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INTRODUCTION
Metallic aircraft structures are composed of many individual pieces that must be securely fastened together to
form a complete structural unit. Fusion welding, non-fusion welding, hardware fasteners, and adhesives are the
principal methods used in the construction and repair of metal aircraft joints. This chapter describes the equipment and basic procedures needed to join metals using fusion and non-fusion welding techniques, and the methods used to repair welded aircraft structures. Since welding has become so highly specialized, the FAA no longer
requires a person to perform welding to a high skill level to become a certified aircraft technician. If you have an
interest in specializing in this area, you will need to pursue advanced training. One source of additional infor mation on advanced aircraft welding techniques is the book Welding Guidelines, which is available from
Jeppesen.
WELDING PROCESSES
Aircraft maintenance technicians are no longer
required to be highly proficient at performing weld
repairs or fabricating welded parts for aircraft. In
fact, in most cases the technician should delegate
the responsibility for welding aircraft parts to FAAcertified repair stations that specialize in welding
processes. However, aircraft technicians are
expected to have sufficient knowledge to enable
them to identify defective welds to determine the
airworthiness of an aircraft.
The two most prominent methods of welding aircraft structures and components are fusion and nonfusion. Fusion welding is the blending of compatible molten metals into one common part or joint.
Fusing of metals is accomplished by producing sufficient heat for the metals to melt, flow together and
mix. The heat is then removed to allow the fused
joint to solidify. Non-fusion welding is the joining
of metals by adhesion of one metal to another. The
most prominent non-fusion welding processes used
on aircraft are brazing and soldering, which are covered in detail later in this section.
good penetration, or depth of fusion. In fact, penetration is the most important characteristic of a good
weld. To obtain the proper amount of penetration
and proper weld dimensions, a welder must use the
correct type and size of filler rod and appropriate
welding technique for the thickness and type of the
material to be joined. A good weld also is well rein-
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Shielded metal arc welding (SMAW), or stick welding, is the most common type of arc welding. You
may find stick welding useful for fabricating tools
and shop equipment, but it is not generally used for
the fabrication or repair of aircraft.
In SMAW welding, a metal wire rod, which is composed of approximately the same chemical composition as the metal to be welded, is clamped in an
electrode holder. This holder, in turn, is connected
to one terminal of the TR power supply by a heavy
gauge electrical cable. The metal to be welded is
attached to the other terminal of the power supply
through another electrical cable usually equipped
with a spring clamp. The technician strikes an arc
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between the wire rod and the metal, which produces heat capable of exceeding 10,0004 F. This
intense heat melts both the metal and the rod.
As previously mentioned, the welding process accelerates oxidation, a harmful chemical reaction
between the metal and the oxygen in the air. It is a
major concern, and must be controlled to obtain a
quality weld. To accomplish this, the arc-welding rod
is coated with flux, which protects the welding zone
from the air as it burns. As the flux burns from the
rod, it releases an inert gas that shields the molten
metal. When the weld is complete, an airtight slag
covers the weld bead as it cools. This slag must be
chipped off to examine the weld. [Figure 4-3]
Aircraft Welding
Tungsten inert gas welding (TIG) is the form of electric arc welding that is used most in aircraft maintenance. It also is known as gas tungsten arc welding
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Figure 4-5. ATlG welding setup consists of a power supply, aTlG torch with a tungsten electrode, and a supply of inert gas.
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Welding
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Figure 4-7. When preparing a TIG electrode for welding, follow the manufacturer's instructions. Manufacturers sometimes require the electrodes to be ground to a rounded
shape for welding with AC power, while a pointed tip is
sometimes called for when using straight-polarity DC.
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LAP JOINTS
Figure 4-12. In aircraft applications, lap joints are more common than butt welds when sheets of metal are to be joined
together.
Figure 4-9. A technician must be familiar with the techniques for fabricating these basic welding joints.
CORNER JOINTS
Figure 4-10. Butt joints are simple but require special preparation considerations to provide adequate weld penetration.
Bevels are often required before welding thick metals.
TEE JOINTS
Tee joints are quite common in aircraft work, particularly in tubular structures. The plain tee joint is
suitable for most aircraft metal thickness. Thicker
metals require the vertical member to be either single or double beveled to permit the heat to penetrate
deeply enough. [Figure 4-11]
Figure 4-13. Corner joints are common in aircraft components such as airbox assemblies made from aluminum.
