL CHLOROFORM USAGE PROFILE
SHOP NAME & LOCATION:
NAME OF CONTACT IN SHOP:
A. PROCESS IDENTIFICATION
Aircraft Parts Cleaned (e.g. fuselage, engine components, seats - be as specific as possible):
Current Cleaning Method (e.g. open-top vapor degreasing, conveyorized vapor degreasing, cold
cleaning, dip tank, hand-wipe, aerosol, etc): ' -
Number of Cleaning Machines in Shop Which Use CFC-113 or MCF:
Controls on Cleaning Equipment (e.g. covers, extended freeboard, cooling coils, etc.):
Other Uses (e.g., carriers, drying):
Substrates Typically Cleaned:
Soils Typically Removed (e.g., din, carbon deposits, grease) (attach MSDS for the soil if available):
Standards to be met (e.g., AMS, military, etc.):
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13
B. PRODUCTS USED
Generic Name of Solvent (circle one; use one survey for each chemical):
CFC-113 MCF (1,1,1-trichloroethane)
Trade Name of Solvent (e.g. Daiflon 113, Freon TF, Chlorothene SM, Triethane) (see Appendix
C for additional tradenames):
Manufacturer (e.g. Daikin, DuPont, Dow, PPG) (see Appendix C for additional manufacturers):
C. USE HISTORY
Quantity Purchased and Used Yearly; specify units (e.g. liters, gallons):
PURCHASED (quantity of solvent
purchased or requisitioned by this
shop for cleaning)
USED (quantity of solvent
consumed in this shop for cleaning )
1989
1990
1991
1992
D. CFC-H3 AND MCF DISPOSAL PRACTICES
"
Quantity shipped out as
waste for disposal (specify
units):
Disposal costs:
Quantity shipped out for
recycling (specify units):
Cost of recycling:
Quantity recycled on site
(specify units):
Quantity lost to the
environment1 (through
leakage, spillage, testing,
dragout, evaporation,
etc.) (specify units)
1989
1990 .
1991
1992
-
1 This quantity can be calculated as follows: Quantity Lost - Quantity Purchased - Quantity
shipped out as waste.
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14
An effective way to collect such information is
through a written survey. Exhibit 3 shows an
example of a survey that can be used to
characterize CFC-113 and MCF usage in all
aspects of the faculty's operations.
The information gathered using surveys and other
means can be stored in an electronic database for
future use. The creation of such a comprehensive
database will allow the team to monitor progress
and to pinpoint areas in the facility where
consumption of ODSs remains high. Facilities may
choose to design the tracking system themselves,
hire a firm to create a custom system, or purchase
an existing system from another facility. At least
one European airline has created such a system
which it offers for sale to other .facilities.
Through familiarizing itself with current usage
patterns, the team will not only know which
cleaning operations can utilize currently available
alternative cleaning methods, but also which
operations can reduce their use of CFC-113 and
MCF until another method becomes available.
For example, when the maintenance facility of one
large airline became aware of the environmental
problems caused by CFC-113 and MCF, it
examined its cleaning processes to determine
where reduction and elimination could occur. It
identified areas where it could make the greatest
reduction with the least amount of difficulty. In
one situation, it discovered that the
instrumentation shop was cleaning small parts by
running them under MCF dispensed by a faucet.
This faucet mechanism resulted in a great deal of
MCF being wasted. The company decided to
switch the cleaning operation to an MCF aerosol
spray. Although it will still need to be eliminated,
this new cleaning method provided a much more
controlled use of the solvent, thus greatly reducing
the shop's consumption of ODSs.
If several similar cleaning operations exist
throughout the maintenance facility, the team may
choose to consolidate some of them into a central
location. This could also allow for more efficient
use of the cleaning materials and facilities.
If the team finds that CFC-113 and MCF losses are
fairly high, they may suggest ways to curb the loss,
such as using covers on vapor degreasers and using
wipe cloths and storage bags to save spilled CFC-
113/MCF. Taking such measures will help the
maintenance facility to reduce its use of ozone
depleting substances until an alternative, ODS-free
method is chosen.
Analyzing Solvent Disposal
Procedures
In addition to analyzing the cleaning processes, the
team should also analyze the facility's disposal
practices. Being familiar with disposal practices
will aid the team in further reducing CFC-113 and
-MCF usage. Questions the team should be able to
answer include:
How is CFC-113 and
reclaimed/disposed of after use?
MCF
How often is the CFC-113 and MCF
replaced in degreasing processes?
The team should ensure that the used CFC-113
and MCF is being treated and disposed of safely.
An evaluation of disposal techniques will allow the
team to investigate whether these solvents can be
used for longer periods of time prior to disposal,
thus further reducing the facility's usage of CFC-
113 and MCF. In addition, the team will be able
to evaluate the possibility of using spent solvent in
subsequent cleaning operations where pure solvent
is not needed.
Characterizing the Substrate
When studies are conducted regarding alternative
cleaning methods, it is critical that the team is
familiar with the substrates being cleaned in each
operation. Often, cleaning processes that'are
effective on one substrate cannot be used on
another substrate, even if the soil is identical.
Questions that the team should consider include:
EPA/1COLP Aircraft Maintenance Manual
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What material/substrate is being cleaned?
* What degree of cleanliness is required?
What is the surface finish required?
* What coatings are on the surface?
What is the size and geometric
configuration of the part? Is there
solvent entrapment potential associated
with the part? How rough is the surface
of the part?
* To what level of assembly has the part
been dismantled? - . "
As the team learns more about the substrates that
are being cleaned, they will become aware of the
properties that they must look for and the choices
that they will be limited to in choosing a new
cleaning chemical or process.
For example, one material that requires special
attention is titanium (and its alloys). It can be
sensitive to attack (e.g., stress corrosion cracking)
by residual chlorinated and fluorinated solvents,
particularly if subjected to processes at
temperatures greater than 662°F (350°C). It can
also be vulnerable to a reduction in fatigue
strength if subject to dry abrasive blasting. The
team should be familiar with the parts of the
aircraft that contain this metal. Another material
which may warrant special attention is beryllium,
a product often used in guidance systems.
, Composite materials in aircraft also require special
attention. Composite materials are widely used in
the construction secondary structure and flight
control surfaces, where high strength and stiffness
and low density are required. For example,
graphite/epoxy is often used to make the rudder,
elevators, spoilers, and ailerons. Kevlar is found in
cargo linings, outboard stowage bins and center
supports, nacelle strut and thrust reverser fairings,
and various other components. Kevlar/graphite is
used in the construction of cowl components, main
landing gear doors, fixed tie panels, tips, wing to
body fairings, and other important parts.
Parts with excessive porosity, parts that nave
severely rough surfaces, parts that have permanent
overlapping joints, parts with blind holes,
honeycomb core structures, and tubing can retain
cleaning solution, which may cause corrosion.
Care must be taken to thoroughly dry these parts
after cleaning.
Special care is also required during cleaning prior..
to nondestructive testing procedures such as
penetrant inspection. In order to conduct an
accurate penetrant inspection test, the product
surface must be completely free of residual surface
contamination. The presence of cleaner residue or
other contaminants may shield flaws in the
structure and prevent the inspection fluid from
penetrating surface flaws or cracks. Therefore,
care must be exercised to ensure that the cleaning
method employed results in a sufficiently clean
surface prior to inspection.
Honeycomb structures in airplane parts such as the
nose radome require even greater caution when
cleaning. Cleaning occurs prior to bonding to
ensure maximum bond strength and integrity.
Alkaline and aqueous cleaning methods must be
applied with great care because at flight altitudes,
any remaining vestiges of moisture in the
honeycomb structures may freeze, possibly causing
the structure to crack.
During aircraft maintenance, components of the
airplane are disassembled into varying levels of
disassembly for cleaning, inspection, and repair.
Knowledge of the level of disassembly is important.
because it may help the team in choosing a new
cleaning process that does not use CFC-113 .or
MCF. For example, a structure may be
disassembled to subassembly level and cleaned
- using vapor degreasing. However, if the part were
further dismantled to a component level, thus
reducing its geometric complexity, the cleaning
process may be switched to aqueous or alkaline
cleaning without any impact on cleaning
effectiveness.
EPA/ICOLP Aircraft Maintenance Manual
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Characterizing the Soils
Another important step in characterizing existing
cleaning processes is identifying the soils to be
removed. To gain familiarity with the wide variety
of soils cleaned in normal aircraft maintenance, the
team should evaluate the soils being cleaned in
each operation individually. This can be
accomplished in part by asking the following
questions for every cleaning operation being
evaluated:
What type of soils are being removed?
Where "are the'soils'coming from?
What are the performance conditions
around the substrate and soil (heat, cold,
high stress)?
Why is the soil being removed (overhaul,
. inspection, repair)?
team to more accurately identify the requirements
for the new cleaning process:
The use of CFC-113 or MCF in cleaning is often
a precursor to further processing, such as
inspection 'and repair. Typical soils found on
aircraft include:
Organic liquids and oils such as formulated
hydraulic fluid, lubricants, oil base rust
preventatives, etc.
Semi-solid soils such as viscous oils, greases,
heavy rust preventives, etc.
* Solids such as mud, salts, carbonized oils, oxides,
corrosion products, etc.
Usually, the longer the soil remains on the
substrate, and the higher the temperature to which
the part has been exposed, the more difficult the
soil becomes to remove. The sooner the part is
cleaned after contamination, the easier it will be to
remove the soil.
Proper and thorough identification of the soils,
their sources, and their properties will enable the
* * EPA/ICOLP Aircraft Maintenance Manual
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17
INTRODUCTION TO CLEANING IN AIRCRAFT
MAINTENANCE PROCEDURES
Chlorofluorocarbon 113 (CFC-113) and methyl
chloroform (MCF) have been used for many
solvent cleaning applications. .These solvents
exhibit good solvency for a wide variety of organic
contaminants and are noncorrosive to the metals
being cleaned. They have low heats of
vaporization and high vapor pressures that are
beneficial in vapor cleaning processes and allow
evaporative drying of cleaned parts. Additionally,
these solvents are non-flammable, have low
toxicity, and remain chemically stable when
properly formulated with adequate stabilizers.
Cleaning is an essential process in the production,
maintenance, and repair of commercial and
military aircraft. As a surface preparation process,
cleaning removes contaminants and prepares parts
for subsequent operations such as inspection,
repair, bonding, coating, and testing. Cleaning is
used in the maintenance of a wide variety of
aircraft pans and fixtures. Generally speaking, the
cleaning which is performed in maintaining aircraft
can be grouped into three categories: metal
cleaning, electronics cleaning, and precision
cleaning.
Metal cleaning is defined as the removal of oil,
grease, and other contaminants from metal parts
during manufacture, maintenance, or repair
procedures. In maintenance procedures, aircraft
assemblies are often inspected, removed,
disassembled, cleaned, repaired if necessary,
reassembled, and reattached to the aircraft.
Examples of aircraft assemblies on which CFC-113
and MCF have been used in metal cleaning
operations include landing gear, and- control
surfaces.
Electronics cleaning usually refers to the removal
of flux residues which remain after soldering
operations are completed. Large-scale electronics
cleaning is often performed in continuous cleaning
equipment, while smaller operations are carried
out by hand using an aerosol cleaner or solvent on
a swab. In aircraft maintenance procedures, the
primary example of an area in which electronics
cleaning is required is the avionics of an aircraft
These operations usually consist of rework.
performance by hand and thus require only small-
scale cleaning operations.
Precision cleaning is either metal cleaning or
electronics cleaning (although it is usually used in
reference to metal cleaning operations) which is
characterized by the need for an extremely high
level of cleanliness. Examples of equipment in
aircraft which require precision cleaning include
gyroscopes and other components of guidance-'
systems. In systems such as these, contaminant
particles one micron or less in size could result in
a system failure.
Solvent cleaning may be divided into two types:
cold cleaning and vapor degreasing. Cold cleaning
is usually accomplished with solvents at, or slightly
above, room temperature. In cold cleaning, parts.
are cleaned by being immersed and soaked,
sprayed, or wiped with the solvent.
The majority of solvent cleaning in aircraft
maintenance has traditionally been performed by
vapor degreasing. In this process, the solvent is
heated to its boiling point and the solvent vapor is
used to remove contaminants. A basic vapor
degreaser consists of a steel tank (with or without
a cover) that has a heat source at the bottom to
boil the solvent and cooling coils near the upper
section to condense the vapors.
Heat, introduced into the reservoir, boils the
solvent and generates hot solvent vapor which
displaces the lighter air and forms a vapor zone
above the boiling solvent up to the cooling zone.
The hot vapor is condensed when it reaches the
cooling zone by condensing coils or a water jacket,.
thus maintaining a fixed vapor level and creating a
* *
EPA/ICOLP Aircraft Maintenance Manual * *
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18
thermal balance. The hot vapor condenses on the
cool part suspended in the vapor zone causing the
solvent to dissolve or displace the contaminants or
soils.
Vapor degreasing is, in most applications, more
advantageous than cold cleaning. This is due to
the fact that the solvent bath in a vapor degreasing
process is less contaminated over time than a
similar bath in a cold cleaning operation.
Although the boiling solvent contains the
contaminants from previously cleaned parts, these
usually boil at higher temperatures than the
solvent, resulting in the formation of essentially
pure solvent vapors. In addition, the high
temperature of vapor cleaning aids in wax and
heavy grease removal as well as significantly
reducing or eliminating drying time for the cleaned
parts.
The impending phaseout of ozone-depleting
substances has led the aircraft maintenance
industry to undertake an extensive search for
alternative cleaners and cleaning processes which
will replace the use of CFC-113 and MCF. In
some cases, these alternatives can make use of
existing vapor degreasing equipment, but in the
majority of cases, new technologies are being
implemented. This manual will describe
technologies which are currently being used
successfully . in aircraft maintenance cleaning
operations, and will summarize alternatives which
apply to the most frequent maintenance cleaning
operations.
Eight general cleaning applications which apply to
specific areas of aircraft maintenance are discussed
in this manual. Specifically, the areas covered are:
Aircraft exterior surface cleaning
Landing gear cleaning
Cleaning of engines or engine modules
Cieaning of flight control surfaces
Electrical equipment cleaning
Cleaning of hydraulic lines
Cleaning of aircraft seat covers and draperies
Cleaning prior to subsequent operations.
The remainder of this section provides a brief
description of each of these application areas.
Aircraft Exterior Surface
Cleaning
Exterior surface cleaning refers primarily to the
cleaning of the aircraft fuselage. Through frequent
cleaning of the aircraft's exterior, a wide variety of
everyday soils will be removed. Typical soils
include traffic dirt, oxidation deposits, and exhaust
deposits. The removal of these contaminants is
vital to ensure the prevention of corrosion on
uncoated surfaces.
While removal of soils is necessary to ensure safe
aircraft operation, a large portion of the exterior
surface cleaning performed is for cosmetic reasons
only. Cleaning ^nd subsequent polishing will give
the aircraft fuselage a shine which should be
aesthetically pleasing to passengers. In addition by
maintaining a clean aircraft, the total weight of the
aircraft will be reduced and less fuel will be used in
normal operations.
Landing Gear Cleaning
The landing gear on a typical commercial aircraft
consists of main gear and nose gear. Both the
main gear and the nose gear consist of a number
of components. These include, but are not limited
to: doors, extension and retraction systems,
wheels, brakes, steering system, and a
position/warning system. Typical landing gear
assemblies are shown in Exhibit 4.
Cleaning of landing gear assemblies can be
performed on the aircraft in the case of standard
maintenance work, or off the aircraft for complete
overhaul procedures.
Cleaning of Engines or
Engine Modules
Engine cleaning in aircraft maintenance procedures
is complex and often involves breaking down
assembled engines into modules for work. An
example of a typical jet engine and its component
modules is shown in Exhibit 5. Cleaning of
EPA/ICOLP Aircraft Maintenance Manual
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Exhibit 4
MAIN LANDING GEAR
1 Trunnion Pins
2 Shock Strut Assembly .
3 Broke Unks<4)
4 Wheel and Dre Assembly (4)
6 Tiuck Shield
6 Truck Attach Ha
7 Truck Positioner
6 Truck ond Axle Assembly
9 Brake Assemblies (4)
10 Upper and Lower Torque Arms
11 Lower Side Brace
12 Jury Brace Assembly
13 Lateral Brace
14 Upper Side Brace
15 Extend/Retract Actuator
Source: Lockheed L-1011 Tristar Maintenance Manual. 32-11-00 p.3. rev. 5/1/92.
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Exhibits
ENGINE MODULE
«-FonModute
Fan Rotor
FanStator
Fan Frame
miet Gearbox
Radial Drive Shaft
Transfer Gearbox
Beclrortc Control Urtt
Compressor Rotor
Compressor Stator .
Compressor Rear Frame (CRF)
Combustion Chamber
Stage 1 HPT Nozzle
(Contained mihe CRF)
-Low Pressure»
Turbine OPT)
Modufe
Blades & Vanes
(5 Stages)
TurblneRear .
Frame /
-Acessory Drive-
ModJe
Horizontal Drtveshaft
Accessory Gearbox
. Engine Accessories
HeatShtold
High Pressure
Turbine (HPT)
ModJe
Stage 2 HPT Nozzle
Blades&Vanes
(2 Stages)
Source: GE Aircraft Engines CF6-80C2 Engine Manual. 72-0000 p.3. rev. 12/1/90.
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21
engines is necessaiy in order to allow for accurate
inspection of individual modules. In engine
cleaning operations, workers must be careful to
accurately identify all of the materials being
cleaned, since certain metals cannot be cleaned
using all methods. These metals include titanium,
titanium alloys, and aluminum alloys, all of which
are frequently found in aircraft engines.
Cleaning procedures for engines and engine
modules can be loosely grouped into three
categories -- aqueous alkaline cleaning, solvent
cleaning, and media blasting. These techniques
will be described in detail in a later section of this
manual.
Cleaning of Flight Control
Surfaces
Flight control surfaces are those parts of the
aircraft structure which influence aerodynamics and
which control operational variables such as speed
altitude, and direction. Flight controls found on a
typical aircraft are shown in Exhibit 6 and include:
ailerons, elevators, rudder, speedbrakes, horizontal
stabilizer, leading-edge slats, and trailing-edge
flaps.
All flight control surfaces are smooth, and can be
cleaned either on the aircraft or after being
removed. Special consideration must be given to
those flight controls which are comprised of
composite materials. These controls vary from
aircraft to aircraft. For instance on the Boeing 161
aircraft, the spoilers, ailerons, rudder, and elevators
are composed of graphite and epoxy. In addition
to the surfaces themselves, the hydraulic lines
which are vital to. the operation of the various
flight controls also require cleaning.
Electrical Equipment
Cleaning
Aircraft avionics often require cleaning after
maintenance operations before they can be
reinstalled in the aircraft. The majority of the
maintenance work performed on electrical
equipment is manual soldering 'rework. As in
original production, flux residues must be removed
from avionics after touch-up soldering work has
been completed in order to ensure that residues do
not interfere with the proper functioning of the
equipment -
Cleaning of Hydraulic Lines
Hydraulic lines in aircraft cany hydraulic fluid to
the flight control surfaces so that free-movement
of the flight controls is maintained.' During
scheduled maintenance, hydraulic lines are
.removed and inner and outer surfaces are cleaned.
This has .traditionally been accomplished using
MCF vapor degreasing and ambient temperature
immersion. In addition, during maintenance, a
number of activities may occur which would result
in the spillage of hydraulic fluid on the outside of
the lines. These activities include addition of
hydraulic fluid and maintenance on the pumps
which move the fluid through the lines. Prior to
reassembling the aircraft, any spilled hydraulic fluid
must be cleaned off the hydraulic lines. This has
traditionally been accomplished using a wipe or
spray technique and MCF.
Cleaning of Aircraft Seat
Covers and Draperies
As a pan of regular aircraft maintenance, seat
covers and draperies are removed from an aircraft.
and cleaned. A drycleaning process is used to
remove dirt and other soils from the fabrics.
While many drycleaning operations currently use
perchloroethylene, a nonozone-depleting
chlorinated solvent, as the cleaning agent, some
may use. CFC-113. In these processes, it is
necessary to eliminate the use of CFC-113.
Cleaning Prior to
Subsequent Operations
Cleaning of surfaces on components or assemblies
prior to performing a subsequent operation is
* *
EPA/ICOLP Aircraft Maintenance Manual
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Exhibit 6
FLIGHT CONTROLS
Rudder
Elevoti
Spoilers
(6 Each Side)
Outboard Flap
Leading Edge Slats
(6 Each Side)
Source: Boeing 767 Maintenance Manual. 27-00X30 p.2, rev. 8/1/82.
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23
often vital to the integrity of that operation. For
example, cleanliness prior to fluorescent penetrant
inspection (FPI) (to confirm tbe condition/air-
worthiness of the component) will rely on there
being no residual contaminants prior to or during
the FPI procedures. Similarly, the integrity of
repair processes used to re-establish service
capability of components will depend on achieving
the requisite cleanliness standard for tbe
subsequent process. This manual will provide
alternatives to the use of CFC-113 and methyl
chloroform in five such cleaning applications:
Cleaning Prior to Coating
Cleaning Prior to Adhesive Bonding
Cleaning Prior to Nondestructive Testing
Cleaning Prior to Reassembly
Cleaning Prior to Welding
* * EPA/ICOLP Aircraft Maintenance Manual * *
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METHODOLOGY FOR SELECTING AN
ALTERNATIVE CLEANING PROCESS
In developing and selecting an alternative chemical
or process for use in aircraft maintenance cleaning
processes, a wide variety of criteria should be
considered. These criteria can be broadly grouped
into the following categories:
Organizational
Policy and Regulatory
Technical
Economic
Environment, Health, and Safety
Organizational
The most important aspect of a corporate
phaseout of ozone depleting substances (ODSs) is
the commitment of the corporate management to
such a program. Without such a commitment, a
facility will be hard-pressed to successfully
complete its phaseout. Important considerations
which pertain to the corporate organization
include:
Compatibility with other corporate goals.
Corporate policy might disallow the use of
particular solvents if the company is sensitive to
public opinion. This would result from a
corporate policy in which the opinions of the
general public are to be considered in all
decision-making.
Compatibility with corporate environmental policy,
Some alternatives generate other forms of
emissions, effluents, or wastes that are also the
subject of corporate environmental goals.
Feasibility given existing organizational structure.
Environmental concerns may already be. the.
responsibility of a particular task force within
the company. Some companies have made
environmental performance a criterion-for
evaluating managerial performance.
Willingness to provide capital. Corporate
management must be willing to make capital
investments in new equipment in order to
facilitate a phaseout of ODSs. They should
understand that a capital outlay at the present
time may result in significant cost savings in
future years.
Policy and Regulatory
Any potential alternative chemical or process must
be evaluated as to its compliance with a variety of
government regulations and laws. At the very
least, alternatives must comply with the mandates
of the 1987 Montreal Protocol on Substances that
Deplete the Ozone Layer and its subsequent
amendments. In addition, alternatives must meet
with federal and local regulations which apply in
the country in which the alternative is to be
implemented. In the United States for example,
alternatives must be evaluated in regards to several
sections of the Clean Air Act Amendments of
1990, as well as strict regulations on emissions of
volatile organic compounds (VOCs) in some
metropolitan areas.
Technical
The technical feasibility of an alternative process
must be evaluated on a case-by-case basis and is
EPA/ICOLP Aircraft Maintenance Manual * *
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dependent on a number of important
considerations. While these considerations will
vary from facility to facility depending on location
and function, a number of these considerations are
universal in their applicability. Important criteria
to consider when evaluating an alternative cleaning
process for its technical adequacy include the
following:
Cleaning ability
Compliance to specifications
Material compatibility .
Effect on subsequent processes
Process control
Throughput of the cleaning process
New process installation
Floor space requirements
Operating and maintenance require-
ments.
Cleaning Ability
The degree of cleanliness required when cleaning
a part varies from industry to industry and from
process to process. In some metal cleaning
applications, cleanliness requirements are less
stringent in terms of measurable residue while in
industries where critical components are being
cleaned, requirements may be more stringent.
Meeting cleanliness standards in the aerospace
industry may require the removal of all
contaminants. The high performance coatings and
adhesives used on jet aircraft require, for example,
a high degree of surface cleanliness to insure the
integrity of the coatings.
The successful removal of contamination from a
surface is not a property of the solvent alone, but
a combined relationship of the cleaner, the
substrate, the soils, and the cleaning conditions.
Characteristics of the cleaner or solvent which
greatly affect its cleaning ability include wetting,
capillary action, detergency, solubility, and
emulsification.
Several standard tests can be used to determine the
cleaning ability of an alternative chemical or
process. Some of these tests can be run on the
shop floor (visuals, tissue paper, water break, and
acid copper test), whereas other tests would iave
to be performed in a laboratory. Realizing that
many aircraft maintenance facilities have limited,
if any, laboratory facilities, the shop-floor tests
become more important Ultimately, the most
important question to ask regarding any cleaning
process is, "Will the part pass inspection?*
Visual Examination. This test is useful only for
visible contamination, but it can be done^in a
production/plant environment . .
Tissue Paper Test. The cleaned surface is rabbed
with white tissue paper and the tissue is
observed for discoloration. This test is simple
and can be done in .the production/plant
environment. .
Water Break. If the last clean rinse forms a
continuous water film on the pan as it is
removed, the surface can be considered clean.
Acid Copper Test. A ferrous panel is immersed
in a copper sulfate solution. On clean surface
areas, copper will be deposited by chemical
activity, forming a strong adherent, semi-bright
coating that is spot free.
Atomizer Test. Water mist is applied to a clean
dry surface with an atomizer. The cleanliness is
determined by the value of the advancing
contact angle.
Contact Angle of Water Drop. A drop of water is
placed on the test surface; the contact angle is
then measured either photographically or by a
contact angle goniometer. Although this is an
accurate method of determining relative surface
cleanliness, it can only be used under laboratory
conditions. In addition, the presence of a
surfactant on the test surface may result in a
false reading.
EPA/ICOLP Aircraft Maintenance Manual
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* Kerosene Viewing of Water Break. The test panel
is withdrawn from water and is immediately
submerged in a transparent container of
kerosene that is lighted from the bottom.
Water breaks are displaced by kerosene.
Radioactive - Tracer. A radioactive soiling
compound is applied to the test piece, and the
residual radioactivity is measured after cleaning.
This is the most sensitive of the quantitative
tests now available. Use standard precautions
when working with radioactive materials.
Elemental Analysis. A surface carbon
determination is one of the most accurate
methods of identifying small amounts of organic
residues such, as-oils remaining after the
cleaning of metal parts. A test part is
introduced into an electric resistance furnace
and carbon dioxide is introduced at 958°F
(500°C). Measurements are taken using a non-
dispersive infrared analyzer (wave length = 4240
nm). The sensitivity is 0.01 mg/n? and the
accuracy is 0.5 percent carbon content.
Fluorescent Dye. An oil soluble fluorescent dye
is mixed with an oily soiling material and
applied to the test panels. After the panels are
cleaned, the retained soil is visible under
ultraviolet or black light. Note that some
cleaners may selectively remove tracer or
fluorescent dyes.
Gravimetric. The test panels are weighed before
and after cleaning. The sensitivity of the
method depends upon the sensitivity of the
balance and the size of the panel.
Oil Spot. A drop of solvent is used to degrease
an area the size of the drop. The drop is picked
up with a pipette and evaporated on ground
glass. An evaporation ring indicates contamina-
tion.
Paniculate Contamination. A thin film of
polyvinyl chloride is pressed against the test
surface, heated to 240°F (115°C), and cooled. It
is then carefully stripped from the surface and
examined under the microscope. The
paniculate contaminants will be embedded in
the vinyl sheet.
Particle Removal Test. Panicle'removal can be
tested by artificially contaminating surfaces with
known panicles of various sizes down to'and
below the size of interest for removal. Precision
panicles from submicron to tens of microns in
size can be obtained. Nephelometric methods
and membrane filtration methods such as
ASTM-F24 are useful low-cost 'techniques for
evaluating general cleaning.
Chemical Analysis. Surface cleanliness can be
evaluated and surface contaminants identified
and quantified by using a number of analytical
chemical techniques. The techniques most often
used are Auger electron spectroscopy (AES),
secondary ion mass spectroscopy .(SIMS), x-ray
photo-electron spectroscopy (XPS), and
microscopic Fourier-Transform infrared
spectroscopy (micro FT-IR).
Optical Monitoring and Polarized Light
Microscopy. Visual inspection using microscopy
is relatively inexpensive and gives fast results.
End Use Tests. These tests can be conducted to
examine the effect of cleaning on subsequent
process steps such as the application of
protective coating (some of these are discussed
later in this section).
Compliance to Specifications
Standards and specifications often complicate the
search for alternative chemicals or processes by
requiring the use of a specific cleaner or solvent
.for a specific cleaning application. This is a
particularly important consideration in the
maintenance of military aircraft.
In instances where cleaning requirements are
governed by military or other specifications, it is
necessary to either verify compliance by using the
indicated cleaners or solvents only, or renegotiate
existing specifications before switching to
alternative technologies. Types of specifications
which apply directly to aircraft maintenance
procedures include military specifications
(milspecs), SAE/AMS (Society of. Automotive
Engineers/Aircraft Maintenance Standards)
specifications, and ASTM (American Society for
Testing and Materials) standards.
* *
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Material Compatibility
In the selection of an alternative process, material
compatibility is as important as the cleaning ability
of the cleaner itself. Issues to be considered
include: the possibility for corrosion or chemical
attack of metals, plastics, composites, and other
sensitive materials; swelling or deformation of
elastomers; and damage to coatings or adhesives
present on the surface. In the aircraft industry,
compatibility of materials is extremely important
when dealing with surfaces of titanium alloys, high
temperature superalloys, and/or composite
materials.
Compatibility can be evaluated by performing a
number of tests including:
Stress corrosion (ASTM-G38) cracking (SCC)
of parts can occur when susceptible materials
(from which the parts are made) are corrosion
sensitized during cleaning and are subsequently
aged in a tension stress application, possibly
with variations in temperature. In general SCC
tests are run by subjecting a test specimen of
the same composition and heat treatment as the
part, to a constant tension stress load after
being exposed to the corrosive medium. A
number of ASTM test methods specify complete
test details for specimen configuration and
stress loading. See TM-01-69 MACE standard
"Laboratory Corrosion Testing of Metals for the
Process Industry."
Total immersion corrosion (ASTM 483) testing
evaluates the general corrosive attack of a
cleaner which can cause unacceptable
dimensional changes in a metal surface. A
number of specifications describe variations on
this test (MIL-C-87936, ASTM F483). Metal
cleaners for aluminum and aluminum alloys can
be evaluated in accordance with ASTM D930.
. Cleaners for all other metals can be evaluated
using ASTM D1280. For example, the test can
be conducted by completely immersing a tared
specimen into the test solution so that there, is
no air/solution interface. The specimen is
allowed to sit undisturbed for 24 hours after
which 'it is removed, rinsed, dried, and
reweighed. Corrosion is measured as weight
loss or gain. The amount of allowable loss
should be predetermined depending on the kind
of material and use, but should be restricted to
a few milligrams.
Sandwich corrosion .(ASTM F1I10) testing
measures the corrosivity of a cleaner confined
between faying surfaces and periodically exposed
to specified temperature and humidity
conditions.
Hydrogen embrittlement (ASTM F519-77)
testing is conducted to determine if cleaners will
adversely affect high strength steel. Testing can
be conducted in accordance with ASTM F519,,
using both cadmium plated and unplated Type
1A steel specimens. The specimens are
subjected to 75 percent of their ultimate tensile
strength while immersed in .the test solution.
The specimens must "not break for a minimum
of 150 hours.
Effect on Subsequent Processes
Since cleaning is an integral part of manufacturing
processes, it is critical to examine cleaning
effectiveness and the effect of cleaners on
subsequent manufacturing steps. The
manufacturing steps in aircraft maintenance before
which cleaning is usually considered necessary
include:
Inspection. Visual inspections may be numerous,
making speed and ease of pan handling very
important. Parts are cleaned to meet customer
requirements and have to be inspected to
identify any defects. .
<
Assembly. Assembly requires that parts be free
from inorganic and organic contaminants. The
cleaning process should leave the parts clean
and dry, ready for assembly, and/or subsequent
finishing.
Further Metal Working or Treatment. In many
instances, parts must be prepared for
subsequent operations .such as welding, heat
treating, or further machining. Qea'ning
between steps allows the operator to start each
new step with clean, dry parts. Before heat.
treatment, all traces of processing oils should be
removed from the surfaces; their presence
causes smoking, nonuniform hardening, and
EPA/ICOLP Aircraft Maintenance Manual * *
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heat treatment discoloration on certain metals.
Through heat treatment, residual contaminants
can cause intergranular attack, and therefore the
loss of fatigue strength, or stress corrosion
mechanisms.
Machining. By starting a machining operation
with a clean surface, the chance of carrying
imperfect parts through to other operations is
minimized. Cutting oils used during machining
give best results when applied to clean surfaces.
Application of Protective Coatings. Cleaning is
used extensively before and after the application
of protective and/or decorative finishes. For
example, surfaces cleaned before painting,
enameling, or lacquering, give better adhesion
of finishes. Similarly, cleaning is used to
remove large amounts of oil contamination,
prior to electroplating and passivation of
ferrous metal alloys, and anodizing and chemical
conversion coating of aluminum.
Potential residues remaining after cleaning with an
alternative product or process must be evaluated
for their compatibility with subsequent processes.
This is especially important in cleaning prior to
nondestructive testing (NDT) inspection.
Process Control
Process control is part of a quality assurance
program. Being satisfied with a process is vital to
a successful program. One example of good
process control is checking cleaner solution
composition on a routine basis. Maintaining
proper solution concentration by making small,
frequent additions is much more effective than
making a few large additions. The proper
automated chemical dispensing equipment, which
can be activated by a timer or by conductivity of
the solution, is a good method for control.
Throughput of the Cleaning Process
Although most of the cleaning processes associated
with aircraft maintenance are not continuous
processes, throughput can be an important
parameter. For example, adhesion of finishes can
be affected by moisture remaining on a surface to
be coated. The rapid drying time associated'with
solvent cleaning provides an advantage in speeding
up production processes. For batch cleaning
processes, this factor may not be critical. Some
alternative processes may require slower -
throughput for optimized operations along with
special diving stages. . .
New Process Installation
The ease with which a solvent cleaning process
using CFC-113 or MCF can be convened to or-
replaced by an alternative cleaning process will
have a direct bearing on the choice of alternative.
Issues associated with the installation of the new
process include facility preparation, production/
service downtime, user awareness/education,
qualification testing, and transition between the
two processes. In some cases, wastewater
treatment facilities may be required. :
Floor Space Requirements
Equipment must be compatible with the plan and
space constraints of the facility's manufacturing
floor. A new process might require rearranging
subsequent processes to optimize the floor plan.
In many cases, alternatives take up more space
than solvent cleaning processes. For example,
compared to a single vapor degreaser, most
aqueous cleaning processes include a minimum of
two wash/rinse tanks and a drying device. The
result often is an increase in the amount of floor
space required. However, some cabinet spray
washers are designed to wash, rinse,' and dry in the
same cabinet, thereby minimizing the need for
multiple tanks. Rearranging existing equipment or
installing a new process. may also affect
environmental permitting requirements.
Operating and Maintenance
Requirements
Each new process may require a modification or
rewriting of standard operating and maintenance
procedures. In these cases, not only will there be
the need to develop and test the new procedures,
EPA/ICOLP Aircraft Maintenance Manual *
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but special operator training may be needed to
familiarize operators with the proper procedures
associated with the new cleaning technologies.
Due to tbe fact that process parameters are likely
to require more close control when substituting an
alternative process, maintenance of process
equipment on a regular basis is critical.
In some alternative processes, as the concentration
of soils in the cleaning solution increases, parts
may leave the cleaning solution with unacceptable
amounts of residual soil. Regular monitoring,
control of solutions, the use of filtration, and
adequate post-rinsing/washing procedures must be
considered.
Economic
Process economics is a key factor in the selection
of alternative processes. Initial costs associated
with an alternative process include capital costs of
equipment, possible costs associated with waste
treatment/handling equipment and costs for permit
changes for new construction or new operating
procedures. In addition, operating cost equations
include material, labor, maintenance, and utility
costs. Cost estimates for an alternative process can
be developed through preliminary process design.
One simple approach is to calculate net present
value (NPV) based on the discount rate and period
of investment the company uses. The NPV is
calculated as follows, where (n) is the number of
years, and (i) is the discount rate.
NPV = Cost^ + Costal-l-i) +
Cost2/(l+i)2 + ... + Costn/(I+i)n
While traditional economic considerations such as
rate of return and payback period are important,
the CFC-113 and MCF reduction program can be
justified on a basis of environmental protection
and solvent supply reliability. It is important to
recognize that the price of CFC-113 and MCF will
rise rapidly as the supplies are reduced and taxes
are imposed. Because of the considerable
difference in ozone-depleting potential, the price
increases of CFC-113 and MCF will vary. Include
tbe cost savings resulting from savings-in solvent
consumption in all cost calculations. Many of the
alternative processes can be much less expensive
than the current CFC and MCF processes being
used.
Environment, Health, and
Safety
Important environment, health, and safety issues to
consider when evaluating an alternative cleaning
process include:
Compatibility with appropriate federal and local
regulations. Local regulations on ozone-
depleting chemicals, VOCs, and waste effluent
can be more stringent than their federal
counterparts. For example, some areas have
strict laws regulating the use of VOCs, while
others have very few controls. In addition,
there are often additional regulatory
requirements which accompany the phaseout of
ozone-depleting substances. For example, in
addition to the phaseout requirements under
the Clean Air Act in tbe United States, there
are a number of provisions either in effect or
which will go into effect over the next few years
that will also impact the selection of
alternatives. These provisions include Section
610: Nonessential Products Containing
Chlorofluorocarbons, Section 611: Labeling,
and Section 612: Safe Alternatives Policy.
These and other provisions must be considered
before selecting alternatives. In Europe, "Best
available technology (BAT)" guidelines have
been developed in order to control VOC
emissions from solvent cleaning processes.
These guidelines outline recommended
equipment design and operating practices for
use in cold cleaning, vapor degreasing, and "in-
line" cleaning. The guidelines also address
treatment and disposal of waste materials from
solvent cleaning operations. This includes not
only spent solvent, but contaminants such as
solids and oils as well.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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* Compatibility with regulatory trends. Since new
environmental policy is emphasizing pollution
prevention and risk reduction, it is prudent to
move to cleaner products and processes that are
less polluting, less energy-intensive, less toxic,
and less dependent on raw materials.
Public perceptions. Legislation such as "right-to-
know* laws has provided the public in many
countries with more information about the
chemicals used by specific plants and their
associated risks. Public information has made
plants more accountable to the concerns of
neighboring communities.
Potential of alternatives for ozone depletion and
gbbal warming. -Each potential alternative must
be evaluated for its contribution to ozone
depletion as well as global warming. In most
cases, it will be considered unacceptable to
replace a high ozone depletor with a nonozone-
depleting substance that has a high global
wanning potential. The focus during the
phaseout of ozone-depleting substances should
be on finding substitutes which do not
contribute significantly to other environmental
problems.
Energy efficiency. The energy efficiency of an
alternative cleaning process will have direct
impacts on both the cost of maintaining a
process as well as on the environment via global
warming concerns.
Effects on waste stream. Some alternative
cleaning processes will result in an increase in
the amount of waste generated, while others will
either decrease waste or produce a different
type of waste. In any case, the phaseout of
CFC-113 and MCF in cleaning operations will
reduce or eliminate the need to dispose of spent
solvent. However, processes such as aqueous
cleaning, which are likely to be widely used in
aircraft maintenance, will result in large
amounts of wastewater which may need to be
treated before being discharged to a POTW.
Toacity and Worker Safety. Alternatives should
minimize occupational exposure to hazardous
chemicals where possible. Persona] Exposure
Limits (PELs) such as those determined by the
Occupational Safety and Health Administration
31
(OSHA) in the U.S. should be considered
before selecting alternatives. Personal
protective equipment, such as gloves, safety
glasses, and shop aprons, should be reviewed for
compatibility with alternative cleaners. Work
procedures and practices should be reviewed
and modified to accommodate the properties of
the alternative cleaner. A toricologis.t should
also be consulted if the cleaner or cleaning
process is new to the facility. . ;
Flammability. Fire and explosion hazards are.
very important considerations. In some
instances, changes in a material or process will
require the review of fire protection engineers
and insurance carriers. Flammability should be.
evaluated and adequate fire control measures
should be implemented before switching lo a
cleaning process which involves potentially
flammable substances. :
In order to speed the process of evaluating
potential alternatives, several large airlines in the
United States have developed standardized forms
to gather information on alternatives. On these
forms, vendors of alternatives provide information
including the following:
.chemical type .
chemical composition
physical properties
usage instructions
customer approvals
results of standard industry tests (ASTM,
Douglas, Boeing)
effects on aircraft materials
health impacts
safety procedures, and :
regulated contents.
For at least one of the airlines, an alternative will
not be considered if the chemical data sheet is not
completed in its entirety. At Continental Airlines,
the completed datasheet is reviewed by
representatives from engineering, safety, and
environmental programs. If all approve the use of
the product, it is then brought in for testing. The
full "Chemical Qualification Sheet" used by
Continental is presented in Appendix D. .
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QUALIFICATION TESTING OF ALTERNATIVE
CLEANING PROCESSES AND MATERIALS
As mentioned in the previous section, there are a
number of important items to consider in
evaluating the acceptability of an alternative
chemical or process. Perhaps the most important
criteria in selecting an alternative is the
qualification testing required by the aircraft
manufacturers. This testing is vital to insure the
safety of the aircraft and to avoid the possibility of
future warranty and/or liability problems.
in many cases, the maintenance manuals for an
aircraft will specify the exact type of .cleaner to be
used in a specific process. For instance, the
Boeing 747 Maintenance Manual calls for the use
of a mild alkaline cleaner in order to clean the
exterior surface of the aircraft. While this does
indicate that the specified cleaner or cleaning
method is approved for use on the aircraft, it does
not mean that the specified cleaner is the only
acceptable product. Herein lies the opportunity
for airlines to begin using alternative materials and
processes.
In general, initiating a program to select
alternatives, as well as the. actual evaluation and
selection process, is entirely the responsibility of
each.individual airline. While the aircraft and
engine manufacturers do provide some guidance
for performing product evaluations, most do not
actively test and approve new cleaning materials
and processes. Both Douglas Aircraft and the
Boeing Corporation have stated this policy clearly
in guidance documents distributed to all customers.
The Douglas Aircraft Company's Customer Service
Document (CSD) #1 states that "Douglas will not
test and approve maintenance chemicals for use on
operational jet aircraft, as was done originally.
The responsibility for approval of aircraft
maintenance chemicals for use on Douglas
manufactured aircraft is with the operator."
Similarly, the Boeing Company's document D&
17487, which contains testing guidelines for
alternatives, states that "the Boeing Company will .
not perform the tests described [in this document]
for the airlines nor will the Boeing Company act as
an intermediary between vendors and airlines
The final selection of materials rests with the user.*
The full text of the Douglas and Boeing documents
can be found in Appendices £ and F, respectively.
In these documents, Boeing and Douglas have
specified the testing procedures to be carried out
in approving alternative cleaning chemicals and
processes. For each manufacturer, a specific set of
tests are required for each alternative chemical or
process. The tests to be performed are dependent
on the type of cleaner being evaluated, as
summarized in Exhibits 7a and 7b.
Boeing gives step-by-step instructions for carrying
out each of the required tests, while Douglas cites
standard test methods approved by the American
Society for Testing and Materials (ASTM). Both
manufacturers give explicit details identifying
materials to be used in the tests.
Both Boeing and Douglas stress that the selection
of a substitute is the decision of the individual
airline. Test results need not be submitted to the
aircraft manufacturer for formal approval.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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Exhibit 7a
QUALIFICATION TESTS RECOMMENDED BY BOEING
Certification
Tests
Sandwich Corrosion Test
Immersion Corrosion Test
Acrylic Crazing Test
Polycarbonate Crazing Test
Elastomer Degradation Tests
Tape Adhesion Tests
Paint Softening Tests
Hydrogen Embrittlement Test
Manual,
Alkaline and
Emulsion
Cleaners and
Liquid Waxes
X
X
X
X
Acid
Brighteners
and
Corrosion
Removers
X
X
Faint
Strippers
X1
X1
X
Carbon
Removers
X
X
X
-
'
X
X
Airplane
and
Facility
Deicers
X
X
-
X
X
Toilet
Flushing
Fluids
X
X
X
X
X
1 Materials meeting MIL-R-25134 need not be tested for corrosion.
Exhibit 7b
QUALIFICATION TESTS RECOMMENDED BY DOUGLAS
. Qualification Test
Effects on Painted Surface
Residue
Sandwich Corrosion
Stress Crazing of Acrylic Plastic
Immersion Corrosion, Aluminum
Hydrogen Embrittlement
Cadmium Removal
I
General
Purpose
Geaner
X
X
X
X
X
X
X
n
Carbon
Exhaust
Remover
X
X
X
.
X
X
X
in
Paint
Remover
.
.
X
.
X
X
X
?v
Deoxidtzer/
Brightener
" <
.
X1
X
X
.- '
.
V
Polishes
.
' X
X
X
X
X
.
VI
Deicing
Compounds
X
X
X
X
X
X
X
1 Test chemical conversion coated aluminum only (P/W 7452876-7, -11, -15), slight etching of the aluminum surface
is acceptable.
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REVIEW OF EXISTING PROGRAM
The following sequence of activities should be performed to develop a maintenance cleaning program tbat
eliminates the use of CFC-113 and MCF:
Determine where and why CFC-113 and methyl chloroform are consumed in aircraft maintenance
cleaning operations; ' - - ''.'. " -
Characterize existing cleaning processes. This activity will help reveal how cleaning integrates
with other manufacturing processes and determine whether cleaning is necessary;
Characterize current solvent material and process control methods, operating procedures and
disposal practices and determine the sources of any solvent losses. This step will help identify
"housekeeping" measures to reduce solvent consumption at little or no net cost to the facility,
Characterize the substrate materials being cleaned. This step includes identifying the type and
geometry of materials being cleaned;
Characterize the soils and their sources;
Establish criteria that must be considered before selecting an alternative cleaning process. These
criteria include organizational, policy, technical, economic,.environment, health, and safety issues;
and .
