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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                                                                                                                                 •    \
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                                                                                                                                                  1
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     \

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    410
    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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:•  •<#

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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

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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
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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
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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;
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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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8

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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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10

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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?         •                .
                           EPA/iCOLP Aircraft Maintenance Manual

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12  .
                                       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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                                                                                                  15
    •  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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16
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
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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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                                                                     18
                            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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20
                                       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
                       *  *
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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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                                                                                   25
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
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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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                                                                                                27
* 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
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                                                                                               29
  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.      .
                              EPA/ICOLP Aircraft Maintenance Manual

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32

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                                                                                      33
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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34
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.
                           EPA/ICOLP Aircraft Maintenance Manual

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                                                                                          35
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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36

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                                                                                    37
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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38

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                                                                                           39
"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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40

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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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42
                                                    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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44
                                    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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                                                                                               45
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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46
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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                                                                                          47
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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48
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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                                                                                               49
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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50

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                                                                                      51
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


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                                                                                             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

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                                                                           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

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                                                          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  *  *

-------
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  *

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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.

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                                                                                         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  *   *

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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
-------
                         	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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                                       ••  	                       121

      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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132	•             	

      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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                                                                                                  137

      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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 138                   	

 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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                                                                                       	139

      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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140
        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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                     	      •	141

      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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142	;^__	

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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                                                                                                  143
     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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144	

      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.    •         ..•••-
                         *  *
                              .  EPA/ICOLP Aircraft Maintenance Manual

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                                                                                	           145

        •      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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146    •   	;	

      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.   - •  -    	   •  •
                         *  * .
                               EPA/ICOLP Aircraft Maintenance Manual

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                                        .	147


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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148
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
                         EPA/ICOLP Aircraft Maintenance Manual

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                                                                                   149
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
                          EPA/ICOLP Aircraft Maintenance Manual

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150
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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                                                                                                151
 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
                              EPA/ICOLP Aircraft Maintenance Manual  *  *

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                                                                                      153
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.
                           EPA/ICOLP Aircraft Maintenance Manual

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                                                                      155
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.
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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.
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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
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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.
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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),
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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
                             EPA/ICOLP Aircraft Maintenance Manual  *  *

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                                                                                      167
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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168
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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                                                                                            169
 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
                             EPA/ICOLP Aircraft Maintenance Manual  *  *

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170
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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                                                                                              171
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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 172
 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
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                                                                                            173
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
                       *  *  EPA/ICOLP Aircraft Maintenance Manual  *  *

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174
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.
                           EPA/ICOLP Aircraft Maintenance Manual  *  *

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                                                                                           175
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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176
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
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                                                                                             177
 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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178

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                	           ,	•	179

                                         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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180                                                                                 	

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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                                                                                       181
            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.
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182
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
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                                                                                          183
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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184
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
                            EPA/ICOLP Aircraft Maintenance Manual

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186     	

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
                             EPA/ICOLP Aircraft Maintenance Manual

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                                                                                               187
                                          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.
                        *   *  EPA/ICOLP Aircraft Maintenance Manual   *

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188	

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).
                               EPA/ICOLP Aircraft Maintenance Manual

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                                                                                               189

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.
                              EPA/1COLP Aircraft Maintenance Manual

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190

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                                                                                      A-1
                                  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

-------
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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                                                                                      B-1
                                   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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B-2

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                                                                         C-1
                             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  * *

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C-2

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                                     D-1
          APPENDIX D

    CONTINENTAL AIRLINES
CHEMICAL QUALIFICATION SHEET
      EPA/ICOLP Aircraft Maintenance Manual

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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 _."   
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 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)

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                                    E-1
          APPENDIX E

  DOUGLAS AIRCRAFT COMPANY
CUSTOMER SERVICE DOCUMENT #1
     * * EPA/ICOLP Aircraft Maintenance Manual * *

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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.

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                                                               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

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                                                                    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-

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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-

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                       •                  *
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-

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 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
         43•recommended 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

-------
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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-------
REVISIONS
REV
SYM
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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
3-1-6




















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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
                                                                    •o  ^c
                                                                    ^  II  3
                                                                    •X  k £.


                                                                    ijl
General
10f31-72
     b.
    Changed "Qualification" to "Certification" in the
    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
SYU

C












J









DESCRIPTION



-
.

*


'
... 5-




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
&— 4— 76

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D6-17487
                                                                               3-2

-------
                               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

-------
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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   V  Materials meeting MIL-R-25134 need not be tested for corrosion.
                                  D6-17487
                                                                       8

-------
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

-------
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»»

-------
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

-------
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

-------
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

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                             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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