EDGE JOINTS
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Figure 4-14. In thin metal, edge welded joints can be performed without the use of filler material since the metal will
melt to form the weld reinforcement.
Aircraft
Welding
PROPORTIONS OF THE WELD
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Figure 4-18. Examples of properly formed joints show adequate weld penetration into the base metal and proper reinforcement height. Penetration and bead height are measured relative to thickness of the base metal (t).
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Aircraft
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Figure 4-19. These are examples of improperly formed welds. Most are caused by poor technique, inexperience or simply carelessness. If you observe welds with these defects, reject them and arrange to have them repaired by an FAA-approved welding
facility.
inspection. Cracks and internal defects may be difficult or impossible to see. [Figure 4-19]
If you suspect a defective joint, but cannot confirm
it visually, it will be necessary to perform a more
detailed non-destructive inspection. Non-destructive inspection (NDI) techniques include dye-penetrant, magnetic-particle, x-ray, ultrasonic and eddycurrent. The dye-penetrant inspection is the most
cost-effective and easy test to perform in the
field,but does not identify internal flaws. To use
other forms of NDI, the inspection equipment must
be certified for accuracy and the personnel conducting the inspection must have received special
training.
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Welding
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Braze welding also is sometimes used to join dissimilar metals that cannot be joined by fusion welding. Braze welding also can join metals where the
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Aircraft Welding
tional oxides until the joint is covered with the solder. Each different type of metal to be soldered has
a recommended flux, which can be found in manufacturers' guides or in soldering reference handbooks.
Soft solder is primarily a mixture of tin and lead. The
melting point varies considerably with the percentage of each. The solder is identified by two numbers,
indicating the percentage of tin followed by the percentage of lead. 40-60 solder must be heated to
46012 F to flow, while 50-50 solder flows at 420.
The mixture that melts at the lowest temperature has
63% tin and 37% lead (63-37), which flows at 361.
The most commonly used soft solder is of the 50-50
composition, and is sold in the form of a hollow
wire with the center filled with flux. [Figure 4-22]
HARD SOLDERING
SOFT SOLDERING
Hard and silver soldering are actually forms of brazing in which the filler material melts at a temperature more than 80012 F. The oxyacetylene flame
for silver soldering should be neutral, but may have
a slight excess of acetylene. The flame must be soft,
not harsh. To conform to commonly accepted terminology in aircraft maintenance, silver brazing will
be called silver soldering in this text.
Stainless steel oxygen lines often have their end fittings attached by silver soldering. To do this, clean
and assemble the fitting and the end of the tube.
Mix the flux with water, apply it to the joint and
carefully heat it. The flux will dry as the water boils
out of it and will then begin to bubble. As it
approaches the correct temperature for applying the
Figure 4-22. The melting temperature of solder depends on the tin-lead mixture and is supplied on a spool marked with an identification number. Examples of where each solder type may be used are shown in this figure with the tin/lead content, melting temperature and the temperature required for each solder to flow.
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Aircraft Welding
ADVANCED WELDING
Aircraft construction has migrated from wood structures and fabric covers to aluminum and other
strong, lightweight materials. Each type of metal
used in constructing or repairing an aircraft has
unique properties that should be considered in the
welding process.
GAS WELDING ALUMINUM
Aluminum has a reputation for being difficult to
weld because it does not change its color as it nears
its melting temperature. It can be solid one moment
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TIG welding is the preferred method for welding aluminum. The heat from tho TIG torch is much more
concentrated than it is with an oxygen torch. This
concentration has less effect on the remainder of the
structure and does not affect the heat treatment as
extensively as gas welding. In either case, after welding a heat treated aluminum part, the part must be reheat treated before reinstallation on the aircraft. In
addition, the inert gas provides shielding of the work
area and resists the development of aluminum oxides.
Magnesium is an extremely active metal whose oxidation rate increases as its temperature is raised.
Magnesium burns at a very high temperature and produces oxygen as a byproduct of combustion, therefore, is not extinguishable by normal means. Special
agents must be used that cool the magnesium thereby
extinguishing the fire. Magnesium melts at temperatures near that of aluminum, but the oxides that form
on its surface melt at a far higher temperature. In
order to make a successful weld, these oxides must be
removed. Before starting the weld, the oxides must be
removed with a hog bristle or stainless steel brush
and the surface scrubbed with an appropriate solvent.