Evaluate and perform qualification testing of alternative chemicals and processes. These tests will
be required to gain aircraft and engine manufacturers' approval of the alternatives.
These steps will provide a better understanding of cleaning needs, allow for the elimination and/or
consolidation of certain cleaning operations, and develop a systematic procedure for selecting an alternative
cleaning process. With this understanding, the next section describes some major alternative processes to
solvent cleaning using CFC-113 and methyl chloroform.
* *
EPA/ICOLP Aircraft Maintenance Manual *
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ALTERNATIVE MATERIALS AND PROCESSES
Alternative cleaning materials and processes and
alternative solvents to eliminate CFC-113 and
MCF are now available for standard aircraft
maintenance practices. The choice of an
alternative depends on a variety of factors,
including the cleanliness required and economic,
technical, health, safety, and environmental issues.
It may also be possible to reduce and/or eliminate
deposition of soils which require cleaning, allowing
the use of a less" aggressive cleaning method.
Therefore, the conversion to an alternative
cleaning process may be made simpler by
evaluating the ability to reduce contamination.
The following sections describe the major
advantages, disadvantages, and key process details
associated with the most promising alternatives.
These technologies should be evaluated on a case-
by-case basis. A list of vendors and references at
the end of this manual may be a useful source of
additional information. The following alternatives
are addressed in this manual:
"Good Housekeeping" Practices
Alternative Cleaning Processes:
Aqueous
Semi-Aqueous
Alternative Solvents:
Aliphatic Hydrocarbons
Chlorinated Solvents
Organic Solvents
Hydrochlorofluorocarbons (for
essential applications)
Other Cleaning Techniques:
. Perfluorocarbons
Supercritical Carbon Dioxide
Media Blasting
EPA/ICOLP Aircraft Maintenance Manual *
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"GOOD HOUSEKEEPING" PRACTICES
As previously mentioned, one of the primary
components of a successful pbaseout strategy is the
identification of uses of the solvent to be
eliminated. An accurate picture of solvent usage
will allow the phaseout team to focus its efforts on
those areas where large quantities of solvent are
used and where alternatives are readily available.
This solvent use characterization can also be used
to decrease consumption immediately through the
classification of- uses as either legitimate and
improper uses.
Many of the aircraft maintenance applications in
which CPC-113 and MCF are being used in a
facility are neither necessary nor intended uses.
When these substances were introduced to the
facility years ago, they were intended for specific
applications. However, their excellent cleaning
ability, coupled with the availability of these
solvents, has often resulted in their abuse.
One method of significantly reducing a facility's
usage of CFC-113, and especially MCF, is the
implementation of "good housekeeping" measures.
These measures should be designed to limit use of
these substances to applications for which they are
intended, and to eliminate their use in other
convenience applications. The first step in this
"good housekeeping* procedure is the identification
of all uses of the solvents.
Use of CFC-113 and MCF should be evaluated
using surveys, shop inspections, and whatever
additional means are necessary. The resulting data
should be cataloged so.that it can be compared
with future data. Computerizing the cataloging
system may make tracking usage patterns easier in
the long run.
Once the survey of current uses is completed, the
solvent substitution team should evaluate each of
the uses to determine whether or not the solvent
being used was intended for use in that
application. In cases where it is decided that the
solvent was not meant to be used in a specific
application, this usage should be eliminated
immediately and replaced with the originally
intended solvent or cleaning process.
Investigations should also be conducted to learn .
how CFC-113 or MCF came to be used for the
unintended, application. The results of this
investigation should help to prevent the same
problem from occurring in other applications or
with other chemicals.
After the cataloging system is in place,
arrangements can be made to monitor and log all
future purchases and dispersements of CFC-113,
MCF, and all other solvents. Airlines using an
approach such as this have had substantial success
in controlling their consumption not only of.
ozone-depleting solvents, but of other solvents as
well, thereby experiencing significant cost savings.
One major airline in Europe has reported a
reduction in CFC-113 and MCF usage of more
than 50 percent through "good housekeeping*
measures alone.
EPA/ICOLP Aircraft Maintenance Manual *
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AQUEOUS CLEANING
41
Aqueous cleaners use water as the primary solvent.
They often incorporate surfactants and builders
with special additives such as pH buffers, corrosion
inhibitors, saponifiers, emulsifiers, deflocculants,
completing agents, antifoaming agents, and other
materials. These ingredients can be formulated,
blended, and concentrated in varying degrees to
accommodate the user's cleaning needs. Exhibit 8
presents an overview .of the advantages and
disadvantages of aqueous cleaning.
Since the discovery that CFC-113 and MCF were
contributing to depletion of ozone in the
stratosphere, many aircraft maintenance facilities
have switched to alternative cleaning processes.
Many of the cleaning procedures which previously
used CFC-113 and methyl chloroform can and have
been satisfactorily convened to aqueous cleaning.
In order to implement an aqueous cleaning
process, there are several factors to consider.
These include the cleaning ability of the cleaning
solution, the compatibility with aircraft materials,
the equipment needed to conduct the cleaning
operations, and worker safety. The optimum
selection of chemistry and equipment will dictate
the efficiency of the overall cleaning process.
Process Chemistry
Aqueous cleaners are made up of three basic
components: (1) the builders which make up the
largest portion of the cleaner and create stable soil
emulsions once soils are removed from a surface,
(2) the organic and inorganic additives which
promote cleaning and cleaner stability, and (3) the
surfactants and wetting agents which are the key
constituents and remove or displace soils from
surfaces and initiate the emulsification process. As
noted earlier, aqueous cleaners can be tailored to
meet specialized cleaning needs.
Buiiders are the alkaline salts in aqueous cleaners.
They are usually a blend selected from the
following groups: alkali metal orthophosphates and
condensed phosphates, alkali metal hydroxides,
silicates, carbonates, bicarbonates, and borates. A
blend of two or more of these builders is typical in
most aqueous cleaners.
Although phosphates are the best overall builders,
discharge of cleaning solutions containing
phosphates is often subject to environmental
regulations, thereby .limiting their use. Chelating
agents such as the sodium salt of ethylenediamine
tetra acetic acid (EDTA) and gluconates can be
used instead of phosphates. Silicates are
sometimes difficult to rinse and may cause trouble
in subsequent plating operations if not completely
removed. They may also cause fouling in process
equipment such as filters and pumps. Hydroxides
are effective on difficult soils. They saponify
effectively because of their high pH. Carbonates
are an inexpensive alkaline source but are less
effective builders than the phosphates.
Additives can be either organic or inorganic
compounds and provide additional cleaning or
surface modifications. Glycols, glycol ethers,
chelating agents, and polyvalent metal salts, are
common additives.
Surfactants are organic compounds that provide
detergency, emulsification, and wetting in alkaline
cleaners. Surfactants are unique because of their
characteristic chemical structure. They have two
distinct structural components attached together as
a single molecule. The hydrophobic half has little
attraction for the solvent (water) and is insoluble.
The other half is hydrophilic and is polar, having
a strong attraction for the solvent (water) which
carries the molecule into solution. Their unique
chemical structure provides high affinity for surface
adsorption. Surfactants are classified as anionic,
cationic, nonionic, and zwitterionic (amphoteric).
Their use reduces the surface tension of water,
EPA/ICOLP Aircraft Maintenance Manual * *
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Exhibits
AQUEOUS CLEANING
ADVANTAGES
DISADVANTAGES
Aqueous cleaning bas several advantages ewer organic
solvent cleaning.
Safety - Aqueous systems have fewer worker «afety
problems compared (o many solvents. They are not
flammable or explosive.. Consult material safety
data sheets for information on health and safety. .
Cleaning - Aqueous systems can be designed to
clean particles and films better than solvents.
Flexibility - Aqueous systems have multiple
degrees-of-freedom in process design, formulation
and concentration. This freedom helps aqueous
cleaning provide superior cleaning for a wider
variety of contamination.
Removal of Inorganic or Polar Soils - Aqueous
cleaning is particularly good for cleaning inorganic
or polar materials. Many machine shops are using
water-based lubricants' and coolants to replace oil-
based lubricants for environmental and other
reasons, Water-based lubricants are well suited to
aqueous cleaning processes.
Oil and Grease Removal - Organic films, oils, and
greases can be effectively removed by aqueous
chemistry.
Multiple Cleaning Mechanism - Aqueous cleaning
' functions' by several mechanisms rather than just
dissolution. These include saponificalion (chemical
reaction), displacement, emulsification, dispersion,
and others. Particles are effectively removed by
surface activity coupled with the application of
mechanical energy.
Ultrasonics Applicability - Ultrasonics are much
more effective in water-based solvents than in CFC-
113 or MCF solvents.
Material and Waste Disposal Cost - Aqueous
cleaning solutions are generally less expensive than
solvents and, when properly handled, will, reduce
waste disposal costs.
Depending upon the specific cleaning application there are
also disadvantages.
Cleaning Difficulty - Parts with blind boles, small
crevices, tubing, and honeycomb structures may be
difficult to clean and/or dry, and may require process
optimization. - _
Process Control - Solvent cleaning is a very forgiving
process. To be effective, aqueous processes require
careful engineering and control.
Rinsing - Some aqueous cleaner, residues, particularly
from surfactants, can be difficult to rinse. Trace residues
may be detrimental for some applications and materials.
Special caution should be taken for .parts requiring
subsequent vacuum deposition, liquid oxygen contact, etc.
Rinsing can be improved using DI water or alcohol rinse.
Drying - It may be difficult to dry tubing and certain
part geometries with crevices and blind holes. Drying
equipment is often required.
Floor Space - In some instances aqueous cleaning
equipment may require more floor space.
Capital Cost - In some cases, new facilities will need to
be constructed.
* Material Compatibility - Corrosion of metals or delayed
environmental stress cracking of certain polymers may
occur.
Water - In some applications high purity water is needed.
Pure water can be expensive.
* Energy Consumption - Energy consumption may be
higher than solvent cleaning if applications require heated
rinse and drying stages,
Wastewater Disposal - In some instances, wastewater
may require treatment prior to discharge.
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43
allowing it to penetrate into tightly spaced areas
where water could not otherwise reach.
The use of a nonfoaraing cleaner is extremely
important in alkaline cleaning applications
performed using a spray technique.
Nonionic surfactant is generally the only type of
surfactant that results in minimum foaming and
provides good detergency. Therefore, it is often
used in spray applications. All types of surfactants
can be used for immersion cleaning, although
cationic surfactants are rarely used.
Process Equipment
Typical aqueous cleaning equipment can be
classified in two general categories: in-line and
batch. In-line equipment is generally highly
automated and allows for continuous processing of
the product being cleaned. Batch cleaning requires
that operators load and unload the cleaning
equipment after each cycle is completed. Given
equal cleaning cycle times, in-line cleaners allow
for a significantly higher throughput than batch
cleaners. . .
The in-line and batch equipment can be further
classified.according to the method by which the
cleaner is 'applied to the part to be cleaned. The
three basic methods of aqueous cleaning are
immersion, spray, and ultrasonic. Exhibit 9
presents an overview of the advantages and
disadvantages of these three types of equipment.
Immersion equipment cleans by immersing parts in
an aqueous solution and using agitation or heat to
displace and float away contaminants. Agitation
can be either mechanical or ultrasonic.
Spray equipment cleans parts with a solution
sprayed at medium-to-high pressure. Spray
pressure can vary from as low as 2 psi to 400 psi or
more. In general, higher spray pressure is more
effective in removing soil from metal surfaces.
Aqueous cleaners which are specifically designed
for spray application are prepared with low
foaming detergents. .
The spray design should be able to reach all pan
surfaces by mechanically manipulating the part or
the spray nozzles. Although spray cleaning is
effective on a wide variety of parts, some part
configurations may be difficult to clean using
currently available spray technology.
A high pressure spray is an effective final rinse
step. Pressures may range from 100' psi in
noncritical applications to 5dO - 2000 psi in critical
applications. Optimization of .nozzle design such
as spray pattern, drop size' and formation,
pressure/velocity, and volume have a major impact
on effectiveness. A final spray is much .cleaner
than an immersion rinse, since the water spray
contacting the pan can be highly pure and filtered.
Ultrasoniccleaningequipment'WQrte'well with water-
based processes. Because the cavitation efficiency
is higher for water than for CFC-113 and MCF,
the removal of panicles from surfaces is usually
more effective in aqueous versus organic solvent
media. Process design requires caution to insure
that cavitation erosion of pan surfaces is not a
problem. Certain pan geometries are also
sensitive to ultrasonic agitation.
It is important to optimize system operations
when using ultrasonic systems. Since good
ultrasonic cleaners have few.standing waves,
reflection from the surface and the walls is an
important consideration. The number of parts and
their orientation to walls, fixtures, and other parts
will-impact cleaning performance. The fixturing
should be low mass, low surface energy, and
nonabsorbing cavitation resistant material such as
a stainless steel wire frame. Avoid using plastics
for fixtures because of leaching and absorption of
sonic energy.
Both ultrasonic and spray equipment can be used
together to great advantage, especially in rinsing.
Low pressure (40-80. psi) spray at relatively high
volumes is good for initial rinsing. It is critical to
keep the pan wet at all times prior to final drying.
A secondary immersion-ultrasonic rinse is
especially useful for parts with complex geometry
or blind holes.
In some instances final rinsing with DI water or an
alcohol, such as isopropanol, can remove residues
and prevent water spots.
* EPA/ICOLP Aircraft Maintenance Manual
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Exhibit 9
AQUEOUS CLEANING PROCESS EQUIPMENT
IMMERSION WITH
ULTRASONIC
AGITATION
IMMERSION
WITH MECHANICAL
AGITATION
SPRAY WASHER
ADVANTAGES
High level of
cleanliness; cleans
complex parts/
configurations
Can be automated
Usable with parts on
trays
Low maintenance
May be performed at
ambient temperature
Cleans complex parts
and configurations
Will flush out chips
Simple to operate
Usable with parts on
trays
Can use existing vapor
degreasing equipment
with some modifications.
High level of cleanliness
Inexpensive
Will flush out chips
Simple to operate .
High volume
Spray unit may be
portable
DISADVANTAGES
High cost
Requires rinse water for
some applications
Requires new basket
design
Limits part size and tank
volumes
May require separate
dryer
Requires rinse water for
some applications
Harder to automate
Requires proper pan
orientation and/or
changes while in solution
May require separate
dryer
Requires rinse water for
some applications
Not effective in cleaning
complex parts
May require separate
dryer
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Process Details
Aqueous cleaning in aircraft maintenance
procedures is currently performed using both large-
and small-scale immersion and spray cleaning
techniques. Many products are cleaned
individually due to their large size, although some
batch cleaning does take place. In addition to
immersion and spray equipment, aqueous cleaning
in aircraft maintenance is performed by manual
wiping or scrubbing.
The aqueous cleaning procedure used in aircraft
maintenance consists of three general process
steps: . .
Wash Stage
Rinse Stage
Dry Stage
The following is a description of the stages which
make up the .aqueous cleaning process.
Wash Stage. The wash stage in an aqueous
cleaning process refers to the application of a
water-based cleaner, often mixed with detergents
and surfactants. In aircraft maintenance
procedures, the method of cleaner application is
primarily dependent on the pan or surface being
cleaned.
Relatively small assemblies which have been
removed from the aircraft can be immersed in a
tank which contains the cleaning agent. Often this
solution will be heated to improve cleaning. Parts
which are too large for immersion tanks may be
cleaned using a spray washer. If immersion tanks
are used, contamination build-up in the cleaning
solution must be monitored. When the level of
contamination becomes too high, the cleaner
should be treated and reused or disposed of.
Surfaces which are cleaned without removal from
the aircraft include the fuselage and flight control
surfaces. These are usually cleaned manually by
wiping, brushing, or low-pressure spray.
In the manual wipe process, the cleaner is applied
to the surface using a cloth wipe or a small mop
which has been soaked in the cleaner. In the low-
pressure spray technique, the cleaner is applied
with a small, portable spray gun. In most cases,
manual wiping is substantially more time
consuming than immersion and spray washing
techniques. .
Kinse Stage. The rinse stage of aqueous cleaning
removes all of the cleaning solution applied during
the wash stage from the part being cleaned. As
the cleaner is removed, all of the contaminants.'
which have been displaced and/or solubilized are
also removed from the pan. The rinse is often
performed using water with no additives .or, m .
some cases, deionized water. However, .rinse aids
are sometimes added to water to cause the water
to form a sheet rather than "bead up." This
sheeting action reduces water spots and aids in
quicker, more uniform drying.
The rinse processes in aircraft maintenance are
identical to those employed in the wash stage -
immersion, spray, or wipe. In any case, the result
should be a clean surface. In some casesi several
rinse stages are required.
Dry Stage. The dry stage is a vital part of any
aqueous cleaning process. In aircraft maintenance
cleaning, special attention must be paid to ensure
that all water is removed from parts before
reassembly. A failure to remove water can result
in the water freezing when the aircraft reaches high
altitudes. This freezing can in turn cause excessive
stress on the aircraft, possibly resulting in cracking.
There are five drying methods currently employed
with aqueous cleaning in the aircraft industry. The '
first is the use of a drying oven. These units
evaporate excess water through the application of
heat and can accommodate a wide variety of parts.
Ovens can only be used for parts which have .been
removed from the body of the aircraft. The second
drying option is a manual wipe with a dry cloth or
mop to absorb the excess water from the clean
pan. This method will not be adequate for parts
with small crevices and/or closely spaced
components since a cloth or mop may not be able
to fit within the small spaces in which water may
be trapped. A third method for the removal of
excess water is forced air drying. In this method,
hot air is blown onto the cleaned part to force
water off the pan. Applications where the air is
* * EPA/ICOLP Aircraft Maintenance Manual * *
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blown at an angle of approximately 45° are known
as air knives. A fourth method for drying parts
after cleaning is the use of dewatering oils. These
oils, when placed on a cleaned surface, displace
moisture and provide a thin film preservative on
the part. As an alternative to these four drying
methods, some aircraft maintenance facilities
choose to let the cleaned parts dry in air. Given
enough drying time, all residual water should
evaporate, leaving a clean, dry pan. This time,
however, can be quite lengthy and may slow the
repair or overhaul process. In addition, air drying
increases the risk of corrosion and may leave
residual salts from evaporation on the component.
Water Recycling. Recycling or regeneration of the
cleaner/detergent solution is feasible and should be
considered. This can .be accomplished using a
combination of oil skimming techniques, coalescing
separators, and ultrafiltration (e.g., ceramic
membranes). Vendors of aqueous cleaners
sometimes pick-up spent cleaner from customers,
recycle it, and re-sell it
Other Process Details
There are at least three additional process details
which will influence a facility's decision regarding
the feasibility of aqueous cleaning.
Removal of Cleaning Fluids. Care should be taken
to prevent cleaning fluids from becoming trapped
in holes and capillary spaces. Low surface tension
cleaners sometimes penetrate spaces and are not
easily displaced by a higher surface tension, pure
water rinse. Penetration into small spaces is a
function of both surface tension and capillary
forces.
Wastewater Issues. One of the major drawbacks
associated with the use of aqueous cleaning is the
fact that wastewater treatment may be required
prior to discharging spent cleaner and rinse water.
In some applications the cleaning bath is changed
infrequently and a relatively low volume of
wastewater is discharged. In others, the water can
be evaporated to leave only a small volume of
concentrated waste for recycling. Due to the size
of most maintenance facilities, and the large
number of parts to be cleaned, extensive use of
aqueous cleaning could result in substantial
wastewater treatment needs. The wastewater
treatment process must also account for the wide
variety of soils cleaned from aircraft surfaces and
assemblies. Facilities considering a switch to
aqueous cleaning should consult with their local
water authorities to determine the need for pre-
treatment of wastewater prior to discharge.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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SEMI-AQUEOUS CLEANING
Semi-aqueous cleaning involves the use of a
non water-based cleaner with a water rinse. It is
applicable to electronics, metal, and precision
cleaning processes, although it is most frequently
used in metal cleaning. Semi-aqueous cleaners can
consist of a wide variety of chemical constituents.
Examples of semi-aqueous cleaning formulations
are hydrocarbon/surfactant mixtures, alcohol
blends, terpenes, and petroleum distillates. Semi-
aqueous cleaning is used in many aircraft
maintenance facilities, though not to the extent of
aqueous cleaning.
The advantages of semi-aqueous cleaning solutions
include the following:
Good cleaning ability; typically superior to
aqueous cleaning for heavy grease, tar, waxes,
and hard-to-remove soils;
Compatible with most metals and plastics;
Suppressed vapor pressure (especially if used in
emulsified form);
Non-alkalinity of process prevents etching of
metals, thus helping to keep metals out of the
waste stream and minimizing potential adverse
impact to the substrate;
Reduced evaporative loss;
Potential decrease in solvent purchase cost;
A rust inhibitor can be included in the
formulation to protect parts from rusting.
Drawbacks associated with the use of semi-aqueous
cleaning processes include:
Rinsability problems; thus residues may remain
on the part;
Disposal of spent solvent after water recycling
may increase costs;
Flammability concerns, particularly if a
concentrated cleaner is used in a spray
application. However, the flammability issue
can be solved with proper equipment design;
Some cleaners have objectionable odors;
Some of the cleaners are VOCs;
Drying equipment may be required, in some
applications;
Some cleaners can auto-oxidize in the presence
of air. One example of such a cleaner is d-
limonene (a terpene hydrocarbon isomer). This
can be reduced using an antioxidant additive;
Some constituents pose potential exposure risks
to workers. For example, ethylene glycol methyl
ether has displayed evidence of potential risk in
laboratory animals.
Process Equipment
The equipment normally used in a typical semi-
aqueous cleaning process is similar to that used in
aqueous applications: immersion equipment, spray
equipment, and cloths/mops for manual cleaning.
Manual cleaning, however, is not extensively
practiced in the aircraft maintenance industry using
semi-aqueous cleaners. . .
While equipment which has been designed
specifically for use with concentrated semi-aqueous
cleaners is available, some vapor degreasing units
can be modified to become an immersion wash
tank. However, a rinse tank will also usually be
required.
Immersion equipment is still the simplest method
of cleaning parts and/or assemblies which can be
removed from the aircraft. The primary distinction.
from aqueous immersion cleaning is that, due to
EPA/ICOLP Aircraft Maintenance Manual
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the high solvency of hydrocarbon/surfactant blends,
less mechanical energy may be required to achieve
a satisfactory level of cleanliness. -However, to
achieve a higher level of cleanliness, agitation must
be added to the process, either mechanically or
with ultrasonics, or the cleaning solution must be
heated.
As with aqueous cleaning, a mechanical spray can
improve the cleaning performance of the semi-
aqueous cleaning solution. It is important to note
that, if a spray is used with -a concentrated
hydrocarbon/surfactant blend, the atomized
solution is prone to combustion and special care
must be taken to prevent fire risks. One such
prevention measure is the use of a nitrogen
blanket which displaces oxygen from the spray
chamber, thereby reducing fire risk.
One semi-aqueous cleaning option, called "spray-
under immersion," combines both immersion and
spray cleaning techniques. In this equipment, high
pressure spray nozzles are placed below the surface
of the liquid. This prevents the formation of
atomized solution and decreases flammability.
Mechanical agitation, workpiece movement, and at
properly designed ultrasonic agitation may also be
used.
Process Details
Just as the equipment used in semi-aqueous
cleaning processes is similar to that used in
aqueous cleaning, so too are the cleaning stages.
The semi-aqueous cleaning process consists of a
wash stage, a rinse stage, and a dry stage.
There are two primary differences between the
aqueous and semi-aqueous cleaning processes. The
first is the cleaner which is used in the wash stage.
As mentioned, rather than the simple detergent
and water mixture used in aqueous cleaning, semi-
aqueous processes make use of any one of a
number of cleaning agents, including hydrocarbons,
alcohols, and terpenes.
The second difference lies in the addition of a
second wash stage after the initial wash in the
cleaner. In many cases, the initial cleaning stage
may be followed by an emulsion wash stage.
In the wash step, the cleaner is applied to the part
being cleaned with some form of mechanical
energy. However, due to the fact that semi-
aqueous cleaners generally have higher solvency
power than aqueous cleaners, less mechanical
energy is usually needed to achieve an-acceptable
level of cleanliness. * .
Low flash point hydrocarbonfcurfactant cleaners
are generally not heated; however, some are
slightly warmed when the cleaner is used in a
diluted form. High flash point hydrocarbon/
surfactant cleaners may be heated to within 20-
30°F (-7 - -1°C) of their flash point to remove
difficult soils. Cleaners that are ignitable should
not be used in vapor or spray cleaning without an
inert atmosphere or other protective equipment.
In addition, application methods that avoid
misting, such as spray-under immersion or
ultrasonics, should be used.
Many semi-aqueous processes include an emulsion
stage after the initial wash and before the rinse
stage. In this stage, the part is immersed in an
emulsion which further cleans the pan and helps .
to remove soils from the part's surface. This step
results in less contamination of Ae rinsewater,
making recycling of the rinsewater easier than it
would be otherwise. The emulsion cleaner is sent
to a decanter where the soils are removed from the
cleaner. The cleaner can then be reused in the
emulsion wash.
A rinse with clean water removes-the residues left
by the wash step(s). The rinse step is necessary
when concentrated cleaners are used because of
their low volatility (which prevent them from
evaporating from the parts cleaned in the wash
stage). However, the rinse step may not be
necessary when a dilute hydrocarbon emulsion is
used, provided the level of cleanliness needed does
not require removal of the residue from the wash
stage. In some instances, a fast evaporating
alcohol is used as a final rinse step. The rinse step
may also serve as a finishing process and, in'some
instances, is used to apply rust inhibitors to the
parts.
The drying step serves the same function as in
aqueous cleaning. The removal of excess water
from the pan prepares it for further processing,
prevents it from rusting, and reduces the possibility
* * EPA/1COLP Aircraft Maintenance Manual * *
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of cracks forming in the aircraft due to frozen
water. The same types of drying methods used in
aqueous cleaning - heat, forced air, manual wipe,
dewatering oils, ambient air drying - are also used
in semi-aqueous processes.
Another similarity between aqueous and semi-
aqueous processes is the possible need for
wastewater treatment. In order to avoid processing
excessive quantities of wastewater, some
maintenance facilities may choose to recycle their
spent cleaners. Some currently'available semi-
aqueous cleaners can be easily separated from the
rinse water. This allows the rinse water to be
recycled or reused. The waste cleaner can then be
burned as fuel.
EPA/ICOLP Aircraft Maintenance Manual
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ALIPHATIC HYDROCARBONS
There is a wide range of aliphatic hydrocarbon
solvents that can be used in aircraft maintenance
cleaning (see Exhibit 10). At the present time,
many aircraft manufacturers recommend the use of
several of these solvents in cleaning applications
detailed in maintenance manuals. The current use
of these solvents in routine aircraft maintenance is
widespread.
Petroleum fractions, commonly.known as mineral
spirits or kerosene, are used extensively in
maintenance cleaning (e.g., auto repair). These
substances are derived from the distillation of
petroleum. They are used in single-stage cleaning
operations in open-top equipment using ambient
air drying. Synthetic aliphatic hydrocarbons, which
offer closer control of composition, odor, boiling
range, evaporation rate, etc., are employed in
OEM cleaning processes as well as in maintenance
operations.
The advantages of aliphatic hydrocarbon cleaners
include:
Superior cleaning ability for a wide variety of
soils, especially heavy grease, tar, waxes and
hard to. remove soils. This makes them
especially useful in aircraft cleaning "where a
variety of lubricants and grime are removed
from surfaces. Low surface tension allows good
. penetration into areas with closely spaced parts
or components.
Compatible (non-corrosive) with most rubbers,
plastics and metals. ' .
They employ no water and can therefore clean
water-sensitive parts.
Low odor and low toxicity grades are available.
Exhibit 10
PROPERTIES OF ALIPHATIC SOLVENTS
PRODUCT
Mineral Spirits
Odorless Mineral Spirits
Stoddard Solvent
140 Solvent .
C10/C11 Isoparaffin
C13 N-Paraffin
C10 Cycloparaffin
Kerosene
LJb./Gal.
60-F
6.37
6.33
6.47
6.54
6.25
635
6.75
6.60
Sp. Gr.
60'/60«F
0.764
0.760
0.796
0.786
0.750
0.760
0.810
0.790
Boiling
Range «F
305-395
350-395
320-369
360-410
320-340
320-340
330-360
330-495
Fl. Pt.
FTCC
105
128
107
140
107
200
105
130
£vap
Rate1
0.1
0.1
0.2
0.1
0.3
0.1
0.2
-
1 n-Butyl Acetate=1
Note: Fl. Pt. = Flash Point; Sp. Gr. = Specific Gravity
EPA/ICOLP Aircraft Maintenance Manual
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52
Some products are available with flash points
greater than 200°F.
Reduced evaporative loss.
* No wastewater is produced;
Waste streams from those products with flash
points greater than 140°F may be classified as
nonbazardous.
Synthetic aliphatic hydrocarbons are not
regulated as hazardous air pollutants under the
Clean Air Act.
Recyclable by distillation. High stability and
recovery. ~_ \ ".
The disadvantages include:
Flammability concerns. However, these
concerns can be mitigated with proper
equipment design.
Slower drying times than CFC-113 and MCE
VOC control may be required.
Some grades have low Occupational Exposure
Limits. .
Odors may cause some worker discomfort.
The steps in a typical aliphatic hydrocarbon
cleaning process are analogous to those for
aqueous or semi-aqueous processes. Equipment
designs for use with aliphatic hydrocarbons are
modified aqueous equipment designs, primarily to
account for flammability and VOC concerns.
The major steps in the cleaning process are
typically:
Wash steps (1 to 3 stages depending on degree
of cleaning needed) with an aliphatic
hydrocarbon cleaner;
Drying step, often using forced air;
VOC emission control by destruction or
recovery from solvent laden air, if required; and
Waste solvent recovery and/or disposal.
The wash steps involve liquid-phase cleaning at
temperatures sufficiently below the flash point of
the fluid. Ultrasonics or other agitation processes
such as immersion spraying can be used 10
augment cleaning action. Spraying or misting
processes, where fine droplets are formed, should
be employed only in an inert environment or with
equipment with other protection against ignition
conditions. This protection is required because
fine droplets can ignite at temperatures below bulk
fluid flash point
Fluids with flash points near 104T (40°C) should
be operated in unheated equipment, at ambient
temperatures. For higher flash, points, hot clean-
ing can be employed to boost cleaning action. For
systems with good temperature control (indepen-
dent temperature sensors, cutouts, level indicators,
etc.), a safety margin of 59°F (15°C) between the
fluid flash point and the cleaning temperature is
recommended. Obviously, use of a high flash point
solvent will greatly reduce the risk of fire. For
systems with poor temperature control, a larger
margin should be employed.
Each wash step should be followed by a drain
period, preferably with parts rotation, to minimize
solvent dragout from stage to stage.
In multistage processes, fluid from one bath is
periodically transferred to the preceding bath as its
soil level builds up. Fresh solvent is added only to
the final bath to ensure the highest cleanliness of
parts, and spent solvent is removed only from the
first stage.
The drying step normally uses forced air, which
may be heated. If the dryer is not operating at
59°F (1S°C) below the flash point of the fluid,
sufficient air flow should be provided so that the
effluent air composition is well below the Lower
Explosive Limit of the system.
Where required, the VQC recovery step is an
important pan of the cleaning process. Depending
on the solvent chosen, either carbon adsorption or
condensation are the best technologies for
capturing solvent vapors from spent drying air.
Numerous vendors market this type of recovery
equipment. In some cases, however, the VOC
* * EPA/ICOLP Aircraft Maintenance Manual
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53
concentration in the air may be too low to
facilitate recovery and catalytic incineration may be
required to destroy the VOCs.
In the waste recovery area, the best reclamation
technology for these products is usually filtration
and distillation. One of the advantages of some of
the aliphatic hydrocarbon solvents with few
impurities and narrow distillation range is that the
recovery in distillation is high. Should some
disposal .of residual solvent be necessary, fuel
substitution or. incineration are good routes.
EPA/ICOLP Aircraft Maintenance Manual
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54
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55
OTHER CHLORINATED SOLVENTS
One of the most appealing substitutes for CFC-113
and MCF in terms of process details is the use of
another chlorinated solvent which does not
contribute to ozone-depletion. The solvents
normally used in cleaning applications are
trichloroethylene, perchloroethylene, and
methylene chloride. While these substances are
ideal due to the fact that they are used in vapor
degreasing applications, as are CFC-113 and MCF,
they may have significant health and environmental
impacts which, if "not properly addressed, make
their use less attractive.
These three cleaning solvents have undergone
extensive testing in recent years for safety, health,
and environmental impacts. As a result of this
testing, two of the solvents - trichloroethylene and
perchloroethylene -- have been classified as VOCs
and hazardous air pollutants in the U.S. (although
the U.S. EPA has recently proposed that
perchloroethylene be exempted from regulation as
a VOC). This classification has significant
implications for their use in the U.S. since it
requires that emissions control measures be
employed and extensive records be kept when
using these solvents.
In addition to these environmental impacts, two of
the nonozone-depleting chlorinated solvents have
been shown to be carcinogenic to animals in
extensive toxicity testing. This discovery has
prompted the International Agency for Research
on Cancer to classify both perchloroethylene and
methylene chloride as "possibly carcinogenic to
humans." In addition, many governments have set
very low permissible worker exposure limits for all
three chlorinated solvents. The U.S. Occupational
Safety and Health Administration (OSHA) has set
worker exposure limits at 100 parts per million
(ppm) for perchloroethylene and trichloroethylene,
and 500 ppm for methylene chloride. A proposal
has been submitted to lower the permissible
exposure limit (PEL) for methylene chloride to 25
ppm.
Chlorinated solvents are subject to hazardous
waste regulations in some areas, including-the U.S.
where they are covered -under the Resource .
Conservation and Recovery Act (RCRA). Users
of these solvents must be aware of and comply
with all regulations governing use, storage, and
disposal of these materials.
Despite the many possible environmental and
safety effects associated with the use of chlorinated
solvents, they are feasible substitutes for CFCH13
and methyl chloroform in aircraft maintenance
cleaning provided adequate control measures are
used. These controls must include use in a tight
vapor degreaser which is equipped with a cover,
increased freeboard, and freeboard chillers. The
controls will help to limit emissions of the solvent
vapor. These controls are similar to those
described and diagramed in the discussion of
HCFCs. Exhibit 11 summarizes the solvent
properties of these other chlorinated solvents.
Dry cleaning operations are one application in
which chlorinated solvents are being widely
substituted for CFC-113. Perchloroethylene has
been used for years in commercial dry cleaning
operations and is now being adopted by airlines for
use -on seat covers and draperies. New state-of-
the-art cleaning equipment has been developed
which limits emissions while recovering and
reusing the perchloroethylene cleaner. One major
airline in the United States has moved away from
synthetic materials to more wool .and leather in
order to be able to use perchloroethylene for dry
cleaning. However, perchloroethylene does not
clean leather very well and CFC-113 is still needed
in some cases. Due to the significant difference
between the cost of perchloroethylene and CFC-
113, this airline has experienced a large savings by
switching to perchloroethylene. After an initial
capital investment of $860,000 for new equipment
and facilities work, the airline's average monthly
solvent cost dropped from $90,000. to $9,000.
Thus, the equipment paid for itself in just under 11
months. This savings was realized while processing
over 160,000 Ibs. of dry cleaning per month.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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56
Exhibit 11
PROPERTIES OF CHLORINATED SOLVENTS
Physical Properties
Ozone Depleting
Potential
Chemical Formula
Molecular Weight
Boiling Point (*C)
Density (g/cm3)
Surface Tension
(dyne/cm}
Kauri Butanol Value
U.S. OSHA PEL 8 hr.
TWA (ppm)
Flash Point («C)
8 Obtained from HSiA
Source: UNEP 1991.
CFC-113
0.8
CCIgFCCIFg
187.38
47.6
1.56
17.3
31
.
' 1000
None
White Paper 1989.
MCF
0.12
CHgCCIg
133.5
73.8
1.34
25.4
124
350*
None
Trichloro-
ethylene
0
CHCICCIg
131.4
87
1.46
29.3
130
100
None
Perchloro-
ethylene
0
CCljCClg
165.9
121
1.62
31.3
91
100
None
Metbylene
Chloride
0
CH^fe
84.9
4.0
1.33
.
N/A
. 132
500
None
-------
57
OTHER ORGANIC SOLVENTS
The solvent cleaning industry has used a wide
range of other organic solvents for electronics,
metal, and precision cleaning. . Some of the
solvents commonly used, include ketones, alcohols,
ethers, and esters. These solvents can be used in
either a heated state or at room temperature in a
dip tank, or in hand-wipe operations. Due to the
fact, that most -are flammable, these types of
organic solvents are most often used at room
temperature in a process commonly known as cold
cleaning. In aircraft maintenance procedures,
organic solvents are often excellent candidates for
use as a wipe solvent in manual cleaning.
The ketones form a group of very powerful
solvents (see Exhibit 12). In particular, acetone
(dimethyl ketone) and methyl ethyl ketone (MEK)
are good solvents for polymers and adhesives.
Both are recommended extensively in aircraft
manufacturer maintenance manuals. In addition,
acetone is an efficient dewatering agent. However,
their flammability (note that acetone has a flash
point of 0°F) and incompatibility with many
structural polymers (e.g., stress cracking of
polyether sulphone, polyether ketone, and
polycarbonate) means that they should only be
used with care and in small quantities. It is
important to note that MEK is often classified as
a hazardous air pollutant, as it is in the U.S. Even
so, it is the single most widely used hazardous air
pollutant in aerospace applications, with a
consumption in the U.S. of approximately
3,965,000 pounds per year.
Alcohols such as ethanol and isopropanol, and
several glycol ethers are used alone and in blends
in a number of applications. These solvents are
chosen for their high polarity and for their
effective solvent power. The alcohols have a range
of flash points and extreme care must be exercised
while using the lower flash point alcohols (see
Exhibit 13).
A relatively new type of organic solvent cleaning.
used in the aircraft maintenance industry employs
a special vapor degreaser. designed for use with'
alcohols. One class of such equipment uses an
alcohol vapor zone to clean the parts, and has a
perfluorocarbon vapor blanket above the alcohol.
This blanket effectively reduces the flammability
risk associated with the heated alcohol.
Perfluorocarbons are discussed later in this section.
The second class of alcohol vapor degreasing
equipment does not make use of an inerting agent
such as perfluorocarbons. In these systems, there
are numerous safety devices built into ' the.
equipment, including air monitors, automatic
sprinkler systems, and automatic shutoff
capabilities. Nevertheless, when' using this
equipment, workers must exercise extreme caution
to reduce the risk of explosion.
Esters, such as dibasic esters and aliphatic mono
esters, have good solvent properties. They offer
good cleaning for a variety of grimes and soils.
Most of these materials are readily soluble in
alcohols, ketones, ethers, and hydrocarbons, but
are only slightly soluble in water. Dibasic esters
generally have a high flash point and low vapor
pressure. They are only slightly soluble in high
paraffinic hydrocarbons. Dibasic esters are so low .
in vapor pressure that a residual film may remain
on a surface after application, thereby necessitating
a water rinse stage. Aliphatic esters, generally
acetates, range in formula from ethyl acetate to
tridecyl acetate. The higher grades (hexyl acetate
.and heavier) are commonly used in degreasing.
They fall into the combustible or non-combustible
flash point range. They have acceptable
compatibility with most polymers. These esters
can be dried from a surface by forced air drying
with no residual film.
As with chlorinated solvents, many of the organic.
solvents, are toxic and have low worker exposure
EPA/ICOLP Aircraft Maintenance Manual
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58
Exhibit 12
PROPERTIES OF KETONES
KETONES
ACETONE
METHYL ETHYL KETONE
DIETHYL KETONE
METHYL n-PROPYL KETONE
CYCLOHEXANONE
METHYL ISOBUTYL KETONE~
METHYL n-BUTYL KETONE
METHYL CYCLOHEXANONE
(Mixed Isomers)
ACETONYL ACETONE
DIISOPROPYL KETONE
METHYL n-AMYL KETONE
DIACETONE
: Formula
CHgCOCHg
CHjCOCsHg
C^COC^
CHgCOC^H,
(CHJsCO
(CH3)2CHCHSjCOCH3
CH3COC4H,
(CHa)CsH,CO
CHgCOC^COCH,
(CH3)2CHCOCH(CHa)2
CHstCHa^COCKj
(CHakCfOHJCHaCOCH,,
Mol. Wt
58.08
72.10
86.13
86.13
98.14
100.16
100.16
112.17
114.14
114.16
114.16
116.16
lb»
per
fla)
6.56
6.71
6.60
6.72
7.88
6.68
6.83
7.67
8.10
6.73
6.81
7.82
B.P.
F
132-134
174-177
212-219
214-225
266-343
234-244
237-279
237-343
365-383
237-261
297*309
266*356
F.P.
F
-138.6
123.5
-43.5
-108.0
-49.0
-120.5
-70.4
-
15.8
.
-31.9
-65.2
Evap
Rale
CCI4
-100
139 .
97
-
66
12
47;
32
7
-
.
15
4 .
Coefficient
of
Expansion
Per'F
0.00080
0.00076
0.00069
0.00062
0.00051 '
0.00063
0.00055
0.00042
0.00052
-
0.00057
0.00055
Surface
Tension @
68'F
Dynes/em
23.7
24.6
24.8
25.2".
- ' '
.22.7
25.5
;
39.6
.
.
29.8
KETONES
ACETONE
METHYL ETHYL KETONE
OIETHYL KETONE
METHYL n-PROPYL KETONE
CYCLOHEXANONE
METHYL ISOBUTYL KETONE
METHYL n-BUTYL KETONE
METHYL CYCLOHEXANONE
(Mixed (corners)
ACETONYL ACETONE
DIISOPROPYL KETONE
METHYL n-AMYL KETONE
DIACETONE
Formula
CH3COCHa
CH3COC2H5
CjHsCOCjHs
CHgCOC^
(CH^CO
(CHaJgCHCHjCOCHa
CHaCOC4H9
(CHJCjHgCO
CH3COC2H4COCH3
(CH3)2CHCOCH(CH3)2
CH3(CH2)4COCH3
(CH^CfOHJCHjCOC^
Sol%byWt @68"F
In Water
26.8
34104-F
4.3
2.3
2.0
3.*""
02
'
0.6
0.4
O' Water
11.8
4.6
3.3
8.0
1.8
3.7
3.0
«
-
1.5
Flash
Pt
(TCC)
F
0
28
55
45
145
64
73
lie
174
75
120
48
Flammable
Umlts
% by Volume
in Air
Lower
2.6
1.6
-
1.6
1-1
1.4
1.2
-
-
- .
Upper
12.6
U.5
0
6.2
.
7.5
6.0
-
-
»
-
Toxicity
MAC
in ppm
1000
250
250
200
100
100
.100
100
-
.
100
50
Spec. Heat
Uq. @ 68-F
Btu/(lb)fF)
0.51
0.53
0.56
-
0.49
0.55
0.55
0.44*"*
-
-
0.5t?*r
Latent
Heat
@
B,P.
Btu/lb
224
191
163
160
-
148
148
-
-
-
149
200
Source; DuPont Company, Handbook of Standard* for Solvents
-------
59
Ex/)//w* 73
PROPERTIES OF ALCOHOLS
CHEMICAL
Meihanol
Ethanol, Prop. Anhydrous
Ethanol, Spec. Industrial Anhydrous
Isopropano!, Anhydrous
n-Propanol
2-Butanol
Isobutanol
n-Butanol
Amyl Alcohol (primary)
Methyl Amyl Alcohol
Cyclohexanol
2-Ethylhexanol
Texanol
Lb./Ga).
60' F
6.60
6.65
6.65
6.55
6.71
6.73
6.68
6.75
6.79
6.72
7.89
6.94
7.90
Sp. Or.
20'120'C
0.792
0.799
0.795
0.786
0.806
0.809
0.803
0.811
0.815
0.808
0.949
0.834
0.950
-Boiling
Range »F
147-149
165-176
167-178
179-182
205-208
207-215
225-228
241-245
261-282
266-271
320-325
360-367
471-477
Fl. Pt "F
TCC
54
49
50
53
74
72
85
97
120
103
142
164
2482
Evap. Rate1
3.5
1.8
1.8
1.7
1.0
0.9
0.6
0.5
0.3 :
0.3
0.05
0.01
0.002
1 n-Butyl Acetate=1
2 C.O.C.
Source: Southwest Chemical Company, Solvent Properties Reference Manual
-------
60
limits. Prior to implementing such products, the
review of an occupational health professional may
be necessary to ensure that the products are being
used in a safe manner. All possible efforts should
be made to protect workers from prolonged
exposure to toxic chemicals. -
With many of the organic solvent alternatives to
CFC-113 and MCF, there may be problems with
odor. Even though volatility and airborne
concentrations may be reduced, the relatively
strong odors of some of these solvents may build.
Without adequate ventilation and possibly masks
for workers, these odors may reach a level which
would cause discomfort for workers. Therefore,
care should be taken to reduce the odor build-up
in aay location.
Other issues to consider in evaluating organic
solvents as CFC-113 and MCF substitutes include
VOC emissions and waste disposal. In many
locations, most of the organic solvents will be
considered VOCs and emissions control is likely to
be required. In addition, in many cases, the spent
solvent will be considered hazardous waste. It
may, therefore, require special handling and
disposal practices.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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61
HYDROCHLOROFLUOROCARBONS FOR
ESSENTIAL APPLICATIONS
Faced with the phaseout of CFC-113 and MCF,
some users of these solvents looked toward several
HCFCs (e.g., HCFC-225ca, HCFC-225cb, HCFC-
141b, and HCFC-123) as possible substitutes.
Exhibit 14 presents physical properties of these
chemicals. They are highly desirable due to their
good cleaning performance, and their similarity in
application method to CFC-113 and MCF.
However, due to their environmental and. health
impacts, the use of these substances in solvent
cleaning applications will be severely limited. At
the present time, the only HCFCs which could be
used in aircraft maintenance procedures are
HCFC-141b and HCFC-225cb. This is due to the
toxicity concerns associated with HCFC-123 and
HCFC-225ca based on testing performed by the
Program for Alternative Fluorocarbon Toxicity
Testing (PAFT). " -
Exhibitl4
PHYSICAL PROPERTIES
Chemical' Formula
Ozone Depleting
Potential
Boiling Point (°C)
Viscosity (cps)
@ 25'C
Surface Tension
(dyne/cm)
Kauri-Birtanol
Value
Flash Point °C
Toxicity
AND
CFC-113
CCIjFCCIFj
0.8
47.6
0.68
17.3
31
None
Low
OTHER
MCF
CH3CCI3
0.1
73.9
0.79
25.56
124
None
Low
SOLVENT
OF HCFCs
BLENDS
HCFC-225ca HCFC-225cb HCFC-Ulb
CFaCFjCHCIj
-0.05
51.1
0.59
16.3
34
None
Underway
' CCIF2CF2CHCIF CH^FCIj
-0.05 0.11
56.1 . 32.1 '
0.61 0.43
17.7 18.4 . :
30 76
None None
Underway Near Completion -
* *
EPA/ICOLP Aircraft Maintenance Manual
* *
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62
Therefore, these substances are no longer being
recommended for use in solvent cleaning
applications, where workers will be exposed to the
chemicals for long periods of time. In addition,
two major manufacturers have withdrawn all of
their HCFC-123 formulations previously marketed
for solvent cleaning applications. HCFC-141b is
currently available and is manufactured by a few
companies for use in solvent cleaning applications.
Previous formulations included mixtures with
HCFC-123 and methanol, but current formulations
have dropped the use of HCFC-123. The major
drawback associated with the use of HCFC-141b is
its relatively high OOP of 0.11. This is only
slightly below the OOP of MCF (0.12), a product
which HCFC-141b is to be replacing. This
similarity in OOP has limited the extent to which
HCFC-141b can replace CFC-113 and MCF, since
it is generally seen as an unacceptable substitute
for MCF. In the U.S., for example, the EPA is
likely to ban the use of HCFC-141b as a substitute
for MCF in solvent cleaning applications. All of
these factors make HCFC-141b an unlikely
substitute for MCF in aircraft maintenance
cleaning operations.
At the present time, it appears HCFC-225 is a
good substitute for both CFC-113 and MCF in
general metal and precision cleaning. It is similar
to CFC-113 in its chemical and physical properties,
and can form azeotropes with alcohols. It is also
compatible with most plastics, elastomers, and
metals. HCFC-225 can be used as a CFC-113
replacement, where other alternatives do not exist,
with relatively few changes in equipment or
process operations. Its ability to replace MCF,
however, will be limited because the solvency of
HCFC-225 is low compared with that of MCF. At
present, an. HCFC-225 plant has been
commissioned which will have a capacity to
produce 2,000 MT per year of HCFC-225 (as a
mixture of 45 percent HCFC-225ca and 55 percent
HCFC-225cb). It is expected that this product will
be available in significant quantities in 1994.
As a means of addressing the OOP of HCFCs, the
Parties to the Montreal Protocol developed a
phaseout schedule for HCFCs at their November
1992 meeting in Copenhagen. Under the new
amendment, HCFC consumption must be frozen at
the base level by 1996; be cut by 90 percent from
the base level by 2015; be cut by 99.5 percent by
2020; and be cut by 100 percent by 2030. The base
level is equal to 3.1 percent of 1989 CFC
consumption plus 100 percent of 1989 HCFC
consumption. This phaseout is prompting many
potential users of HCFCs to switch directly to
other alternatives.
If HCFCs must be used, it is important to consider
the process design changes which may be required
in order to reduce emissions. For example,
conventional degreasers require modification to
extend freeboards and lower condenser
temperatures. In addition, provisions such as
superheated-vapor drying or increased dwell times
in freeboard are desirable to reduce dragout losses
and can be incorporated into the design.
The high volatility of HCFC cleaning solutions
require special equipment design criteria. In
addition, the economic use of HCFCs may require
special emission control features for vapor.
degreasers (see Exhibit 15, 16, and 17). These
include:
Automated work transport .facilities;
Hoods and/or automated covers on top entry
machines;
Facilities for work handling that minimize
solvent entrapment;
Facilities for superheated vapor drying;
Freeboard deepened to width ratios of 1.0 to
2.0;
Main condenser operating at 45° to 55°F (7° to
Secondary condenser Operating at -30" to -20°F
(-34° to -29°C);.
Dehumidification condenser operating at -30 to
-20°F (-34° to -29°C)(optional);
Seals and gaskets of chemically compatible
materials; .
Stainless steel construction;
* * EPA/ICOLP Aircraft Maintenance Manual * *
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63
Exhibit 15
ADVANCED DESIGN DEGREASER FOR
USE WITH LOW BOILING POINT SOLVENTS
ronOpon*Toe
Hood
Work TnmpMtw
coil
-20*P
Source: OuPont
Dtftuston
Control
Coll -20*F
-------
64
Exhibit 16
STACKED LOW EMISSION DEGREASER WITH
SOLVENT SAVING FEATURES
Closing Lid
Refrigerated
Freeboard
Inter Coll _
Baffle
Four Sided
Cascade
Condensing
o
o^
o
°J
...mnonmrrmnnnrrp.
Free °
Board °
o
F.B.R. s 1 [o
Convection
v Current
Break
Standby
.Mode.
Defrost
Trough
Source: ICI
Solvent Saving
Features
(not shown)
Screwed pipe joints
Correct sealing material
Correct pump seals
Minimum number of
pipe joints
Degreaser enclosure
Mechanical handling with
optional rotation
Correct size basket
-------
65
Exhibit 17
ADVANCED DESIGN DEGREASER FOR
USE WITH LOW BOILING POINT SOLVENTS
Turned-ln
Anti-Diffusion
Lip
Vapor Trap
(optional In
many cases)
-20° F to-40° F
Main Condenser
35°F
Gasketed
Deslccant
Dryer with
P-Trap
Freeboard
Depth = 1*
Vapor Generator
Sump
Heating Elements
Machine Width = w; w = 11ndicates 100% Freeboard
Source: Allied-Signal
«« Rinse Sump
mm*
-------
66
Welded piping containing a minimum of flanged
joints;
A gasketed water separator or refrigerated
desiccant dryer for methanol blends;
A cool room to work in is recommended;
Controlled exhaust from refrigeration unit to
prevent excessive heat from reaching the
separator chambers.
Material compatibility is another important
consideration. Certain blends may require
compatibility testing with titanium, magnesium,
zinc and other metals. In addition, the solvent
blends have shown some adverse effects with
plastics such as ABS, acrylic, and Hi-Impact
Sryrene. Like metals, plastics need to be tested on
an individual basis. ;
EPA/ICOLP Aircraft Maintenance Manual * *
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67
Other Cleaning Techniques
In addition to the more common alternative
cleaning procedures described in the previous
sections, there are several additional processes
which can be used to a lesser extent in aircraft
maintenance cleaning. These techniques include
the following:
Perfluorocarbons
Supercritical carbon dioxide
Media blasting techniques
Each of these procedures has strict limitations
associated with its use.
Perfluorocarbons
Perfluorocarbons (PFCs) are a group of
compounds in which all of the hydrogen atoms of
a hydrocarbon are replaced with fluorine atoms.
They are characterized by extreme stability, low
toxicity, nonflammability, and zero ozone-depletion
potential; The wide range of boiling points
available for PFCs makes them very versatile. One
manufacturer notes that six PFC compounds have
boiling points ranging from 84° to 320°F (29° to
160°C).
A major disadvantage associated with the use of
PFCs is their extremely high global wanning
potential. Due to their stability, atmospheric
lifetimes for some PFCs have been estimated to be
greater than 500 years, perhaps reaching as high as
3,000 years. Thus, it is possible that by widely
substituting PFCs for CFC-113 and MCF, users
might be trading one environmental problem for
another. This tradeoff has prompted the
governments of several developed countries to
severely restrict, or consider restricting, the use of
PFCs in solvent cleaning. Both the U.S. and
Sweden have indicated that they intend to limit use
of PFCs to essential uses only, or ban their use
altogether in some applications.
A second major disadvantage associated with" the
use of PFCs is their extremely high cost. .The high
cost is due to the complex manufacturing processes .
which are carried out to produce these synthetic
compounds. In late 1990, a typical low- to mid-
range boiling point PFC cost US$90 per kilogram.
PFCs have proven to be effective in precision
cleaning applications such as the cleaning .of high :
accuracy gyroscopes. All current high density
flotation fluids are soluble in PFCs and "can
therefore be used for flushing filled assemblies? In
addition, high pressure spraying with PFCs is an
extremely effective method of panicle removal.
The excellent stability of PFCs makes them
compatible with all gyroscope construction
materials, including beryllium. Due to their global
warming potential and extremely high cost, any
equipment in which PFCs are used will need to be
tightly sealed to avoid large losses of . the
compounds.
Supercritical Carbon Dioxide
The use of supercritical carbon dioxide in precision
cleaning applications is a relatively new alternative
to CFC-113 and MCF cleaning. It has. been
proven effective in removing a wide variety of oils,
including silicones, damping fluids, machining oils,
and lubricating oils, from assemblies in aircraft
maintenance. Supercritical carbon dioxide is
especially useful in applications where aqueous and
semi-aqueous cleaners are unable to penetrate
small crevices and pores in assemblies. Excessive
cleaning may result in damage to plastic.parts.
Therefore, time, pressure, and temperature must
be monitored during the cleaning process.
The supercritical carbon dioxide cleaning process
was tested by a major manufacturer on inertial
guidance systems in 1981, and is currently being
further developed through a U.S. Air Force
program. Testing has shown that the process is as
effective as CFC-113 in removing fill fluids from
* EPA/ICOLP Aircraft Maintenance Manual * *
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68
gyroscope housings prior to rebuild. The
supercritical carbon dioxide cleaning process is
being developed to focus on small parts as well as
low-throughput of high value parts, and equipment
costs will range from US$50,000 to US$250,000,
depending on the application.
Media Blasting Techniques
The technique of blasting a surface with a given
media in order to dislodge contaminants is fairly
common in aircraft maintenance procedures. This
technique is generally applicable only to smooth
surfaces, and is used primarily to remove scale,
corrosion, oxidation, and carbon deposits. It relies
on the use of very high-pressure spray of a given
media which, when it contacts the surface to be
cleaned, dislodges the soils on the surface,
resulting in a clean product. Blasting is most often
used on aircraft engine parts, and can be divided
into two general types of processes - dry abrasive
blasting, and wet abrasive'blasting.
The media used in the blasting procedures is
dependent upon the product being cleaned and the
blasting technique employed. For dry abrasive
blasting, there are a large number of media which
are recommended and/or currently used by aircraft
maintenance engineers. These include:
Sand
Plastic beads
Glass beads
Nut shells and rice hulls
Fruit pits
Wheat starch
Dry abrasive blasting using wheat starch as the
media is currently undergoing testing at two large
airlines in the United States. Regardless of the
media used in dry abrasive blasting, the material
being cleaned must be able to withstand extreme
pressures and should have a breaking strength of
at least 210,000 pounds per square inch (1450
MPa). in addition, care must be taken to prevent
explosions.
Another-consideration associated with most dry
abrasive blasting is the amount of waste generated
by the procedure. The overall quantity and type of
waste will depend on the size of the parts being
cleaned and the media being used in the blasting
process. One large military facility in the United
States reports producing approximately 600,000 IDs.
of waste in a single year..
Wet abrasive blasting is used primarily for surface
cleaning prior to painting and is similar to dry
abrasive blasting with the exception that a liquid is
used in a high-pressure spray in the place of one of
'the dry media previously mentioned. There are
two types of wet abrasive blasting, fine and
medium. This classification refers to die spray
which is applied, determining whether a fine:
atomized spray is delivered, or a less fine spray is
used. Surfaces to be cleaned using wet abrasive
blasting must be able to withstand the same
pressures as those cleaned with dry abrasive
blasting. Typical media used in wet abusive
blasting are water and sodium bicarbonate/water
mixtures. Care must be taken to ensure that wet.
abrasive blasting is not used on parts which may be
vulnerable to corrosion.
For small-scale operations, the'blasting operation
is carried out in a blasting booth which is equipped
with a number of safety devices including air-
extraction systems, soundproofing, and dust
catchers. In addition, operators inside the booth
wear safety gear, gloves, breathing masks, and
protective clothes. While some blasting
procedures are carried out with the operator inside
the booth, others have the operator standing
outside and using gloves which are built into the
side of the booth.
Wet abrasive blasting is also being used
successfully in large-scale applications, although
the use in these cases is primarily for stripping
paint. One military facility in the U.S. has recently
constructed a new facility in which it can strip
paint from an entire aircraft using a sodium
bicarbonate/water slurry. A similar facility has
recently been built in Germany, where paint is
removed from aircraft using a water/alcohol spray.
Several precautions must be taken when using any
type of blasting. Blasting should not be used as a
cleaning method for parts which will later be
subject to fluorescent dye testing, as the blast
residue may cover small cracks in the surface.
Another issue is recontamination of clean surfaces.
* * EPA^COLP Aircraft Maintenance Manual *
-------
Whenever possible, a different booth and spray
device should be used for each material being
cleaned (e.g., alloyed steel, titanium parts, etc.).
This will ensure that no cross-contamination of
parts will occur.. In addition, when cleaning
titanium surfaces using dry abrasive blasting,
booths should be cleaned frequently. This will
reduce the risk of fire which could come with the
accumulation of fine panicles of titanium or its
alloys.
Recently, a new form of blasting has been
developed for use in a variety of applications,
including aircraft cleaning procedures. It is similar
to the dry abrasive blasting techniques previously
described, but uses carbon dioxide (CO^ pellets as
the blasting media. While the cleaning technique
- use of a high pressure blasting gun - is the same,
the process itself is not abrasive.
The CO2 pellet blasting system converts liquid
CO2 into dry ice pellets. These pellets are then
propelled through a blast nozzle by high velocity
air and the hard pellets strike the surface to be
cleaned. When the pellets first reach the surface,
they penetrate the contaminant and hit the surface
itself. At this point the pellet "ruptures' and the
kinetic energy forces the CO2 to be released along
the surface being cleaned. This force then
dislodges the contaminant from behind, removing
it from the surface. Exhibit 18 illustrates this
process.
EPA/ICOLP Aircraft Maintenance Manual
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70
Exhibit 18
CLEANING DYNAMICS of CO9 PELLETS
Substrate
Coating
Source: Alpheus Cleaning Technologies Corporation.
-------
71
ALTERNATIVE CLEANING PRACTICES
The previous section presented a brief description
of many of the currently available alternative
chemicals and processes that can be used to
replace CFC-113 and methyl chloroform. This
section presents process-specific information on
many of the alternative methods that are currently
used in aircraft maintenance cleaning applications.
The methods are presented in summary sheet
format, with each sheet describing a single
alternative to a specific cleaning application.
Issues that are addressed on each sheet include:
* soils removed and substrates cleaned;
* steps in the cleaning process;
equipment required when using the alternative
method;
* environment, health, and safety considerations;
relevant federal, military, and other industry
specifications; and
source(s) of information.
A number of the alternatives detailed in the
summary sheets are specified in aircraft
manufacturer maintenance or overhaul manuals.
in addition, many of the alternative processes are
currently being used by several major airlines.
The first three pages of this section are a guide to
the cleaning applications addressed and the
alternatives discussed in the individual summary
sheets. It is important to note that this is not a
comprehensive list of cleaning applications that
currently use CFC-113 or methyl chloroform, but
rather a selection of the applications for which
acceptable alternatives are currently available.
A wide variety of alternative chemicals and
processes are presented in the summary sheets.
These sometimes include the use of substances:
which may be considered potentially hazardous to
human health and/or the environment. The use of.
these substances may be regulated under national:'.
or local law in some countries, while it may not be*
controlled in others. It is important to consider
regulations pertinent to maintenance operations
when evaluating each alternative chemical or
process. ' .
EPA/ICOLP Aircraft Maintenance Manual *
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72
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73
SUMMARY CHART OF AIRCRAFT MAINTENANCE CLEANING APPLICATIONS
AND FEASIBLE ALTERNATIVE CLEANING METHODS
\ ' s .^ " "
Aircraft Exterior Surface
Landing Gear
Engine or Engine Modules
' /* " ffliUHita'litaSttiii"'''''
^'-'S^ffSwm^4
Aerosol Spray or Hand-Wipe
In-Shop Overhaul: Vapor
Degreasing or Aerosol Spray
On-the-Aircraft Maintenance:
Aerosol Spray
Vapor Degreasing
immersion
Vapor Degreasing
Vapor Degreasing or Hand-Wipe
Immersion
Vapor Degreasing or Hand-Wipe
Vapor Degreasing
Ms£sr»&-
Aqueous Cleaning - Alkaline
(Ught Soil Removal) '
Semi-Aqueous Cleaning -
Alkaline & Aliphatic Naphtha
Moderately Heavy Soil
Removal)
Semi-Aqueous Cleaning -
Alkaline & Aliphatic Naphtha
(Heavy Soil Removal)
Semi-aqueous Cleaning -
Terpene
Aliphatic Hydrocarbon Cleaning
- Mineral Spirits
Aqueous Cleaning - Alkaline
Semi-Aqueous Cleaning -
Mineral Spirits
Aqueous Cleaning - Alkaline
Aliphatic Hydrocarbon Cleaning
.- Mineral Spirits
Aqueous Cleaning - Hot Tank
Aliphatic Hydrocarbon Cleaning
- Mineral Spirits
Aqueous Cleaning - Alkaline,
Hot Tank
Aqueous Cleaning - Alkaline,
Hot Tank
Aqueous Cleaning - One Step
. Heavy-Dirty Alkaline
Aqueous Cleaning - Four Step
Heavy-Duty Alkaline
Aqueous Cleaning - Alkaline .
Blasting - High Pressure
Steam/Water
Chlorinated Solvent Cleaning -
Trichloroethylene
*" S- J A, ' ^
^
'77
79
81
83
85
87
89
91
93
95
."
99
101
103
105
107
109
111
* * EPA/ICOLP Aircraft Maintenance Manual * *
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74
/< J*r « rr /
Engine or Engine Modules;
Assembled and Semi-
Assembled Parts
Flight Control Surfaces
Electrical Equipment
"
Hydraulic Lines
Aircraft Seat Covers and
Curtains/Draperies
Prior to Coating:
Polyurethane
Chromate Conversion
Other
Prior to Adhesive Bonding
Prior to Fluorescent
Penetrant Inspection
During Fluorescent
Penetrant Inspection
Prior to Reassembly
* *
Aerosol Spray or Hand-Wipe
Aerosol Spray or Hand-Wipe
Aerosol Spray
------
Hand-Wipe or Vapor Degreasing
Dry Cleaning
Hand-Wipe
Hand-Wipe
Varied
Spray or Hand-Wipe
Hand-Wipe
Aerosol Spray or Hand-Wipe
Aerosol Spray or Hand-Wipe
Hand-Wipe or Immersion
:v: Mtaa^&**ftfaa ^
;>^:^<^WW«I -«^ ?
Aqueous Cleaning - Alkaline
Aqueous Cleaning - Alkaline
Aliphatic Hydrocarbon Cleaning
- Mineral Spirits
Organic Solvent Cleaning -
Methyl Ethyl Ketone or Acetone
Aqueous Cleaning - Alkaline,
Ultrasonic
Organic Solvent .Cleaning - -
Isopropyl Alcohol
Aqueous Cleaning - Water-
Base Soap Solution
Chlorinated Solvent Cleaning -
Perchloroethylene
Organic Solvent Cleaning -
Methyl Ethyl Ketone or Blends
Organic Solvent Cleaning -
Methyl Ethyl Ketone or Blends
Semi-Aqueous Cleaning -
Alkaline and Aliphatic Naphtha
Organic Solvent Cleaning
Organic Solvent Cleaning ~
Isopropyl Alcohol
Semi-Aqueous Cleaning -
Terpene
Chlorinated Solvent Cleaning -
Trichloroethylene
Organic Solvent Cleaning -
Methyl Ethyl Ketone
Organic Solvent Cleaning -
Isopropyl Alcohol. Methyl Ethyl
Ketone, or Acetone
Hydrocarbon cleaning
CftMMt
rVJt* *
,v
. ... 7
113
.115
117
119
121
123
124
125
126
128
130
132
134
135
137
139
141
143
* EPA/ICOLP Aircraft Maintenance Manual * *
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75
Prior to Welding
Hand-Wipe or Immersion
Organic Solvent Cleaning -
Methyl Ethyl Ketone or Acetone
144
Prior to Painting
Aerosol Spray or Hand-Wipe
Organic Solvent Cleaning -
Methyl Ethyl Ketone and
Toluene
146
EPA/ICOLP Aircraft Maintenance Manual * *
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76
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77
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Aircraft Exterior Surface - Light Soil Removal
Chemlcal(s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Aerosol Spray or Hand-Wipe
Feasible Alternative: Aqueous cleaning - alkaline
Special Notes on Alternative Process:
Soils removed - Dust and din.
Substrates cleaned - Most smooth metal surfaces.
Do not use this process to clean mechanical, electrical, or hydraulic components. Refer instead
to procedures for cleaning flight control surfaces and landing gear.
When removing moderately heavy or heavy soils, remove the heavier material first. Then clean
the surface using the procedure for light soil removal. Or, use the method for moderately heavy
or heavy soils.
To clean large areas, use non-atomizing spray equipment, swabs, and brushes. When cleaning
small areas, use rags, brushes, and sponges. Do not clean an area so large that the cleaner dries
on the surface before the surface is flushed with water.
After applying the cleaner, flush the surface with clean water three or more times. In areas
where water can get caught, use a clean wet rag or sponge to remove the cleaner. Flush with
water from the upper surfaces to the lower surfaces.
Do not use water hotter than 160°F (7l°C).
Alternative Cleaning Process:
1. Dilute cleaner as instructed for light soil removal.
2. Aooly water to area being cleaned.
3. Apply cleaner to surface with non-atomizing spray equipment, swabs, or brushes.
4. Let cleaner stand for approximately 5 minutes. Reapply cleaner as necessary to keep surface
wet.
5. Rub surface with a brush for better soil removal.
6. Flush surface with clean, warm water.
The information presented in these sheets n a summary of the sources listed. EPA and ICOLP, in furnishing 01 distributing; this information, do not make any warranty or
representation, either express or implied, with respect to its accuracy, completeness, or utility: nor don EPA and ICOLP assume any liability of any Wnd whatsoever resulting
from the use of. or reliance upon, any information, material, or procedure contained herein, including but not limited to any claims regarding health; safety, environmental effects,
or fate, efficacy, or performance, made by the source of me information, it is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted for more specific cleaning instructions prior to me implementation of a new cleaning operation.
* * EPA/1COLP Aircraft Maintenance Manual * *
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78
7. Dry surface with air or towels.
Materials and Equipment Required:
Water-base mild alkaline cleaner.
Non-atomizing spray equipment, brushes.
Sponges, swabs, or rags.
Towels. -
Environment, Health, and Safety Considerations:
Workers may need to wear protective eyewear and clothing when handling
alkaline cleaner concentrate.
Wastewater may require treatment on-site before it is sent to a public wastewater treatment
. facility.
Brushes, swabs, sponges, and rags saturated with cleaner should be disposed of properly.
Relevant Specifications Which May Need to Be Considered:
AMS-1533, Type I cleaner for aircraft exterior surfaces.
Additional specifications may exist.
Sources: (1) Boeing, 747 Maintenance Manual, Cleaning and Washing - Maintenance Practices (]2-25-
01, pp. 301-9), rev. 4/25/90.
Tne information piesemad in these sheets ic a summary el the sources tated. EPA and ICOLP. In furnishing or distributing itii* Information, do not mate any warranty or
representation, either express or implied, with respect to Its accuracy, completeness, or utility; nor does EPA and ICOLP assume eny liability of any Mnd whatsoever resulting
from the use ol. or reliance upon, any Information, material, or procedure contained herein, including but not limited to any claims regarding health, safety, environmental enacts,
or fate, efficacy, or performance, made by Die source or the information. It is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted tor more specific deanina instructions poor to the (mutementatten of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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79
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Aircraft Exterior Surface - Moderately Heavy Soil Removal
Chemlcal(s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Aerosol Spray or Hand-Wipe
Feasible Alternative: Semi-aqueous cleaning - water-base alkaline and aliphatic naphtha
Special Notes on Alternative Process:
Soils removed - Oil and mud.
Substrates cleaned - Most smooth metal surfaces.
Do not use this process to clean mechanical, electrical, or hydraulic components. Refer instead
to procedures for cleaning flight control surfaces and landing gear.
To clean large areas, use non-atomizing spray equipment, swabs, and brushes. When cleaning
small areas, use rags, brushes, and sponges. Do not dean an area so large that the cleaner dries
on the surface before the surface is flushed with water.
After applying the cleaner, flush the surface with clean water three or more times. In areas
where water can get caught, use a clean wet rag or sponge to remove the cleaner. Flush with
water from the upper surfaces to the lower surfaces.
Do not use water hotter than 160°F (71°C).
Alternative Cleaning Process:
1. Prepare cleaning solution by mixing alkaline cleaner, water, and aliphatic.naphtha as instructed
for moderately heavy soil removal. Cleaner should be thick and creamy.
2. Apply a heavy layer of cleaner to surface with non-atomizing spray equipment, mops, or brushes.
3. Let cleaner stand for 5-10 minutes. Reapply cleaner as necessary to keep surface wet.
4. Rub surface with a brush for better so.: -.moval.
5. Flush surface with clean, warm water.
6. Dry surface with air or towels.
Tne information presented in these sheets is a wramaiy of the sources listed. EPA and ICOIP. In furnishing or distributing this information, do not make any warranty or
representation, either express or implied, with respect to its accuracy, completeness, or utility: nor does EPA and ICCHP eMMiM any liability of any kind whatsoever resulting
from the use of. or reliance upon, any information, material, w procedure contained hamin. including but not limited to any claims regarding health, safety, environmental effects,
or fate, efficacy, or performance, made By the source of the information, It is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted for more specific cleaning instructions prior to the implementation of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
-------
Materials and Equipment Required:
Water-base alkaline cleaner.
Aliphatic naphtha cleaning solvent
Non-atomizing spray equipment, mops, and/or brushes.
Towels.
Fire protection equipment may be required.
Environment, Health, and Safety Considerations:
Workers may need to wear protective eyewear and clothing when handling
alkaline cleaner concentrate.
Wastewater may require treatment on-site before it is sent to a public wastewater treatment
facility.
Aliphatic naphtha is flammable. Workers should observe normal fire safety precautions when
handling the material.
VOC recovery may be required when using aliphatic naphtha. Check national and local
regulations.
Brushes and mops containing cleaning solution should be disposed of properly.
Relevant Specifications Which May Need to Be Considered:
. AMS-1533, Type I cleaner for aircraft exterior surfaces.
AMS-1528, Type II cleaner for exterior surfaces, emulsion, pressure spraying.
AMS-1530, Type II cleaner for aircraft exterior surfaces, wipe-on, wipe-off, water miscible.
Additional specifications may exist.
Sources: (1) Boeing, 747 Maintenance Manual, Cleaning and Washing - Maintenance Practices (12-25-
01,'pp. 301-9), rev. 4/25/90.
The information presented in these sheets it a summary of the sources lilted. EPA and ICOLP, in furnishing or dittribunnp. this Information, do not make any warranty or
representation, either express or implied.-with respect to its accuracy, completeness, or utility; nor does EPA and ICOLP assume any liability of any kind whatsoever resulting
from the use of, or reliance upon, any information, material, or procedure contained herein, including but not limited to any claims regarding health, safely, environmental effects,
or tale, efficacy, or performance, made by the source of the information. It is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted tor more specific cleaning instructions pnorto the implementation of a new cleaning operation
* * EPA/ICOLP Aircraft Maintenance Manual * *
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81
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Aircraft Exterior Surface - Heavy Soil Removal
Chemical (s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Aerosol Spray or Hand-Wipe
Feasible Alternative: Semi-aqueous cleaning - heavy-duty alkaline and. aliphatic naphtha
Special Notes on Alternative Process:
Soils removed - Grease and exhaust panicles.
Substrates cleaned -Most smooth metal surfaces.
Do not use this process to clean mechanical, electrical, or hydraulic components. Refer instead
to procedures for cleaning flight control surfaces and landing gear.
To clean large areas, use non-atomizing spray equipment, swabs, and brushes. When cleaning
small areas, use rags, brushes, and sponges. Do not clean an area so large that the cleaner dries
on the surface before the surface is flushed with water.
* After applying the cleaner, flush the surface with clean water three or more times. In areas
where water can get caught, use a clean wet rag or sponge to remove the cleaner. Flush with
water from the upper surfaces to the lower surfaces.
. Do not use water hotter than 160°F (71°C).
Alternative Cleaning Process:
1. Prepare cleaning solution by mixing alkaline cleaner, water, and aliphatic naphtha as instructed
for heavy soil removal.
2. Apply a heavy layer of cleaner to surface with non-atomizing spray equipment, mops, or brushes.
3. Let cleaner stand for 15 minutes maximum. Reapply cleaner as necessary to keep surface wet.
4. Rub surface with a brush for better soil removal.
5. Flush surface with clean, warm water.
6. Dry surface with air or towels.
The information pte»«nMKJ in mete ineen n a summary of the sources listta. EPA and ICOLP. in turn wrung or Attributing this information, do not make any warranty or
representation, either eicpress or implied, witn mpact to Ha accuracy. completeness, or utility: nor don EPA and ICOLP assume any liability of any kind whatsoever muffing
horn the use of. or reliance upon, any information, material, or procedure contained herein, including but not limited to any claim* regarding health. safety, environmental effects,
or fate, efficacy, or performance, made by the source of the information. It a critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is contulted for more specific cleaning instruction, prior to the implementation of a new clewing operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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82
Materials and Equipment Required:
Heavy-duty alkaline cleaner.
Aliphatic naphtha cleaning solvent
Non-atomizing spray equipment, mops, and/or brushes.
Towels.
Fire protection equipment. '
Environment, Health, and Safety Considerations:
Workers may need to wear protective eyewear and clothing when handling
alkaline cleaner.
* Wastewater may require treatment on-site before it is sent to a public wastewater treatment
facility. '
Aliphatic naphtha is flammable. Workers should observe normal fire safety precautions when
handling the material.
VOC recovery may be required when using aliphatic naphtha. Check federal and local
regulations.
* Brushes and mops containing cleaning solution should be disposed of properly.
Relevant Specifications Which May Need to Be Considered:
AMS-1533, Type I cleaner for aircraft exterior surfaces.
AMS-1528, Type II cleaner for exterior surfaces, emulsion, pressure spraying.
AMS-1530, Type II cleaner for aircraft exterior surfaces, wipe-on, wipe-off, water miscible.
Additional specifications may exist.
Sources: (1) Boeing, 747 Maintenance Manual, Cleaning and Washing - Maintenance Practices (12-25-
01, pp. 301-9), rev. 4/25/90.
The information presented in these sheets is a summary of the sources listed. EPA and ICOLP, in furnishing or distributing this Information, do not make any warranty or
representation, either express or implied, with rasped to its accuracy, completeness, or utility: nor does EPA and ICOLP assume any liability of any kind whatsoever resulting
from the use of, or reliance upon, any information, material, or procedure contained herein, including but not limited to any claim regarding hearth, safety, environmental effects',
or fate, efficacy, or performance, made by the source of the information. It a critic*) that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted for more specific cleaning instructions prior Mi the implementation of a new cleaning operation.'1
* * EPA/ICOLP Aircraft Maintenance Manual * *
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.. 83
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Aircraft Exterior Surface
Chemical (s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Aerosol Spray or Hand-Wipe
Feasible Alternative: Semi-aqueous cleaning - terpene
Special Notes on Alternative Process:
Soils removed Exhaust hydraulic oils, grease, and carbon, and din.
Substrates cleaned Most metal surfaces.
Alternative Cleaning Process:
Light exterior surface cleaning -
1. Spray or foam terpene cleaner on surface.
2, Rinse cleaner off with water.
3. Allow surface to dry or dry with rags or forced air.
Grease and carbon removal -
1. Immerse part in terpene cleaner tank at ambient temperature.
2. Let part soak for 0.5-4 hours, as necessary.
3. Remove part from cleaner.
4. Allow surface to dry or dry with rags or forced air.
Materials and Equipment Required:
Terpene clrjaer - d-limoncix based.
* Spray equipment or immersion tank.
Fire protection and prevention equipment may be required.
The information presented in these sheets is a summary of the sources listed. EPA and ICOLP, in furnishing or distributing this information, do not make any w»frarity at
. representation, either express or implied, with respect to Its accuracy, completeness, or utility; nor does EPA and ICOLP assume any liability of any rand whatsoever resulting
from the use of. or mliance upon, any information, material, or procedure contained herein, including but not limited to any claims regarding hearth, safety, environmental effects,
or fate, efficacy, or performance, made by the source of the information. It n critical that the aircraft ana/or equipment manufacturer's maintenance and overhaul Documentation
is consulted for more specific cleaning inctnictjons pnw to the implementation of new cleaning operation
* * EPA/ICOLP Aircraft Maintenance Manual * *
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84
Environment, Hearth, and Safety Considerations:
Terpene cleaner is flammable. Workers should observe normal fire safety precautions.
Prolonged skin contact with terpene cleaner may cause dryness and burns. Workers inhaling
highly concentrated cleaner may experience headaches and nausea.
Workers should wear protective eyewear and clothing when handling terpene cleaner.
Wastewater may require treatment on-site before being sent to public wastewater treatment
facility.
-, "
Rags and cloths containing spent cleaner should be disposed of properly.
Relevant Specifications Which May Need to Be Considered:
MIL-C-85704.
Additional specifications may exist
Sources: (1) Citrikleen Product Description and Material Safety Data Sheet, Pentone Corporation.
(2) Killings Jr., Kenneth W. "Replacement of Hazardous Solvents with a Citrus Based
Cleaner for Hand Cleaning Prior to Painting and Structural Bonding." Boeing Waste
Reduction. 1991.
The information presented in these sheets it a summary ot the sources (Mad. EPA and ICOLP, In furnishing or distributing this InfomatJon, do not make any warranty or
representation, either express or implied, with respect to to accuracy, completeness, or utility: nor does EPA and ICOLP assume any liability of any kind whatsoever muffing
from the us* of. or reliance upon, any information, material, or procedure contained herein, including .but not tinted to any claims regarding health, safely, environmental effects,
or fate, efficacy, or performance, made by the source of the information. It is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted for more specific cleaning instructions prior to the implementation of new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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- 85
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Aircraft Exterior Surface
Chemical(s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Aerosol Spray or Hand-Wipe
Feasible Alternative: Aliphatic hydrocarbon cleaning - mineral spirits
Special Notes on Alternative Process:
Soils removed Oil, grease, carbon, and din.
Substrates cleaned - Safe for most metals. May be unsafe for titanium alloys.
Do not apply mineral spirits to hot engine surfaces, hot aircraft brakes, hot electrical units, and
other surfaces which generate heat greater than 100°F (38°C). Higher flash point synthetic
hydrocarbons may be acceptable if the flash point is at least 59"F (15°C) above the temperature
of the surface.
Do not allow cleaner to come in contact with lubricated parts.
Do not allow cleaner to dry on surface being cleaned before removal.
Alternative Cleaning Process:
1. Cover areas which should not come into contact with mineral spirits.
2. Apply mineral spirits to surface sparingly using a clean mop, non-metallic brush, or spray at 40-
50 psi.
3. Wipe the surface dry using clean, lint-free cloth as needed to remove cleaner and soils.
Materials and Equipment Required:
Mineral spirits cleaner.
Spray equipment, mops, cloths, non-metallic brushes.
Fire protection equipment may be required.
Environment, Health, and Safety Considerations:
Mineral spirits are flammable. Workers should observe normal fire safety precautions when
handling the material. Synthetic grades may have flash points significantly higher and are safer
to use.
The information presented in these sheets n a luminary of the sources listed. EPA and ICOLP. in famishing or distributing this Information, do not mate any warranty or
representation, either express or implied, with respect to Its accuracy, completeness, or utility; nor doas EPA and ICOLP assuma any liability of any kind whatsoever resulting
»rom tha use of. or reliance upon, any information, malarial, or procedure contained herein, including but not limited to any claim regarding health, safety, environmental effect!,
or fate, efficacy, or performance, made by the source of the Information. It I* critical that the aircraft and/or equipment manufacturer maintenance «nd overhaul documentation
is consulted for more specific cleaning instructions prior to the implementation of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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OS
VOC recovery may be required when using mineral spirits. Check federal and
local regulations.
Mops, brushes, and cloths containing spent solvent should be disposed of properly.
Relevant Specifications Which May Need to Be Considered:
PD-680, Type I, II, or III Federal Specification (mineral spirits).
ASTM D484-52, BS 245 (mineral spirits). , .
Additional specifications may exist.
Sources: (1) Delta Airlines Process Standard, Aircraft Exterior Cleaning (900-1-2-1 No. 1), rev.
5/31/91.
(2) Boeing 767 Maintenance Manual, Material Equivalents, rev. 4/24/89.
The information presented in these sheets is a summary of the sources listed. EPA and ICOLP. in furnishing or distributing trin information, do not make any warranty or
representation, either express or implied, with respect to its accuracy, completenea*, or utility; nor does EPA and ICOLP assume any liability of any kind whatsoever Muffing
from the use of. or reliance upon, any information, material, or procedure contained herein, including but not limited to any claims regarding health, safety, environmental eftecS,
or fate, efficacy, or performance, made by the source of the Information. It is critical that the aircraft and/or equipment manufacturer 1 maintenance and overhaul documentation
13 consulted for more specific cleaning instructions prior to the implementation of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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87
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Landing Gear (Undercarriage)
ID-Shop Overhaul
Chemlcat(s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Vapor Degreasing or Aerosol Spray
Feasible Alternative: Aqueous cleaning - alkaline
Special Notes on Alternative Process:
Soils removed Oil and grease deposits.
Substrates cleaned - Safe for most metals. May be unsafe for titanium alloys.
Do not allow cleaner to dry on surface being cleaned.
Alternative Cleaning Process:
1. Apply cleaner using spray, immersion, or wipe-on method, as indicated by vendor instructions.
Do not clean assembled parts by immersion unless specified by overhaul or maintenance manual.
2. If using immersion method, allow parts to remain in alkaline cleaner long enough to remove
soils, typically 15-30 minutes.
3. Remove heavier, soils by rubbing area with mop, cleaning pad, or bristle brush. Use stainless
steel bhstle brush only on steel parts with tough soils. Use non-metallic bristle brush on other
materials.
4. Rinse cleaner off thoroughly using low-pressure water spray and low-pressure steam in
inaccessible areas or by immersing in water bath.
Materials and Equipment Required:
* Alkaline cleaner -- modified amine type, non-chromaied, non-phenolic, non-flammable.
sp. ay equipment or immersion tanks.
Brush -- stainless steel wire, synthetic or animal bristle.
Non-abrasive cleaning pads, mops.
Environment, Health, and Safety Considerations:
* Workers may need to wear protective eyewear and clothing when handling alkaline cleaner.
The information presented in these sheets is a summary ot the sources listed. EPA and ICOLP, in furnishing or distributing this information, do not make any warranty of
representation, either express or implied, with respect to its accuracy, completeness, or utility; nor does EPA and ICOLP assume any liability of any kind whatsoever resulting
from the use ot, or reliance upon, any information, material, fit procedure contained Herein, including but not limited to any claims regarding health, safety, environmental effects,
or fate, efficacy, or performance, made by the source of the information. It is critical that the aircraft and/or equipment manufacturers maintenance and overhaul documentation
is consulted for more specific cleaning instructions prior to the implementation of a new cleaning operation,
* * EPA/ICOLP Aircraft Maintenance Manual * *
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88 __^__^^__^^^____^________
Wastewater may require treatment on-site before it is sent to a public wastewater treatment
facility.
Mops, brushes, pads and cloths containing cleaner and soils should be disposed of properly.
Relevant Specifications Which May Need to Be Considered:
MIL-C-87936, Type I or II (waterbased cleaner - heavy duty solvent emulsion alkaline).
Additional specifications may exist
Sources: (1) Delta Airlines Process Standard, Landing Gear, Aircraft, and Engine Parts Cleaning (900-
1-1-1 No. 5), rev. 5/31/91.
(2) Boeing 767 Maintenance Manual, Material Equivalents, rev. 4/24/89.
(3) MD-80 Maintenance Manual, Aircraft Cleaning - Description and Operation, rev. 9/1/86.
The information presented in the»e »he*ti i» « summary of the source* listed. EPA Bid ICOLP, in furnishing oc distributing this information, do not make any warranty or
represeritauon. either «pmt or impHM. with respect to IB accuracy, compieteneu, or uglily; nor don EPA and ICOLP ataum* any liability o) any kind wtinnrntvrjf muWng
from th« uca of. or mliane* upon, any intormation. rnaurial. or procedure coflttiftwl hemin, including but not limited to any claim* regarding health, vafety, environmental effects.
- or fate efficacy, or performance, made by the tource of the information It u critical that the aircraft and/or equipment manutacturef i maintenance and overhaul documentation
is consulted for more specific cleaning instruction! prior to the implementation of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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89
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Landing Gear (Undercarriage)
La-Shop Overhaul
Chemical (s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Vapor Degreasing or Aerosol Spray
Feasible Alternative: Semi-aqueous cleaning - mineral spirits
Special Notes on Alternative Process:
Soils removed Oil and grease deposits.
Substrates cleaned Safe for most metals. May be unsafe for titanium alloys.
Do not apply mineral spirits to hot engine surfaces, hot aircraft brakes, hot electrical units, and
other surfaces which generate heat greater than 100°F (38°C). Higher flash point synthetic
hydrocarbons may be acceptable if the flash point is at least 59°F (15°C) above the temperature
of the surface.
Do not use mineral spirits in areas exposed to open flames or sparks.
Do not allow solvent to dry on surface being cleaned.
Alternative Cleaning Process:
1. Apply mineral spirits solvents using spray or wipe-on method, as indicated by vendor
instructions.
2. Remove heavier soils by rubbing area with mop, cleaning pad, or bristle brush. Use stainless
steel bristle brush only on steel parts with tough soils. Use non-metallic bristle brush on other
materials.
3. Rinse cleaner off thoroughly using low-pressure water spray and low-pressure steam in
inaccessible areas or by immersing in water bath.
Materials and Equipment Required:
Mineral spirits cleaner.
Brush -- stainless steel wire, synthetic or animal bristle.
* Non-abrasive cleaning pads, mops.
Fire protection equipment may be required.
The information presented in these sheets is a summary of the sources listed. EPA and ICtXP. in furnishing or distributing this Information, do not make arty warranty or
representation, either express or implied, with respect to its accuracy, completenet*, or utility: nor dom EPA and tCOLP assume any liability of any kind whatsoever resulting
from the use of. or reliance upon, any information, material, or procedure contained herein, including but not limH»d to any claim* regarding heeMu safety, environmental effect*.
or late, efficacy, or performance, made by the source of the Information it it critical Out the aircraft and/or equipment manufacturer» maintenance and overhaul documentation
is consulted tor more specific cleaning instiuctions pnor to the implementation of a nevi cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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90
Environment, Health, and Safety Considerations:
Wastewater may require treatment on-site Wore it is sent to a public wastewater treatment
facility.
Mineral spirits are flammable. Workers should observe normal fire safety precautions when
handling the material. Synthetic grades may have flash points significantly higher and are safer
to use.
VOC recovery may be required when using mineral spirits. Check federal and
local regulations.
Mops, brushes, and pads containing spent solvent should be disposed of properly.
Relevant Specifications Which May Need to Be Considered:
PD-680, Type I, II, or III Federal Specification (mineral spirits).
ASTM D484-52, BS 245 (mineral spirits).
Additional specifications may exist.
Sources: (1) Delta Airlines Process Standard, Landing Gear, Aircraft, and Engine Parts Cleaning (900-
1-lrl No. 5), rev. 5/31/91.
(2) Boeing 767 Maintenance Manual, Material Equivalents, rev. 4/24/89.
(3) MD-80 Maintenance Manual, Aircraft Cleaning - Description and Operation, rev. 9(1/86.
The information presented in these sheets is a summary of the sources listed. EPA and ICOLP, in furnishing or distributing this Information, do not make any warranty or
representation, either express or implied, with respect to Its accuracy. compMenes*. or utility; nor does EPA and ICOLP assume any liability of any Und whatsoever resulting
from the use of. or reliance upon, any information, material, or procedure contained herein, Including but not limited to any claims regarding health, safety, environmental effects,
or fate, efficacy, or performance, made by the source of the information. It is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted for more specific cleaning instructions prior to the implementation of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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-. 91
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Landing Gear (Undercarriage)
On-the-Aircraft Maintenance Cleaning
Chemlcal(s) Currently Used: Methyl chloroform (1,1,l-trich!oroethane)
Cleaning Methods Employed: Aerosol Spray
Feasible Alternative: Aqueous'cleaning alkaline
Special Notes on Alternative Process:
Soils removed - Oil and grease deposits.
Substrates cleaned - Safe for most metals. May be unsafe for titanium alloys.
Do not allow cleaner to dry on surface being cleaned.
Alternative Cleaning Process:
1. Apply alkaline cleaner with clean mop or cloth.
2. Allow cleaner to remain on surface for 5-10 minutes.
3. Rub heavily soiled surfaces with mop, cleaning pad, or non-metallic bristle brush for better
cleaning.