Using AC current with high-frequency arc stabilization and an inert gas keeps the weld area from being
contaminated. The filler rod used for magnesium
should be the same as the metal itself. The producer
of the metal may recommend other types of rods.
Aircraft Welding
Welded repairs to aircraft structures by an A&P technician requires a high degree of professionalism and
judgement. As an astute aircraft technician, you
should have recognized by now that welding of aluminum, stainless steel and exotic metals requires
special tools, training and techniques. The average
technician usually will not have the expertise necessary to perform airworthy repairs to these types of
structures and components. Recognition of the need
to enlist the aid of specialists is one of the hallmarks
of a good A&P mechanic. Consider that an improper
weld on a structural part of the aircraft could cause
failures with serious results. Welded repairs made
directly to the airframe must be correctly done in
order to retain the design strength of the aircraft. The
airframe along "with the engine mounts and landing
gear assemblies absorb the highest mechanical loads
and vibrations in the aircraft.
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STRUCTURAL REPAIRS
Figure 4-26. A dent at a cluster weld is repaired with a lapjoint welded patch.
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Welding
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Figure 4-28. Use of a supporting inner-sleeve is one method of repairing a damaged tubular structure.
being repaired. The inside diameter of the reinforcing tubes must be no greater than 1/16-inch more
than the outside diameter of the original. Cut the
ends of the tubes with a 30-degree scarf or with a
fish mouth. The length of the reinforcing section
should be three times the diameter of the original
tube between the inner ends of the cuts.
Drill rosette holes in the sleeves before installing
them over the replacement tube. Center the splice
tubes over each end of the replacement section and
weld them in place. Weld both ends of one of the
sleeves and allow the weld to cool before welding
the other sleeve in place. This will minimize the
warpage. [Figure 4-29]
If a cluster weld has been damaged too much to be
repaired by a patch welded over it, the entire cluster may be cut out and outer sleeves welded over the
ends of the tubing to make a new cluster. The procedure is similar to that for an outer-sleeve splice.
[Figure 4-30]
EXPANSION AND CONTRACTION
Some allowances must be made for expansion and
contraction when designing a welded repair. As a
part is heated to welding temperature, it naturally
expands. As it cools, it contracts. If a part is
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Aircraft Welding
Figure 4-30. An entire cluster welded joint can be replaced using techniques similar to those used for outer-sleeve splices.
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GASES
To produce enough heat to melt metal, a combustible gas like acetylene is mixed with oxygen.
Other gases, such as propane, natural gas, methylacetylene-propadiene (MAPP) gas, and hydrogen
are used primarily for cutting or in the
soldering/brazing processes. [Figure 4-31]
ACETYLENE GAS
A heavy gas, with a disagreeable odor, acetylene
becomes unstable at pressures of 15 psi or higher.
At 30 psi, the slightest amount of heat generated by
friction of acetylene against the atmosphere will
cause it to explode. The normal operating pressure
for most acetylene welding is 4 to 8 psi.
Acetylene tanks are filled with Fuller's earth, a
porous mixture with the characteristics of a sponge.
This provides hollow paths for liquid acetone to
flow into the bottle. Acetone can absorb up to 25
times its volume in acetylene. Because acetylene is
stored in acetone, it can be shipped in bottles
without the danger of exploding. The quantity
of a freshly charged acetylene bottle is a volumetric
measurement calculated from total weight, not psi.
However, when an acetylene bottle is connected to
a pressure gauge, it can read as high as 250 psi when
fully charged. The pressure gauge is not reading
acetylene but acetone pressure. It is recommended
that acetylene be released slowly from the acetone
by opening the tank valve no more than one-quarter
to one-half turn. If the acetylene tank valve is
opened too far, acetone will flow out of the bottle
into the feed line or gas hose.
Acetylene gas is formed when calcium carbide crystals are exposed to water. An acetylene generator
utilizes a full water tank, a half-filled carbide container, and a tank filler line connecting the top of
the carbide container to the acetylene bottle. As
water droplets fall onto the carbide crystals, acetylene gas is released, sort of like a seltzer tablet. As
the crystals fizz, released gas builds up pressure at
the top of the carbide container where it eventually
flows to the acetylene tank and is absorbed by the
acetone. The weight of the bottle is monitored, and
the tank valve is closed when the proper weight
is reached.