4. Rinse part thoroughly with clean, water-saturated mop or cloth.
5. Dry surface with clean, dry mop or cloth.
Materials and Equipment Required:
Alkaline cleaner -- modified amine type, non-chromated, non-phenolic, non-flammable; or heavy
duty solvent emulsion alkaline, non-chromated, non-phenolic, non-flammable.
Mops, cloths, non-abrasive cleaning pads, and non-metallic bristle brushes.
Environment, Health, and Safety Considerations:
Workers may need to wear protective eyewear and clothing when handling alkaline cleaner.
Wastewater may require treatment on-site before it is sent to a public wastewater treatment
facility.
Mops, brushes, and pads containing cleaner and soils should be disposed of properly.
The information presented in these cheats is a summary ol the tourcM lifted. EPA end ICOLP, in furnishing or distributing thi» information, do not nuke «ny warranty or
representation, either express or implied, with respect to to accuracy, completeness, or utility; nor doe* EPA and ICOLP asaume any liability at any Mnd whatsoever resulting
from the use of. or reliance upon, any information, material, or procedure contained herein, including but not limited to any claim* regarding health, safety, environmental effect*.
or fate, efficacy, or performance, made by the source of the Information. It is critical mat the aircraft end/or equipment manufacturer's maintenance and overhaul documentation
is consulted for more specific cleaning instruction* prior to the implementation of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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92 '
Relevant Specifications Which May Need to Be Considered:
MIL-C-87936, Type I or II (waterbased cleaner - heavy duty solvent emulsion alkaline).
Additional specifications may exist
Sources: (1) Delta Airlines Process Standard, Landing Gear, Aircraft and Engine Parts Cleaning (900-
1-1-1 No. 5), rev. 5/31/91.
(2) Boeing 767 Maintenance Manual, Material Equivalents, rev. 4/24/89.
The information presented in these meets is a summary ol the source* listed. EPA and ICOLP. in furnishing.or distributing this.information, do not make any warranty or
representation, either express or implied, with respect to its accuracy, completeness, or utility: nor does EPA and ICOLP assume any liability ol any kind whatsoever resulting
from the use ot. or reliance upon, any information, matenal, or proceoure contained herein, including but not limited to any claims regarding hearth, safety, environmental effects,
or fate, efficacy, or performance, made by the sou
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93
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Landing Gear (Undercarriage)
On-the-Aircraft Maintenance Cleaning
Chemical(s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Aerosol Spray
Feasible Alternative: Aliphatic'hydrocarbon cleaning - mineral spirits
Special Notes on Alternative Process:
Soils removed - Oil and grease deposits.
Substrates cleaned - Safe for most metals. May be unsafe for titanium alloys.
Do not apply mineral spirits to hot engine surfaces, hot aircraft brakes, hot electrical units, and
other surfaces which generate heat greater than 100"F (38°C). Higher flash point synthetic
hydrocarbons may be acceptable if the flash point is at least 59°F (15°C) above the temperature
of the surface.
Do not use mineral spirits in areas exposed to open flames or sparks.
* Do not allow solvent to dry on surface being cleaned.
Alternative Cleaning Process:
1. Apply mineral spirits solvents with clean mop or cloth.
2. Rub heavily soiled surfaces with mop, cleaning pad, or non-metallic bristle brush for better
cleaning.
3. Dry surface with clean, dry mop or cloth.
Materials and Equipment Required:
Mineral spirits cleaner.
Mops, cloths, non-abrasive cleaning pads, and synthetic or animal bristle brushes.
Fire protection equipment may be required.
The information presented in these sneea i* a summary of me sources luted. EPA and ICOLP. in furnishing or distributing thi* Information, do not make any warranty or
representation, either express or implied, with respect to its accuracy, completeness, or utility; nor does EPA and ICOLP assume any liability of any kind whatsoever resulting
from in* us* of, or reliance upon, any information, material, or procedure contained herein, including but not limited to any claims regarding health, safety, environmental effects,
or tue. efficacy, or performance, made by the source of the information. H is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul .documentation
it consulted for more specific cleaning instructions prior to the implementation of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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94 i-__M_M^ ___
Environment, Health, and Safety Considerations:
Mineral spirits are flammable. Workers should observe normal fire safety precautions when
handling the material. Synthetic grades may have flash points significantly higher and are safer
to use.
VOC recovery may be required when using mineral spirits. Check federal and
local regulations. ..--..
Mops, cloths, brushes and pads containing spent solvent should be disposed of
properly.
Relevant Specifications Which May Need to Be Considered:
PD-680, Type I, II, or III Federal Specification (mineral spirits).
ASTM D484-52, BS 245 (mineral spirits).
Additional specifications may exist.
Sources: (1) Delta Airlines Process Standard, Landing Gear, Aircraft and Engine Parts Cleaning (900-
1-1-1 No. 5), rev. 5/31/91.
(2) Boeing 767 Maintenance Manual, Material Equivalents, rev. 4/24/89.
The information presented in these sheets it a summary of the sources listed. EPA and ICOLP, ift furnishing or distributing this information, do not make any warranty or
representation, either express or implied, with respect to its accuracy, completeness, or utility; nor don EPA and ICOLP assume any liability a) any kind whatsoever resulting
from the use of. or reliance upon, any information, material, or procedure contained herein, including but not limited to any claims regarding health. safety, environmental effects.
or fate, efficacy, or performance, made by the source ot the information It is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted for more specific cleaning Instructions prior to the implementation of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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95
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Engine or Engine Modules
Chemical(s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Vapor Degreasing
Feasible Alternative: Aqueous cleaning - hot tank
Special Notes on Alternative Process:
Soils removed - Removes grease and oil deposits.
Substrates cleaned - Safe for use on most metals, including titanium alloys. Some
formulations will not be acceptable for cleaning aluminum alloys. Especially suited for cleaning
most painted parts.
Do not exceed the recommended operating temperatures. '
Seven mild non-silicated detergent cleaners are approved for use in this process. Each has its
own operating temperature.
Chloride content of the cleaning solution will attack magnesium parts if the chloride content
exceeds 0.1S percent total chloride.
Total immersion time should not exceed 60 minutes for magnesium parts.
Low-alloy steels will be particularly vulnerable to corrosion.
Alternative Cleaning Process:
1. immerse the parts to be cleaned in the cleaning solution for up to 30 minutes at the
temperature given in the process manual for the cleaner chosen.
2. Remove the parts and wash immediately in cold water.
.. 3. Pressure wash the pans using an air/water gun.
4. Check for water breaks.
5. Repeat steps 1, 2, 3, and 4 if necessary until parts are clean.
6. If used as a pre-clean for further processing, continue as instructed; otherwise,
7. Immerse the pans in clean water at a minimum temperature of 176°F (80°C).
Th« information presented in tries* sheets it a summary el the sources listed. EPA and ICOLP. in furnishing or distributing this information, do not make any warranty or
representation, either express or implied, with respect to its accuracy, completeness, or utility: nor does EPA and ICOLP assume any liability of any kind whatsoever resulting
from the u*e of. or reliance upon, any information, material, or procedure contained herein, including but not limited to any claim* regarding rwalttv safely, environmental effects,
or late, efficacy, or performance, made by the source of the Information. It Is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted tor more specific cleaning instructions prior to the implementation of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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96
8. Diy parts using a clean, dry air blast
Materials and Equipment Required:
Approved mild non-silicated detergent cleaner.
Air/water spray equipment and two immersion tanks.
Environment, Health, and Safety Considerations:
Wastewater may require treatment on-site before being sent to a public wastewater treatment
facility.
j
Relevant Specifications Which May Need to Be Considered:
Additional specifications may exist.
Sources: (1) RoUs-Royce Engine Overhaul Processes Manual, Primary Cleaning - Aqueous (70-00-00,
Process 102), rev. 1/18/90.
The information pmenled in mew sheets is a summary of the source* listed. EPA and ICOLP, in furnishing or distributing this information, do not make any warranty or
representation, either express or implied, with respect to its accuracy. completeness, or utility; nor don EPA and ICOLP assume any liability of any kind whatsoever muffing
from the use of, or re Nance upon, any Information, material, or procedure contained herein. Including but not limited to any claim regarding hearth, aataty, environmental effects,
or fate, efficacy, or performance, made by the aourc* of In* information, ft n critical that the aircraft and/or equipment manufacturer'! maintenance and overhaul documentation
is consulted for more specific cleaning iniouctian* prior to aw implementation of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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97
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Engine or Engine Modules
Chemlcal(s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Vapor Deceasing
Feasible Alternative: Aliphatic hydrocarbon cleaning - mineral spirits
Special Notes on Alternative Process:
Soils removed - Superficial accumulations of grease, oil, gum, and dirt.
Substrates cleaned - Safe for use on all metals,, including titanium alloys.
Do not apply mineral spirits to hot engine surfaces, hot aircraft brakes, hot electrical units, and
other surfaces which generate heat greater than 100T (38"C). Higher flash point synthetic
hydrocarbons may be acceptable if the flash point is at least 59°F (15CC) above the temperature
of the surface.
Do not use mineral spirits in areas exposed to open flames or sparks.
Not to be used alone before bonding, plating, painting, plasma/metal spraying, fluorescent
penetrant inspection, magnetic particle inspection, and abrasive blasting (unless mineral spirits
have evaporated from surface). In these cases, another subsequent cleaning process may be
required.
Alternative Cleaning Process:
1. Clean parts by spraying, wiping, or immersing the part in mineral spirits.
2. Spraying should be done in a ventilated spray booth. Use brushes and scrapers to remove hard
carbon deposits.
3. If cleaning by immersion, use soft-bristle brush or ultrasonic/mechanical agitation to remove
stubborn accumulations. Allow the part to soak for one to three hours.
4. lime with high-pressure water spray.
5. Apply rust preventative as necessary.
Materials and Equipment Required:
Mineral spirits cleaner.
Spray equipment or solvent immersion tank.
The information presented in tnese meets is a.summary of the source* listed EPA and ICOLP, in furnishing Of distributing this information, do not nuke any warranty or
representation, ertner express or implied, with respect to rt> accuracy, completeness, or utility: nor does EPA and ICOLP assume any liability of any land whatsoever resulting
trom tne use or. or reliance upon, any information, material, ot procedure contained herein, including but not fcmtod to any claims regarding Kaolin. safety, environmental effects.
or tate. efficacy, or performance, made by the source of me information. It is critical that the aircraft and/or equipment manufacturer's maintenance ana overhaul documentation
is consulted tor mere specific cleaning instructions pner to the implementation ot a new cleaning operation
* * EPA/1COLP Aircraft Maintenance Manual * *
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98
Brushes and scrapers. ..
Fire protection equipment may be required.
Environment, Health, and Safety Considerations:
Mineral spirits are flammable. Workers should observe normal fire safety precautions when
handling the material. Synthetic grades may have flash points significantly higher and are safer
to use.
VOC recovery may be required when using mineral spirits. Check federal and
local regulations. '
Mops and cloths containing spent solvent should be disposed of properly.
Relevant Specifications Which May Need to Be Considered:
PD-680, Type I, II, or III Federal Specification (mineral spirits).
ASTM D484-52, BS 245 (mineral spirits).
Additional specifications may exist
Sources: (1) Continental Airlines Cleaning Shop Process Chan, Cleaning Procedures - Method 1
Solvent Cleaning.
_ (2) Delta Airlines Process Standard, Mineral Spirits Cleaning (900-1-1 No. 11), rev. 10/15/90.
(3) Boeing 767 Maintenance Manual, Material Equivalents, rev. 4/24/89.
The information presented in these sheen is a summary of the source* listed. EPA and ICOLP, in furnishing or distributing this information,'do not make any warranty or
representation.-ennet express or implied, with respect to Its accuracy, completeness, or utility; nor does EPA and ICOLP assume any liability of any Kind whatsoever resulting
from the use of. or reliance upon, any information, malarial, or procedure contained herein, including but not limited to any claims regarding haalth. safety, environmental Heels,
or fate, efficacy, or performance, mad* by the source of the information, fl is critical mat tne aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted for mar* specific cleaning instructions prior to the implementation of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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99
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Engine or Engine Modules
Chemical (s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Immersion
Feasible Alternative: Aqueous cleaning - alkaline, hot tank
Special Notes on Alternative Process:
Soils removed - Metallic oxides and other products of combustion from engine parts.
Substrates cleaned - Safe for certain metals. Not safe for use on aluminum and other non-
ferrous metals due to the high corrosiveness of the alkaline cleaner. Also may be unsafe on
titanium alloys.
For light cleaning and light paint removal, follow the steps below, but reduce soak time in
alkaline baths to 0-10 minutes and skip step 6, the alkaline permanganate bath.
Immersion tanks should be equipped with mechanical agitation.
a
Alternative Cleaning Process:
1. Immerse part in 190-200°F (88-93°C) alkaline rust remover for 30 minutes.
2. Rinse pan with 140-180°F (60-82°C) water in agitated dip rinse for 5 minutes.
3. Hand spray part with air and water rinse.
4. Immerse pan in 245-250°F (118-121°C) alkaline descaler & conditioner for 30 minutes.
5. Water rinse using steps 2 and 3.
6. Immerse pan in 190-200T (88-93°C) alkaline permanganate solution for 30 minutes.
7. Water rinse using steps 2 and 3.
8. Immerse again in alkaline rust remover tank for 5 minutes.
9. Water rinse using steps 2 and 3.
10. If part not sufficiently clean, repeat steps 1 through 9. Repeating process will not harm the pan.
11. . Blow dry pan. Apply rust preventive compound as necessary.
The information presented .in theie »heets is a luminary ol the sources iwed EPA and 1COIP, in furnishing pr distributing thu information, do not make any warranty or
representation, either express or implied, with respect to its accuracy, completeness, or utility: nor dee* EPA and ICOLP assume any liability of any kind whatsoever muffing
from the use of, or reliance upon, any information, material t or procedure contained herein, including but not limited to any claim* regarding hearth, lately, environmental ettecti,
or fate, efficacy, or performance, made by the source of the information. It is critical that the aircraft and/or equipment manufacturer'* maintenance and overhaul documerrtaUon
it consulted for more specific cleaning inttmetion* prior to the implementation of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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100
Materials and Equipment Required:
Alkaline cleaner - rust and scale remover, non-chromated, non-phenolic, non-flammable.
Alkaline cleaner - descaler and conditioner, non-chromated, non-phenolic, non-flammable.
Alkaline cleaner - permanganate, non-chromated, non-phenolic, non-flammable.
Rust preventive compound, non-chromated, non-phenolic, combustible.
Immersion tanks with mechanical agitation.
Air and water spray equipment.
Environment, Health, and Safety Considerations:
Cleaners used in this process are highly alkaline. Workers should wear protective eyewear and
clothing when handling these materials.
Wastewater may require treatment on-site before being sent to public wastewater treatment
facility.
Relevant Specifications Which May Need to Be Considered:
Additional Specifications may exist. «
Sources: (1) Delta Airlines Process Standard, Hot Tank Alkaline Cleaner, Descaler and Rust Remover
(900-1-3-2 No. 3), rev. 11/24/86, 11/15/91.
The information presented in these sheets cs a summary of me sources listed EPA and ICOLP. in furnishing or distributing this information, do not make any warranty or
representation, either express or implied, wit* respect to its accuracy, completeness, or utility; nor does EPA and tGOLP assume any liability of any kind whatsoever resulting
from trie use of. or reliance upon, any information, material, or procedure contained herein. Including but not limited to any claims regarding health, safety, environmental effetts,
or fate, efficacy, or performance, made by the source of the information It is critical that tM aircraft and/or equipment manufacturer's maintenance and overhaul documentation
a consulted for more specific cleaning instructions prior to Me implementation of a new cleaning operation
* * EPA/ICOLP Aircraft Maintenance Manual * *
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101
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Engine or Engine Modules
Chemleal(s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Vapor Degreasing
Feasible Alternative: Aqueous cleaning - alkaline, hot tank
Special Notes on Alternative Process:
Soils removed - Removes oil, grease, and loose carbon deposits.
Substrates cleaned - Steel, nickel-base alloy, and titanium. Not for use on aluminum alloys.
Alternative Cleaning Process:
1. Immerse the parts to be cleaned in the alkaline silicate cleaning solution at 194-212°F (90-
100°C) for as long as is needed to remove all oil, grease, and loose carbon.
2. Remove the pans and wash immediately under clean, cold, running water.
3. Pressure wash the parts using an air/water gun.
4. Check for water breaks.
5. Repeat steps 1-4 as necessary until clean.
6. If used as a pre-clean for further processing, continue as instructed; otherwise,
7. Immerse the parts in clean water at a minimum temperature of 1768F (80°C).
8. Dry the parts using a clean, dry air blast.
Materials and Equipment Required:
. Alkaline silicate cleaner.
Air/water spray equipment and two immersion tanks.
Environment, Health, and Safety Considerations:
Rubber gloves should be worn when working with alkaline cleaning solutions.
Wastewater may require treatment on-site before being sent to a wastewater treatment facility.
The information presented in th«e sheets i* a summary ot the source* listed. EPA and LCOLP, in furnishing or distributing this Information, do not make my warranty or
representation, either express or implied, wim mpect to its accuracy, completeness, or utility: nor don EPA and ICOLP assume any liability of any kind whatsoever muffing
from the use of, or reliance upon, any information, material, or procedure contained herein, including but not limited to any claim* regarding health, safety, environmental effects,
or fate, efficacy, or performance, made by the source of the information. It is critical thai the aircraft end/or equipment manufacturer's maintenance and overhaul documentation
a consulted for more specific cleaning instruction* pnof to the implementation ot a new cleaning operatJofi.
* * EPA/ICOLP Aircraft Maintenance Manual * * «
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102 _^__^.
Relevant Specifications Which May Need to Be Considered:
Additional specifications may exist
Sources: (1) Rolls-Royce Engine Overhaul Processes Manual, Hot Aqueous Degreasing (70-00-00,
Process 118), rev. 1/18/90.
The information presented in Rime meets » a summary of the sources Jilted. EPA and ICOLP, in furnishing or distributing Ota information, do not make any warranty of
representation, either express or implied, with respect to to accuracy, completeness, or utility; nor dec* EPA and ICOLP assume any liability of any kind whatsoever resulting
from me uie of, or reliance upon, any information, material, or procedure contained herein, including but not limited to any claims regarding heattn. safety, environmental effects,
or fate, efficacy, or performance, made by the source of the information. It a critical that the aircraft and/or equipment manufacturer » maintenance and overhaul documentation
is consulted for more specific cleaning mrtrucUons prior to the implementation of * new cleaning operation
* EPA/ICOLP Aircraft Maintenance Manual * *
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103
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
.
Engine or Engine Modules
Chemical(s) Currently Used: Methyl chloroform and methylene chloride
Cleaning Methods Employed: Vapor Deceasing and Hand-Wipe
Feasible Alternative: Aqueous cleaning - one step heavy-duty alkaline
Special Notes on Alternative Process:
Soils removed - This process is effective for derusting, paint stripping, and general cleaning.
Substrates cleaned - Can be used on ferrous and high temperature alloy jet engine parts. Do
not use this process on tin, zinc, aluminum, titanium, or their alloys.
Alternative Cleaning Process:
1. Pre-clean part by immersing in hot (180-200°F, 82-93°C) alkaline rust and scale remover for 10-
20 minutes.
2. Pressure rinse with tap water.
3. Clean part by immersing in hot (180-200°F, 82-93°C) alkaline rust and scale remover for 30-90
minutes.
4. Remove and drain pan. Spray rinse until all alkaline residues have been removed.
5. Blow dry with clean shop air.
6. Apply rust inhibitor as necessary.
Materials and Equipment Required:
Alkaline cleaner - rust and scale remover.
Immersion tanks.
Water and air spray equipment.
Environment, Health, and Safety Considerations:
* Cleaners used in this process are highly alkaline. Workers should wear protective eyewear and
clothing when handling these materials.
The information presented in these sheets is a summary of me sources listed. EPA and ICOLP, In furnishing or distributing mi* information, do not make any warranty or
representation, either express or implied, with respect to Its accuracy, completeness, or utility; nor Oow EPA and ICOLP atnime any liability of any kind whatsoever resulting
from the use of. or reliance upon, any Information, material, or procedure contained herein, including but not limited to any claim* regarding health, safety, environmental effects,
or fate, efficacy, or performance, made by the source of the Information, ft is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted for more specific cleaning instructions prior to the implementation of a new cleaning opendion.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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104
- Wastewater'may require treatment on-site before being sent to public wastewater treatment
facility.
Relevant Specifications Which May Need to Be Considered:
Additional specifications may exist.
Sources: (1) Continental Airlines Cleaning Shop Process Chan, Cleaning Procedures - Method 5 One
Step Heavy-Duty Alkaline Cleaner.
The information presented in these sheets is a summary of me sources listed. EPA und ICOLP. in lumishinp or distributing this information, do not make any warranty or
representation, either express or implied, with retpea ta Its accuracy, completeness, or utility; nor does EPA and ICOLP assume any liability of any kind whatsoever resulting
tram the use of. or reliance upon, any information, material, or procedure contained Herein, including but not limited to any claims regarding hearth, safety, environmental effects,
or fate, efficacy, or performance, made by the source of the Information. It is critical mat Die aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted for more specific cleaning instructions prior to the implementation of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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105
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Engine or Engine Modules
Chemlcal(s) Currently Used: Methyl chloroform
Cleaning Methods Employed: Immersion
Feasible Alternative: Aqueous cleaning - four step heavy-duty alkaline .(with acidic descaler)
Special Notes on Alternative Process:
Soils removed - Heat scale and oxide formation.
Substrates cleaned - This process is effective on. hot-section parts of the engine. It is only
partially effective on oxidized nickel base alloys. Do not use this cleaning process on aluminum,
magnesium, titanium, or their alloys.
Alternative Cleaning Process:
1. Fre-clean pan by immersing in hot (180-200°?, 82-93°C) alkaline rust and scale remover for 10-
20 minutes.
2. Spray rinse with tap water.
3. Clean part by immersing in hot (180-200°F, 82-93°C) alkaline rust and scale remover for 15-30
minutes.
4. Pressure rinse with tap water.
5. Immerse part in hot (175-185°F, 79-85°C) acidic rust and scale remover for 20-30 minutes.
6. Pressure rinse with tap water.
7. Immerse part in hot (203-212°F, 95-100°C) alkaline permanganate for 30-60 minutes.
8. Pressure rinse with tap water.
9. Repeat steps 3 and 4.
10. Blow dry with clean shop air.
11. Apply rust inhibitor as necessary.
The information presented m t>ie*e sheets a summary ol the sources listed. EPA and ICOLP, in furnishing or distributing (Tin information, do not make any warranty or
representation, either express or implied, wttti respect to its accuracy, completeness, or utility; nor doe* EPA and ICOLP assume any liability of any kind whatsoever resulting
from me use of. or reliance upon, any information, malarial^ or. procedure contained herein, including but not limited to any claims regarding health, safety, environmental effect*,
or late, efficacy, or performance, made by the source of the information. R is ciraeal that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted for mom (pacific cleaning instructions pnor to the implementation of a new cleaning operation
* * EPA/ICOLP Aircraft Maintenance Manual * *
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106 '
Materials and Equipment Required:
Alkaline cleaner - rust and scale remover.
Acidic cleaner - rust and scale remover.
Alkaline cleaner - permanganate.
Immersion tanks.
Water and air spray equipment
Environment, Health, and Safety Considerations:
Cleaners used in this process are highly alkaline or acidic. Workers should wear protective
eyewear and clothing when handling these materials.
Wastewater may require treatment on-site before being sent to public wastewater treatment
facility.
Relevant Specifications Which May Need to Be Considered:
Additional specifications may exist
Sources: (1) Continental Airlines Cleaning Shop Process Chart, Cleaning Procedures - Method 8 Four
Step Heavy-Duty Alkaline Cleaning and Acidic Descaling Without Inhibited Phosphoric
Acid.
The information presented in these sheets is a summary o) the source* listed. EPA and ICOLP, in furnishing or distributing Ms Information, do not make any warranty or
representation, either express or implied, with rasped to its accuracy. completeness, or utility; nor does EPA and ICOLP assume any liability of any kind whatsoever resulting
from the use of. or reliance upon, any information, material, or procedure contained herein, including but not limited to any claims regarding health, safety, environmental affects!
or fate, efficacy, or performance, made by the source of the information. It is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted tor more specific cleaning instructions prior to the implementator of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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^ 107
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Engine or Engine Modules
Chemlcal(s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Vapor Degreasing and Hand-Wipe
Feasible Alternative: Aqueous cleaning - alkaline
Special Notes on Alternative Process:
Soils removed Jet engine exhaust carbon deposits, engine oil deposits, hydraulic fluids, and
other soils on engine and aircraft parts.
Substrates cleaned - Safe for all metals, including titanium. Also safe on epoxy and
polyurethane paints, plating, elastomers, plastics, and metals.
* This process is primarily used to clean and brighten engine thrust reversers, gear boxes and
cowling.
Do not allow the cleaner to dry on surfaces being cleaned.
Alternative Cleaning Process:
1. Cover areas that should not come into contact with cleaner, including lubricated parts, electrical
units, and open systems.
2. Apply cleaner to surface with spray or brush.
3. Let cleaner stand for indicated time:
a. Steel or titanium surfaces: 15-30 minutes or longer to remove carbon deposits. 30-60
minutes or longer to remove baked-on hydraulic fluid and
oil deposits.
b. Aluminum or magnesium surfaces: 30 minutes maximum to remove carbon deposits,
baked-on hydraulic fluid, and oil deposits.
4. Reapply cleaner as necessary to prevent surface from drying.
5. Rub heavy soils with non-metallic bristle brush or cleaning pad, if necessary.
6. Rinse cleaner off thoroughly with hot or warm water. Any cleaner remaining on aluminum or
magnesium surface will attack the metal.
7. Remove masking.
The information presented in these sheet* n a lumnwiy ol the sources tided. EPA and ICOLP, in furnishing or distributing thu information, do not make any warranty or
representation, eitfier expren or implied, wftn respect to to accuracy, completeness, or utility; nor don EPA and ICOLP assume any liability of any kind whatsoever resulting
from the UM of. or reliance upon, any information, material, or procedure contained herein. Including but not limited to any claim* regarding heat*, .safety, environmental effects,
or fate, efficacy, or performance, made by the source of the information. It is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted for more specific cleaning instructions prior to the implementation of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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108
8. Reapply permanent corrosion to magnesium surfaces that do not have permanent paint/chemical
treatment type corrosion protection.
9. Allow cleaned surface to dry.
Materials and Equipment Required:
Alkaline cleaner - engine thrust reverser, non-chromated, non-phenolic, non-flammable.
Spray equipment, cleaning pads,.non-metallic bristle brushes. :...
Environment, Health, and Safety Considerations:
Workers should wear protective clothing and eyewear when handling alkaline cleaner.
Wastewater may require treatment on-site before being sent to public wastewater treatment
facility.
Brushes and pads containing cleaner and soils should be disposed of properly.
Relevant Specifications Which May Need to Be Considered:
AMS-1540, Type II cleaner, thrust reverser water base.
Additional specifications may exist.
Sources: (1) Delta Airlines Process Standard, Carbon Removal Cleaning - Aircraft and Engine Parts
(900-1-1 No. 20), rev. 1-30-89.
The information presented in these (heels is a summary of the sources luted. EPA and ICOLP, in tumithing or distributing this Information, do not make any warranty or
representation, either express or implied, witfi respect to to accuracy, completeness, or utility; nor does EPA and ICOLP assume any liability of any kind whatsoever resulting
from the ute of. or reliance upon, any Information, material, or procedure contained herein. Including but not limited to any claim* regarding health, safely, environmental effects,
or fate, efficacy, of performance, made by the touree of the information, n it critical that the aircraft and/or equipment manufacturers maintenance and overhaul documentation
is consulted for more specific cleaning instnictien* prior to the implementation of a new cleaning operation
* * .EPA/ICOLP Aircraft Maintenance Manual * *
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109
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Engine or Engine Modules
Chemlcal(s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Vapor Deceasing
Feasible Alternative: Blasting - high pressure steam/water
Special Notes on Alternative Process:
Soils removed - Removes grease, carbon, and oil deposits.
Substrates cleaned - Safe for use on all metals. Not for use on fragile components or on
large areas of thin, unsupported material.
Use of these processes is prohibited without prior approval.
Process parameters such as temperature, pressure, chemical additive, etc. must be approved by
the technical authority.
Alternative Cleaning Process:
1. Mount or anchor the part to be cleaned to prevent movement and subsequent damage during
the cleaning process.
2. Set nozzle workpiece at a distance of 50-150 mm for steam cleaning and 150-250 mm for high
pressure water cleaning.
3. Wash the part according to the equipment manufacturer's instructions.
4. If a detergent was used in conjunction with the high pressure water or steam cleaning, wash the
part a second time using clean water.or steam to remove any residual detergent. For titanium
parts, deionized water should be used. .
5. Dry the pan using a dewatering oil or dry compressed air.
Materials and Equipment Required:
Clean water/steam. Possibly detergent and/or deionized water.
High pressure cleaning equipment.
Air spray equipment or dewatering oil for parts drying.
The information presented in these sheeti w a summary of the sources luted EPA and ICOLP. in furnishing or attributing this information, do not make any warranty or
representation, ermer eipress or implied, with mpect to ft* accuracy, completeness, or utility; nor don EPA and ICOLP assume any liability ol any kind whatsoever nsuttifig
tram the use ol. or reliance upon, any information, material, or procedure contained herein, including but not limited to any claims regarding health, safety, environmental effects,
or fate, efficacy, or performance, made by me source of the information Itit critical that the aircraft and/or equipment manufacturer's maintenance end overhaul documentation
is consulted tor more specific cleaning instructions prior to the implementation of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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110 ' ; '
Environment, Health, and Safety Considerations:
» Wastewater may require treatment cm-site before being sent to a public wastewater treatment
facility.
Relevant Specifications Which May Need to Be Considered:
Additional specifications may exist
Sources: (1) Rolls-Royce Process Specification, High Velocity Steam/Water Cleaning (RPS 693, issue
1), written July 1992.
The information presented in these sheets is a summary of the sources listed. EPA and ICOLP. In furnishing Of distributing this information, do not make any warranty or
representation, either express or implied, with respect to ita accuracy, completeness, or utility; nor doe* EPA and ICOLP assume any liability of any Hnd whatsoever resulting
from the use of, or reliance upon, any information, material, or procedure contained herein, including taut not limited: to any claims regarding health, safety, environmental effects,
or fate, efficacy, or performance, made by the source of the information. It is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted tor more specific cleaning instructions prior to the implementation of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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111
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Engine or Engine Modules
Chemical(s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Vapor Deceasing
Feasible Alternative: Chlorinated solvent cleaning - trichloroethylene..
Special Notes on Alternative Process:
Soils removed Removes grease and oil deposits.
Substrates cleaned - Safe for use on most metals, but may not be applicable to titanium.
Immersion of parts must not exceed 30 minutes for any single cleaning operation.
Trichloroethylene should be fully stabilized and inhibited.
Atternative Cleaning Process:
1. If heavy grease and din are present, remove it with a pressure kerosene wash.
2. Ensure that parts are dry and are at room temperature.
3. Place the pans in a basket or on a sling and immerse them in the trichloroethylene vapor.
4. Withdraw the parts slowly from the vapor when the temperature of the parts has increased to
equal the temperature of the heated trichloroethylene vapor and allow the parts to drain while
in the freeboard zone of the degreaser.
5. Examine the parts to be sure that all contaminants have been removed. If additional cleaning
is required, reload the parts in a different orientation and repeat steps 3 and 4.
Materials and Equipment Required:
Chlorinated solvent - trichloroethylene.
Kerosene.
Pressure cleaning equipment.
Vapor degreaser.
The information presented in these sheets a a summary of the sources listed. EPA and ICOLP. In famishing or dtttri&uting this Information, do not make any warranty or
representation, either express or implied, with respect to its accuracy, completeness, or utility; not does EPA and ICOLP assume any liability of any kind whatsoever muffing
from the u» of, or reliance upon, any information, material, or procedure contained herein, including but not limited to any claims regarding health, safety, environmental effects,
or late, efficacy, or performance, made by the source of the information. It is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted for more specrhe cleaning instmctions prior to the implementation of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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112
Environment, Health, and Safety Considerations:
Trichloroethylene has been classified as a VOC, hazardous air pollutant, and toxic substance in
many countries. Check federal and local regulations for emissions control requirements, worker
exposure limits, and VOC recovery requirements.
Spent solvent may be classified as hazardous waste and should be disposed of properly.
Relevant Specifications Which May Need to Be Considered:
MIL-T-27602 (trichloroethylene).
O-T-634 (trichloroethylene).
Additional specifications may exist.
Sources: (1) Rolls-Royce Engine Overhaul Processes Manual, Non-Aqueous Vapor and Liquid
Degreasing (70-00-00-110-101-002), rev. 1/18/90.
The information pnttanted "> (»* sheets » a summary of me sources listed. EPA and ICOLP, in tumitMng or distributing thci information, do not mane any warranty or
representation, either express or implied, with respect to itm accuracy, completeness, or utility: nor float EPA and ICOLP aatuma any liability ot any kind Whatsoever nxulting
from the me ot. or reliance upon, any information, malarial, or procedure contained herein, including but not limited to any claim* regarding hearth, aataty. environmental effaeti,
or fate, efficacy, or performance, made by the source of tha information A ii critical that the aircraft and/or quipmmt manufacturer* maintenance and overhaul documentation
a consulted tor mom tpccific cleaning inunctions prior to the implementation of a new cleaning opereJian.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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113
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Engine or Engine Modules
Assembled and Semi-Assembled Parts
Chemical (s) Currently Used: Methyl chloroform (1,1,1 -trichloroethane)
Cleaning Methods Employed: Spray or Hand-Wipe
Feasible Alternative: Aqueous'cleaning - alkaline
Special Notes on Alternative Process:
Soils removed - Baked-on hydraulic fluid and engine oil deposits.
Substrates cleaned - Safe for use on paints, elastomers, and most metals. May be unsafe for
titanium alloys. This process should be used to clean assembled and semi-assembled parts. Do
not use for overhaul cleaning.
Alternative Cleaning Process:
1. Cover engine inlet, all open engine system lines and ducts, and lubricated parts.
2. Spray cleaner onto surface.
3. Let cleaner stand for 10-15 minutes. Reapply cleaner as necessary to prevent surface from
drying.
4. Rub heavily soiled surfaces with non-metallic bristle brush. Apply additional cleaner, if
necessary.
5. Rinse cleaner off thoroughly with 140-180°F (60-82°C) water spray.
6. If surface has not reached desired cleanliness, repeat process.
7. Allow surface to dry.
8. Remove covers
Materials and Equipment Required:
Alkaline cleaner -- modified amine type, non-chromated, non-phenolic, non-flammable.
Spray equipment, non-metallic bristle brushes.
The information presented in than »heets » a summary et Die sources luted EPA and ICOLP. in furnishing or distributing ftn information, do not make any warranty or
repmcntation, *itMr xpnu or implied, with respect to ita accuracy, completeness, or utility; nor doe* EPA and ICOLP assume any liability et any kind whatsoever retultmg
from the UM of. or nlianca upon, any information, material, or procedure contained herein, including but not limited to any claim regarding healfe.iatety. environmental effects,
or fate, efficacy, or performance, made by the source ot the information. It it critical that (tie aircraft and/or equipment manufacturer's maintenance and overhaul documentation
* consulted tor more specific cleaning instnjcUont prior to me impiementB&on ol a new cleaning operation.
* *
EPA/ICOLP Aircraft Maintenance Manual
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114
Environment, Health, and Safety Considerations:
Workers should wear protective clothing and eyewear when handling alkaline cleaner.
Wastewater may require treatment on-site before being sent to public wastewater treatment
facility.
Brushes containing spent solvent should be disposed of properly.
Relevant Specifications Which May Need to Be Considered:
Additional specifications may exist.
Sources: (1) Delta Airlines Process Standard, Cleaning - Engine Exterior Surfaces - On-the-Washrack
(900-1-3-2 No. 5), rev. 3/15/91.
The information presented in tftese sheets is a summary at the sources lilted. EPA and ICOLP. in furnishing or distributing this information, do not make any warranty or
representation, either eipwss or implied, with respect to its accuracy, completeness, or utility; nor does EPA and ICOLP assume any liability of any kind whatsoever ntsuHng
from the use of. or reliance upon, any information, material, or procedure contained heroin, including but not limited to any claims regarding health, safety, environmental effects,
or fate, efficacy, or performance, made by the source of the information. It is critical that the aircraft end/or equipment manufacturer's maintenance and overhaul documentation
i» consulted for more specific cleaning instructions prior to the impWtmonwion of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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115
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Flight Control Surfaces
Chemical(s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Aerosol Spray or Hand-Wipe
Feasible Alternative: Aqueous cleaning - alkaline
Special Notes on Alternative Process:
, Soils removed - Carbon deposits, burned-on hydraulic fluid deposits, oils, and greases.
Substrates cleaned - Aircraft exterior composite parts made of laminated graphite/epoxy,
fiberglass/epoxy, and Kevlar/epoxy materials.
To avoid water entrapment and heat delamination damage of composite materials, keep cleaner
and water temperature below 150°F, (66°C) and pressure below 80 psi.
Alternative Cleaning Process:
1. Cover vents, ducts, and ports. Mask surfaces with openings and crevices to avoid entrapment
of water or cleaning solution.
2. Apply cleaner using spray, brush, or wipe-on method.
3. Rub heavily soiled areas with clean mop or non-metallic bristle brush for better cleaning.
4. Let cleaner stand for 5-10 minutes. If necessary, reapply cleaner to prevent surface from drying.
5. Rinse surface thoroughly with cold or warm, low-pressure water.
6. Allow surface to dry.
7. Remove covers.
Materials and Equipment Required:
Alkaline cleaner ~ modified amine type, non-chromated, non-phenolic, non-flammable; or heavy
duty solvent emulsion alkaline, non-chromated, non-phenolic, non-flammable.
Spray equipment, mops, non-metallic brushes.
The information presented in tnese sheets is a summary of the sources listed. EPA and ICOLP. in furnishing or distributing IMS information, do not make any warranty or
representation, either express or implied, wim respect to is accuracy, compMtmss. or utility; nor does EPA and ICOLP assume any liability o) any kind whatsoever resulting
from the use of, or reliance upon, any information, material, or procedure contained herein, including but not limited to any claim* regarding hear*, safety, environmental effects,
or fate, efficacy, or performance, made toy tne source of the Information. It is crtBcal that the aircraft and/or equipment manufacturer s maintenance and overhaul documentation
is consulted tor more specific cleaning instructions prior to We implementation of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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116 '
Environment, Health, and Safety Considerations:
Workers should wear protective clothing and equipment when handling alkaline cleaner.
Wastewater require treatment on-site before being sent to public wastewater treatment facility.
Mops and brushes containing spent solvent should be disposed of properly.
Relevant Specifications Which May Need to Be Considered:
MIL-C-87936, Type I or II (waterbased cleaner - heavy duty solvent emulsion alkaline).
MIL-C-87937, Type II (waterbased cleaner).
AMS-1528, Type II cleaner for aircraft exterior surfaces, emulsion, pressure spraying.
AMS-1530, Type II cleaner for aircraft exterior surfaces, wipe-on, wipe-off, water miscible.
Additional specifications may exist.
Sources: (1) Delta Airlines Process Standard, Cleaning Aircraft Exterior Composite Parts/Surfaces
(900-1-1 No. 22), rev. 5/31/92.
(2) MD-80 Maintenance Manual, Aircraft Cleaning - Description and Operation, Equipment
and Materials, rev. 9/1/86.
(3) Boeing 767 Maintenance Manual, Material Equivalents, rev. 4/24/89.
The information presented in mete sheets is a summary of the sources listed. EPA and ICOLP, in furnishing or distributing this information, do not make any warranty or
representation, either express or implied, with respect to to accuracy, completeness, or utility; nor does EPA and ICOLP assume any liability of any kind whatsoever resulting
from the use of, or reliance upon, any information, material, or procedure contained herein, including but not limited to any claim* regarding health, safety, environmental effects.
or fate, efficacy, or performance, mad* by the sou-ce of the Information, n Is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted for more specific cleaning instructions prior to the implementation of a new cleaning operation.
* * EPA/1COLP Aircraft Maintenance Manual * *
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117
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Flight Control Surfaces
Chemical(s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Aerosol Spray or Hand-Wipe
Feasible Alternative: Aliphatic hydrocarbon cleaning - mineral spirits
Special Notes on Alternative Process:
Soils removed - Oil, grease, hydraulic fluid, and dried deposits such as dry film lubricants,
adhesives, and lacquers.
Substrates cleaned - Aircraft exterior composite parts made of laminated graphite/epoxy,
fiberglass/epoxy, and Kevlar/epoxy materials.
This process is to be used if the deposits being removed are wet. For removal of dry deposits,
the Flight Control Surfaces-Organic Solvent Cleaning alternative may be used.
Alternative Cleaning Process:
l.> Cover all vents, ducts, and ports. Mask openings and crevices to avoid solvent entrapment.
2. Apply mineral spirits to surface using spray, brush, or wipe-on method.
3. Rub heavier soiled areas with clean mops or non-metallic brushes for better cleaning.
4. Let cleaner remain on surface until soils can be removed. Reapply cleaner as necessary to
prevent surface from drying.
5. Dry surface with clean mops or cloths.
6. Remove covers.
Materials and Equipment Required:
Mineral spirits cleaner.
Non-atomizing spray, mops, non-metallic brushes.
Fire protection equipment may be required.
The information presented in these meets a a summary ot the toincei lined EPA and ICOLP. in furnishing or distributing Ihi* information, do not make any warranty or
representation, either express or implied, with respect to its accuracy, completeness, or utility: nor don EPA and ICOLP assume any liability of any kind whatsoever resulting
from the use of, or reliance upon, any information, material, or procedure contained herein, including but not limited to any claims regarding health, safety, environmental effects.
or fate, efficacy, or performance, made by the source at the information. It is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted for more specific cleaning instructions pnor to (he implementation of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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118
Environment, Health, and Safety Considerations:
Mineral spirits are flammable. Workers should observe normal fire safety precautions when
handling the material. Synthetic grades may have flash points significantly higher and are safer
to use.
VOC recovery may be required when using mineral spirits. Check federal and
local regulations. .
Mops, cloths, and brushes containing spent solvent should be disposed of properly.
Relevant Specifications Which-May Need to Be Considered:
PD-680, Type I, II, or III Federal specification (mineral spirits).
ASTM D484-52, BS 245 (mineral spirits).
Additional specifications may exist.
Sources: (1) Delta Airlines Process Standard, Cleaning Aircraft Exterior Composite Parts/Surfaces
(900-1-1 No. 22), rev. 5/31-91.
(2) Boeing 767 Maintenance Manual, Material Equivalents, rev. 4/24/89.
The information presented in these sheets is a summary of the sources listed. EPA and ICOLP. in furnishing or distributing this information, do not make any warranty or
representation, either express or implied, with respect to its accuracy, completeness, or utility: nor does EPA and ICOLP assume any liability of any kind whatsoever resulting
from the use of, or reliance upon, any information, malarial, or procedure contained herein, including but not limited to any claims regarding health, safety, erwtronmantal effacfa,'
or fate, efficacy, or performance, made by the source of me information. It is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted for more specific cleaning instructions prior to the implementation of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Electrical Equipment
Chemical(s) Currently Used: CFC-113
Cleaning Methods Employed: Aerosol Spray
Feasible Alternative: Aqueous cleaning - alkaline, ultrasonic
Special Notes on Alternative Process:
Soils removed - Din.
Substrates cleaned - Alkaline cleaners are safe on most metals. -Some cleaners may be not
be safe on titanium and/or titanium alloys. Consult manufacturer for specifics.
This process can be used to clean inaccessible or difficult-to-clean areas, such as those in
electrical components. Several different cleaning solutions can be used with ultrasonic
equipment.
Alternative Cleaning Process:
1. Prepare cleaning solution as directed by manufacturer.
2. Remove heavier soils first manually using organic solvent spray.
3. Immerse in ultrasonic cleaning tank for 5-20 minutes, as required.
4. Rinse in ultrasonic hot water tank (150-170°?, 66-77°C) for 5-20 minutes, according to cleaning
solution.
5. Air dry.
6. Additional cleaning steps may be necessary, depending on the cleaner used. Check with
manufacturer for details.
Materials and Equipment Required:
Alkaline cleaner - hot tank, non-chromated, non-phenolic, non-flammable.
* Ultrasonic cleaning tanks.
Environment, Health, and Safety Considerations:
Workers may need to wear protective eyewear and clothing when handling alkaline cleaners.
The information presented in these sheea is a summary of the sources listed. EPA and ICOLP, In furnishing gr distributing this information, do net make any warranty or
representation, either express or implied, wrth respect to la accuracy, comptetenesi, or utility; nor dews EPA and ICOLP assume any liability of any kind whatsoever resulting
from the use of, or reliance upon, any information, material, or procedure contained herein, including but not limited to any claims regarding heal*, safety, environmental effect*.
or fate, efficacy, or performance, made by the source of the information. It is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted for more specific cleaning instruction* prior to the implementation of a new cleaning operation.
* * EPA/tCOLP Aircraft Maintenance Manual * *
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122 '
Wastewater may require treatment on-site before being sent to public wastewater treatment
facility.
Relevant Specifications Which May Need to Be Considered:
Additional specifications may exist
Sources: (1) Delta Airlines Process Standard, Cleaning - Ultrasonic (900-1-1 No. 17), rev. 11/15/91.
Tne information presented in ttese sheets is m summary of me sources listed. EPA end ICOLP. in furnishing dr distributing this Information, do not make any warranty or
representation. either exprms or implied, with respect to its accuracy, completeness, or utility: nor don EPA and ICOLP assume any liability of any Mna whatsoever imulting
trom tne uta ol, or reliance upon, any information, material, or procedure contained herein, including but not limtted to any claim, ragarding health, tatety, envifonmental ertectt.
or late, efficacy, or performance, made by Hie source of the information, tt it critical that the aircndt and/or equipment manufacturer's maintenance and overhaul documentation
is consulted tor more specific cleaning instniehoni prior to We implementation of a new cleaning operation.
EPA/ICOLP Aircraft Maintenance Manual * *
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123
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Electrical Equipment
Chemical(s) Currently Used: CFC-113
Cleaning Methods Employed: Aerosol Spray
Feasible Alternative: Organic solvent cleaning - isopropyl alcohol
Special Notes on Alternative Process:
Soils removed - Din.
» Substrates cleaned - Metals and Composites.
Alternative Cleaning Process:
1. Wipe electrical equipment with cloth dipped in isopropyl alcohol.
Materials and Equipment Required:
Isopropyi alcohol cleaner.
Cloths.
Fire protection equipment may be required.
Environment, Health, and Safety Considerations:
Isopropyl alcohol is flammable. Workers should observe normal fire safety precautions when
handling the material.
VOC recovery may be required when using isopropyl alcohol. . Check federal and local
regulations.
Cloths containing spent solvent should be disposed of properly.
Relevant Specifications V... May Need to Be Considered:
O-A-3%.
Additional specifications may exist.
Sources: (1) MD-80 Maintenance Manual, Aircraft Exterior Cleaning, (12-22-01 Pg. 702), rev. 9/1/86.
(2) Boeing 767 Maintenance Manual, Material Equivalents, rev. 4/24/89.
The information presented in these sheets i> a summary of t»e tauren listed. EPA and ICOLP, in furnishing or distributing «ia information, do not nuke any warranty OF
representation, eitner express or implied, with respect to rt* accuracy, complete****, or utility; nor doe* EPA and ICOLP ataume any liability el any kind whatsoever resulting
from the UK of. or reliance upon, any information, material, or procedure eomaiMd herein, including but not limited to any claims regarding health, safety, environmental effects,
or fate, efficacy. or performance, made by the source of the information. It i> critical that the aircraft and/or equipment manufacturer! maintenance and overhaul documentation
is consulted tor more specific cleaning instructions prior to the implementation of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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124
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Hydraulic Lines
Chemical(s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Hand-Wipe or Vapor Degreasing
Feasible Alternative: Aqueous cleaning ~ water-base soap solutions
Special Notes on Alternative Process:
Soils removed - Corrosion, salts, and dirt.
Substrates cleaned - Stainless steel hydraulic lines.
Alternative Cleaning Process:
1. Loosen clamps.
2. Wash lines, including area under clamps and inside the clamps with waterbase soap solution.
3. Rinse area thoroughly to remove soap.
4. Dry hydraulic lines under clamps thoroughly using clean, dry compressed air.
Materials and Equipment Required:
Waterbase soap solution cleaner.
Environment, Health, and Safety Considerations:
Wastewater may require treatment on-site before being sent to public wastewater treatment
facility. ..
Relevant Specifications Which May Need to Be Considered:
Additional specifications may exist.
Sources: (1) DC-10 Maintenance Manual, Cleaning and Protecting Hydraulic Lines - Maintenance
Practices (20-40-05, pp. 201-2), rev. 4/1/80.
The information presented in these sheet* a a summary of the sources lilted EPA and ICOLP. in furnishing or distributing this Information, do not make any warranty or
representation, either express or implied, with respect to Us accuracy, completeness, or utility; nor does EPA and ICOLP assume any liability ot any kind whatsoever resulting
from the use of. or reliance upon, any information, material, or procedure contained herein, including but not limited to any claims regarding health, safety; environmental effects,'
or fate, efficacy, or performance, made by the source of the information, ft is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentalwn
is consulted tor more specific cleaning instructions prior to the implementation of a new cleaning upeiaUun.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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125
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Aircraft Seat Covers and Curtains/Draperies
{
Chemical(s) Currently Used: CFC-113
Cleaning Methods Employed: Dry Cleaning
Feasible Alternative: Chlorinated solvent cleaning - perchloroethylene
Special Notes on Alternative Process:
Soils removed - Dirt.
Substrates cleaned - Man-made fiber blends.
This method may not be effective for cleaning leather seat covers.
Alternative Cleaning Process:
1. Clean according to equipment manufacturer's instruction in specialized equipment built for use
with perchloroethylene.
Materials and Equipment Required:
* Perchloroethylene cleaner.
* Dry cleaning equipment.
* Fire protection equipment.
Environment, Health, and Safety Considerations:
Perchloroethylene. has been classified as a VOC, hazardous air pollutant, and toxic substance in
many countries. Check federal and local regulations for emissions control measures, worker
exposure limits, and VOC recovery requirements.
. Spent solvent may be classified as hazardous waste and should be disposed of properly.
Relevant Specifications Which May Need to Be Considered:
Additional specifications may exist.
Sources: (1) Delta Airlines Standard Operating Practice.
The information presented in these sheets a a summary of the sources listed. EPA and ICOIP, in furnishing or attributing thi* information. *> not make any warranty or
representation, either «pra*s or implied, with respect to its accuracy. completeness, or utility: nor does EPA and ICOIP assume any liability of any kind whatsoever resulting
from the use of. or reliance upon, any information, material, or procedure contained herein, including but not limned to any claims regarding health, safety, environmental effects.
or fate, efficacy, or performance, made by the source of the information. It is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted for more specific cleaning instructions pnor to the implementation of a new cleaning, operation
* * EPA/ICOLP Aircraft Maintenance Manual * *
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126 '
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Prior to Coating
Polyurethane Coating
Chemical(s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Hand-Wipe
Feasible Alternative: Organic solvent cleaning ~ methyl ethyl ketone or blends
Special Notes on Alternative Process:
Soils removed - Light oil and grease.
Substrates cleaned - Certain metal surfaces prior to the application of the exterior
polyurethane coating system and its primers. Different metals may required slightly different
procedures, as noted below.
Alternative Cleaning Process:
All aluminum and steel alloy surfaces -
1. Apply methyl ethyl ketone or organic solvent blend with clean, lint-free white cloth. Wipe
cleaner off immediately with clean, dry, lint-free white cloth.
Continue with the following steps only for non-anodized aluminum and titanium alloy surfaces -
2. Abrade surface with very fine, abrasive pads and water.
3. Spray rinse the abraded surface with tap water.
4. Apply phosphoric acid cleaner with clean, lint-free cloths or fiber bristle brush.
5. Scrub surface with fiber bristle brush for 5 minutes.
6. Reapply cleaner, if necessary, to prevent it from drying on surface.
7. Spray rinse surface again with clean water.
8. If "water break free" surface is not attained, repeat cleaning process. There is a water break
free surface when the rinse water coalesces into large lenses without sudden flashed.
9. Check the acidity of the surface while it is still wet. The pH should be neutral or slightly
acid, at pH 6 or 7. If the surface has a pH below 6, then re-rinse with tap water. Check
acidity level and repeat rinse, if necessary.
The information presented in these sheets a a summary ot tne sources, listed. EPA and ICOLP, in famishing or distributing this information, do not make any warranty or
representation, either express or implied, with respect to rt> accuracy, completeness, or utility; nor does EPA and ICOLP assume any liability of any kind whatsoever resulting
from the use of. or reliance upon, any intormation. material, or procedure contained herein, including but not limited to any claims regarding health, safety, environmental effects,
or fat*, efficacy, or performance, made by the source of the intormation. It is critical that the aircraft and/or equipment manufacturer, maintenance and overhaul documentation
is consulted tor more specific cleaning instructions prior to the implementation of a new cleaning operation
* * EPA/ICOLP Aircraft Maintenance Manual * *
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127
10. Allow surface to air dry for 2-24 hours at a minimum temperature of 70°F (21?G). Do not
apply, primer until surface is completely dry.
Materials and Equipment Required:
Cleaner - methyl ethyl ketone.
Organic solvent blend cleaner.
Aluminum phosphoric acid type cleaner.
Very fine abrasive pads.
Line-free cloths or fiber bristle brushes.
. Fire protection equipment may be required.
Environment, Hearth, and Safety Considerations:
Methyl ethyl ketone is toxic and highly flammable. Workers should avoid breathing vapors
for prolonged periods of time. Protective clothing should be worn when handling solvent.
Spent solvent may be classified as a hazardous waste and should be disposed of properly.
Check federal and local regulations.
VOC recovery may be required when using MEK or organic solvent blends. Check federal
and local regulations.
Mops and cloths containing spent solvent should be disposed of properly.
Relevant Specifications Which May Need to Be Considered:
TT-M-261, Federal specification (MEK).
MIL-A-9962, Military specification (very fine abrasive pad).
MIL-C-38736.
Additional specifications may exist.
o. ;es: (1) Lockheed L-1011 Maintenance Manual, Application of Exterior Coating System for
the L-1011 Aircraft (20-51-11), rev. 5/1/92.
(2) Lockheed Fort Worth Company
The information presented in these iheeta is a summary of the sources listed. EPA and ICOLP, in furnishing or distributing this information, do not mate any warranty or
representation, either express or implied, with respect to its accuracy, comptettneo, or utility: nor doe* EPA and ICOLP assume any liability of any kind whatsoever resulting
from the use of. or reliance upon, any information, material, or procedure contained herein. Including but not limited to any claims regarding health, lately, environmental affects,
or fate, efficacy, or performance, made by the source of the infonnation. It is critical that the aircraft and/or equipment manutactur^m m«mt«»«ne« «^ c»«h»ul docum«itabon
is consulted for more specific cManing instructions prior to the Implementation of a new damning operation
* * EPA/ICOLP Aircraft Maintenance Manual * *
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128
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Prior to Coating
Chromate Conversion Coating
Chemlcal(s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Hand-Wipe
Feasible Alternative: Organic solvent cleaning -- methyl ethyl ketone or blends
Special Notes on Alternative Process:
Soils removed - Light oil and grease.
Substrates cleaned - Aluminum alloys.
Alternative Cleaning Process:
1. Seal boles and joints on aircraft parts containing honeycomb or foam plastic to prevent
chrome conversion coating from seeping in.
2. " Clean surface using methyl ethyl ketone or organic solvent blend applied with a clean brush
_ or rag.
3. Air dry surface with warm air or rub until dry.
4: Remove organic, inorganic, and hydraulic fluid resistant finishes with abrasive, aluminum
pad. Scrub until surface is shiny.
5. Use absorbent cotton cloth to remove loose panicles.
6. Wipe surface with methyl ethyl ketone and absorbent cotton cloth until no particles are
found on the cloth.
7. Air dry for at least 15 minutes.
Materials and Equipment Required:
Cleaner - methyl ethyl ketone (MEK).
Organic solvent blend cleaner.
Soft bristle brushes or rags.
Abrasive aluminum pads.
The information presented in these sheets it summary of th« sources listed. EPA and ICOLP, In hurrahing Of distributing this information, <*e not make any warranty or
representation, either express or implied, with mp*et to its accuracy. compMarwst. or miMy; nor don EPA and ICOLP assume any liability ot any kind whataoaw resulting
from the uie of. or reliance upon, any information, material, 01 procedure contained herein, Including but not limited to any claim* regarding, health, safety, environmental effects.
or fate, efficacy, or performance, made by the source of the information. It i. critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
i* consulted tor more specific cleaning insbuctions prior to the implefnenodion of a new cManing operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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129
» Clean, dry, lint-free absorbent cotton cloths. .
Fire protection equipment may be required.
Environment, Health, and Safety Considerations:
Methyl ethyl ketone is toxic and highly flammable. Workers should avoid breathing vapors
for prolonged periods of time. Protective clothing should be worn when handling the
solvent.
Spent solvent may be classified as a hazardous waste and should be disposed of properly.
Check federal and local regulations. ,
VOC recovery may be required when using MEK or organic solvent blends. Check federal
and local regulations.
Rags, brushes, pads, and cloths containing spent solvent should be disposed of properly.
Relevant Specifications Which May Need to Be Considered:
TT-M-261 Federal specification (MEK).
MIL-C-38736.
Additional specifications may exist.
Sources: (1) Boeing 767 Maintenance Manual, Alodine Coating - Cleaning/Painting, rev. 5/10/92.
(2) Lockheed Fort Worth Company
The information presented in these sheets a summary of the sources lilted. EPA and ICOLP, in furnishing or distributing this information, do not nuke any warranty or
representation, either express or implied, with respect to it> accuracy, completeness, or utility: nor don EPA end ICOLP assume any liability of any kind whatsoever resulting
from the use of. or reliance upon, any information, malarial, .or procedure contained herein, including but not limited to any claim* regarding health, safety, environmental effects,
or fate, efficacy, or performance, made by the source of the information. It is crtteai that the aircraft and/or equipment manufacturers maintenance and overhaul documentation
is consulted for more specific'cleaning instructions prior to the implementation of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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130
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Prior to Coating
Chromate Conversion Coating
Chemlcal(s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Hand-Wipe
Feasible Alternative: Semi-aqueous cleaning - alkaline and aliphatic naphtha
Special Notes on Alternative Process:
. Soils removed - Light oil and grease.
Substrates cleaned - Aluminum alloys.
Alternative Cleaning Process:
1. Prepare cleaning solution by mixing alkaline cleaner, water, and aliphatic naphtha as
instructed.
2. Apply cleaner to surface.
3. Let cleaner stand for at least 10 minutes. Reapply cleaner as necessary to prevent surface
from drying.
4. Scrub surface vigorously with soft-bristled brushes. Pay special attention to countersink
areas and around rivet heads.
5. Flush surface thoroughly with high-pressure water rinse.
6. Check for water breaks. If water breaks are observed, repeat cleaning cycle.
Materials and Equipment Required:
Alkaline cleaner.
Aliphatic naphtha solvent.
. Soft-bristled brushes.
Fire protection equipment may be required.
, The information presented in tnese sheets a a summary of the sources listed. EPA and ICOLP. in furnishing or distributing this information, do not make any warranty of
representation, either express or implied, wrth respect to its accuracy, completeness, or Utility; nor does EPA and ICOLP assume any liability of any kind whatsoever resulting
from the use of. or reliance upon, any infomnaor, material, or procedure contained herein, including but not limited to any claim regarding Maltti, safety, environmental affects,
or fate, efficacy, or performance, made By the source of the information. D is critical mat trie aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted for more specific cleaning instructions prior to Die imptermntaoon of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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Environment, Health, and Safety Considerations:
Workers may need to wear protective eyewear and clothing when handling cleaning solution.'
Wastewater may require treatment on-site before it is sent to a public wastewater treatment
facility.
Aliphatic naphtha is flammable. Workers should observe normal fire safety precautions
when handling the material.
VOC recovery may be required when using aliphatic naphtha. Check federal and local
regulations.
Brushes containing spent solvent should be disposed of properly.
Relevant Specifications Which May Need to Be Considered:
TT-N-95, Type I (aliphatic naphtha).
Additional specifications may exist.
Sources: (1) Boeing 747 Maintenance Manual, Cleaning Skin Prior to Alodine Treatment (51-24-
07, pp. 702-3), rev. 12/25/90.
The information presented in tnese SIMMS is * summary of ttie sources listed. EPA and ICOLP. in furnishing of distributing this information, do not make any warranty or
representation, either express or implied, with' respect to its accuracy, completeness, or utility: not doe* EPA arid ICOLP assume any liability of any kind whatsoever resulting
from the yse of, or reliance upon, any information, matenal. or procedure contained herein, including but not limited to any claims regarding health, wfety, environmental effects,
or fate, efficacy, or performance, made by me source of tne information. It is critical that the aircraft and/or equipment manufacturer'! maintenance «nd overhaul documentation
is consulted for mor* specific cleaning Instructions poor to tne implementation of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Prior to Coating
Chemical(s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Varied (depends on cleaner)
Feasible Alternative: Organic Solvent cleaning - .
». "
Special Notes on Alternative Process:
Different coatings often require different types of cleaning solution. This sheet presents
various solvents that may be used prior to a number of aircraft coating operations..
Intumescent (heat protective) finish: methylene chloride
Conductive coating for exterior fiberglass and Kevlar: aliphatic naphtha
Corrosion inhibiting coating: butyl acetate
methyl isobutyl ketone (MIBK)
toluene
xylene
Non-glare finish: toluene
xylene
MIBK
methyl ethyl ketone (MEK)
Non-skid finish: aliphatic naphtha
MIBK
MEK
toluene
High temperature coating for titanium: mineral spirits
waierbased alkaline
Alternative Cleaning Process:
Varies with cleaner chosen.
Materials and Equipment Required:
Varies with cleaner chosen.
The information presented in these sheets « a summary of the tauten listed. EPA and ICOLP. in furnishing gr distributing this information, do not maka any warranty or
representation. either express or implied, with respect to Its accuracy, completeness, or utility; nor does EPA and ICOLP assume any liability of any Una whatsoever resulting
from the use of. or reliance upon, any information, material, or procedure contained herein, including but not limited to any claim* regarding hearth, safety. environmental effects.
or fate, efficacy, or performance, made by the source of the information. It« critical that the aircraft and/or equipment manufacturers maintenance and overhaul do
is consulted for more specific cleaning Instructions prior to the implementation of new cleaning operation
* * EPA/ICOLP Aircraft Maintenance Manual * *
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133
Environment, Health, and Safety Considerations:
Varies with cleaner chosen.
Relevant Specifications Which May Need to Be Considered:
MIL-D-6998 (methylene chloride).
TT-N-95 (aliphatic naphtha).
TT-B-838 (normal butyl acetate).
TT-M-268 (methyl isobutyl ketone).
TT-T-548 (toluene).
ASTM 845 or 846 (xylene).
TT-M-261 (methyl ethyl ketone).
Additional specifications may exist.
Sources: (1) Boeing 767 Maintenance Manual, Coatings (51-21-11, 51-24-03 to 07), rev. 2/10/90,
8/10/91, 2/10/90, 5/10/91, 2/10/90, 2/10/90).
The information presented in these meets is a summary of the sources listed. EPA and ICOLP, in furnishing or distributing this information, do not make any warranty or
representation, either express or implied, with respect to it> accuracy, completeness, or utility; nor doe* EPA and tCCUP assume any liability of any kind whatiocwr muKing
from the UM of, or reliant* upon, any information, mauftal, or proetdum eontairwd Nmiin, including but not llmtod to «ny claim* ragardfflg health, safety, eirv(ronm«ntal effect*,
or fata, efficacy, or performance, made by the aouree of the information. It It crtbcal that the aircraft and/or equipment manufacturer* maintenance and overhaul documentation
i* consulted for more specific cleaning instructions prior to the implementation of a new cleaning opeialHxi.
EPA/ICOLP Aircraft Maintenance Manual
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134
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Prior to Adhesive Bonding
Chemical(s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Spray or Hand-Wipe
Feasible Alternative: Organic solvent cleaning - isopropyl alcohol .
Special Notes on Alternative Process:
Soils removed - Finger grease and tape residues.
Substrates cleaned - Safe for most materials including metal alloys, composites,
plastics/polymers and elastomers.
Alternative Cleaning Process:
1. Wipe with a clean cloth moistened with isopropyl alcohol.
Materials and Equipment Required:
Isopropyl alcohol cleaner.
Clean cloths.
Fire protection equipment may be required.
Environment, Health, and Safety Considerations:
Isopropyl alcohol is flammable. Workers should observe normal fire safety precautions when
handling the material.
. . VOC recovery may be required when using isopropyl alcohol. Check federal and local
regulations.
Cloths containing spent solvent should be disposed of properly.
*''""'!«»'
Relevant Specifications Which May Need to Be Considered:
Additional specifications may exist.
Sources: (1) Delta Airlines Standard Operating Practice.
The information presented in these sheets » a summary of me sources listed. EPA and ICOLP. in furnishing or distributing this information, do not make any warranty ot
representation, either express or implied, with respect to ill accuracy, completeness, or utility: nor don EPA and ICOLP assume any liability of any kind whatsoever resulting
from the use of. or reliance upon, any information, material, or procedure contained herein, including but not limited to any claims regarding health, safety, environmental effects,
or rate, efficacy, or performance, made by the source ot the information. It is critical that the aircraft and/or equipment manufacturer* maintenance and overhaul documentation
is consulted for more specific cleaning instructions prior to the implementation of a new cleaning operation.
* * EPA/tCOLP Aircraft Maintenance Manual * *
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. 135
AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Prior to Adhesive Bonding
Chemical (s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Hand-Wipe
Feasible Alternative: Semi-Aqueous Cleaning -- Terpene
Special Notes on Alternative Process:
Soils removed - Grease and oil contaminants.
Substrates cleaned - Safe on most materials, including aluminum and graphite composite.
Alternative Cleaning Process:
1. Wipe surface to be bonded using absorbent cotton cloth moistened with citrus cleaner.
2. Wipe surface using water-moistened absorbent cotton cloth remove any residue
contaminants.
3. Immediately wipe surface dry with clean cloth.
Materials and Equipment Required:
Terpene Cleaner - d-limonene based.
Absorbent cotton cloths.
Fire protection equipment may be required.
Environment, Hearth, and Safety Considerations:
Terpene cleaner is flammable. Workers should observe normal fire safety precautions.
Prolonged skin contact with terpene cleaner may cause dryness and burns. Workers inhaling
highly concentrated cleaner may experience head.,..^es and naut... .
Workers should wear protective eyewear and clothing when handling cleaner.
Cloths containing spent cleaner should be disposed of properly.
The information presented in these sheets is ft summary of the sources listed. EPA and ICOLP. in furnishing or distributing this information, do not make any warranty or
representation, ithor express or implied, with respect to its accuracy. completeness, or utility; nor does EPA and ICOIP assume any liability of any kind whatsoever muffing
from me use of. or reliance upon, any information, material, or procedure contained herein. Including but not limited to any claims regarding health, safety, environmental effects,
or fate, efficacy, or performance, made by the source of the information, ft is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted tor mom specific cleaning instructions prior to the implementation of a raw cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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136
Relevant Specifications Which May Need 16 Be Considered:
MIL-C-85704.
MIL-C-87937, Type I (terpenes, citrus).
Additional specifications may exist
Sources: (1) Citrikleen Product Description and Material Safety Data Sheet, Pentone Corporation,
(2) Rillings Jr., Kenneth W. "Replacement of Hazardous Solvents with a Citrus Based
Cleaner for Hand Cleaning Prior to Painting and Structural Bonding." Boeing Waste
Reduction. 1991.
The information presented in these sheets is a summary of the sources luted. EPA and ICOIF, in famishing or distributing this information, do not make any warranty or
representation, either express or implied, with respect to its accuracy, completeness, or utility; nor does EPA and ICOLP assume any liability of any kind whatsoever resulting
from the use of. or reliance upon, any information, material, or procedure contained herein, including but not limited to any claim* regarding health, tafety, environmental e»e
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AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Prior to Fluorescent Penetrant Inspection
Chemlcal(s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Aerosol Spray or Hand-Wipe
Feasible Alternative: Chlorinated solvent cleaning - trichloroethylene
Special Notes on Alternative Process:
Soils removed - Most organic soils, finger grease, inorganic salts, and residues.
Substrates cleaned - Safe for most engine parts. May be unsafe for titanium engine parts.
* This cleaning process is primarily used prior to fluorescent penetrant inspection of engines.
Alternative Cleaning Process:
1. Lower pan into trichloroethylene degreaser at a maximum rate of 11 feet (335 m) per
minute.
2. Remove part and wipe with clean cloth.
Materials and Equipment Required:
Trichloroethylene cleaner.
Vapor degreaser.
Clean cloths.
Fire, protection equipment may be required.
Environment, Health, and Safety Considerations:
Trichloroethylene has been classified as a VOC, hazardous air pollutant, and toxic substance
in many countries. Check federal and local regulations for emissions control measures,
worker exposure limits, and VOC recovery requirements.
Spent solvent may be classified as a hazardous waste and should be disposed of properly.
Cloths containing spent solvent should be disposed of properly.
The information presented in these sheets is summary of tne «ourc« listed. EPA and IGOLP. in fumiihing or distributing this information, do not make any warranty or
representation, either express or implied, with mpect to its accuracy, completenes*. or utility; nor doei EPA and rOOLP assume any liability of any kind whatsoever mulling
from the use ot. or reliance upon, any information, material, or procedure contained herein, including but not limited to any claim* regarding health, safety, environmental effects,
or fate, efficacy, or performance, made by the source ot the information It is critical that the aircraft and/or equipment manufacturer * maintenance and overhaul documentation
it consulted tor more specific cleaning instructions prior to the implementation ot a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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Relevant Specifications Which May Need to Be Considered:
MIL-T-27602 (trichloroethylene).
O-T-634 (trichloroethylene).
Additional specifications may exist.
Sources: (1) Boeing 747 Maintenance Manual, Fluorescent Penetrant Inspection - Maintenance
Practices (70-10-09), rev. 4/25/84.
The information presented in these sheets n « summary of the sources listed. EPA and ICOIP, in furnishing or distributing this information, do not make any warranty or
representation, either express or implied, with respect to In accuracy, compKumu, or utility; nor does EPA and ICOLP cnunM any liability of any kind whatsoever resulting
from the u*e of, or reliance upon, any information, material, or procedure contained herein, including but not timted to any claim* regarding health, safety, environmental effects,
or fate, efficacy, or performance, made by the source of the information. It it critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted (or man specific cleaning instruction* prior to the Implementation of new cleaning operation. " ' '
* * EPA/ICOLP Aircraft Maintenance Manual * *
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AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Prior to Fluorescent Penetrant Inspection
Chemlcal(s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Aerosol Spray or Hand-Wipe
Feasible Alternative: Organic solvent cleaning - methyl ethyl ketone
Special Notes on Alternative Process:
Soils removed - All.
Substrates cleaned - Titanium engine parts.
This cleaning process is primarily used prior to fluorescent penetrant inspection of engines.
Alternative Cleaning Process:
1. Wipe pan with clean cloth moistened with methyl ethyl ketone.
Materials and Equipment Required:
Methyl ethyl ketone cleaner.
Clean cloths.
Fire protection equipment may be required.
Environment, Health, ind Safety Considerations:
MEK is toxic and highly flammable. Cleaning with these substances should not occur in the
presence of sparks or flames. Workers should avoid-prolonged breathing of vapors.
Protective clothing should be worn when handling the solvent.
VOC recovery may be required when using MEK. Check federal and local regulations.
Spent solvent may be Classified as a ... .rdous waste and should be disposed of properly.
Cloths containing spent solvent should be disposed of properly.
Relevant Specifications Which May Need to Be Considered:
TT-M-261 (MEK).
MIL-I-25B5E (wipe off cleaner/remover for fluorescent penetrant inspection).
The information presented in these sheets is a summary of the sources listed. EPA and ICOLP, In furnishing or distributing this information, do not make any warranty or
representation, either express or implied, with respect to its accuracy, completeness, or utility: nor doe* EPA and ICOLP assume any liability of any kind whatsoever resulting
from the use ol. or reliance upon, any information, maienal. or procedure contained herein, including but not limited to any claims regarding hearth, safety, environmental effects.
or tote, efficacy, or performance, made by the source of the information. It is critical that the aircraft and/of equipment manufacturer's maintenance and overhaul documentation
is consulted lor more specific cleaning instructions pnor to the implementation of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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Additional specifications may exist.
Sources:
(1) Boeing 747 Maintenance Manual, Fluorescent Penetrant Inspection - Maintenance
Practices (70-10-09), rev, 4/25/84.
TUB information presented in these theets is a summary of the sources listed. EPA Mid ICOLP. in furnishing Of distributing Ml information. So not make any warranty or
representation, either express or implied, with respect to it* accuracy. completeness, or utility; nor does EPA and ICOLP assume any liability or any kind whatsoever resulting
from the ute of, or reliance upon, any information, nwtenaj, or procedure contained herein, Including but not limited to any claim* regarding health, safety, environmental affects.
or fate, efficacy, or performance, made by the source of the information. It is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted tor more specific cleaning instmctions prior to the implementation of a new dewing operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *'
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AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
During Fluorescent Penetrant Inspection
Chemlcal(s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Aerosol Spray or Hand-Wipe
Feasible Alternative: Organic Solvent cleaning - isopropyl alcohol, methyl ethyl ketone, or acetone
Special Notes on Alternative Process:
Soils removed - All organic soils, finger grease, and shop din.
Substrates cleaned - Safe for use on all metals.
Alternative Cleaning Process:
1. Apply fluorescent penetrant as instructed.
2. Wait appropriate length of time to allow penetrant to be absorbed by surface. Wipe excess
penetrant off with clean cloth.
3. Use ultraviolet light to determine whether unwanted penetrant remains on surface. If so, use
clean cloth moistened with solvent to remove. If penetrant still remains on part, use solvent
spray.
4. Apply developer as instructed.
5. While inspecting the part under ultraviolet light, wipe clean area once with solvent and
cotton swab or small, high quality hair brush.
6. After inspection, remove developer and penetrant from part with water spray or brush and
water. .
7. If developer or penetrant remains on part, remove with solvent spray or soak part in solvent.
Materials and Equipment Required:
Isopropyl alcohol, methyl ethyl ketone, or acetone cleaner.
Cloths, brushes, spray equipment.
Fire protection equipment may be required.
The information presented in these *hMt> is a summary of the sources listed. EPA and ICOLP, in furnishing or distributing mi* information, do not make «ny warranty of
representation, either express or implied, with respect to its accuracy, completeness, or utility; nor does EPA and ICOLF assume any liability of any kind whatsoever resulting
from the use of, or reliance upon, any information, materiel, or procedure contained herein, including but not limited to any claims regarding health, safety, environmental effects,
or fate, efficacy, or performance, made by the source of the information. It is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted for more specific cleaning instructions prior to the implementation of a new cleaning operation
* * EPA/ICOLP Aircraft Maintenance Manual * *
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Environment, Health, and Safety Considerations:
Isopropyl alcohol, MEK, and acetone are flammable. Workers should observe normal fire
safety precautions when handling the material.
Spent solvent may be hazardous and should be disposed of properly. Check federal and local
regulations.
VOC recovery may be required when using isopropyl alcohol, MEK, or acetone. Check
federal and local regulations.
Cloths and brushes containing a spent solvent should be disposed of properly.
Relevant Specifications Which May Need to Be Considered:
O-A-51, Federal specification (acetone).
TT-M-261, Federal specification (MEK).
MIL-I-25B5E (wipe off cleaner/remover for fluorescent penetrant inspection).
Additional specifications may exist.
Sources: (1) Boeing 767 Maintenance Manual, Fluorescent Penetrant Inspection - Maintenance
Practices (70-11-06), rev. 11/10/91.
The information presented in these sheets is a summary of me sources lined. EPA and 1COLP. in furnishing or distributing mit information, do not make any warranty or
representation, ettner express or implied, with respect to rts accuracy, completeness, or utility; nor does EPA and ICOLP assume any liability of any kind whatsoever resulting
from the use of. or reliance upon, any information, material, or procedure contained herein, including but not limited to any claims regarding healtfi, safety, environment*! effects,
or fate, efficacy, or performance, made by the source of the information. It is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted for more specific cleaning 'instructions prior to the implementation of a new cleaning operation. 1
* * EPA/ICOLP Aircraft Maintenance Manual * *
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AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Prior to Reassembly
Chemlcal(s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Hand-Wipe or Immersion
Feasible Alternative: Hydrocarbon cleaning .
Special Notes on Alternative Process:
Soils removed - Preservative oils and temporary markings.
Substrates cleaned - Corrodible steels/light alloys.
Alternative Cleaning Process:
1. Wipe, swab, or immerse pan in hydrocarbon cleaner.
2. Allow pan to air dry or assist with compressed air.
Materials and Equipment Required:
'"" Medium flashpoint hydrocarbon cleaner.
Clothes, mops, swabs, or immersion tanks.
Forced air drying equipment.
Environment, Health, and Safety Considerations:
Cloths, mops, and swabs containing solvent should be disposed of properly.
Relevant Specifications Which May Need to Be Considered:
Additional Specifications may exist.
Sources: (1) Rolls-Royce Standard Operating Practice.
The information presented in tnme sheets » a summary of the sources NMM. EPA *nd ICCHP. in furnishing or dntritauttno this information, do not make any warranty Of
representation, either express or implied, with respect to its accuracy, completeness, or utility: nor don EPA and ICOLP assume any liability of any kind whatioever resulting
from the use of, or reliance upon, any information, material, or procedure contained herein, including taut not limited to any claims regarding health, safety, environmental effects.
or fate, efficacy, or performance, made by the source of the information. It is critical tnat the aircraft and/or equipment manufacturer t maintenance and overhaul documentation
is consulted for more specific cleaning instructions prior to the implementation of a new cleaning operation
* * EPA/ICOLP Aircraft Maintenance Manual * *
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AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Prior to Welding
Chem!cal(s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Hand-Wipe or Immersion
Feasible Alternative: Organic Solvent cleaning - methyl ethyl ketone or acetone
Special Notes on Alternative Process:
Soils removed - All organic soils.
Substrates cleaned - Safe for use on all metals.
Alternative Cleaning Process:
1. Use stainless steel rotary brush or abrasive medium (see equipment) to remove din, paint,
and scale and carbon deposits from front and back surface of weld area.
2. If surface to be welded is made of aluminum, use abrasive medium to remove any chemical
protective coatings. Clear front and back surfaces within 0.5 inches of weld area.
3. Perform appropriate machining operations in area with crack in preparation for welding.
4. Clean weld area with methyl ethyl ketone (MEK) or acetone and clean cotton cloth.
5. Etch and weld area as instructed.
Materials and Equipment Required:
Methyl ethyl ketone or acetone cleaner.
Stainless steel rotary brush; or 80-320 grit abrasive roll, disk, or sheet.
Clean cotton cloth.
Fire promotion equipment may be, required.
Environment, Health, and Safety Issues:
Methyl ethyl ketone and acetone are toxic and highly flammable. Cleaning with these
substances should not occur in the presence of sparks or flames. Workers should avoid
prolonged breathing of vapors. Protective clothing should be worn when handling the
solvents.
Tne information presented in mete sneeB it a summary ot the sources lilted. EPA and ICOLP, in furnishing or distributing m» information, do not make any warranty or
representation, either express or implied, with respect to (Is accuracy, completeness, or utility; nor dan EPA and ICOLP assume any liability of any kind whatsoever resulting
Iron the use of, or reliance upon, any information, material, or procedure contained herein, including but hot limited to any claim* regarding health, safety, environmental effects,
or fate, efficacy, or performance, made by the source of tM Information. It is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
« consulted for more specific cleaning instructions prior to the implementation of a new cleaning operation. ..-
* *
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Spent solvent may be hazardous and should be disposed of properly. Check federal and local
regulations.
VOC recovery may be required when using MEK or acetone. Check federal and local
regulations.
Cloths contaminated with cleaner should be disposed of properly.
Relevant Specifications Which May Need to Be Considered:
TT-M-261 (MEK). '
O-A-51 (acetone).
Additional specifications may exist.
Sources: (1) General Electric Commercial Engine Standard Practices Manual, Welding and Brazing
Practices (70-41-00), rev. 7/15/84.
(2) Boeing 767 Maintenance Manual, Material Equivalents, rev. 4/24/91.
Thee information presented in tnese sheets is a summary of the sources listed. EPA and ICOLP, in furnishing or distributing this information, do not make any warranty or
representation, either express or implied, with respect to its accuracy, completeness, or utility; nor does EPA arid ICOLP assume any liability of any kind whatsoever resulting
from the use of, or reliance upon, any information, material, or procedure contained herein, including but not limited to any claims regarding health, safety, environmental effects,
or fate, efficacy, or performance, made by the source of the information. It is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted tor more specific cleaning instroctons prior to the implementation of a new cleaning operation.
* * EPA/ICOLP Aircraft Maintenance Manual * *
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AIRCRAFT MAINTENANCE ALTERNATIVE CLEANING SUMMARY SHEET
Prior to Painting
Chemical(s) Currently Used: Methyl chloroform (1,1,1-trichloroethane)
Cleaning Methods Employed: Aerosol Spray or Hand-Wipe
Feasible Alternative: Organic solvent cleaning - methyl ethyl ketone and toluene ,
r .
Special Notes on Alternative Process:
Soils removed - Residual coatings, adhesive flash, stripper residue, loose dust, and water
soluble contaminants.
Substrates cleaned Surfaces with chrome conversion coatings should not be abrasive
cleaned.
Alternative.Cleaning Process: .
1. Mask or cover areas that should not come into contact with solvents, cleaners, and chrome
conversion coating.
2. Scrub surface with MEK or toluene to remove residual coatings and adhesive flash. Use
wooden or plastic scrapers, sand paper, or 100-240 grit aluminum oxide abrasive pads if
necessary.
3. If contaminants remain on surface, remove with stripper. Dp not allow stripper to come into
contact with fiberglass, alumized fiberglass, acrylic windows, or sealant fillets.
4. Use hot water (135-125°F, 57-63°C), at 10-20 gpm per station, to remove stripper residue,
loose dust, and water soluble contaminants.
5. Moisten a stiff bristle brush with an MEK-toluene mixture (1:1 by volume). Use brush tq
scrub around fasteners, seams, and lap joints.
6. ' Clean surface to be painted with MEK-tolueiie mixture.
7. Wipe-surface dry with absorbent cotton cloth.
8. If cloth contains visible residue, repeat MEK-toluene cleaning procedures (steps 6 and 7).
9. Abrade stainless steel and titanium surfaces with silicon carbide paper. Do not abrade
aluminum frame-sprayed fiberglass or chrome conversion coated surfaces.
The information presented in these sheets is a summary of the sources listed. EPA and ICOiP, in furnishing or distributing this information, do not make any warranty or
representation, either eipress or implied, with respect to its accuracy, completeness, or utility; nor does EPA and ICOIP assume any liability of any kind whatsoever resulting
from the use of. or reliance upon, any information, material, or procedure contained herein, including but not limited to any claims regarding health, safety, environmental effects,
or fate, efficacy, or performance, made by We source of the information. It is critical that the aircraft and/or equipment manufacturer's maintenance and overhaul documentation
is consulted tor more specific cleaning instructions prior to the implementator at a new cleaning operation. - -
* * .
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Materials and Equipment Required:
Methyl ethyl ketone (MEK) ana/or toluene.
* Stripper.
Sandpaper, wooden or plastic scrapers, or aluminum oxide abrasive paper.
Silicon carbide paper.
Clean, absorbent cotton cloths.
Stiff bristle brushes.
Fire protection equipment may be required.
Environment, Hearth, and Safety Considerations:
MEK and toluene are toxic and highly flammable. Workers should avoid breathing vapors
for long periods of time. Protective clothing should be worn when handling the solvents.
Spent solvent may be classified as a hazardous waste and should be disposed of properly.
Spent solvent may be hazardous and should be disposed of properly. Check federal and local
regulations.
VOC recovery may be required when using MEK or toluene. Check federal and local
regulations.
Brushes, cloths, and other items containing spent solvent should be disposed of properly.
Relevant Specifications Which May Need to Be Considered:
TT-M-261 (MEK).
TT-T-548 (Toluene).
JAN-T-171, Grade A (Toluene).
Additional specifications may exist.
Sources: (1) Boeing 747 Maintenance Manual, Interior and Exterior FinisiiwS Cleaning/Painting
(51-21-02, pp. 701-2), rev. 8/25/84.
The information presented in these sheets is a summary of me sources listed. EPA and ICOLP. in furnishing or distributing this Information, ao not make any warranty or
representation, either express or implied, with wspect to its accuracy, completeness, or utility; nor does EPA and ICOLP assume any liability of any kind whatsoever resulting
from the use of, or reliance upon, any information, material, or procedure contained herein, including but not limited to any claims regarding health, safety, environmental efleels,
or fate, efficacy, or performance, made by the source of the information. It is critical that the aircraft and/or equipment manufacturer s maintenance and overhaul documentation
is consulted tor more specific cleaning instructors prior to the implementation of new cleaning operation . . :
* * EPA/ICOLP Aircraft Maintenance Manual * *
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1.
2.
3.
4.
5.
6.
7.
8.
9.
SOURCES USED IN AIRCRAFT MAINTENANCE ALTERNATIVE
CLEANING SUMMARY SHEETS
Boeing 747 Maintenance Manual
Boeing 767 Maintenance Manual
Continental Airlines Cleaning Shop Process Chart
DC-10 Maintenance Manual
Delta Airlines (DAL) Process Standard
General Electric Commercial Engine Standard Practices Manual
Lockheed L-1011 Maintenance Manual
MD-80 Maintenance Manual
Rilings Jr., Kenneth W., Martin Marietta Astronautics Group, "Replacement of Hazardous Solvents
with a Citrus Based Cleaner for Hand Cleaning Prior to Painting and Structural Bonding.*
10. Rolls-Royce Engine Overhaul Processes Manual
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USE OF CFC-113 AND METHYL
CHLOROFORM IN NONCLEANING
APPLICATIONS
While the major uses of CFC-113 and methyl
chloroform in aircraft maintenance procedures are
for cleaning of metal and electronic assemblies,
there are several additional applications in which
these substances are used in smaller quantities.
These uses include:
Coatings
Adhesives
Lubricant Carrier
Mold Release Agent Carrier
Thermal Stress Testing
Diluting Agent
Patch Testing
This section presents a brief description of the
substitutes currently available for CFC-113 and
methyl chloroform in these applications.
Coatings
Methyl chloroform has been used in recent years
as a replacement for solvents classified as volatile
organic compounds (VOCs) in aerospace coatings.
The advantages offered by methyl chloroform over
ci»»cr solvents such as in the formulation of
coatings include its lack of offensive odor and its
nonfiammability.
Due to the impending phaseout of methyl
chloroform, aerospace manufacturers and
maintenance facilities alike have been forced to
develop alternative coatings formulations. The
most likely' alternative, which has already been
recommended by one large aircraft manufacturer,
is the replacement of solvent-based coatings with
water-based formulations. Other alternatives to
methyl chloroform include a return to the
chlorinated solvents used prior to the introduction
of methyl chloroform (perchloroethylene and
methylene chloride), reformulation with alcohols
or other oxygen-containing hydrocarbons, and the
use of powder coatings which are applied with
heat.
Adhesives
The currently available alternatives to the use of
methyl chloroform in the formulation of adhesives
for the aerospace industry are similar to those
described above for coatings. In addition to water-
based and solvent-based adhesives, hot-melt
adhesives have already garnered a large share of
the adhesives market. This type of adhesive is
applied in a molten state and forms a strong bond
upon cooling to room temperature. When the
phaseout of methyl chloroform is complete, it is
expected that water-based and hot-melt adhesives
combined will account for between 50 and 75
percent of all formulations.
Lubricant Carrier
CFC-113 is occasionally used in a special technique
for lubricating instrument bearings with very small
amounts of lubricant. An example of these
occasions are ball bearings which need to carry
small amounts of thin film lubricant which will
remain "stable" on the ball and contact surfaces for
extended periods of time. In such applications, the
lubricating oil is placed in a solution of CFC-113
which is then applied to a clean, dry bearing.
Lubricants typically used in these processes are
polyalphaolephins. A solution might consist of
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approximately 60 mg of polyalphaolephin in 5 ml
of CFC-113. The solution is applied using a
syringe or an automated precision dispenser.
Another minor use of CFC-113 is as a carrier
agent for certain solid film lubricants that are
applied to faying surfaces.
The properties which make CFC-113 useful as a
lubricant carrier include its low surface tension
(allowing for better surface wetting), its high
evaporation rate, and its chemical stability. The
most likely alternatives to the small amounts of
CFC-113 used in these applications are HCFC-
141b and n-hexane. Both have similar physical
properties to CFC-113 with respect to lubricant
transport, chemical properties, and drying
characteristics. It is generally believed that HCFC-
141b is preferable to n-hexane since it has no flash
point. However, at the low levels of n-hexane
which would be used, and with adequate safety
precautions, the risk of fire woujd be low.
Mold Release Agent Carrier
Methyl chloroform is sometimes used as a solvent
in mold release agents which are sprayed onto a
mold prior to molding (these agents are commonly
known as external, release agents). The active
ingredient in these agents is often a wax, fatty acid,
silicone oil, or fluoropolymer. The active
component is combined with solvent until the
active ingredient makes up between one and five
percent of the mixture. This dilution allows for an
even application of the release agent.
The general trend in industry is.currently to move
away from external release agents in favor of
internal release agents, agents which are mixed
with the molding compound. The use of internal
release agents does not require methyl chloroform
use. The other primary alternative under
investigation is the use of water-based external
release agents. The primary problems with these
formulations however, is the fact that they
evaporate very slowly and can reduce the
temperature of the mold.
Thermal Stress Testing
Chlorofluorocarbons have commonly been used in
thermal stressing procedures to determine the
location of faulty components in failed electronic
circuit boards. To check a component, solvent is
directly applied to the component using an aerosol
spray. When the solvent evaporates, it quickly
lowers the temperature of the component to.
approximately -60"F (-51°C). Thus, solvents used
in thermal stressing are often referred to as
"freezing compounds".
Currently, four techniques have the potential to
replace the use of Chlorofluorocarbons for thermal
stressing. One alternative uses compressed air in
a mechanical device containing a Vortex tube to
produce cold air. Another alternative uses a small
hand held Dewar flask containing liquid nitrogen.
Through various nozzle arrangements, the
technician can achieve a fair amount of control
over the discharge of a small stream of nitrogen.
However, care must still be taken not to overcool
the component. At least one major U.S. airline
has successfully replaced CFC-12 with liquid
nitrogen in this application.
Both of these alternatives have an advantage over
using aerosol freezing compounds in that they
discharge fluid free of electrostatic charge. The
aerosol cans, on the other hand, currently emit
solvent with an electrostatic charge ranging from
50 to 600 volts.
The third alternative utilizes a small, hand-held
cylinder from which carbon dioxide is supplied
through a hose and nozzle. The nozzle design
permits some control of the discharge temperature.
At least one major company in the U.S. has
successfully implemented this alternative.
A fourth alternative uses an aerosol can containing
HFC-134a to cool components. This method is
also being used successfully at a major airline in
the U.S. The primary advantage of this alternative
is the similarity with CFC-based aerosols in the
method of use. Its major drawback, however, is its
relatively high cost compared to the other three
alternatives presented here.
* *
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Diluting Agent
CFC-113 is sometimes used as a diluting agent for
oils and other substances. For example, during a
patch test, hydraulic oil is removed from a
particular location on the aircraft and diluted with
solvent to reduce its viscosity. The diluted oil is
then passed through a filter to capture any existing
paniculate contamination for further examination.
sometimes inaccurate testing procedure for
hydraulic fluid contamination.
Use of an electronic particle counter offers a viable
alternative to the patch test itself. This equipment
requires no hazardous solvents, and test results are
accurate and non-subjective. Prototypes of this
equipment are currently in use at four U.S. Navy
intermediate maintenance-level facilities. Results
of the testing so far have been extremely positive.
Patch Testing
During normal operations, aircraft hydraulic
systems may become contaminated with metallic
and nonmetallic panicles resulting from internal
wear, failure of system components, or incorrect
maintenance and servicing operations. Excess
concentration of these panicles could result in
failure of the hydraulic system. Regular testing is
required to insure that contamination levels
remain within acceptable limits.
Contamination testing has traditionally been
performed using what, is known in the field as the
"patch test." In this procedure, hydraulic fluid is
drawn from the system, diluted to a known volume
with an approved solvent, and passed through a
test filter membrane of known porosity. All
paniculate matter in excess of a size determined by
the filter characteristics is retained on the surface
of the membrane. This causes the membrane to
discolor by an amount proportional to the
paniculate level of the fluid sample.
Solvents currently used as diluting agents are CFC-
113, MCF, and a petroleum distillate defined by
U.S..federal specification PD-680, Type II. CFC-
113 is generally the preferred-solvent for these
maintenance activities because its complete and
rapid evaporation allows for quick sample readings.
Elimination of ozone-depleting substances will
leave PD-680, Type II as the only approved solvent
for use in patch tests. While PD-680 offers an
acceptable temporary alternative, it is not a
permanent solution. Problems associated with
using PD-680, Type H in the patch test include
increased drying time, use of inaccurate color
standards, and subjective interpretation of those
standards. The end result is a time consuming and
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RECAP
The discussions presented in this manual have described a step-by-step approach to eliminating CFC-
113 and methyl chloroform in aircraft maintenance cleaning operations. The steps include:
Determine where and why CFC-113 and methyl chloroform are used in cleaning
operations;
Characterize existing cleaning materials and methods;
Establish criteria for selecting alternative cleaning methods;
» Perform the necessary qualification tests of alternative cleaning methods as required by
aircraft and engine manufacturers.
Review feasible alternatives to replace solvent cleaning and determine which alternative
best suits the cleaning needs;
Consider options for wastewater treatment and waste, water, and air emissions reduction.
The next section presents several case studies which provide examples of successful programs to
eliminate CFC-113 and methyl chloroform in .the aircraft maintenance industry.
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CASE STUDIES OF INDUSTRIAL PRACTICES
The following section presents actual industrial experiences with some of the alternative
technologies discussed earlier in this manual.
Mention of any company or product in this document is for informational purposes only and
does not constitute a recommendation of any such company or product, either express or
implied by EPA, ICOLP, ICOLP committee members, and the companies that employ the
ICOLP committee members.
Case Study #1: De-Waxing Aircraft Components Using Steam Instead of Solvents
Case Study #2: An Alternative to Freon CFC Sprays for Component Cooling on
Printed Circuit Boards
Case Study #3: Development and Use of a Volatile Aqueous Cleaner
Case Study #4; Substitution of Low Vapor Pressure Organic Solvents and Aqueous
Cleaners for CFC-113 Based Cleaning Solvent
Case Study #5; Replacement of a CFC-Based Release Agent
Case Study #6: Replacement of Tricnloroethylene at Saab Aircraft
Case Study #7: An Alternative to Patch Test for Determining Hydraulic Fluid
Contamination Levels
Case Study #8: Reduction of Ozone-Depleting Solvent Use at British Airways
EPA/tCOLP Aircraft Maintenance Manual
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157
CASE STUDY #1:
DE-WAXING AIRCRAFT
COMPONENTS USING
STEAM INSTEAD OF
SOLVENTS
I. Summary
Warner Robins Air Logistic Center's Plating Shop
eliminated its use of 1,1,1-trichloroethane to
remove wax from masked parts. Wax is now
removed from aircraft parts using high pressure
steam cabinets.
II. Introduction
Aircraft parts are masked prior to chrome plating
in order to prevent electroplating in areas not
required. Warner Robins uses micro-crystalline
beeswax in combination with electroplating tape to
mask its parts. Before converting to nonozone-
depleting technology, Warner Robins removed the
wax after chrome plating by placing the part in a
vapor degreaser for several hours. The heated
vapor of 1,1,1-trichloroethane dissolved the wax.
Approximately 500 chrome plated parts were de-
waxed in two vapor degreasers every month,
causing wax to accumulate on the bottom of the
degreaser and form a thick sludge. The degreasers
had to be cleaned out weekly to maintain cleaning
efficiency and prevent massive accumulation of the
wax sludge. Four hundred gallons of 1,1,1-
trichloroethane were used per week to replenish
the two degreasers. Approximately 300 gallons of
wax-contained solvent were cleaned out from the
degreasers and recycled in another organization
on-base:
Because of the Air Force's stringent ozone
depleting substance (ODS) elimination goals, the
Plating Shop needed to find a replacement for
vapor degreasing subsequent to chrome plating.
This would mean finding an alternative that could
serve the same dual role - removing wax and
degreasing parts. Unfortunately, the alternatives to
degreasing such as aqueous cleaning and parts
washing could not remove the wax sufficiently.
Therefore, Warner Robins was forced to find a
separate solution for degreasing and de-waxing the
aircraft parts.
The company now uses steam to remove the wax
but continues vapor degreasing to degrease pans.
Using the new de-waxing method, parts are placed
inside de-wax cabinets after chrome plating. The
de-wax cabinets are equipped with numerous high
pressure steam nozzles directed toward the center
of the cabinet. High pressure steam directed at
the part is used to impinge the wax from the
surface. The steam spray and the heat work in
combination to remove the remaining wax.
III. The Alternative Selection
Process
The plan to install de-wax cabinets was
incorporated into Warner Robin's larger
renovation project to overhaul the entire plating
portion of the facility. The selection of technology
was performed by the company's production/
process engineers in cooperation with the
renovation design contractors. The design
contractors wrote specifications for the de-wax
cabinets and a team of base engineers (Plant
Services, Civil Engineering, Environment
Management, Base Safety, etc.) reviewed the
specifications prior to inclusion into the renovation
project.
Because wax was only y«ed in the chtome plating
process, de-waxing became a part of that plating
line. This created a space constraint since the
system could be no larger than the chrome plating
tanks. The problem was solved when the
engineering team contacted the manufacturer of
the plating system, which advertised in a meial
finishing trade magazine that it built steam heated
cabinets which were capable of de-waxing parts.
The design contractor wrote specifications for the
equipment, and the de-wax steam cabinets were
installed.
EPA/ICOLP Aircraft Maintenance Manual
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158 -
Cost data for the cabinets installed at Warner
Robins are not available because the equipment
was pan of the larger overhaul contract. However,
cost information and vendor literature can be
obtained from the manufacturer:
D.C. Cooper Corporation
1467 S. Michigan Ave.
Chicago, IL 60605-2810
Tel: 312-427-8046
Fax: 312-427-9461
IV. Environment, Health, and
Safety
The Plating Shop accounts for 75 percent of the
entire base's 1,1,1-trichloroethane consumption.
Eliminating this source of ODS consumption will
help the base reach the Air Force's stringent ODS
elimination goals. Currently, vapor degreasers are
still used to degrease parts. However, because
degreasers are no longer used to de-wax, the need
to clean out the equipment has decreased from
weekly to monthly. Additionally, the distillation
columns in recycling equipment also require less
frequent cleaning because the used solvent is
cleaner since there is less wax.
VI. For Further Information
Marti Sedgwick
Chemical Engineer
WR-ALC/TTOO
255 Second Street
Suite 122
Robins Air Force Base, GA 31098-1637
Phone Numbers:
Commercial: 912-926-4800 (desk)
912-926-2755 (secretary)
DSN: 468-4800 (desk), 468-2755 (secretary)
Fax Numbers:
Commercial: 912-926-6960
DSN: 468-6960
V. Conclusion
Through cooperation between production/process
engineers and design contractors, Warner Robins
was able to incorporate de-wax cabinets into its
Plating Shop renovation contract. The cabinets
are now an intricate part of the chrome plating
line, used to reasow beeswax after plating. This
procedure' replaces ihe former method 'of wax
removal, which involved dissolving the wax in
1,1.1-trichloroethane vapor degreasers. By
eliminating the need to de-wax using 1,1,1-
trichloroethane, Warner Robins moved one step
closer to meeting stringent Air Force ODS
elimination goals.
EPA/ICOLP Aircraft Maintenance Manual * *
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159
CASE STUDY #2:
AN ALTERNATIVE TO
FREON CFC SPRAYS
FOR COMPONENT
COOLING ON PRINTED
CIRCUIT BOARDS
I. Summary
Allied-Signal eliminated tbe use of CFC-12 (Preon
R-12) to chill individual components on printed
circuit boards by using carbon dioxide as a
replacement coolant.
II. Introduction
In the past, Freon R-12 was used to locate weak or
defective components on printed circuit boards.
The R-12 was sprayed directly onto active
components, causing thermal stressing in the parts.
Thermal stressing, in turn, caused weak
components to fail, allowing the faulty components
to be identified prior to use. This procedure was
used for many years to ensure the reliability of
circuits. There were typically 30 locations
performing this test. Each station used an average
of ten 30 pound cylinders per year. The result was
300 cylinders per year being used, releasing 9,000
pounds of ozone depleting R-12 into the
atmosphere.
Taking a proactive stance in preserving the
atmosphere, Allied-Signal decided in 1992 to
eliminate its use of Freon R-12 in component
cooling.
III. The Alternative Selection
Process
Allied-Signal's Health, Safety & Environmental
Department (HS&E) evaluated various alternatives
for Freon R-12: It selected a cooling system based
on the evaporative cooling effect of carbon dioxide
after successfully building and testing a prototype.
Through contacts with a local welding distributor,
Allied-Signal learned of Va-Tran Systems in Chuia
Vista, CA, a company that might be able to
manufacture the carbon dioxide cooling devices.
Va-Tran already manufactured the SNO-GUN,
an ultra-clean device used for sub-micron particle
removal in the semi-conductor and hybrid circuit
industry. With slight alterations, the SNO-GUN
could be used to chill components on a printed
circuit board. Va-Tran was able to meet Allied-
Signal's design requirements, and produced the
Component Cooler model CC-1.
The cooling job performed by the CO2 system was
actually superior to that of the Freon system
because it required a shorter blast of coolant to
chill the components to the required temperature.
Thus, by switching from Freon to CO2, Allied-
signal was able to speed up its rate of defect
detection in printed circuit boards.
Allied-Signal purchased 50 units of the component
cooler model CC-1 and 50 corresponding CO2
cylinders at $340.00 per set. This presented a total
capital cost of $17,000 to replace all of the Freon
cooling systems. Since one cylinder of CO2
provided the same cooling power as one cylinder
of R-12, 300 cylinders of CO2 replaced the 300
Freon R-12 cylinders used per year. With CO2 at
$6 per cylinder and Freon ';R-12 at $105.00 per
cylinder, Allied-Signal calculated its cost savings
per year to be $29,700. Therefore, the company
would recover lost capital in .57 years, or less than
30 weeks. The cost breakdowns are presented in
Exhibits CS-1, CS-2, and CS-3. This cost analysis
was based on the price of R-12 in 1992. On
January 1,1993 the increase on tax on R-12 caused
the price of the solvent to nearly double 1992
prices. The tax on R-12 is scheduled to increase in
future years until the solvent is completely phased
out on December 31, 1995.
* EPA/ICOLP Aircraft Maintenance Manual * *
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160
Exhibit CS-1
CAPITAL COST BREAKDOWN
Cost of CC-1 Comp Cold
Cost of CO2 Cylinder
Cost of CO, System
CO; Systems Purchased
Total Capital Cost
S 250.00
$90.00
$340.00
SO
$17,000.00
Exhibit CS-2
BREAKDOWN OF ANNUAL COST
OF FREON R-12
Number of Freon R-12 Cylinders Used
1992 Cost per Cylinder
Annual Cost of Freon R-12
300/year
S 105.00
$31,500.00
Exhibit CS-3
BREAKDOWN OF SAVINGS
ON COOLANT PER YEAR
Cost to Refill CO, Cylinder
Cost of R-12 Cylinder
Savings per Cylinder
Cylinder per Year
Savings on Coolant Per year
$6.00
$105.00
$99.00
300
$29.700.00
Capital Cost Recovery Time = 0.57 Year (less than 30
weeks)
the amount typically released in an environmental
test chamber.
V. Conclusion
The conversion to carbon dioxide component
cooling was a win-win situation for Allied-Signal.
What .the company perceived as an action
necessary to protect the ozone layer .provided a big
benefit to cost reduction and improved product
throughput.. The environment won and so did
Allied-Signal.
VI. For Further Information
Additional information can be obtained by
contacting:
Mr. Raju Kakarlapudi
Allied-Signal
General Aviation Avionics
400 N. Rogers Rfl.
Olathe, KS 66062-1212
Phone: 913-768-2204
Fax: 913-791-1316
Mr. Jim Sloan
Va-Tran Systems, Inc.
677-A Anita Street
Chula Vista, CA 91911-4661 .
Phone: 619-423-4555
Fax: 619-423-4604
IV. Environment, Health and
Safety
Carbon dioxide is an inert gas that does not
support combustion. Its only harmful effect is the
displacement of oxygen. OSHA permits a
concentration of 10,000 ppm for an 8-hour
exposure lime. The small amount released by the
CC-1 at 0.6 pounds per minute is much less than
* -* EPA/ICOLP Aircraft Maintenance Manual * *
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161
CASE STUDY #3:
DEVELOPMENT AND USE
OF A VOLATILE
AQUEOUS CLEANER
I. Summary
A volatile aqueous cleaner replaced CFC-113,
which was being used as a cleanroom wiping
solution at the Kansas City Division (KCD) of
Allied Signal Aerospace.
II. Introduction
In a Miniature Electro-Mechanical Assembly
cleanroom, approximately 100 operators daily used
cleanroom wiping cloths dampened with CFC-113
to wipe work surfaces of laminar flow work
stations. The CFC-113 was also used to remove
light soils and paniculate contamination from
finger cots, latex gloves, assembly tooling and
fixtures. During periods of high production, 2,000
pounds of CFC-113 were used each month for
these cleanroom operations.
By 1987, environmental and financial concerns
surrounding the use of CFC-113 prompted the
company to investigate alternative cleaning
solutions for use in the KCD cleanroom. In the
search for an adequate replacement, it was
necessary to find a cleaner that would dissolve
organic and inorganic contaminants and allow
loose contaminants to be picked up and held by
cleanroom wiping cloths.
111. The Alternative Selection
Process
The requirements for the CFC-113 replacement
solution were similar to those met when CFC-113
was originally selected. The new solution was to
be employee safe, function as well as CFC-113 for
wiping, be very high purity, essentially 100 percent
volatile, reasonably inexpensive, and most
importantly, the formulation bad to be KCD-
controlled.
A literature search revealed that most commercial
cleanroom decontamination solutions couldn't
meet the stringent requirement of volatility and
formulation control. Because of this, engineers in
the KCD Precision Cleaning Laboratory blended a
volatile aqueous cleaner (VAC) based on a
formulation recommended by Air Products, Inc.
(AUentown, Pennsylvania), a manufacturer of
specialty chemicals used in the coatings, ink, and
adhesives industry.
Two formulations using reagent grade, ultrapure
materials have been used at the Kansas City Plant;
they are shown in Exhibits CS-4. Formulation A
was the original blend; it contained 1.8 percent
ammonium hydroxide and had a pH of 11.0.
Although it functioned well, it was modified
because of safety concerns regarding ammonium
hydroxide exposure. Formulation B was blended
using additional isopropyl alcohol but without the
ammonium hydroxide. This allowed the solution
to evaporate faster, have a near-neutral pH, and be
free of an ammonia odor. Flash points for
formulation A and B are 125 and 110 degrees F,
respectively.
Exhibit CS-4
Volatile Aqueous Cleaner
Formula (wt%)
Isopropyl Alcohol
Surfynol 61 (21
Aerosol OT-75 (3)
Ammonium Hydroxide
Deionizcd Water
Total
A
5.00
.80
.02
1.80
92.38
100.00
B
12.50
.80
.02
0.0
86.68
100,00
The VAC (Formulation B) is supplied to the
operators in pre-rinsed and extracted spray bottles.
The solution is lightly sprayed on cleanroom cloths
for wiping work surfaces and gloved hands prior to
assembly operations.
EPA/ICOLP Aircraft Maintenance Manual
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162
The solution has worked well for removing light
oils and greases as well as water-soluble
contaminants. When used in ultrasonic cleaners
capable of handling combustible liquids, it removes
machining, grinding, and some polishing residues,
along with fibers and other paniculate
contaminants.
Substitution of the Volatile Aqueous Cleaner
obviated the need for 2,000 pounds (511,000 at
1993 prices) per month of CFC-113. The new
solution costs approximately $1.00 per gallon when
prepared using reagent grade, ultra pure materials.
IV. Environment, Health, and
Safety
The Volatile Aqueous Cleaner has a VOC content
of approximately 13.3 percent by weight Since the
material is lightly sprayed on wiping cloths, liquid
wastes are extremely low. (In fact, the wiping
cloths can be saved and laundered for use
elsewhere in the facility, thereby eliminating a
large portion of a solid waste).
The new solution has a light camphor odor and a
near-neutral pH. It is nonozone-depleting and has
a flash point comparable to most household
window cleaners. Together, these properties make
the VAC a safe alternate to CFC-113 for
cleanroom applications.
characteristics, lower cost, and greatly reduced
environmental impact
VI. For Further Information
Mr. Tom Hand
Allied-Signal Aerospace
P.O. Box 419159
DI811-2B-35
Kansas City, MO 64141-6159
Phone: 816-997-3614
Fax: 816-997-7081
Mr. George Bohnert
Allied-Signal Aerospace
P.O. Box 419159
D/837-2D-42
Kansas City, MO 64141-6159
Phone: 816-997-5069
Fax: 816-997-2049
V. Conclusion
The new solution has been
. ..cleanrooms . since 1988.
In
used in KCD
'addition, new
applications that are ideally suited for its use are
frequently being discovered. For example, the
solution can be used in the ultrasonic cleaning of
complicated machined assemblies for high vacuum
components used on the Superconducting Super
Collider.
By using essentially 100 percent volatile
ingredients, engineers in the KCD Precision
Cleaning Laboratory have developed and
implemented an alternative to CFC-113 for
cleanroom applications that offers better cleaning
EPA/ICOLP Aircraft Maintenance Manual
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CASE STUDY #4:
SUBSTITUTION OF LOW
VAPOR PRESSURE
ORGANIC SOLVENTS
AND AQUEOUS
CLEANERS FOR
CFC-113 BASED
CLEANING SOLVENT
I. Summary
Lockheed Fort Worth Company (LFWC) (formerly
General Dynamics Fort Worth Division) has
substituted low vapor pressure organic solvents and
aqueous cleaners for a CFC-113 based general
purpose cleaning solvent used in the surface wiping
of aircraft parts, components, and assemblies in all
aspects of aircraft manufacturing. The project has
resulted in major reductions in solvent use and air
emissions, elimination of ozone depleting
compounds from cleaning during aircraft assembly,
cost reductions, and improved chemical handling
and usage practices.
II. Introduction
From 1986-1992, General Dynamics Fort Worth
Division (GDFW) used a general purpose wipe
solvent containing 85 percent CFC-113 by weight
throughout the manufacturing process. The use of
this solvent resulted in the emission of
approximately 255 tons-per-year of CFC-113 and
45 tons-per-year of volatile organic compounds
(VOC). Throughout the 6 years, GDFW produced
mainly F-16 fighter aircraft at a rate of 220 to 350
aircraft per year.
The overall objective of this project was to
eliminate the use of ozone depleting chemicals,
chlorinated solvents, ketones, and any of the 189
163
compounds listed as hazardous air pollutants
(HAP) in the U.S. Clean Air Act Amendments .of
1990, and to further reduce the VOC emissions
associated with solvent cleaning. The strategy was
to develop cleaners with low evaporation rates to
minimize solvent usage and to further reduce VOC
emissions by collecting the used cloths in vapor
proof bags. The substitute material was required
to possess the following properties:
Effective cleaner for a variety of organic soils;
Non-corrosive;
Non-flammable;
Low toricity,
Mild to moderate odor;
Low evaporation rate;
No non-volatile residue;
Dries at ambient temperature;
Leaves a bondable surface;
Contains no compounds with ODP, halogenated
compounds, water, ketones, aromatics, or any of
the 189 HAPS.
The project was established under the
Environmental Resources Management Program,
which was founded on the vision of GDFW being
an industry leader in environmental management
through a caring partnership with customers,
suppliers, associates, and citizens. The program's
goal was to minimize hazardous chemical usage
and emissions to the greatest extent technically
feasible, in accordance with the company's
commitment to "Zero Discharge" of hazardous
waste and emissions. In addition, GDFW created
the Hazardous Material Management Program
Office (HMMPO), consisting of representatives
from the Environmental Resources Management,
Research and Engineering, Production, Facilities,
Process Control, and Material organizations. The
function of the HMMPO was to integrate the
cross-functional activities of each group to CIBBIS-*
effective teamwork, focus, and prioritization of
activities. The HMMPO's effort was energized by
customer concerns with ODC elimination, state
environmental regulatory agency concerns with
VOC reduction, and LFWC commitments to ODC
elimination and cleaning solvent use reduction.
EPA/ICOLP Aircraft Maintenance Manual
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164
III. The Alternative Selection
Process
In 1985, GDFW used a 100 percent VOC solvent
blend with a vapor pressure of approximately 45
mm Hg. In 1986, GDFW substituted an 85
percent CFC-113 -15 percent VOC blend for wipe
operations. Witb this change, VOC emissions
were reduced by approximately 60 percent of 1985
levels. In 1992, a new low vapor pressure solvent
and cloth management system was implemented,
decreasing VOC emissions by an additional 78
percent based upon the initial two months of
solvent use, for a 91 percent reduction in VOC
emissions from the original 1985 levels.
The new wipe solvent, FMS-2004 (Ft Worth
Specification Number 2004), was selected after full-
scale laboratory evaluations of several solvent
blends. The evaluations consisted of numerous
corrosion tests and cleaning performance tests.
Five formulations were evaluated: DS-101, DS-
102, DS-103, DS-104, and DS-105.
The corrosion test involved immersing stressed
aluminum and steel C-rings in test cleaners
(ASTM G38-78) for 2,000 hours at ambient
temperatures. No corrosion resulted when three
alloys, 2123-T851 aluminum, 7475-T351 aluminum,
and 300M steel, were immersed in each of the
solvent blends.
The cleaning test involves the following five steps:
1. Contaminate substrate with SAE standard
. contaminant, a nine-component blend of oils
and greases designed to simulate fingerprint and
. airborne contamination.
2. Clean substruic '-vith test solvents.
3. Apply coatings to substrate:
sealants
adhesives
primers
* topcoats
4. Soak substrate in fuel or other fluid.
5. Evaluate coating adhesion:
Screen peel test
T-peel test
lap shear test
flatwise stud tension test
wet tape test
scrape adhesion test.
The substrates and coatings used in the cleaning
test are listed in Exhibit CS-5.
Exhibit CS-5
Cleaning Performance Test Results
Class
Paints/
Primers
Sealants
Adhesives
Substrate
Anodized Aluminum
Chemical Film
Epoxy Primer
Waterborne Primer
Composites
Titanium
Cadmium Plating
Epoxy Primer
Waterbornc Primer
Composites
Fuel Tank Coating
Adhesive Sealant
Primer
Composites
Adhesive Sealant
Primer
Epoity Primer
Waterborne Primer
Anodized Aluminum
Coaling
Epoxy Primer
Waterborne Primer
Urethane Topcoat
High Solids Topcoat
Fuel Tank Coaling
Rain Erosion Coating
Adhesive Sealant
Primer
Polysulflde Fuel Tank
Fluorosiiicone
Acrylic Adhesive
Epoxy Adhesive
Adhesive Sealant
There were no coating adhesion failures to the
cleaned substrates using any of the solvent blends.
The material properties of the solvents were then
compared to determine the most suitable solvent
for cleaning. Exhibit CS-6 presents the cleaning
effitiency^flamrnability, toxicity, and odor of the
five solvents.
DS-104 was selected as most suitable due to its
non-flammability, low toxicity, and mild odor.
Additional material properties of DS-104 (also
known as FMS-2004) are listed in Exhibit CS-7.
Surfaces that can be cleaned using FMS-2004
include metals, painted surfaces, fabrics, glass,
rubber (may swell but recovers without
deterioration), wood, most plastics (not acrylics),
EPA/ICOLP Aircraft Maintenance Manual
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165
Exhibit CS-6
Fort Worth Solvent Blends
Product
Name*
DS-10I
DS-102
DS-103
DS-104
DS-iOS
Cleaning
Efficiency
Good
Good
Good
Good
Good
Flammable
No
No
Yes
No
No
Tmdclty
Veiylow
Very low
Low
Low
Moderate
Odor
Strong
Strong
Very mild
Moderate
Mild
Product information available from Dynamold Company
(817) 335-0862. Mr. Mike Peck.
Exhibit <
Wipe-Solvent 1
Components
Cleaning Efficiency
Hydrocarbon Soils
Inks/Dves
Uncured Resins
Flash Point, °F
Tenacity. Exposure Limit. PPM
Odor
Evaporation Rate
(Butyl Acetate = 100)
Vapor Pressure (mmHg)
Dries at Room Temperature
Residue
CFCs. Water, MEK. Aromatic*
:s-7
Properties
FMS-2004 (DS-104)
Propylene Glycol
Methyl Ether Acetate
boparaffins
Butyl Acetate
Excellent
Good
Good
104
150
Moderate
30
4.0
Yes
None
None
ceramics, composites, and cement. Soils that can
be removed using FMS-2004 include:
Oils, greases, and waxes
- Forming oils
- Hydraulic fluids
. - Petrolatum
~ Preservative oils
-- Lubricating oils
- Machining greases
- Wax drilling lubricants
- China marker
Factory contaminants
- Fingerprints
- Machining dust
- Shop dirt
- Carbon black
Marking inks .
- Layout fluid . .
~ Marks-a-Lot
- Mill marks
Resins (uncured)
- Epoxy
- Polyurethane
- Polysulfide
Acrylic
The solvent has a vapor pressure of 3.5 mm Hg.
The use of aluminized bags offers the potential for
major additional emissions reduction as shown in
Exhibit CS-8. Although capture efficiency
decreases with' increased vapor pressure, the
reduction is not significant.
Exhibit CS-8
Laboratory (Maximum) Capture Efficiency
Using Aluminized Plastic Bags
4 mmHg Solvent Blend
6 mmHg Solvent Blend
20 mmHg Solvent Blend
45 mmHg Solvent Blend
97%
94%
86%
80%
The development of FMS-2004 is described in
detail in the publication "Environmentally
Compliant Wipe-Solvent Development" by
Weltman and Phillips" (SAE Technical Paper
Series #921957, Society of Automotive Engineers,
Inc. (SAE), SAE Publications Group, Warrendale,
PA, 10 pp.).
*
The new wipe solvent, FMS-2004, is used in all
wipe applications where specifications require a
thoroughly clean surface prior to application of
coatings, adhesive*, or sealants. Certain sensitive
*. * EPA/ICOLP Aircraft Maintenance Manual * *
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166
plastics and transparencies still require the use of
specialty cleaners.
FMS-2004 cannot be used as a flushing or rinse
agent or in DeFOD operations. DeFOD
operations are flushing operations which remove
FOD (Foreign Object Debris) from the aircraft
component or assembled aircraft. For less critical
cleaning operations possessing less stringent
cleanliness requirements, other solutions have been
implemented. B6274-1 (a blend of CIO and Cll,
branched hydrocarbons) is an effective flushing
agent in certain operations. B6274-2 (a 10 percent
isopropanol, aqueous solution) is used to rinse the
remaining B6274-1 residual film, which is slow to
evaporate off certain aircraft components. For
other DeFOD operations, a 10 percent soap and
water (B6274-3) spray wash,' followed by a
deionized water spray rinse, is effective. Forced air
can then be used to dry the component. B6274-1,
B6274-2, and B6274-3 are GDFW engineering
standards. The soap in B6274-3 is currently
Boraxo's "Liquid Lotion Soap," Product No. 2709.
The key to the successful implementation of
GDFWs project has been an intensive, ongoing
awareness and education effort. This factory-wide
education effort was undertaken to inform the
users of the project's value from a safety, health,
environmental, and business standpoint and to
introduce the changes in materials and procedures.
A 30 minute introduction was held in a classroom
setting prior to implementation of the new
cleaning solvents. A 10 minute videotape
consisting primarily of comments and discussion
from fellow users during factory trials introduced
these concepts. A question and answer period
followed the video. During implementation, a
more detailed follow-up meeting was held in each
work area to re-introduce and reinforce the
procedures and to address any additional issues
that pertained to the given work area. In addition,
a combination of pamphlets, memos, posters, and
weekly reviews with Labor Union representatives
was used to communicate information and provide
technical and engineering support to users. The
posters are currently posted where FMS-2004 is
used.
While the low vapor pressure solvent reduced the
quantity of cleaner used in cleaning operations the
rag management system captured the majority of
the wipe solvent remaining on the cloth, thereby.
preventing additional fugitive VOC emissions. The
waste cloth management and disposal system
involves the use of aluminized plastic bags and a
compactor for compacting the bags into fiber
drums. Used cloths are placed into the aluminized
bags upon completion of a cleaning operation.
The bags are kept closed when not in use and tied
shut at the end of each eight hour shift. The bags
are then compacted into fiber drums. The drums
of compacted cloths are used as.high-energy value
supplemental fuel in cement manufacturing by
pyrolysis of the entire fiber drum in a specially-
designed furnace and injection of the high-energy
pyrolysis gases into the kiln.
GDFW audited the factory capture efficiency of
the bagging system in mid-November 1992 under
the oversight of the Texas Air Control Board
(TACB). QDFWs compliance plan with the
TACB required a minimum capture efficiency of
50 percent of the solvent used and the use of a low
vapor pressure wipe solvent This wipe solvent was
defined as one possessing 20 mm Hg or less vapor
pressure at 25 degrees Celsius. The emissions
capture efficiency was measured at 81 percent
(weighted average for the areas of the factory
audited).
IV. Environment, Health, and
Safety
In addition to the previously sjtated environmental
benefits, the industrial hygiene and safety aspects
of solvent cleaning have been improved.
Awareness and availability of proper hand, eye, and
respiratory protection have increased. Information,
such as MSDSs and warnings, are more easily
accessible. Proper labeling of all solvent
containers cr,-f dispensing bottles has been
enhanced. Use of flammable solvents has been
eliminated and the airborne exposure hazards
associated with solvent cleaning have been reduced.
V. Conclusion
LFWC has successfully implemented low vapor
pressure cleaning operations and a waste-cloth
management and disposal system. Since their
implementation in September 1992, the following
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reductions presented in Exhibit CS-9 have been
measured and documented. These reductions
compare the use of an 85 percent CFC-113 - 15
percent VOC blend (previous material) with the
use of low vapor pressure solvents, aqueous
cleaners and the cloth management system
(substitute).
Exhibit CS-9
Reductions in Solvent Use, Costs, and Emissions
Since September 1992
Solvent use reduction
Solvent Purchase Cost Savings
CFC Emission Reduction
VOC Emission Reduction
Total Air Emission Reduction
68-71%, by volume
86-88%
100%
75-78%, by weight
95-97%, by weight
VI. For Further Information
Stephen P. Evanoff
Manager, Environmental Resources Management
FOB 748 Mail Zone 6875
Fort Worth, TX, USA 76101
Tel: (817)777-3772
Fax: (817) 763-7475
* EPA/iCOLP Aircraft Maintenance Manual *
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CASE STUDY #5:
REPLACEMENT OF CFC-
BASED RELEASE AGENT
I. Summary
Saab Aircraft replaced its CFC-113 based release
agent with an alternative formulation in 1991. The
alternative formulation now employed does not
contain CFCs or any other halogenated solvents.
II. Introduction
Saab Aircraft is located in Lmkoping, Sweden and
manufactures commercial and military aircraft. Its
primary products are commercial turbo-prop and
jet-prop aircraft (Saab 340 and Saab 2000) and the
JAS 39 Gripen combat aircraft.
During the manufacturing process, Saab uses
release agents in its composite manufacturing shop
and in its bonding shop. The release agent used in
these applications prior to 1991 contained CFC-
113. Saab Aircraft began its search for a
replacement release agent which was not based on
ozone-depleting solvents in 1989. This early start
was driven in part by Swedish regulations calling
for the elimination of CFC-113.
III. The Alternative Selection
Process
Saab developed a four step methodology for
qualifying substitute release agent formulations
prior to their full-scale use. First, Saab's Safety
and Environmental Department studies the health
and environmental effects of different release
agents and approves them for testing by the
Department of Material and Process Technology.
Second, the release agent is tested and approved by
Saab's Department for Material and Process
Technology. Third, the approved release agent is
introduced on a small-scale basis into the
workshop for a trial period. Finally, feedback from
the workshops conducting the test is gathered to
determine the suitability of the alternative
formulation for widespread use.
After the Safety and Environmental Department at
Saab gives its approval to candidate release agents,
the Department of Material and Process
Technology tests each candidate based on the
following criteria:.
Ability to release all composite materials used
in Saab manufacturing from tool surfaces
Application method
Contamination of composite surfaces
Effect on secondary bonding, painting, and
sealant application with and without surface
treatment
Only release agents that satisfactorily meet the
requirements of the Department of Material and
Process Technology are sent on to selected
workshops for actual production testing.
The alternatives which have been approved are
introduced into workshops and are used on a
limited number of parts to determine their
efficiency in Saab's manufacturing process. The
parts on which the alternatives are tested are
selected as representative of the pans with the
most complex shapes. The rationale in this
methodology is that if a release agent works with
the most complex pan geometries, it will also work
with the simpler shapes.
After each alternative has been given a sufficient
test period, feedback is gathered from engineers in
the workshop to evaluate the performance of the
alternative. If the results are acceptable, and the
product is economical, the release agent is
approved for use in composite manufacture. If the
evaluation reveals problems, a decision is made to
continue or cancel the test program. In some
cases, process changes may be made or limitations
on usage may be set to allow the use of an
alternative release agent.
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In late 1989, Saab began evaluation of two
alternative release agents: Release-All 19 and
Frekote MW 390. Release-All 19 is a water borne
wax emulsion, and Frekote MW 390 is a solvent-
borne formulation. Both products were approved
by the Department of Material and Process
Technology and introduced into Saab workshops
for testing.
Early workshop tests showed that Release-All 19
was difficult to apply to parts with complex
geometries. Testing was then limited to parts with
simple shapes. Further usage revealed two
additional problems with the product: (1)
corrosion was detected on tools, and (2) it became
evident that it would be necessary to treat the tool
with the release agent prior to every use. These
findings were considered economically
unacceptable by Saab and the decision to
discontinue use of Release-All 19 was made in
1990.
Workshop testing of the Frekote MW 390 release
agent showed that the product functioned well in
Saab's applications. However, while testing was
still underway, the product was withdrawn from the
market by its manufacturer in 1990. The
manufacturer cited problems with separation
during storage as the reason for discontinuing the
product.
Saab then began looking at new products which
had come onto the market during 1990. After a
short period of time for market surveys and
preliminary tests, a product called Frekote 44 NC
was approved in 1991 for workshop testing.
Frekote 44 NC, produced by Dexter in the United
States, is a solvent-borne dibutylether wax
emulsion containing one percent wax. Feedback
thus far has been positive and the product appears
;«-.be techniuil'y and economically .comparable to
the CFC-based release agent (Frekote 33)
previously used at Saab.
IV. Environment, Health, and
Safety
dibutylether vapor may cause irritation of the
respiratory tract, headaches, nausea, and dizziness.
Therefore, Saab has ensured that this product is
used in well ventilated areas. In addition, personal
protective equipment is worn by the workers.
Frekote 44 NC contains no ozone-depleting
substances. With its implementation, refrigeration
has become the only application at Saab which still
uses ozone-depleting substances.. However,
Frekote 44 NC is a VOC and its emissions must
therefore be controlled..
V. Conclusion
Saab Aircraft has successfully identified, evaluated,
and implemented a CFC-free release agent in its
aircraft production shops. The new release agent,
Frekote 44 NC, has no significant occupational
hygiene or worker safety problems. Furthermore,
the new product is comparable technically and
economically to the previously used CFC-based
release agent.
VI. For Further Information
Mr. Kenth Algotsson
Environmental Protection Manager
-or -
Mr. Hakan Bjornberg
Manager, Advanced Composites, Material and
Process Technology
SAAB-SCANIA AB
Saab Aircraft " '*
S-581 88 Linkoping
Sweden
Tel: 46-13-180-000
Fax: 46-13-181-802
The primary consideration associated with the use
of the new Frekote 44 NC release agent is its
effect on workers. Exposure to excessive
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CASE STUDY #6:
REPLACEMENT OF
TRICHLOROETHYLENE
AT SAAB AIRCRAFT
I. Summary
Saab Aircraft conducted pilot projects to reduce
irichloroethylene (TRI) use in vapor degreasers
that clean metal aircraft pans. In 1988, Saab
initiated these projects based on an internal
reduction policy established in response to
expectations of more stringent regulations
governing the use of TRI from the government1
By following simple procedures, such as regularly
servicing degreasers, reducing contamination on
metal parts, and consolidating degreasing
operations, Saab significantly reduced the amount
of TRI used in metal cleaning. However, Saab had
to identify effective alternatives in an attempt to
completely eliminate the use of TRI. Aliphatic
hydrocarbon degreasing and water-based alkaline
cleaning were identified as promising alternative
metal cleaners. Saab has already replaced TRI in
a few meial cleaning operations using water-based
cleaners.
II. Introduction
Saab Aircraft is located in LinkOping, Sv-eden, and
manufactures commercial and military aircraft. Its
primary products are commercial turbo-prop and
jet-prop aircraft (Saab 340 and Saab.2000) and the
JAS 39 Gripen combat aircraft.
In 1988, Saab Aircraft initiated pilot projects to
reduce solvent emissions of TRI in its manufacture
of civilian and military aircraft. Saab reduced
emissions of TRI by 85 percent, from 135 tons in
1987 to 25 tons in 1992 (see Exhibit CS-10). Saab
reduced emissions while at the same time doubling
the number of aircraft produced. Saab achieved
these reductions by:
reducing the number of vapor degreasers from
18 to 7
.optimizing the cooling and recovery systems of
the remaining degreasers and containing
emissions by encapsulation
changing cleaning guidelines for some parts that
previously required vapor degreasing prior to
surface treatment Parts not contaminated with
oils or grease are no longer cleaned with TRI.
Instead, normal alkaline cleaners used in the
pretreatment cycle are used.
reducing contamination of the metal parts. For
example, "peelable" protective plastic coatings
are used in place of corrosion inhibition
compounds
replacing TRI vapor degreasing with water-
based alkaline spray or dip/ultrasonic cleaning
for general cleaning of steel, magnesium, and
aluminum after machining.
EXHIBIT CS-10
Emissions of Trichloroethylene
at Saab Aircraft
1 In 1991, the government of Sweden banned the
use of TRI after January 1, 1996.
DM d tUHamtrttm M praHMM «l»r itM.
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For the following processes, TRI vapor degreasing
is still used because, until now, Saab bas been
unable to identify alternatives:
Metal forming - to remove oils, grease, and
marking inks before beat treatment, and
lubricant oils after metal forming
Surface treatment - to remove contaminants
before metal coating
Penetrant flaw detection - to remove
contaminants tbat may hide a crack
General cleaning such as removal of corrosion
inhibiting compound before visual inspection of
components from subcontractors.
III. The Alternative Selection
Process
During TRI vapor degreasing elimination projects,
Saab found it necessary to address the following
questions in its search for alternatives:
Why do the parts need to be cleaned and is the
cleaning necessary?
What type of material are the parts composed
of?
What type of contamination is on the part
before cleaning?
What degree of cleanliness is required for the
part?
The most important question to asteyp, "Why do
the parts need to be cleaned?" In addition, one
must consider whether cleaning is necessary or can
be avoided through some process change. For
example, if a pan is treated with corrosion
inhibiting oil and needs to be cleaned, it may be
possible to treat the part with a dry protective
method instead of the oil. Thus cleaning can be
avoided. Some pretreatment processes (such as
pretreatment before adhesive bonding) will need to
be completely reevaluated if cleaning is to be
avoided.
Knowledge of the material composition of the part
to be cleaned is important in determining the
appropriate cleaning method to replace TRI vapor
degreasing, especially in the aircraft industry.
Certain materials, such as high strength steel, are
susceptible to hydrogen embrittlement from water-
based alkaline replacement cleaners. Hydrogen
embrittlement tests must be performed when using
this alternative. Other materials, such as
aluminum, are susceptible to etching when highly
alkaline solutions are used. Silicates can be added
to inhibit etching but may impede proper paint
and adhesive bonding.
Knowing the type of contaminant on the pan and
how much contamination needs to be removed are
important in the design of a TRI elimination
project A thick film of viscous drawing oil may
require an aliphatic hydrocarbon solvent for
removal. Different types of contaminants have
affinities for different surfaces and need to be
examined to identify the proper cleaning method
for removal.
Finally, the choice of a replacement cleaning
system for TRI vapor degreasing will depend on
the required degree of cleanliness. A method of
quantitatively determining the degree of cleanliness
will help eliminate alternatives that cannot meet
such specifications while helping to identify
possible alternatives early in the evaluation
process. This will inevitably reduce unnecessary
testing and save significant amounts of money. In
addition, such a quantitative cleanliness assessment
will be important in establishing process controls
for the new cleaning process. .
Example: Replacement of TRI in the Metal
Forming Shop - A Development Project at Saab
TRI vapoi at greasing is used to remove different
types of lubricating oils before heat treatment and
for general cleaning before the metal part is
further processed. The TRI vapor degreaser has
the following dimensions: length 4.5 m, width 1.2
m, and height 1.8 m. Approximately 300 square
meters of material are cleaned in the degreaser
daily. To determine which alternative cleaners to
use, Saab first examined the material composition
of the parts to be cleaned and the contamination
that was to be removed. Saab sent materials to its
laboratories to conduct tests to determine which
alternative cleaning methods could best replace
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TRI vapor degreasing. A screen was conducted to
determine suitable .contaminants to use in the
cleaning test. Different oils were tested in water-
based cleaners and the one with the worst
emulsifying properties was selected as the test
contaminant A drawing oil containing both
mineral and vegetable oil was determined suitable
for the cleaning tests. A stretch formed aluminum
part, AA 2024, was selected as the test part. The
following cleaning systems were tested for their
. ability to clean the aluminum pan:
trichloroethylene degreasing
water-based alkaline cleaning, silicated and non-
silicated
aliphatic petroleum hydrocarbon
limonene (some tests)
The cleaning tests were carried out using (1) newly
applied oil and (2) oil that was allowed to remain
on the pan for six weeks at room temperature.
Three different cleaning methods - dipping,
dipping with mechanical agitation, and dipping
witlTuUrasonic agitation - were tested using the
cleaners listed above.
A variety of methods were used to test the
cleanliness of the metal pan. These included
visual inspection, gravimetric testing, and heat
treatment. To quantify the degree of cleanliness,
a combustion method linked to an infrared
spectrometer was used.
As shown in Exhibit CS-11, the results
demonstrate that both water-based alkaline
cleaners and aliphatic hydrocarbons are suitable
alternatives to TRI vapor degreasing from a
quantitative" cleanliness point of view, it is,
however, necessary to use ultrasonic agitation when
using the water-based alkaline cleaners to achieve
the required cleaning standards. These results
from this investigation were used when Saab
specified the requirements for new cleaning
equipment.
EXHIBIT CS-11
Results of Saab Cleaning Tests
Cleaning Agent
Trichloroethylene
Alkaline Cleaner
dip
agitation
ultrasonic
Aliphatic Hydrocarbons:
dip ' '
agitation
ultrasonic .
Limonene:
dip
agitation
ultrasonic
Reference
Measured Residual
Carbon (tig/cm1)
Newly
Applied
Oil
0.3
50;51
0.4;0.8
05
0.2
0.6
0.7
244
Aged Oil
1.6
56; 146
0.2;0.3
2.3
1.6
29.1
1.0
238
IV. Environment, Health, and
Safety
The use of trichloroethylene has always caused
problems in the work environment. The
occupational exposure limit in Sweden for TRI is
10 ppm, a level that has been difficult to remain
below, the critical effect of TRI is neurotoxicity,
but carcinogenic and genotoxic potential are
factors that also must be taken into account.
The water-based alkaline *nd aliphatic
hydrocarbon products are not likely to create any
problems in the work place. The use of terpenes
such as d-limonene could eventually cause
problems as it is a minor skin sensitizer.
Saab attempts to choose an aliphatic hydrocarbon
product with a high flash point and a low vapor
pressure. This has two advantages; the need for
flameproof apparatus is avoided, and low emissions
to the air are achieved. Normally,-it is necessary
to install a condensing plant. With a large water-
based system (alkaline cleaner), it may be necessary
EPA/ICOLP Aircraft Maintenance Manual
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to use ultrafiltration for treating and recycling the
bath. In other cases, it can be very expensive to
send the bath for treatment and disposal at an off-
site facility. Ultrafiltration in these cases will also
minimize the quantity of chemical consumed. To
allow for effective treatment at a wastewater
treatment plant, care must be taken to ensure that
the tenside and complex binder in the alkaline
cleaner are biologically degradable.
Saab is evaluating a back-flow rinse water system
to minimize the amount of water consumed. To
achieve a totally closed rinse water system, it is
usually necessary to use reverse osmosis filters.
V. Conclusion
Saab Aircraft has reduced consumption and
emissions of trichloroethylene in its manufacturing
facilities without switching to chlorinated solvents
or volatile organic compounds (VOCs). This
strategy has afforded environmental benefits and
created a safer workplace. Saab's experience has
shown that it is possible to reduce TRI emissions
even further with cleaning technologies that are
not harmful to human health or the environment.
These pilot projects have expanded Saab's
understanding of other cleaning processes and
their significance for safe and efficient
manufacturing.
VI. For Further Information
Kenth Algotsson
Environmental Protection Manager
- or -
Peter Norman
Surface Treatment Engineer
Materials and Process Technology
SAAB-SCAN1A AB
Saab Aircraft
S-581 88 Linkoping
Sweden
Tel: +46-13-180-000
Fax: +46-13-181-802
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CASE STUDY #7:
AN ALTERNATIVE TO
PATCH TEST FOR
DETERMINING
HYDRAULIC FLUID
CONTAMINATION
LEVELS
I. Summary
Four U.S. Navy intermediate maintenance-level
facilities have instituted the use of electronic
panicle counters in lieu of the traditional patch
test method to determine contamination levels of
aircraft hydraulic fluid.
II. Introduction
During normal operations, aircraft hydraulic
systems may become contaminated with metallic
and nonmetallic particles resulting from internal
wear, failure of system components, or incorrect
maintenance and servicing operations. Excess
concentration of these panicles could result in
failure of the hydraulic system. Regular testing is
required to insure that contamination levels
remain within acceptable limits.
Contamination testing has traditionally been
performed using what is known in the Held as the
"patch test." In this procedure, hydraulic fluid is
drawn from the system, diluted to a known volume
with an approved solvent, and passed through a
test filter membrane of known porosity. All
paniculate matter in excess of a size determined by
the filter characteristics is retained on the surface
of the membrane. This causes the membrane to
discolor by an amount proportional to the
paniculate level of the fluid sample.
Solvents currently used as diluting agents are CFC-
113, MCF, and a petroleum distillate defined by
U.S. federal specification PD-680, Type II. CFC-
113 is generally the preferred solvent for these
maintenance activities because its complete and
rapid evaporation allows for quick sample readings.
Elimination of ozone-depleting substances will
leave PD-680, Type II as the only approved solvent
for use in patch tests. While PD-680 offers an
acceptable temporary alternative, it is not a
permanent solution. Problems associated with
using PD-680, Type II in the patch test include
increased drying time, use of inaccurate color
standards, and subjective interpretation of those
standards. The end result is a time consuming and
sometimes inaccurate testing procedure for
hydraulic fluid contamination.
Through a U.S. Navy-funded effort to eliminate
the use of ozone-depleting substances, and in
conjunction with the Navy's Reverse Engineering
Program (a hands-on effort to help field activities
comply with rapidly changing environmental
regulations), electronic panicle counters have been
introduced at four prototype sites to eliminate the
need for CFC-113 patch tests.
III. The Alternative Selection
Process
The goals of the hydraulic fluid contamination
testing project were to eliminate the need for the
use of ozone-depleting substances; and to reduce
the need for the patch test. Subtasks of the
project included reviewing the sampling frequency
requirements, evaluating field replacements for the
patch test, investigating,alternative solvents, and
testing the most promising candidates in the field.
Electronic panicle counting has long been
approved as a means of determining contamination
levels in hydraulic systems (NAVAIR 01-1A-17
Aviation Hydraulics Manual), but has been a depot
maintenance-level practice due, in part, to the cost
and complexity of the equipment. Bench-top and
portable panicle counting equipment was
evaluated with the goal of finding an inexpensive,
portable unit suitable for deployment.
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After investigation it was determined that none of
the portable units were suitable for prototype at
field activities. Although rather costly, the HIAC
Model 8011 benchtop particle counter appeared to
be the best alternative. After a successful two
week initial prototype aboard the U.S. Navy vessel
the USS Theodore Roosevelt, four of the units
were procured for prototype at four sites: NAS
Miramar, NAS Cecil Field, NAS Oceana, and USS
Theodore Roosevelt. The total cost for the units
was $71,000.
After several months in the prototype stage, the
results are extremely positive. The sample
turnaround time has proven to be well within
requirements to maintain fleet readiness. The
correlation between patch test results and panicle
counter results has also been acceptable. The
mechanics using the equipment are satisfied with
its operation and prefer its use to the patch test
The USS Theodore Roosevelt switched entirely to
use of the panicle counter during its 1993 six-
month cruise.
Current efforts continue toward evaluating
portable panicle counters and alternative solvents
for the patch test due to the cost of the benchtop
particle counting units.
reduced hazardous waste generation and has
eliminated a need for ozone-depleting substances
at intermediate maintenance activities. Although
the alternative requires an initial investment, it
yields continuous savings in hazardous waste
generation and hazardous material procurement.
More importantly, it allows the U.S. Navy to
continue to meet mission requirements without the
requirement for an ozone-depleting material in
hydraulic fluid testing.
VI. For Further Information
Commanding Officer
Code 342/345 (Piner/Fennell)
Naval Aviation Depot
PSC Box 8021
Cherry Point, NC 28533-0021
Tel: (919)466-7396
Commanding Officer
Naval Aviation Depot
Code 97830 (Attn: Ethel Arlington)
1126 Pocahontas St.
Norfolk, VA 23511-2195
Tel: (804)445-8818
IV. Environment, Health, and
Safety
The use of the particle counters has completely
eliminated the need for CFC-113 in the hydraulic
shops. This is significant because, while CFC-113
was available, mechanics found numerous
additional uses for it. Now that CFC-113 is no
longer a requiremen' f
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CASE STUDY #8:
REDUCTION OF OZONE-
DEPLETING SOLVENT
USE AT BRITISH
AIRWAYS
I. Summary
In 1989, British Airways recognized that, while
alternatives to ozone-depleting solvents are being
investigated and tested, simple measures could be
taken to significantly reduce the consumption of
ozone-depleting solvents. These measures are not
a solution to the problem, but are an effort to
reduce the magnitude of the problem quickly and
efficiently while potential solutions are evaluated.
Through the use of "good housekeeping" and
control of solvent usage, British Airways was able
to reduce its consumption of CFC-113 by nearly 50
percent in three years. This success has allowed
British Airways engineers to more precisely focus
their efforts for identifying alternative cleaning
techniques onto the more difficult applications.
II. Introduction
As of 1989, the phaseout dates for the elimination
of ozone-depleting solvents (CFC-113 and methyl
chloroform) were in the late. 1990s, and therefore
did not pose an immediate problem. The use of
these solvents was widespread and common in
aircraft maintenance practices at the time.
However, concern for the environment prompted
British Airways to evaluate the use of these
substances and minimize their consumption as a
prelude to eventual replacement with nonozone-
depleting alternatives. Initial efforts were directed
at the use of CFC-113 as this has the highest
ozone-depletion potential (ODP) of all solvents
used by British Airways. This case study details
the activities undertaken to substantially reduce
CFC-113 usage.
British Airways Engineering is a large organization
with over 10,000 employees at its two major
engineering bases: London Heathrow and London
Gatwick. The range of activities at these bases
covers minor and major aircraft maintenance and
component overhaul. Aircraft types maintained
are BAe Concorde, Boeing 737, Boeing 757,
Boeing 767, Boeing 747, McDonnell Douglas DC-
10, Lockheed L-lpll, and Airbus A320.. The
component overhaul workshops are responsible for
landing gear, hydraulics pneumatics, environmental
systems, avionics, engines, and other minor
components.
III. The Alternative
Selection Process
The British Airways solvent reduction program did
not involve the selection of an alternative cleaning
process, but rather the characterization and
evaluation of existing solvent usage. The first task
undertaken was to identify the location and
applications in which CFC-113 was being used at
British Airways. This was accomplished by touring
the workshops and questioning the supervisors and
shop-floor personnel about applications and
quantities used. It soon became clear that,
although CFC-113 was thought of as a safe
material in regards to worker exposure and
component compatibility, there was. little
consideration given to consumption levels and the
environmental effects of CFC-113. Annual usage
was about 24,000 liters. :
At the time of the survey, the major users of CFC-
113 were (not in order of consumption): avionics,
engines, environmental systems, hydraulics, and
pneumai.-ts There were other minor users, but it
was decided to concentrate on the major users as
this would bring about the greatest reduction in
the shortest time. Early in 1990, two work areas
were selected for solvent reduction trials: avionics
and hydraulics. The supervisors in both areas were
anxious to see the use of CFC-113 significantly
reduced.
In the avionics area, all practices using CFC-113 in
benchtop applications were discouraged, and
isopropyl alcohol was often used as a direct
substitute. This use was further discouraged
EPA/ICOLP Aircraft Maintenance Manual
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because suitable alternatives such as watch cleaning
solution were already available for small
mechanical component cleaning. In addition to
benchtop applications in the avionics workshops,
there ~ is also a large ultrasonic liquid/vapor
degreasing unit in use. At the time of the trial, no
individual was directly responsible for the
operation and maintenance of this unit.
Consequently, the unit was often used in an
inefficient and wasteful manner. As pan of the
.trial, one of the workshop foremen took
responsibility for the .plant and access to the area
was restricted to capable personnel only. These
measures focused the attention of the shop
personnel on the importance of reducing the usage
of CFC-113. As a result, usage has fallen
significantly over the last three years, and increased
worker awareness has aided in the testing of
substitute materials.
The hydraulics workshops used CFC-113 in bench
cleaning applications and in numerous small, open-.
top ultrasonic tanks. A small liquid/vapor unit was
used for precision cleaning of valve components.
In all cases, there was no control over access or
use. CFC-113 usage in these applications was at
the time very wasteful, as most solvent was used
only once and then put in a barret for recovery.
Initial measures instituted were designed to reduce
the number of open-top units used and to
eliminate benchtop cleaning using CFC-113.
Where possible, white spirit (stoddard solvent) was
immediately substituted for the CFCr113. Access
to CFC-113 was restricted on a "need-to-use" basis
instead of the previous "easy-to-use" basis. Later
in 1990, British Airways decided to replace all of
the open-top ultrasonic cleaners with two low-
emission liquid/vapor units. The liquid/vapor units
are suitable for conversion to trichloroethylene to
allow for the complete elimination of CFC-113.
As a resarWoTthese efforts, CFC-113 usage in the
hydraulics workshops has fallen greatly over the
past three years.
IV. Environment,
Health, And Safety
The British Airways solvent use reduction effort
has no negative impacts on the environment,
health, and/or safety. All of the effects are positive
and are a result of the decreased quantity of CFC-
113 consumed. As cleaning alternatives are
identified and implemented, environment, health,
and safety issues will be evaluated on a case-by-
case basis by British Airways.
V. Conclusion
As a result of these successful trials, the same
types of usage control measures described above
were applied to other areas where CFC-113 was
used. In general, the results have been very good
and usage has fallen dramatically. Through its
solvent reduction program, British Airways has
significantly cut its usage of CFC-113 by gaining
more control over its use and eliminating its use in
applications for which it was not intended. The
following is a summary of the reductions achieved:
Fiscal Year
1989/1990
1990/1991
1991/1992
CFC-113 Usage
(liters!
23,895
19,489
12,343
Percent
Reduction
18.4
48.0
A major benefit of the solvent usage reduction
measures undertaken has been to highlight
applications where replacement is not
straightforward. This has helped to direct British
Airways' efforts towards finding substitutes in these
more difficult applications.
VI. For Further
Information
Mr. Tim Jones
Engineer
Materials, Processes, and Environment
British Airways
N210 TBAS429
P.O. Box 10
Heathrow Airport
TW62JA
United Kingdom
Tel: 44-81-562-3230
Fax: 44-81-562-5403
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References
Andersen, Stephen O. 1991. U.S. Regulation and Cooperation to Phase Out Ozone-Depleting Substances.
Aviall. 1991. Aviation Products Catalog.
Boeing Commercial Aircraft. Ongoing revisions. Boeing 747 Maintenance Manual.
Boeing Commercial Aircraft. Ongoing revisions. Boeing 767 Maintenance Manual.
Boeing Commercial Aircraft. Rev. 1989. Certification Testing of Airplane Maintenance Materials, Document
No. D6-17487.
Continental Airlines. Ongoing revisions. Continental Cleaning Shop Process Chart.
Delta Airlines. Ongoing revisions. Cleaning. Delta Airlines Process Standard.
Douglas Aircraft Company. 1988. Customer Service Document Number 1.
Douglas Aircraft Company. Ongoing revisions. DC-9 Maintenance Manual.
Douglas Aircraft Company. Ongoing Revisions. DC-10 Maintenance Manual.
Douglas Aircraft Company . Ongoing revisions. MD-11 Maintenance Manual.
Douglas Aircraft Company . Ongoing revisions. MD-80 Maintenance Manual.
General Electric Aircraft Engines. Ongoing revisions. CF6-80C2 Engine Manual
General Electric Aircraft Engines. Ongoing revisions. General Electric Commercial Engine Standard Practices
Manual.
Harris, Margaret. 1988. In-House Solvent Reclamation Efforts in Air Force Maintenance Operations.
JAPCA, Volume 38. pages 1180-3.
Lockheed Aircraft Engines. Ongoing revisions. L-1011 TriStar Maintenance Manual. '
Killings Jr.. Kenneth W. 1991. Replacement of Hazardous Solvents with a Citrus Based Cleaner for Hand
Cleaning Pr^i to Painting and Structural Bonding. Boeing Waste Reduction.
Rolls-Royce pic. Ongoing revisions. Engine Overhaul Processes Manual, TSD 594.
Penetone Corporation. Citrikleen Product Description and Material Safety Data Sheet.
United Nations Environment Programme. 1991. Solvents, Coatings, andAdhesives Technical Options Report.
U.S. EPA/ICOLP. 1991. Alternatives for CFC-113 and Methyl Chloroform in Metal Cleaning.
U.S. EPA/ICOLP. 1991. Eliminating CFC-113 and Methyl Chloroform in Precision Cleaning Operations.
EPA/ICOLP Aircraft Maintenance Manual * *
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Weitman, Henry J. and T. L. Phillips. 1992. Environmentally Compliant Wipe Solvent Development. SAE
Technical Paper Series 921957.
Weltman, Hemy J. and S. P. Evanoff. 1991. Replacement of Halogenated Solvent Degreasing with Aqueous
Immersion Cleaners. Proceedings of the 46th Industrial Waste Conference, Lewis Publishing Co., Chelsea,
Michigan.
Zavodjancik, John. 1992. Aerospace Manufacturer's Program Focuses on Replacing Vapor Degreasers.
Plating and Surface Finishing, Volume 79. pages 26 and 28.
* * EPA/ICOLP Aircraft Maintenance Manual *
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List of Vendors for CFC-113 and Methyl Chloroform
Solvent Cleaning Substitutes*
Aqueous Cleaners
Ardrox
16961 Knott Avenue
LaMirada, CA 90638
Tel: (714)739-2821
Brent Europe Ltd.
IVER
Bucks 5L09JJ
United Kingdom
Tel: 0753-630200
Brulin Corporation
2920 Dr. Andrew J. Brown. Ave.
PO Box 270
Indianapolis, IN 46206
Tel: (317) 923-3211
Colgate-Palmolive
300 Park Avenue
New York, NY
Dow Chemical Co.
Advanced Cleaning Systems
2020 Dow Center, Lab 9
Midland, MI 48674
Tel: (517) 636-1000
Diversey Ltd. .
Weston Favell Centre
Northampton
NN3 4PD
United Kingdom
Tel: 0604405311
DuBois Chemicals, Inc.
511 Walnut Street
Cincinnati, OH 45202
Tel: (513)762-6839
Freemont Industries, Inc.
Valley Industrial Park
Shakopee, MN 55379
Tel: (612) 445-4121 .
Hubbard-Hall, In&
P.O. Box 790
Waterbury, CT 06725
Tel: 203-754-2171
ICI PLC
Cleaning Technology Business
P.O. Box 19
Weston Point
Runcorn Cheshire
WA7 4LW
United Kingdom
Tel: 0728514444
International Chemical Company
2628-T N. MascherSt.
Philadelphia, PA
Intex Products Co.
P.O. Box 6648
Greenville, SC 29606
Tel: (803)242-6152
Modem Chemical Inc.
P.O. Box 368
Jacksonville, AR 72076
Tel: (501) 988-1311
Fax: (501)682-7691
McGean-Ronco, Inc.
Cee-Bee Division
9520 East Ceebee Dr.
P.O. Box 7000
Downey, CA 90241-7000
Tel: (310)803-4311
Fax: (310) 803-6701
* This is not an exhaustive list of vendors. For more names check the Thomas Register. Vendors can be
cited in subsequent editions of this document by sending information to ICOLP. ICOLP's address is provided
in Appendix A. Listing is for information purposes only, and does not constitute any vendor endorsement by
EPA or ICOLP, either express or implied, of any product or service offered by such entity.
EPA/ICOLP Aircraft Maintenance Manual
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Oakite Ltd.
West Carr Rd.
Retford
Notts
DH22 75N
United Kingdom
Tel: 0777-704191
Oakite Products, Inc.
SO Valley Road
Berkeley Heights, NJ 07922
Tel: (201)464-6900
Pacific Chemical International
610 Loretta Dr.
Laguna Beach, CA 92651
Parker-Amchem
32100 Stephenson Highway
Madison Heights, MI 48071
Tel: (313)583-9300
Proctor & Gamble Co.
1 Proctor & Gamble Plaza
Cincinnati, OH
Qual Tech Enterprises, Inc.
1485 Bayshore Blvd.
San Francisco, CA 94124
Tel: (415)467-7887
Fax: (415)467-7092
Turco Ltd.
Brunei Rd.
Earlstress ind. Est.
Corby
Northants
NN17 2JW
United Kingdom
Tel:l( 0536-63536
W.R. Grace & Co.
55 Hayden Avenue
Lexington, MA 02173
Tel: (617)861-6600
Zip-Chem Products
1860 Dobbin Dr.
San Jose, CA 95133
Tel: (408) 729-0291
Fax: (408) 272-8062
3-D Inc.
2053 Plaza Drive
Benton Harbor, MI 49022
Tel: (800)272-5326
Aqueous Cleaning Equipment
American Metal Wash
360 Euclid Avenue
PO. Box 265
Canonsburg, PA 15317
Tel: (412)746-4203
Fax: (412)746-5738
Bowden Industries
1004 Oster Drive NW
Huntsville, AL 35816
Tel: (205)533-3700
Fax: (205)539-7917
Branson Ultrasonics Corp.
41 Eagle Road
Danbury, CT 06813-1961
Tel: (203)796-0400
Care Ultrasonics
Unit 4
Poole Hall Industrial Est.
Eliesmere Port
South Wirral
L66 1 ST
United Kingdom
Tel: 051 356 4013
Crest Ultrasonics Corp.
Scotch Rd.
Mercer County Airport
P.O. Box 7266
Trenton, NJ 08628
Tel: (609) 883-4000
Electrovert Corp.
4330 Beltway Place
Suite 350
Arlington, TX 76017
Tel: (817)468-5171
EPA/ICOLP Aircraft Maintenance Manual *
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Finnsonic Oy
Parikankatu 8
SF-15170 Lahti
Finland
Tel: 358 18 7520 330
Fax: 35818752005
FMT Machine & Tool, Inc.
1950 Industrial Dr.
Findlay, OH 45840
Fax: (419)422-0072
Graymills
3705 N. Lincoln Ave.
Chicago, IL 60613
Tel: (312)268-6825
Jensen Fabricating Engineers
P.O Box 362
East Berlin, CT 06023
Tel: (203)828-6516
J. M. Ney Company
Neytech Division'
Blooihfield, CT 06002
Tel: (203)342-2281
Fax: (203)242-5688
Lewis Corporation
102 Willenbrock Rd.
Oxford, CT 06478
Fax: (203) 264-3102
Marr Engineering, Ltd.
22 Globe Rd.
Leeds
LS11 SQL
United Kingdom
Tel: 0532-459144
Ransohoff Co.
N. 5th at Ford Blvd.
Hamilton, OH 45011
Fax: (513)863-8908
Rinco Ultrasonics (G.B.) Ltd.
20 Stadium Court
Bardot Hall Industrial Est.
Rotherham
South Yorkshire
562 6EW
United Kingdom
Tel: 0707 836521
Stocking Inc.,
502 Highway 67
PO Box 127
Kiel, WI 53042
Tel: (414)894-2293
Fax: (414)894-7029
Ultraseal International, Ltd.
Centurion House
Roman Way
Coleshill
Birmingham B46 1HQ
United Kingdom
Tel: 0675-467000
Unique Industries
11544 Sheldon St.
P.O. Box 1278
Sun Valley, CA 91353
Tel: (213)875-3810
Alternative Solvents
Allied-Signal
PO Box 1139 R
Morristown, NJ 07960
Tel: (201)455-4848
Fax: (201)455-2745
Arco Chemical Company
3801 West Chester Pike
Newton Square, PA 19073
Arrow Chemicals, Ltd.
Stanhope Rd.
Swadiincote
Burton-on-Trent
DE11 9BE
United Kingdom
Tel: 0283-221044
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Daikin Industries, Ltd.
Chemical Division.
1-1 Nishi Hitotsuya
Settsu-Shi, Osaka 566
Japan
Tel: 81-6-349-5331
Dow Chemical
Advanced Cleaning Systems
2020 Dow Center, Lab 9
Midland, MI 48674
Tel: (517) 636-1000
Dow Chemical Co., Ltd.
Lakeside House
Stockley Park
Uxbridge
Middlesex UB11 1BE
United Kingdom
Tel: 081-8485400
DuPont Chemicals
Customer Service
B-15305
Wilmington, DE 19898
Tel^ 1-800-441-9450
Exxon Chemical Company
P.O. Box 3272
Houston, TX 77001
Tel: (800)231-6633
GAP Chemicals Corporation
1361 Alps Rd.
Wayne, NJ 07470
Tel: (201) 628-3847
ICI Americas Inc.
P.O. Box 751
Wilmington, DE 19897
Tel: (302; £:* 4469
ICI Ltd.
Solvents Marketing Dept.
P.O. Box 18
Weston Point
Runcorn Cheshire
WA7 4LW
United Kingdom
Tel: 0728514444
Multiset Ltd. ' '
48A King SL
Knutsford
Cheshire
WA16 6DX
United Kingdom
Tel: 0565-755434
Samuel Banner & Co.
54/61 Sandhills Lane
Liverpool
L59XL
United Kingdom
Tel: 0519227871
Zip-Chem Products
1860 Dobbin Dr.
San Jose, CA 95133
Tel: (408)729-0291
Fax: (408)272-8062
Semi-Aqueous Cleaners
Dow Chemical Co,
Advanced Cleaning Systems
2020 Dow Center, Lab 9
Midland, Ml 48674
Tel: (517) 636-1000
Oil Technics
88 Sinclair Rd.
Tony
Aberdeen
AB1 3PN
United Kingdom
Tel: 0224248220
Orange-Sol Inc.
Dennis Weinhold
P.o!'Box306
Chandler, AZ 85244
(602) 497-8822
Petroferm
5400 East Coast Highway
Fernandina Beach, FL 32034
Tel: (904) 261-8286
Fax: (904) 261-6994
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Turco Ltd.
Brunei Rd.
Earlstress Ind. Est.
Corby
Northants
NN17 2JW
United Kingdom
Tel: 0536-63536
Union Camp
P.O; Box 37617
Jacksonville, Fl 32236
Tel: (904) 783-2180
Zip-Chem Products
1860 Dobbin Dr.
San Jose, CA 95133
Tel: (408)729-0291
Fax: (408)272-8062
Semi-Aqueous Cleaning Equipment
Care Ultrasonics
Unit 4
Poole Hall Industrial Est.
Ellesmere Port
South Wirral L66 1 ST
United Kingdom
Tel: 051 356 4013
Crest Ultrasonics Corp.
P.O. Box 7266
Scotch Road
Mercer County Airport
Trenton, NJ 08628
Tel: (609)883-4000
Detrex Corporation
P.O. Box 569
401 Emmett Ave.
Bowling Green, KY 42102
Tel: (502)782-1511
Electrovert Corp.
4330 Beltway Place
Suite 350
Arlington, TX 76017
Tel: (817) 468-5171
Golden Technologies Company, Inc.
Biochem Systems Division
15000 W. 6th Avenue
Suite 202
Golden, CO 80401
Tel: (303)277-6577
Fax: (303)277-6550
Man Engineering, Ltd.
22 Globe. Rd.
Leeds
L5115QL
United Kingdom
Tel: 0532-459144
Penetone Corporation
74 Hudson Avenue
Tenafly,NJ 07670
Tel: (201)567-3000
Rinco Ultrasonics (G.B.) Ltd.
20 Stadium Court
Bardot Hall Industrial Est
Rotherham South Yorkshire
562 6EW
United Kingdom
Tel: 0707836521
Ultraseal International, Ltd.
Centurion House
Roman Way
Coleshill
Birhmingham
B46 1HQ
United Kingdom
Tel: 0675-467000
Alcohol Cleaning Equipment
Electronic Control Design
13626 South Freeman Road
Milwaukie, OR 97222-8825
Tel: (503) 829-9108
Fax: (503)659-4422
Herbert Streckfus GmbH
Elektronik-Sondermaschinenbau
7814 Eggenstein 1
Kruppstrabe 10
Germany
Tel: (0721)70222-24
Fax: (0721) 785966
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KLN UltraschaU GmbH
Siegfriedstr. 124
D-6148 Heppenheim
Germany
Tel: 6252/14-0
Teletex: 625290
Fax: 6262/14-277
Streckfuss USA, Inc.
3829 W. Conflans
P.O. Box 153609
Irving, TX 75015-3409
Tel: (214)790-1614
Other
Duetr Industries, Inc.
Finishing Systems
40600 Plymouth Rd.
P.O. Box 2129
Plymouth, MI 48170-4297
Tel: (313) 459-6800
Fax: (313) 459-5837
Octagon Process, Inc.
725 River Rd.
Edgewater, NJ 07020
Pennwalt Corp.
Three Parkway
Philadelphia, PA 19102
Westco Chemicals
11312 Hartlands St.
North Hollywood, CA 91605
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GLOSSARY
Acute toxicity - The short-term toxicity of a product in a single dose. Can be divided into oral, cutaneous and
respiratory toxicities.
Adsorption - Not to be confused with absorption. Adsorption is a surface phenomenon whereby products
form a physicochemical bond with many substances.
Alcohols - A series of hydrocarbon derivatives with at least one hydrogen atom replaced by an -OH group.
The simplest alcohols (methanol, ethanol, n-propanol, and isopropanol) are good solvents for some organic
soils, notably rosin, but are flammable and can form explosive mixtures with air: their use requires caution
and well-designed equipment.
Aqueous cleaning -- Cleaning parts with water to which may be added suitable detergents, saponifiers or other
additives.
Azeotrope - A mixture of chemicals is azeotropic if the vapor composition is identical to that of the liquid
phase. This means that the distillate of an azeotrope is theoretically identical to the solvents from which it
is distilled. In practice, the presence of contaminants in the solvent slightly upsets the azeotropy.
Batch cleaning - Processes in which the parts must be loaded onto and unloaded from the cleaning equipment
for each cleaning cycle.
Biodegradable - Products in wastewater are classed as biodegradable if they can be easily broken down or
digested by, for example, sewage treatment.
Blasting - The process of removing soils by directing a high pressure spray of a given media at surface to be
cleaned. Used primarily to remove scale, corrosion, and carbon deposits.
Builders -- The alkaline salts in aqueous cleaners. Most aqueous cleaners contain two or more builders.
CFC An abbreviation for chlorofluorocarbon.
CFC-113 - A common designation for the most popular CFC solvent, l,l,2-trichloro-l,2,2-trifluoroethane,
with an ODP of approximately 0.8.
Chlorofluorocarbon -- An organic chemical composed of chlorine, fluorine and cabon atoms, usually
characterized by high stability contributing to a high ODP.
Chronic toxicity - The long-term toxicity of a product in small, repeated doses. Chronic toxicity can often
take many years to determine.
COD - An abbreviation for chemical oxygen demand.
Composite materials - Graphite/epoxy, kevlar, and kevlar/graphite composite materials are used on certain
flight control surfaces due to their high strength, high stiffness, and low density characteristics.
Corrosion inhibitor ~ A constituent of many water-based cleaner formulations which helps to reduce the risk
of corrosion of pans.
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Detergent - A product designed to render, for example, oils and greases soluble in water, usually made from
synthetic surfactants.
Fatty acids -- The principal pan of many vegetable and animal oils and greases, also known as carboxylic acids
which embrace a wider definition. These are common contaminants for which solvents are used in their
removal. They are also used to activate fluxes.
Flight control surfaces - The primary flight control surfaces of the airplane are the inboard and outboard
ailerons, the elevators, and the rudder. The secondary flight controls are the spoiler/speedbrakes, the
horizontal stabilizer, and the leading edge and trailing edge flaps.
Fluorescent penetrant inspection -- The process of using a fluorescent penetrant and ultraviolet light to
examine a pan for small cracks. The surface must be thoroughly cleaned prior to inspection for the process
.to be effective.
Greenhouse effect - A thermodynamic effect whereby energy absorbed at the earth's surface, which is normally
able to radiate back out to space in the form of long-wave infrared radiation, is retained by gases in the
atmosphere, causing a rise in temperature. The gases in question are partially natural, but man-made pollution
is thought to increasingly contribute to the effect. The same CFCs that cause ozone depletion are known to
be "greenhouse gases", with a single CFC molecule having the same estimated effect as 10,000 carbon dioxide
molecules.
HCFC - An abbreviation for hydrochlorofluorocarbon.
HFC - An abbreviation for hydrofluorocarbon.
Hydrocarbon/surfactant blend - A mixture of low-volatile hydrocarbon solvents with surfactants, allowing the
use of a two-phase cleaning .process. The first phase is solvent cleaning in the blend and the second phase is
water cleaning to remove the residues of the blend and any other water-soluble soils. The surfactant ensures
the water-solubility of the otherwise insoluble hydrocarbon. Terpenes and other hydrocarbons are often used
in this application.
Hydrochlorofluorocarbon ~ An organic chemical composed of hydrogen, chlorine, fluorine and carbon atoms.
These chemicals are less stable than pure CFCs, thereby having generally lower ODPs.
In-line cleaning --. Processes in which pans are being continuously cleaned. In-line equipment is usually highly
automated.
Metal cleaning - General cleaning or degreasing of metallic components or assemblies, without specific quality
requirements or with low ones.
Methyl chloroform -- See 1,1.1-trichloroethane.
OOP - An abbreviation for ozone depletion potential.
Organic solvents - Ketones, alcohols, esters, etc. Used often in aircraft cleaning.
Ozone -- A gas formed when oxygen is ionized by, for example, the action of ultraviolet light or a strong
electric field. It has the property of blocking the passage of dangerous wavelengths of ultraviolet light.
Whereas it is a desirable gas in the stratosphere, it is toxic to living organisms at ground level (see volatile
organic compound).
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Ozone depletion - Accelerated chemical destruction of the stratospheric ozone layer by the presence of
substances produced, for the most part, by human activities, lie most depleting species for the ozone layer
are the chlorine and bromine free radicals generated from relatively stable chlorinated, fluorinated, and
brominated products by ultraviolet radiation.
Ozone depletion potential - A relative index indicating the extent to which a chemical product may cause
ozone depletion. The reference level of 1 is the potential of CFC-11 and CFC-12 to cause ozone depletion.
If a product has an ozone depletion potential of 0.5, a given weight of the product in the atmosphere would,
in time, deplete half the ozone that the same weight of CFC-11 would deplete. The ozone depletion potentials
are calculated from mathematical models which take into account factors such as the stability of the product,
the rate of diffusion, the quantity of depleting atoms per molecule, and the effect of ultraviolet light and other
radiation on the molecules. '
Ozone layer - A layer in the stratosphere, at an altitude of approximately 10-50 km, where a relatively strong
concentration of ozone shields the earth from excessive ultraviolet radiation.
Perfluorocarbons (PFCs) - A group of synthetically produced compounds in which the hydrogen atoms of
hydrocarbon are replaced with fluorine atoms. The compounds are characterized by extreme stability, non-
flammabiliry, low toricity, zero ozone depleting potential, but high global warming potential.
POTW -- Publicly Owned Treatment Works.
SAE/AMS - Society of Automotive Engineers/Aircraft Maintenance Standards.
Sapohifier - A chemical designed to react with organic fatty acids, such as rosin, some oils and greases etc.,
in order to form a water-soluble soap. This is a solvent-free method of deQuxing and degreasing many parts.
Saponifiers are usually alkaline and may be mineral (based on sodium hydroxide or potassium hydroxide) or
organic (based on water solutions of monoethanolamine).
Semi-aqueous cleaning -- Cleaning with a nonwater-based cleaner, followed by a water rinse.
Solvent - Although not a strictly correct definition, in this context a product (aqueous or organic) designed
to clean a component or assembly by dissolving the contaminants present on its surface.
Surfactant -- A product designed to reduce the surface tension of water. Also referred to as tensio-active
agents/tensides. Detergents are made up principally from surfactants.
Terpene - Any of many homocyclic hydrocarbons with the empirical formula C10H16; characteristic odor.
Turpentine is mainly a mixture of terpenes. See hydrocarbon/surfactant blends.
Volatile ur^aic compound (VOC) - These are constituents that will evaporate at their temperature of use
and which, by a photochemical reaction, will cause atmospheric oxygen to be converted into potential smog-
promoting tropospheric ozone under favorable climatic conditions.
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APPENDIX A
INDUSTRY COOPERATIVE
FOR OZONE LAYER PROTECTION
The Industry Cooperative for Ozone Layer
Protection (ICOLP) was formed by a group of
industries to protect the ozone layer. The primary
role of ICOLP is to coordinate the exchange of
nonproprietary information on alternative
technologies, substances, and processes to
eliminate ozone-depleting solvents. By working
closely with solvent users, suppliers, and other
interested organizations worldwide, ICOLP seeks
the widest and most effective dissemination of
information harnessed through its member
companies and other sources.
ICOLP corporate, affiliate,
associate members include:
and
AT&T
Boeing Corporation
British Aerospace
Compaq Computer Corporation
Digital Equipment Corporation
Ford Motor Company
Hitachi Limited
Honeywell
IBM
Matsushita Electric Industrial
Mitsubishi Electric Corporation
Motorola
Northern Telecom
Texas Instruments
Toshiba Corporation
In addition, ICOLP has a number of industry
association and government organization affiliates.
Industry association affiliates include American
Electronics Association (AEA), Association Pour
la Research et Development des Methodes et
Processus Industriels, Electronic Industries
Association, Halogenated Solvents Industry
Alliance, Japan Electrical Manufacturers
Association, and Korea Specialty Chemical
Industry Association. Government organization
affiliates include the City of Irvine (California), the
Russian Institute of Applied Chemistry, the
Swedish Environmental Protection Agency, the
U.S. Air Force, and the U.S. Environmental
Protection Agency (EPA). Other organization
affiliates are the Center for Global Change
(University of Maryland), Industrial Technology
Research Institute of Taiwan, Korea Anti-Pollution
Movement Association, National Academy of
Engineering, and Research Triangle Institute. The
American Electronics Association, the Electronic
Industries Association, the Japan Electrical
Manufacturers Association, the Swedish National
Environmental Protection Agency, the U.S. EPA,
the U.S. Air Force, and the U.S.S.R. State Institute
of Applied Chemistry have signed formal
. Memorandums of Understanding with ICOLP.
ICOLP will work with the U.S. EPA to
disseminate information on technically feasible,
cj:-' effective, and environmentally sound
alternatives for ozone-depleting solvents.
ICOLP is also working with the National Academy
of Engineering to hold a series of workshops to
identify promising research directions and to make
most efficient use of research funding.
The goals of ICOLP are to:
Encourage the prompt adoption of safe,
environmentally acceptable, nonproprietary
alternative substances, processes, and
EPA/ICOLP Aircraft Maintenance Manual
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A-2 t .
technologies to replace current ozone-depleting
solvents
Act as an international clearinghouse for
information on alternatives
Work with existing private, national, and
international trade groups, organizations, and
government bodies to develop the most efficient
means of creating, gathering, and distributing
information on alternatives.
One example of ICOLP's activities is the
development and support of an alternative
technologies electronic database "OZONET."
OZONET is accessible worldwide through the
United Nations Environment Programme (UNEP)
database "OZONACT1ON," and has relevant
information on the alternatives to ozone-depleting
solvents. OZONET not only contains technical
publications, conference papers, and reports on the
most recent developments of alternatives to the
current uses of ozone-depleting solvents, but it also
contains:
* Information on the health, safety, and
environmental effects of alternative chemicals
and processes
Information supplied by companies developing
alternative chemicals and technologies
Names, addresses, and telephone numbers for
technical experts, government . contacts,
institutions and associations, and other key
contributors to the selection of alternatives
Dates and places of forthcoming conferences,
seminars, and workshops
Legislation that has been enacted or is in place
internationally, nationally, and locally.
Information about 1COLP can be obtained from:
Mr. Andrew Mastrandonas
ICOLP
2000 L Street, N.W.
Suite 710
Washington, D.C. 20036
Tel: (202) 737-1419
Fax: (202) 296-7442
EPA/ICOLP Aircraft Maintenance Manual * *
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Appendix B
Sites Visited by Committee Members
In preparing this manual, members of the technical committee visited aircraft maintenance and manufacturing
facilities in Denmark, Germany, Sweden, United Kingdom, and the United States. Committee members
investigated phaseout efforts and observed processes in which CFC-113 and MCF are still being used, as well
as those in which they have been phased OUL The committee thanks the following facilities and their
representatives for hosting site visits:
Facility
American Airlines Maintenance Base
British Airways Maintenance Base
Continental Airlines Maintenance Base
Delta Air Lines Maintenance Base
Lufthansa German Airlines Maintenance Base
Kelly Air Force Base
Lockheed Fort Worth Company (formerly General
Dynamics - Fort Worth Division) F-16
Manufacturing Facility
McDonnell-Douglas Aircraft Manufacturing
Northwest Airlines Maintenance Base
Saab Aircraft
Scandinavian Airlines System Maintenance Base
Volvo Aero Support
Location
Tulsa, Oklahoma, USA
London, United Kingdom
Los Angeles, California, USA
Atlanta, Georgia, USA
Hamburg, Germany
San Antonio, Texas, USA
Fort Worth, Texas, USA
Long Beach, California, USA
Atlanta, Georgia, USA
Linkoping, Sweden
Copenhagen, Denmark
Arboga, Sweden
EPA/ICOLP Aircraft Maintenance Manual *
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APPENDIX C
CFC-113 AND MCF TRADE NAMES
AND MANUFACTURERS
A. CFC TRADE NAMES1
Manufacturer
ICI
DuPont
Atochem
Hoechst
Kalichem
ISC Chemicals
Allied
MonteOuos
Asabi Glass
Daikin
CentralGlass
Showa Denko
Trade Name
Arklone
Freon
Flugene
Frigen
Kaltron
Fluorisol
Genesolve
Delifrene
Fronsolve
Daiflon
CG Triflon
Flon Showa Solvent
B. METHYL CHLOROFORM TRADE NAMES1
Manufacturer
ICI .
DOW
Atochem
SoJvay
Vulcan
PPG
Asahi Glass
Toagosei
Kanto Denka Kogyo
Central
Tosoh
Trade Name
Genklene
Propaklone
Chlorothene
Prelete
Proact
Aerothene TT
Baltane
Solvethane
1,1,1 Tri
Tiethane
Asahitriethane
1.1.1 Tri
Kandentriethane
1,1,1 Tri
Toyoclean
1991 UNEP Solvents, Coatings, and Adhesives Technical Options Report. December 1991.
* *
EPA/ICOLP Aircraft Maintenance Manual * *
-------
C-2
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D-1
APPENDIX D
CONTINENTAL AIRLINES
CHEMICAL QUALIFICATION SHEET
EPA/ICOLP Aircraft Maintenance Manual
-------
D-2
-------
CHEMICAL QUALIFICATION SHEET
Continental
inloimation mutt *» wbmin«d to Continonul prior to purchMin0 my chemic.1. Thii «f«mnon «
-------
CHEMICAL QUALIFICATION SHEET
Continental
9. Describe w* of Dm product, including mixing instructions:
10. to personnel protective equipment required during plMiiwd uw?
H yes. please daaeriba:.;
11. Approval* end Specifications:
Please list specifications the product meets and customer's approvals:
12. DOM the product meet the following requirements or appear a* a regulated etMmical on iha following lieu?
Hydrogen Embrittlement (ASTM F519I
Stress Craie (ASTM f484)
Effect on Painted Surfaces (ASTM FS02I
Effect en Unpaimed SurtacM IA8TM F486I
Sandwich Corrosion IASTM F11101
Immersion Corrosion IA8TM F483)
SCAQMD Ragulatian No. 1124
SCAQMD Regulation No. 1129
SCAQMO Ragulation No. 1151
SCAQMD Regulation No. 1171
Clean Air Act Amdls of 1990. Section 112
Douglas CSD No. 1
Boeing D6-17487
Does this chemical contain CFCs?
Does this chemical contain Hslons?
Does this chemical contain Giycol Ethers?
Other EHecu.
Circle the appropriate effects using the following legend:
Legend: A = Stsin C = Harden E = Craze
B * Swell D - Soften F - No Effect
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
no
yes
no
no
no
no
no
no
G = Incompatible
Acrylic Lais* Paint
Electrical Insulation
Epomy/Polyurethane Paint
Neoprene
Natural Rubber ' ., -.,
Silicons Rubber r
Kydex
Royalit*
Polyplactea
Aluminum
Magnesium
Pl**igla«>
Polysultone
PolyauHida
Polycarbonate
Upholstery Fabrics
Kevlar EPOKV Composite
Graphite Epoxy Composite
Other
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
E'
E
E
E
E
E
E
E
E
E
E
E
E
E
E
E
E
E
E
E
E
G
G
G
G
C
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
ENVIR FORM 102 (REV 8/92) PAGE 2 OF.4
(Distribution: Original to Environmental Programs: Copy to Safety. Engineering and Purchasing!
-------
CHEMICAL QUALIFICATION SHEET
Continental
14. Physiological Properties:
. Local Oral Toxicity:_
fa. Local Effects on Eye*:.
e. Local Effects on Skin:
d. Hazard* of Inhalation:
a. Expoeure Properties (Irritation to EyM. Noaa. or Throat):.
t. Precaution* of Normal Uaa:
g. Procedure in caaa of breakage or leakage:
h. Antidote in case of wallowing:
i. Antidote in eaee ot aye contact:
j. Antidote in caaa of akin contact:
k. Antidote in caaa on inhalation:
PARTB
The following information will ba completed by Continental for all nonproprietary cements of the product. H proprietary
information is associated with a chemical, detailed regulatory information in PART C must also ba completed.
CHEMICAL NAME
CAS*
DOT
RCRA
CERCLAIRQI
EHS/THI
CAA-112
The following information will be completed by THE VENDOR tor all proprietary contents of the product. Failure to complete
this information will result in non-approval ot the product by Continental. Indicate the chemical reference (e.g.. Chemical
#1). and how that chemical is regulated by the Department of Transportation (including the hazard category and the UN or
NA number), the Resource Conservation and Recovery Act (including the RCRA waste coda), the Comprehensive
Environmental Response. Compensation, and Liability Act (CERCLA; including the reportable quantity IRQ)), whether the
Supertund Amendments and Reeutnorization Act lists this c^'.'-v.al as an _."
-------
CHEMICAL QUALIFICATION SHEET
Continental
PARTD
The following Continent*! staff haw reviewed the information on the subject chemical and indicated their recommendation
for potential usage within Continental Airlines:
ENGINEERING:
Nairn:
TWe:_
Data:
I hereby approve/disapprove the uaa of thia product within Continental Airiina*:
(Signature)
SAFETY:
Name:
TWa:
Data:
I hereby approva/diaapprova the uaa of thia product within Continental Airline*:
(Signature)
ENVIRONMENTAL PROGRAMS:
Name:
Trtle:_
-Date:
I hereby approve/disapprove the use of this product within Continental Airlines:
(Signature)
Upon completion-of the review process, the Environmental Programs Group, as the last reviewer, will submit completed
copies to Engineering, Safety, and Purchasing.
ENVIR FORM 102 (REV 8/92} PAGE 4 OF 4
(Distribution: Original to Environmental Profframa; Copy to Safety. Enamaering and Purchasing)
-------
E-1
APPENDIX E
DOUGLAS AIRCRAFT COMPANY
CUSTOMER SERVICE DOCUMENT #1
* * EPA/ICOLP Aircraft Maintenance Manual * *
-------
E-2
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AOL
ALL OPERATOR LETTER
. _.
tO»*M* D».|>n Cc **'»>« IMOCI *»"tiwf «if*ii
M«ll»Wi*l*»H*ltOC.ttOC
CUSTOMER
* i»« *i«t*»-
^M !« « IMI i»t %««
l*»i«*rtl KM *>< »!< l«r
August 2, 19B8
C1-LOO-141/TS/GFL
8-13-0
9-51-00
10-20-00
AOL 8-584B
AOL 9-6658
AOL 10-508
R I
R
To: All OC-8, DC-9 and OC-10 Operators
Subject: AIRCRAFT MAINTENANCE CHEMICALS
Applicable To: All OC-8. DC-9, C-9. MO-80. OC-10 and KC-10A Aircraft
Reference: (a) Douglas Aircraft Company Customer Service Document
(CSO) Number 1, Revised Hay 1988
(b) AOL 8-584A/9-66SA/10-SOA, dated Harch 12, 1979
REASON
W_^«^M^^B .
DOUGLAS HAS REVISED THE QUALIFICATION TEST PROCEDURES FOR AIRCRAFT
R | MAINTENANCE CHEMICALS. THIS AOL SUPERSEDES AND CANCELS REFERENCE (B).
Douglas has collaborated with major conraercial aircraft manufacturers,
commercial airlines and military operator representatives to develop
standardized test procedures for qualifying aircraft maintenance
materials throughout the aircraft industry.
The enclosed reference (a) document contains these new test procedures1*^l -
developed through this coo ^ated effort. Reference (a) supersedes the '
C50 Number I issue, revised January 22. 1979. which was transmitted to
all operators as an enclosure to reference (b).
i
Douglas will not test and approve maintenance chemicals for use on
operational jet aircraft, as was done originally. The.responsibility for
approval of aircraft maintenance chemicals for use on Douglas
manufactured aircraft is with the operator.
-------
AOL 8-5348
AOL 9-665B
AOL 10-50B
Page 2
Operators are requested to use the enclosed CSD document, along with their own
special requirements, as a guide for the approval of maintenance chemicals.
cKernon, Director
t Special Products ILS
Integrated Logistics Support
RD-
r> \/
C. V.' 4
Commercial custom
DC-10 Program
GFL:sw
(NAA)
Enclosure:
Noted
-------
DOCUMENT:
TITLE:
MODE:
PREPARED BY:
Douglas Aircraft company. Product Support
Customer Service Document (CSO) NO. I.
Revised ftavt 1988
Aircraft Maintenance Materials and Methods
tor Douglas In-Service Aircraft.
Douglas Commercial Jet Aircraft
V. C. Rooke. C1-E31
-------
-------
Reissued
TUBLE OF CONTENTS
» .
PARAGRAPH MO. '
A. * INTRODUCTION ----- - ---------------------------------- 2
B. GENERAL INSTXUCT10NS -------------------- - ----------- ~ 2
C. MATERIAL CLASSIFICATION AND gUALIKlCATION REQUIREMENTS- 2
" ,
D. QUALIFICATION TESTING ; ----- ' --- ' ---- - ---- - ------- 3
D.4 TEST MATERIALS ------------ - ----- --------------- *
K. USE AND APPLICATION REQUIREMENTS-PRODUCT BULLETIN ----- 6
F. SUBMITTAL OP DATA FOR PRODUCT APPROVAL --- - --- -------- 7
G. QUALIFICATION TEST PROCEDURES ----------------- >' 8
1. Effects on Painted Surfaces Test ------------ 8
2. Residue Test -- ; ---- ; '- ------- ; ---------- 8
3. Sandwich Corrosion Test ----- - ---- ----- 8
4. Stress Crazing Ttst of Acrylic Base Plastic ------ 10
S. Immersion Corrosion Test ---- --- ----------- - 10
6. Cadmium Removal Test --------- ---- f~ ---------- 10
7. Hydrogen Bmbrlttlement Test --------- ~ ---- - 10
a. Douglas Sustained Load Stress King Text --- 10
-1-
-------
N
A. tuntOPUCTlOtf
Aircraft maintenance programs incorporate many types of maintenance
chemicals tor use In cleaning, deoiidUing. polishing, stripping, or
dcIcing. Certain maintenance chemicals may be harmful to components of
the alrcratt structure. The requirements and test methods In this documen
are presented as a-guide for evaluating and selecting maintenance chemical
' wnlch will not damage the alrcratt.
B. GENERAL ItlSTRUCTTONS
1. gualification "tests specified herein are those designed specifically
to ascertain whether the materials are compatible and nonlnjurous to
aircraft surfaces and finishes when used under specified conditions.
2. ouaiification tests in addition to those set forth in this document
should be required or conducted by operators when such tests are
deemed necessary to assure aircraft and personnel safety.
3. The Manufacturer/vendor of materials is given wide latitude in the
selection of ingredients and composition. However, the compounds
shall not contain ingredients for which the degree of hazard has not
been appraised, nor any combination of Ingredients that might be
hazardous to the health of personnel. Safety Data Sheets shall be
provided by the manufacturer of all products qualified .under this
document.
4. The Manufacturer/vendor shall use the sane Ingredients and formulation
procedures for production materials as tor approval of the test sample
materials. If It becomes necessary to make any changes in the
components or processing, the Manufacturer/Vendor shall be required to
requallfy the materials. Procedures describing the manner and
frequency of use on the aircraft shall not be altered or modified in
any way without requalification.
5. Materials, methods, and processes specified in this specification may
Involve the use of hazardous materials; this specification, however.
do«s not purport to address the hazards which may be involved. It is
the responsibility of the user to ensure familiarity with the material:
and processes involved and to take necessary precautionary aeasures to
ensure the health ^,-jfety of personnel who nay COM in contact with
the materials and for protection of the environment. Oood work shop
practices and referral to suppliers Materials'Safety Data Sheets
should be considered minimum requirements.
-2-
-------
*
C. MVfPBtM. CUSSTFIgfcTIOH »MP CUKLTFlCKTlOtt REQUIREHEKTS
L. This document tovers the following types of Manufacturer/Vendor
developed materials and procedures tor use on coonercial Jet aircraft
* *
2.
3.
a. TYPE I
TtPK II
TYPE rrr
d. TXPK IV
e. TYP8 V
f. TYPE VI
- Materials and procedures Cor general excerior
cleaning of painted and unpalnted surfaces.
- Materials and procedures tor carbon exhaust
deposit removal.
,- Materials and procedures for removing paint from
aluminum surfaces and high strength steel
components.
- Materials and procedures for brightening.
deoxidizing* and reconditioning aircraft surfaces,
- Materials and procedures for polishing, exterior
aluminum surfaces.
- Materials and procedures for delcing exterior
surfaces of aircraft.
Materials and processes developed under this document shall be those
which will perform without injury to aircraft materials and finishes.
unless otherwise specified by the aircraft operator, materials for
regular use which cause hydrogen embrlttlement of high strength steels
will not be approved for use under this document.
Acid containing compounds, such as brlghteners and deoxidizers or
other materials which are embrittling to high strength steels, are not
recommended. The Manufacturer/Vendor should exercise every effort to
develop and submit only those materials which are compatible with high
strength steel alloys, however, when it is deemed necessary to use
embrittling type materials* the following specific requirements and
limitations apply:
au The decision to use a material shall rest with the operator and
should be made by their e. stneerin,, 4 rsonnel who fully recognize
the hazards of hydrogen embrlttlement*
b. A positive means must be provided to.prevent materials which may
cause hydrogen embrlttlement from contacting high strength steel
parts or assemblies.
c. Operators shall reserve the right to disapprove the use of
embrittling type materials whenever it Is deemed essential to
assure safety of the aircraft.
-3-
-------
0. QUALIFICATION TESTIMC
Testing of Manufacturer/Vendor developed materials will be pertermed at
their expense and shall be accomplished by «n independent testing
laboratory unless prior written approval Is obtained from the operator
authorizing'the Manufacturer/Vendor laboratories to perform the qualifica-
tion tescs.
I. The laboratory conducting the qualification testing shall, when
qualifying the materials, use the same compositions and concentrations
43recommended by the Manufacturer/Vendor for actual use. When
various concentrations are recommended tor use. qualification testing
shall be conducted using the minimum and maximum concentrations, ft/hen
the Manufacturer/Vendor specifies mixtures of solvents and/or water.
separate tests shall be conducted on (he mixtures.
2. Upon completion of the tests specified herein, the testing laboratory
will be required to prepare a test report stating whether the material
meets the requirements of this document. The report shall bear a test
report number and date, and will include a description of the tests
conducted, the method of test, and the resulting test data. Specimens
exposed to the test conditions, along with the unexposed control
. specimens, will be permanently Identified and suitably mounted for
display.
' 3. The material qualification tests are to be performed as outlined In
Section C. and shall be as follows for each material type.
QUALIFICATION TEST
Effects on Painted
Surface
Res idue
Sandwich Corrosion
Stress Crazing of
Acrylic Plastic
Immersion Corrosion,
Aluminum
Hydrogen Enbrlttlement X
Cadmium Kemoval X
GEWKRAL
PURPOSE
CLEANER
II
CARBOtf
EXHAUST
REMOVER
MATERIAL TYPE
(REFERENCE PAKAGKAPH C.I)
III IV V
PAINT
REMOVER
DBOXIDIZER/
BRIGHTENS*
POLISHES
VI
DBICII
COrtPOUl
X
X
X
X
X
xu>
"x
x
*
X
X
X
X
X
X
X
X
fOOTKOTK: (l) Test chemical conversion coated aluminum only (P/W 7452876-7,-11,
slight etching of the aluminum surface is acceptable.
-4-
-------
Test Materials
Kit No. 7452876-501 Is Available tor conducting laboratory tests on
each type material listed In Paragraph C.I, and is comprised of the
toIlowIng parts: . '
PART MO.
7452876-3
-5
-7
-9
-11
-13
-15
-17
-19
-21
-23
Test Panel
Test Panel
Test Panel
Test Panel
Test Panel
Test Panel
Test Panel
Test Panel
Test Panel
Test Panel
Test Panel
KEY WORD
- Painted Surfaces
- Residue
- Sandwich Corrosion
- Sandwich Corrosion
- Sandwich Corrosion ,
- Sandwich Corrosion
- Sandwich corrosion
- Sandwich Corrosion
- Stress Crazing Acrylic Plastic
Immersion corrosion
Cadmium Removal
QUANTITY PER KIT
2
2
6
6
6
6
1
3
3
KOTEt Stress rings and stress bars are not included In this kit. see
Paragraph G.7.a.
Delivery of the kit starts immediately upon receipt of purchase order.
The purchase order oust specify this document number, the part
number (7452876) of the kit and the number of kits desired. Individual
kit parts (panels) are not available.
Direct purchase order to:
Douglas Aircraft Co.
Commercial Spares
Dept. C1-L31. KS 73-44
P. 0. Bos 1771
Long Beach* CA 90801
. vt-r -.: '-L^r1'
5. U.S. Government specifications referred to her«iuv *jay be obtained from
the Superintendent of Documents. Washington* D.C.
f " * *
6. Publications of the American Society for Testing and Materials (ASTM)
are available from ASTM, 1916 Kace St.. Philadelphia. PA. 19103.
-------
6.1 References!
6.1.1 ' KSm f 483
6.1.2 ASTN'P 484
6.1.3 ASTO P 485
6.1.4 ASTM P 502
6.1.5 ASTM K 519
Total Immersion Corrosion Test tor Aircraft
Maintenance Chemicals
Stress Crazing of-Acrylic Plastics in Contact w
Liquid or Semi-Liquid Compounds
Effects of Cleaners on Unpainted Aircraft Surfai
Effects of Cleaning and Chemical Maintenance
Materials on Painted Aircraft Surfaces
Mechanical Hydrogen ttnbrlttleaent testing of
Plating Processes and Aircraft Maintenance
Chemicals
E. USAGE AND APPLICATION RBOUIREMHHTS - PRODUCT BULLETIN
1. A product bulletin describing the material and method of use shall I
provided by the Manufacturer/Vendor* The bulletin Is Intended to
provide the operator detailed Instructions for cleaning and maintalr
the airplane using the Manufacturer/Vendor products and procedures.
The product bulletin should Include hazardous waste disposal recommi
dation, where appropriate.
2. .The .product bulletin shall be written in such a manner that the
Instructions and procedures apply specifically.to the use of the
product on the aircraft. The Manufacturer/Vendor Is urged to use tt
following as a format when preparing the product bulletin.
a. Bulletin Identification: The bulletin shell be identified by th
Manufacturer/Vendor letterhead, the bulletin title, a bulletin
number, and date of issue.
b. Description of Product; This section shall contain a summary
: which describes in general detail the important characteristics
and Intended use of the product and a brief description of the
method ot product use. The type of the material* as defined In
Paragraph C.I shall be stated In this section. .,
i . ";,*-»' ' '
c. Method of uset This section shall describe the method of produc
use* temperature limitations, areas of application* and frequenc
of use on the aircraft. The Information should be sufficiently
detailed and complete to provide Instructions -to operators for u
of the product under ell known and anticipated conditions.
d. Mixing Instructions; The manner In which the product is mixed*
diluted, or otherwise prepared for use on the various areas of t
aircraft shall be contained in this section. Equipment and
materials required for the product use as well as the reconmende
concentrations of use should be included.
-------
E. CConfd)
2. e. Material Compatibility; This section shall contain Information
and data relating to the compatibility or incompatibility of the
product upon the various surfaces and finishes of the aircraft.
f. Properties; A description of the Important chemical and physical
properties of the material including toxicIty. pK. flash point.
odor, storage limitations, and handling instructions shall be
included in this section.
g. Safety Practices; This section shall describe the recommended
safety practices, protective clothing and equipment as nay be
required for personnel to safely use the material. Any harmful or
adverse effect to personnel that may result from exposure to the
material shall be specifically noted, including first aid
practices.
h. warranty; A clear concise warranty statement shall be made. This
statement should clarify the Manufacturer/Vendor warranty position
regarding the material formulation and Its usage.
3. The Manufacturer/Vendor shall provide instructions, training or
supervision as required to ensure proper use and control of the
product by the operator.
. SUBMtTTAL OF DATA. FOR PRODUCT APPROVAL
I. The Manufacturer/Vendor shall submit the following to the operator for
evaluation and approval:
a. A copy of the laboratory report covering the results of the
material qualification tests. The laboratory report and test
specimens submitted will be retained by the operator for record
purposes.
b. A copy of the product bulletin containing the information as
described In Section S.
' ' *
c. A copy of the Material Safety Data Sheet, Office of Safety *
Health Adaini-*-ation (OSKA) Pont 174, or equivalent.
«r-
2. Operator acceptance or rejection of the material and the applicable
product bulletin will be determined on the basis of safety of aircraft
material and finishes as shown by the qualification test data.
-7-
-------
C. CHMLIFICMTOM TEST PROCEDURE
1.
2.
3.
Effect on Painted Surface Teat; - The material shall not produce a
decrease In palm tllm hardness greater Chan one pencil: that is. th
number of the 'next softer pencil, or any discoloration or staining
when tested In accordance with ASTM F 507.. At least two panels shal
be used per test.
*
Kesidue Test; The material shall leave no residue or stain when
tested in accordance with ASTff P 48b.
Sandwich Cor ros Ion Test ; The compound shall not cause significant *
corrosion Of aluminum alloy faying surfaces when tested In accordance
with the following conditions of. temperature and humidity:
a. Thirty-six test panels 2 x 4 x 0.040 Inch shall be prepared as
follows:
Six each -
Six each -
Six each--
Aluminum alloy panels P/N 7452876-7 (none lad 2024-T3
Federal Specification OO-A-250/4 Temp-T3, Alodlned
(colorless 11000 or 1500) per Military Specification
MIL-C-5541. Class 3.
Aluminum alloy panels P/tf 7452876-9 (none lad 2024-T3
Federal Specification OO-A-250/4 Temp-T3, Chromic aci
anodlzed per Nlllcary Specification MIL- A- 86 25, Type
Aluminum alloy panels P/N 7452876-11 (clad 2024-T3)
Federal Specification OO-A-250/5 Temp-T3, Alodlned
(colorless 11000 or 1500) per Military Specification
KIL-C-5541. Class 3.
Aluminum alloys panels P/H 7452876-13 (clad 2024-T3)
Federal Specification OO-A-250/5 Temp-T3, Chronic ad
anodlzed per Military Specification MIL-A-8625, Type
Aluminum alloy panels P/H 7452876-15 (clad 7075-T6)
Federal Specification OO-A- 250/13 Temp-T6, Alodlned
(colorless f 1000 or 1500) per Military Specification
MIL-C-5541, Class 3.
-s-. f --
b.
Six each -
Six each -
3U each - Alunlnun alloy panels P/N 7452876-17 (clad 7075-T6).
Federal Specification OO-A-250/13 Temp-T6. Chronic ac
anodlzed per Military Specification MIL-A-8625, Type
A sandwich set shall consist of two panels of the same alloy and
surface finish. Assemble the panels into three identical groups,
each having six different sets of panels, suitably identified by
permanent marking.
-8-
-------
(Confd)
3. c. The alter 1*1 to be tested shall be applied at the use concentration
with « clean brush to the tace of one panel from each t»«t in the
first group*,. Dilution to use concentration. Is required, will be
accomplished with distilled water. The material snail be applied
in an Irregular manner and shall cover approximately one-half the
panel tace. The two similar panels shall be placed together In
sandwich style with the test material In the faying surface between
the two panels.
d. The second group of panels will be sandwiched together in sets as
described above except that the (ayIng surface between the panel
faces shall be coated with the material at the use concentration*
diluted with tap water or solvent* as required.
e. The third group of panels will be sandwiched together In sets as
described above except that the faying surfaces between the panel
faces shall be wet with tap water. This test may be omitted If
the material Is used In the concentrated fora only.
f. The three group of panels shall be exposed at alternate Intervals
of 16 hours In the humidity cabinet and eight hours In an oven.
Beginning with the humidity cabinet exposure, the cycling test
shall be continued for a total of seven days. The humidity
cabinet shall be maintained at 100* 2*P (37.8* * i.l'C) and 98
to 100 percent relative humidity. The oven shall be maintained at
100* * S*F (37.8* 2.8*C). Each set of panels shall be exposed
Individually* not stacked, in a horizontal position. After
exposure, the panels shall be rinsed in warm tap water and
scrubbed lightly with a soft nonmetalllc bristle brush. After
drying, examine each panel under 10X magnification and rate each
set according to the following:
0 - Mo visible corrosion
1 - very slight corrosion or discoloration
2 - Slight corrosion
3 - Moderate corrosion
.. . 4 - Extensive corrosion*-. - .
~ *
* ;
g. The corrosion rating obtained on the sets ?f panti. -f the first
and second groups shall be compared with the rating obtained on
the third group, corrosion on any panel in the first and second
groups exceeding that obtained on the slallar panels in the third
group shall be considered as excessive.
h. The corrosion rating obtained on the sets of panels tested with
concentrated materials, for which comparison panels were"not run.
shall not exceed a rating of 1, as defined above.
-------
c. (Cont'd)
6.
7.
Stress Crazing Test on Acrylic Plastics; The compound shall not caus<
crazing, cracking, or other attack of acrylic based plastics when
tested In accordance with.ASTM r 484. using Type C material at a
stress level of 4500 psl.
immersion corrosion Test; The average weight loss of aluminum alloy
specimen? shall not exceed 10 milligrams per coupon when tested per
AS114 V 483. The aluminum alloy 7075-T6 alelad coupons shall contorn
to Federal Specification Q0-A-250/13 Temp-T6. with corners and edges
smoothed.
cadmium Removal Test; The average weight loss of cadmium from low
hydrogen emftritclement cadmium plated steel shall not exceed 10 milli-
grams per coupon when tested per ASTH K 483. The test duration shall
be 24 hours. The test specimens shall be 1 x 2 x 0.040 inch 4130
steel panels (MIL-S-18729) with corners and edges smoothed and then
plated with 0.003 to 0.006 inch of low hydrogen embrittlenient cadmium
plating (H/H 7452876-23).
Hydrogen tanbrtttlement Test; Hydrogen Babr it clement testing shall be
in accordance with ASTM t 519. Type la. Ic. or 2a.
a. Douglas sustained load stress rings Part number 34776683-501 (4340
steel), and stress bars Part Number S4776683-505 (CIOIB steel) may
be purchased from:
' Douglas Aircraft Co.
Commercial Spares
Dept. C1-L31. IS 73-44
p. 0. Box 1771
Long Beach. CA 90801
Cleveland Pneumatic Co.
3781 Bast 77th Street
Cleveland. OH 44105
4469T
-10-
-------
F-1
APPENDIX F
BOEING CORPORATION
DOCUMENT D6-17487
EPA/ICOLP Aircraft Maintenance Manual
-------
F-2
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THIS DOCUMENT IS:
CONTROLLED BY
PREPARED UNDER
PREPARED ON
DOCUMENT NO.
TITLE
CAGE CODE
ALL REVISIONS TO THIS DOCUMENT SHALL BE APPROVED
BY THE ABOVE OfWAMZATON PWOH TO RELEASE
D CONTRACT NO.
D IR&O
D OTHER .
FILED UNDER
D6-17487 MODEL ALL
CERTIFICATION TESTING OF AIRPLANE MAINTENANCE
MATERIALS
THE INFORMATION CONTAINED HEREIN IS NOT PROPRIETARY,
THE INFORMATION CONTAINED HEREIN IS PROPRIETARY TO THE BOEING COMPANY
AND SHALL NOT BE REPRODUCED OR DISCLOSED IN WHOLE OR IN PART OR USED FOR
ANY DESIGN OR MANUFACTURE EXCEPT WHEN SUCH USER POSSESSES DIRECT, WRITTEN
AUTHORIZATION FROM THE BOEING COMPANY.
ORIGINAL RELEASE DATE
ISSUE NO. TO
DATE
ADDITIONAL LIMITATIONS IMPOSED ON THIS DOCUMENT
WILL BE POUND ON A SEPARATE LIMITATIONS PAGE.
Original Prepared by
Original Supervised by
Original Approved by
Prepared by
Supervised by
Approved by
E.
W.
W.
J.
D.
J.
A.
S.
c.
G.
E.
C.
Reed
Hamilton
Potter
McDougal
Austin
McMillan
3/12/70
3/12/70
3/12/70
SIGNATURE
ORGN
DATE
00.6KXV4540 ONUS. 13/B7
-------
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LIST OF ACTIVE P
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NO. 06-17487
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REVISIONS
REV
SYM
A
B
C
DESCRIPTION
Para. t.D. Combined classification of Carbon Removers for
painted and vnpsintea sur races.
Para. 5*1 Changed Table to effect coabinatlon in Para. fc.D.
Added 'ftS
^^^ -- ' M m t * 1
Para. 5*2 Added Boeing approvsa, source for speeistena to oe
used in tests per this document.
Par»i 5,S*il (Thaiuntd anofllMfl fv^^tratit aillnr to T1T^-T^
du)t to Hit ^ttalritr sYalls^^l^rTi
.
Para. 5.3.1.1.3 Reversed test cycle and added requireetent
for positioning of panels in huoidity cabinet.
Para. 5.3.3.1 Added criteria for constituting a set of
pencils.
Para. 5.3.3.fc Added criteria for acceptance of aaterials
subjected to paint softening test.
Para.. 5.3.*.fc.« Deleted anodic cleaning step and replaced
iH ^jjj fl«nfflj 'f a^i cv soak Clwiiffvd svcciMtdiiuc verejEravhs to
confers to new soak procedure.
Para. 5.1 Deleted requireaent for corrosion testing of paint
strippers Meeting MIMS-25131* .
Para. 5.2.1 Added corrosion test panels for paint strippers
Para. 5*3.1 Added corrosion test for paint strippers.
- '
Para. 2. Clarified statement*
Para. 3.2 Clarified atatemata
Para. 3.** Added
Para. k. Clarified; added e.
Para. 5. Table - Added Weight Lose Test for Paint Strippers
Added Deicera and related t«ata
Para. 6-10. Rewrote test* for clarification and re-
nttnbered
Para. 10. 3- f Added criteria for maxtsaB heat paak of 1
Retyped entire document.
DATE
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£
It.f Added Toilet Flushing Fluids to the Material
Classification Section.
5 Added Test Requirements for Toilet Flushing Fluids
to Material Classification Table.
8 Added procedures and requirements for tests to
determine material compatibility vlth toilet
10. Added Drilube Company as an approved source for
Hydrogen Detection Gauges
10.1 Deleted DTO, FS Switch, THI Meter and To from
definitions.
10.3 Revised entire section to show the deletion of
A»fini«ians removed from Section 10.1
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General
10f31-72
b.
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document title and throughout the entire document.
Retyped entire document.
3.1 Added "no longer" to second sentence.
5.a Rewrote to clarify
6.1.b. Added 202U-T3 clad as an option to 7075-T6 clad
6.2.a. Added 202MF3 clad as an option to 7075-T6 clad
Section 9. Renumbered and rewrote to clarify specimen
preparation and processing requirements.
Section 10. Renumbered and rewrote to clarify testing
requirements. .
10.4.2.(1) Correct typographical error
10.4.b.(10) Added provision to allow forced air drying
10.4.c.(8) Added provision to allow forced air drying
10.4.d. Added provisions to allow forced air drying
(3) Added to assure testing of ambient temperature
probe
(7) Added requirement to turn probe off during
majority of test Immersion time. Also added
minimum warm-up time for probe prior to making
readings.
3.1
-------
5
6
REVISIONS
REV
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DESCRIPTION
-
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Revised Section 12, Paint Softening Test, to delete t
obsolete paint systems and incorporate current paint
systems.
Revised Appendix I to clarify Information on suppliers
of coatinqs, sealants and rubber used for testing.
DATE
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D6-17487
3-2
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TABLE OF CONTENTS
SECTION '
1. INTRODUCTION
2. GENERAL
3. GENERAL MATERIAL REQUIREMENTS
4. MATERIAL CLASSIFICATION
5. CERTIFICATION TESTING OF MATERIALS .
6. SANDWICH CORROSION TEST
6.1 Test Specimens
6.2 Test Procedure
7. IMMERSION CORROSION TEST
7.1 Test Specimens
7.2 Test Procedure
8. ACRYLIC CRAZING TEST
9. POLYCARBONATE CRAZING TEST
9.1 Test Specimen
9.2 Test Procedure
10. ELASTOMER DEGRADATION TESTS
10.1 Rubber Tests
10,2 Sealant Test
11. TAPE ADHESION TEST .
11.1 Test Specimen
11.2 Application of BMS 10-11 Type II Enamel
11.3 Test Procedure
12. PAINT SOFTENING TEST
12a. Paint Systems
12b. Test Procedure
13. HYDROGEN EMBRITTLEMENT TEST
APPENDIX I
PAGE
5
5
6
7
8
9
9
9
11
11
11
11
12
12
12
12
12
13
14
14
14
*«
15
15
15
15
16
J
0
D6-17487
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1. INTRODUCTION
a. This document outlines the tests and criteria to be used by
customer airlines In evaluation of materials developed by
vendors for use In the general maintenance of Boeing
airplanes.
b. The certification tests herein are Intended only to ensure
that the materials are not Injurious to airplane surfaces
when used as specified by the manufacturers. These tests
are not Intended to judge performance.
c. These tests are based on the materials and finishes present
on the aircraft at the time of delivery by The Boeing
Company. If either the materials or finishes present on the
aircraft are changed subsequent to delivery, individual
airlines may require that additional or different tests be
included in any evaluation procedure (see Section 2.b(2)
below).
2. GENERAL
a. The Boeing Company will not perform the tests described
herein for the airlines nor will The Boeing Company act as
an Intermediary between vendors and airlines, except that
for a fee, Boeing Technology Services I/ will test materials
to the requirements of this document and issue a test
report.
I/ Boeing Technology Services
P.O. Box 3707
Seattle, Washington 98124
b. Additional Tests
(1) The Boeing Company reserves the right to make changes,
without notice, to these tests.
(2) Customer airlines may specify use of their own tests
and requirements in addition to tests described herein.
c. Certification of a material to these requirements may not be
coninrued as a recommendation of the material by The Boeing
Company. The final selection of materials rests with the
user.
06-17487
DO-60OO-4B2B OHIO. 13/»7
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3.
6ENERAL MATERIAL REQUIREMENTS
a. Production material shall be exactly the sane as sample
material. If any change 1s made, the material shall no
longer be certified. Modified materials, whether the
modification 1s Intentional or occurs spontaneously during
storage, shall not be used prior to recertiflcation.
b. Detailed Instructions for the use of each product as it
specifically applies to airplanes shall be supplied by the
vendor 1n the form of a product support specification. This
specification should contain the following minimum
Information:
(1) General Identification: Name of manufacturer, name and
address of supplier, specification title, etc.
(2) Product Description: Intended use of the product.
special characteristics, etc.
(3) Method of Use: Method and areas of application,
frequency of use, etc. This should contain detailed
instructions for use under all anticipated conditions.
(4) Mixing Instructions: How to mix, dilute, or otherwise
prepare the product for use. Equipment and materials
required for preparation as .well as dilution ratios
should be included.
(5) Material Compatibility: Information and data on
compatibility of the product with the various surfaces
and finishes on the airplane. Include certification
test data.
(6) Limitations: Precautions, limitations, and
restrictions; instances where contact will damage
airplane materials.
(7) Handling Properties: Important chemical and physical
properties of the material including toxicity, pK,
flash point, etc. Include storage and handling
(8) Safety: Safety practices, equipment, and clothing;
harmful results of exposure to personnel; antidotes,
etc.
(9) Warranty: A guarantee by the vendor, supplier, or
manufacturer that the material will not damage the
airplane when used as specified by the manufacturer,
and that the material shall not be modified without
notice.
06-17487
B2B OHIO. 12SI7
-------
3. GENERAL MATERIAL REQUIREMENTS (Continued)
c. Instruction or training as necessary to ensure proper use of
the product shall be provided by the supplier.
d. Specimen sets required for the tests outlined in Table I may
be purchased from Federal Testing Labs, 29$ Dravis, Seattle,
WA 98109, or they may be prepared as outlined in Sections 6
through 12.
4. MATERIAL CLASSIFICATIONS
Due to the differing characteristics of various types of
maintenance materials, it is necessary to perform the tests only
as indicated in Table I. The various types of maintenance
materials are listed and defined below. See the applicable
Maintenance and Overhaul Manuals for usage of these materials.
a. Manual Alkaline.and Emulsion Cleaners and Liquid Maxes:
Materials for general exterior cleaning of both painted and
unpainted surfaces.
b. Acid Brighteners and Corrosion Removers: Materials for
brightening and deoxidizing clad aluminum surfaces.
c.. Paint Strippers: Materials for stripping paint from
exterior metal surfaces.
d. Carbon Removers: Materials for removing carbon and exhaust
deposits from unpainted or painted surfaces.
e. Airplane Deicers: Materials used for deicing or as a
barrier to delay buildup of ice or snow on airplane exterior
surfaces.
Facility Oeicers: Materials for chemically deicing airport
walkways, service aprons, or runways. .
f. Toilet Flushing Fluids: Deodorants added to the toilet
flushing system.
06-17487
DCMKXXMB2S OHIO. tt/B»
-------
5.
CERTIFICATION TESTING OF MATERIALS
a. Material certification test procedures are outlined in
Sections 6 through 13 and shall be performed as required In
Table I.
b. Each material shall be tested 1n the undiluted state and at
the dilutions with water at which 1t win be used.'
TABLE I
. REQUIRED CERTIFICATION TESTS .
CERTIFICATION
TESTS
Sandwich
Corrosion Test
(Sec. 6)
Insertion
Corrosion
Test {Sec. 7)
Acrylic Crazing
Test (See. 8)
Polycarbonate
Crazing Test
(Sec. 9)
El astoner
Degradation
Tests (Sec. 10)
Tape Adhesion
Test (See. 11)
Paint Softening
Test (Sec. 12)
Hydrogen
Eabrltttemnt
Test (Sec. 13)
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X
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V Materials meeting MIL-R-25134 need not be tested for corrosion.
D6-17487
8
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6. SAHDHICH CORROSION TEST
6.1 TEST SPECIMENS
a. Panel Size: 2 x 4 x 0.040 to 0.060 Inches
b. Panel Material
(1) Clad 7075-T6 aluminum alloy per QQ-A-250/13
(Optional: Clad 2024-T3 per QQ-A-250/5)
(2) Bare 7075-T6 aluminum alloy per QQ-A-250/12
(Optional: Bare 2024-T3 per QQ-250/4)
Anodlzed 1n accordance with BAG 5019 or MIL-A-8625
Type I
6.2 TEST PROCEDURE
a. Test panels required: Eight of each type-per Section 6.1.b
above.
b. Prepare two sandwich test specimens of each panel material
as follows:
(1) Cut a filter paper (Whatman No. 5 or equivalent) to 1 x
3 Inches and place 1n the center of one panel.
(2) Saturate the filter paper with the solution to be
tested. Avoid excess solution.
(3) Place a second panel of the same material over the
saturated filter paper, forming a sandwich. Hold the
sandwich together with waterproof tape.
c. As a control, prepare two sandwich test samples for each
material In accordance with Section 6.2.b, except use
distilled or deionized water Instead of the solution to be
evaluated. . .
d. Expose the test panels in'a controlled humidity cabinet
according to Table II.
e. After tbe 64-hour humidity exposure, s«v -cte the sandwich
and wash the panels with water and a soft bristle brush.
Blot dry.
f. Corrosion in excess of that on the control panels is
unacceptable.
06-17487
H
Onto. 12/B7
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6.2
TEST PROCEDURE (Continued)
TABLE II
SANDWICH CORROSION TEST SCHEDULE
STEP
1
2
3
4
5
6
7
8
9
10
EXPOSURE
TIME I/
HOURS"* 1/2
8
16
8
16
8
16
8
16
8
64
TEMPERATURE
OF
. 100
100
100
100
100
100
100
100
100
100
RELATIVE
HUMIDITY
Atnbl ent
95-100
Ambient
95-100
Ambient
95-100
Ambient
95-100
Ambient
95-100
I/ Total testing time is 168 hours.
D6-17487
10
D040004S2B OHIO. 12»»
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7. IMMERSION CORROSION TEST
7.1 TEST SPECIMENS
a. Clad 2024-T3 aluminum alloy per QQ-A-250/5
b Bare 2024-T3 aluminum alloy per QQ-A-250/4, alodize per
BAC 5719 Class A or MIL-C-5541
c. Bare 2024-T3 aluminum alloy per QQ-A-250/14, anodize per
BAC 5019 or MIL-A-8625 Type I
d Bare 7178-T6 aluminum alloy per QQ*A-250/14, anodize per
BAC 5019 or MIL-A-8625 Type I
e 4130 steel per MIL-S-18729, cadmium plate, bake, and
postplate treat per BAC 5718 or BAC 5804
f. 4130 steel, cadmium plate per BAC 5701 or 0>P-416
g. 6A1-4V titanium per MIL-T-9046 Type III. Conp. C
h. Bare AZ31B magnesium alloy per QQ-M-44 with MIL-M-3171
Type III (Scribe through MIL-M-3171 coating diagonally
across each side of panel)
1. 4130 steel per MIL-S-1B729
7.2 TEST PROCEDURE
The average weight loss of the Section 7.1 test specimens shall
not exceed the following when tested per ASTM F483 for 24 hours;
a. Aluminum + 10 m§
b. Cadmium-plated steel + 10 mg
c. Titanium + 10 mg
d. Magnesium +20 mg
e. Bare iteel + 30 mg
8. ACRYLIC CRAZING TEST
The material being tested shall not craze, crack, or etch acrylic
test specimens when tested in accordance with ASTM F484 using
Type A acrylic stressed to an outer fiber stress of 3000 psi.
06-17487
11
OO «000 4BM OHIO. 11/87
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g. POLYCARBONATE CRAZING TEST
9.1 TEST SPECIMEN
Lcxan 9600-116 sheet, General Electric Co., 0.060 + 0.005 Inch
thick
9.2 TEST PROCEDURE
a. Load the specimen to obtain an outer fiber stress of 2000
ps1. {This stress can be obtained by wrapping the specimen
around a cylinder with a radius of 10.2 Inches.)
b. While the specimen 1s under stress, place an absorbent
cotton swatchi soaked with the material being tested, onto
the test specimen. Do not let test solution touch edges of
specimen.
c. Remove load and cotton swatch after 10 minutes exposure.
d. Any crazing or cracking shall be cause for rejection of the
flushing fluid being tested.
10. ELASTOMER DEGRADATION TESTS
10.1 RUBBER TESTS
10.1.1 TEST SPECIMEN
a. Specimen material: BMS 1-59 - Obtain from an approved
fabricator per Appendix I
b. Specimen configuration: ASTM D471
10.1.2 TEST PROCEDURE
a. Test specimens required:
(1) Three unexposed (control) specimens for tests a. and b.
in Section 10.1.3
(2) Three exposed specirm.
10.1.3
for tests a. and b. in Section
(3) Three exposed specimens for test c. in Section 10.1.3
b. Immerse for 70+2 hours in flushing fluid maintained at 158
* 5F.
004
06-17487
12
S» OHIO. 12A7
-------
10.1.3 TOILET aUID ACCEPTABILITY CRITERIA
Uhen tested per ASTH D47, the changes 1n properties shall not
exceed:
a. Tensile Strength -25X
b. Elongation: -25X
c. Volume Change: +15S
10.2 SEALAKT TEST
10.2.1 TEST SPECIMEN
a. Prime three test panels for each solution and one for
control test per Section 10.2.2. Cure for 24 hours at
75 + 5F.
b. Just prior to applying sealant, clean the panel with
cheesecloth wetted with a 1:1 mix of HER, toluene, or
BNS 11-7. Dry the panel with dry cheesecloth before the
solvent evaporates.
c. Apply a fillet of one of the SMS 5-32 sealants listed 1n
Appendix 1 to the center of each panel. The dimensions of
the fillet shall be approximately 4x1 Inches x 1/4 inch
thick. Fair the edges of the sealant to the enamel.
d. Allow the sealant to cure a minimum of 10 days at 75 + 5F or
cure the sealant for 24 hours at 75 + 5F plus 24 hours at
140 + 5F.
10.2.2 APPLICATION OF BMS 10-11 TYPE I EPOXY PRIMER
a. The test panel size, material, prepaint treatment, and
conversion coating shall be in accordance with ASTM F502.
b. BMS 10-11 Type I primers and their mixing ratios are shown.
1n Appendi x I.
c. Allow the mixed primer to stand 30 minutes "rsfore
application.
d. Spray the primer to a dry film thickness of 0.4 to 0.8 mil.
06-17487
SM OHIO. 134KT
-------
10.2.3 TEST PROCEDURE
a Iranerse the specimens In the flushing fluid for 70 + 2 hours
at 120 + 5F. As a control, inmerse one specimen In
distilled or deionized water for 70 * 2 hours at 120 + 5F.
b. The sealant shall not 11ft at edges nor fail adhesively when
pried away from the surface, and shall have equivalent or
better adhesion than the control.
11
11.1
11.2
11.3
TAPE ADHESION TEST
TEST SPECIMEN .
Apply a 2-1nch strip of Permacel 1306 tape to two panels painted
and cured per Section 11.2. Cure for 24 hours at 120 + 5F.
APPLICATION OF BUS 10-11 TYPE II ENAMEL
a.
b.
Apply the enamel over three panels prepared and primed per
Section 10.2.2 and cured 1 to 4 hours at 75 + 5F.
The enamel shall be BAC 792 gloss white or BAC 702 gloss
white.
c. Consult Appendix I for approved Type IX enamels and their
mixing ratios. .
d. Prepare Type II enamel for spraying by mixing the base
material and catalyst and then adding sufficient thinner to
give a viscosity of 19 to 25 seconds when measured with a
No. 2 Zahn cup at 77 + 2F.
e. Allow the mixed coating to stand 30 minutes prior to
application.
f. Spray the enamel to a dry film thickness of 1.6 to 2.0 mils,
not including primer.
g. Cure 7 days at 75 + 5F and 30 to 60 percent relative
humidity.
TEST PROCEDURE
a. Immerse'taped panels in the flushing fluid at 75 + 5F for
7 days. "*
b. Conduct 180-degree peel test in accordance with AS7W 01000
except use rigid (0.040 inch thick minimum) aluminum, any
alloy, in lieu of steel.
c. The tape shall not 11ft at edges nor shall the 180-degree
peel strength be reduced by more than 301.
06-17487
14
oma.
-------
12
PAIRT SOFTBHHB TEST PROCEDURE
i. Testing shall be in accordance with ASTM F502 using the
following coating systems.
(1) BMS 10*79, Type II primer applied In accordance with
BAG 5882 plus BMS 10-60, Type II enamel In accordance
with BAG 5845.
(2) BMS 10-79, Type III primer applied 1n accordance with
BAG 5882, plus BMS 10-100 coating In accordance with
BAG 5797.
b. The material being tested shall not produce a decrease In
film hardness greater than 2 pencils, or any discoloration
on staining.
NOTE: Slight darkening of the BMS 10-100 surface is
acceptable.
13
HTDR06EH ENBRITTLEMEKT TEST
Hydrogen embrlttlenent testing shall be In accordance with ASTM
F519 using Type la, Ic, or 2a specimens.
06-17487
15
fMMMW»4B3B OHIO. 13/17
-------
A.
APPENDIX I
BMS 10-11 CHEMICAL AND SOLVENT RESISTANT FINISH
TYPE,
CLASS I/
AND COlOR
Type I
^ f*
Class A
Green
SUPPLIER
DeSoto, Inc.
Chemical Coating D1v.
4th and Cedar Sts.
Berkeley, CA
AKZO Coatings, Inc.
Aerospace Finishes
434 H. Heats Blvd.
Orange, CA 92665
Tempo Paint & Varnish
Company
69 Howden Road
Scarborough, Ontario
Canada
Deft Chemical Coatings
17451 Von Karman Ave.
Irvine, CA 92714
SUPPLIER
PRODUCT
Base
Curing Solution
Thinner
Base
Curing Solution
Th1 nner
Base
Catalyst
Th1 nner
Base
Catalyst
Thinner
Base
Catalyst
Base
Catalyst
Th1 nner
Base
Catalyst
Th1 nner
Base
Catalyst
f hi nner
DESIG-
NATION
515-003
910-012
910-025
515-706
910-012
910-025
463-4-4
X-301
TL-52
463-6-3
X-306
TL-S2
463-6-27
X337 or
X354
4500-PB-30D
4500-C-30D
4500-S-30D
02-GN-40
02-6N-40
IS- 101 or
NEK
02-GN-40FD
Q2-GN-40FD
IS-101 or
MEK
MIX
(PARTS BV
VOLUME)
1
1
Q.I max.
1
1
0.1 max.
3
1
1 max.
3
1
0.8 max.
1
1
1
1
1
I
i
0.1 max.
1
1
0.1 max.
D6-17487
16
5M OKIG. 12/17
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A.
APPENDIX I (Continued)
BMS 10-11 CHEMICAL AND SOLVENT RESISTANT FINISH (Continued)
TYPE.
CLASS 11
AND COlOR
Type I
Class B
Green
Type I
Class S
Yellow
Type I
Class A
Green
Rule 66
y
SUPPLIER
DeSoto, Inc.
DeSoto, Inc.
AKZO Coatings, Inc.
DeSoto, Inc.
AKZO Coatings, Inc.
Deft Chemical Coatings
SUPPLIER
PRODUCT
Base
Curing Solution
Thinner
Base
Curing Solution
Thinner
Base
Curing Solution
Thinner
Base
Catalyst
Th1 nner
Retarder
Base
Catalyst
Thi nner
Base
Catalyst
Thi nner
Base
Catalyst
Thinner
B»*e
Cato.yst
Thinner
DESIG-
NATION
515 X 314
910 X 471
020 X 331
513-004
910-012
910-025
513-705
910-012
910-025
463-6-5
X-306
TL-52
TL-82
515-701
910-707
910-025
515 X 323
910-707
910-025
463-6-11
X-315
TL-65
02-GN-39
02-GN-39
Methyl
cellusolve
or MEK
MIX
{PARTS BY
VOLUME
4 .
1
4 max.
1
1
0.1 max.
1
1
0.1 max.
3
1
0.8. max.
0.8 max.
1
1
0.1 max.
1
1
0.1 max.
3
1
0.8 max.
1
1
0.1 max.
D6-17487
17
DMOOO-JStt OHIO. VUtt*
-------
APPENDIX I (Continued)
BUS 10-11 CHEMICAL AND SOLVENT RESISTANT FINISH (Continued)
TYPE,
CLASS I/
AND COLOR
. Type I
Class A
Yellow
Rule 66
2/
Type II
Enamel
Class A
SUPPLIER
AKZO Coatings. Inc.
DeSoto, Inc.
AKZO Coatings, Inc.
SUPPLIER
PRODUCT
Base
Catalyst
Base
Curing Solution
Th1 nner
Base
Curing Solution
Thinner
Base
Catalyst
Th1 nner
DESIG-
NATION
463-6-12
X-315
513-700
910-707
910-025
513-706
910-707
910-025
443-3 Gloss
X-304
TL-29
NIX
(PARTS BY
VOLUME
3 .
"i ;
i
i
0.1 max.
1
1
0.1 max.
3
1
2 max.
If Class A material 1s Intended for conventional application methods
Including air or airless spraying. Class B 1s Intended for
application with electrostatic painting equipment as well as
conventional methods.
y Meets requirements of Los Angeles Pollution District Rule 66, which
~ restricts.the use of photochemically reactive solvents and thinners,
D6-17487
18
omo.
-------
APPENDIX I (Continued)
_. B. BMS 1-59 RUBBER
APPROVED FABRICATORS
* Cascade Gasket and Nfg. Co., Kent, WA
ElastoraeHc SlUcone Products, McMlnnvllle. OR
Groendyk Hfg. Co., Buchanan, VA
Hadbar Incorporated, Alhanbra, CA
Has ton, Inc., Tauntori, MA
Keene Technology 01v, Ranch Cucamonga, CA
KirkhHI Rubber Co., Los Angeles, CA
Pacific Molded Products Co., Los Angeles. CA
Parker Seal Company, Culver City, CA
Raybestos-Manhattan, Inc., North Charleston, SC
Reeve Rubber Co., San Clentente, CA
Rubbercraft Corp., Torrance, CA I/
SFS Industries, Inc. Cerrftos, CA
Sargent Industries, Carlsbad, CA
StUlman Rubber Company, Culver City, CA
West American Rubber Products, Orange, CA
f
I/ Supplies sheet material only.
D6-17487
19
-------
APPENDIX I (Continued)
C. BHS 5-32 CLASS B SEALANT
SUPPLIER
Cheat Seal Corporation of America
11120 Sheraan Hay
Sun Valley. CA 91352
Products Research and Chemical Corporation II
5454 San Fernando Road ~~
Glendale, CA 91209
y and their Licensees:
a. PRC Chemical Corp. of Canada, Ltd.
95 Rival da Road
West Ontanlo, Canada
b. Berger Chemical, Das toners .Division
Portland Road
Newcastle upon Tyne, NE2, 1 BL
c. Le Joint Francals
84-116 Rue Sallende
958571
Bazons, France
d. Yokohama Rubber Company
P.O. Box 46, SHIBA
Tokyo 105-91
Japan
PRODUCT
CS 3200 B2
PR 1224
06-17487
20
oftta.
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