OXYGEN
Oxygen is a colorless, odorless, tasteless gas that
comprises 21 percent of the volume of the earth's
atmosphere. In welding, oxygen is used to support
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combustion. Oxygen must never be used in the presence of petroleum-based substances because of the
danger of a fire or explosion. For example, when
high-pressure oxygen comes into contact with
petroleum-based engine oil, it lowers its flash point
to the level that a spark or minimal friction could
set off an explosion. Extreme caution is required
when welding on tanks that were once filled with
gasoline, alcohol, hydraulic fluid or any other
volatile substance. The tanks must be steam-cleaned
thoroughly before beginning.
The flame color and pattern from the welding torch
changes as the volume of oxygen relative to the
acetylene is increased. As the oxygen valve is
opened, the flame color changes from a dull orange
to a brilliant whitish purple. This carbonizing
flame is still relatively rich in acetylene. The
intensity of the heat continues to increase with
additional oxygen until the optimal mixture, and a
neutral flame is reached. If the amount of oxygen
is increased further, the flame changes from neutral to oxidizing. A neutral flame is 6,30023 F and is
used primarily when welding aircraft steel. A carbonizing flame burns much cooler, and is used for
brazing and soldering. An oxidizing flame is used
for cutting.
EQUIPMENT
Oxyacetylene welding equipment includes regulators, hoses, torches and lighters as well as personal
safety equipment like welding goggles and gloves. It
is essential to understand the operation and safety
practices for this equipment.
PRESSURE REGULATORS
Both oxygen and acetylene are supplied under a
pressure far higher than is needed at the torch. A
regulator reduces the pressure to a usable value. If
the gases are supplied from a manifold system, a
single-stage regulator is sufficient to control the
pressure. However, most aircraft repair shops use
bottled, high-pressure gases, which require twostage regulators.
OXYGEN
The adjusting screw handle is turned counterclockwise to close the valve. When there is no more
opposition from the spring, the gas flow to the torch
is shut off. Turning this handle clockwise opens the
valve and regulates the pressure of the gas delivered
to the torch.
All approved-type regulators have a safety disc that
will rupture at a pressure below that which would
damage the regulator. This disc is on the low-pressure side of the regulator, and if the regulator should
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Figure 4-35. Equal pressure torches are used with high-pressure bottled gas.
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TORCH LIGHTERS
Torches usually are lit with a flint-and-steel-type
lighter. Matches should not be used because of the
danger in carrying matches in the welding area.
Metal popped from the torch could accidentally
ignite them. Many permanently installed welding
stations have a combination torch holder and pilot
light. When the torch is hung up on the holder, both
the acetylene and oxygen are cut off, and the flame
goes out. When the torch is lifted, the gases again
flow, and a small pilot light on the fixture is used to
light the torch.
FILLER RODS
Filler rods are used to reinforce the bead and they
also serve as a heat sink. When a filler rod works as
a heat sink it pulls heat away from the molten pud-
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WELDING GLOVES
Welding gloves are an important part of the welder's
personal safety equipment. They usually are
described as gauntlet style because of the extended
coverage up the forearm. The welding glove prevents sparks and weld splatters from burning your
hands and arms. [Fig 4-38]
Figure 4-38. Welding gloves are typically made of fire resistant materials such as chemically treated canvas.
EQUIPMENT SETUP
Aircraft Welding
USE OF THE
OXYACETYLENE TORCH
Lighting and properly adjusting the torch will provide maximum safety and prevent unnecessary wear
or damage to the equipment. In all cases, follow the
procedures recommended by the manufacturer.
With the equipment properly set up and the correct
size tip screwed into the torch, open the oxygen valve
on the torch about one turn. Screw in the oxygen regulator handle until the low-pressure gauge indicates
the correct pressure for the thickness of metal to be
welded. The pressure must be set with the oxygen
flowing since the pressure will be lower than it is
when there is no flow. Turn off the oxygen valve at the
torch and repeat the procedure with the acetylene regulator. Adjust it for the proper pressure with a flow
from the torch. After the acetylene pressure is set,
shut off the valve at the torch. [Figure 4-39]
To light the torch, open the acetylene valve on the
torch handle about 1/6-turn, and ignite the gas with
a flint lighter. Continue opening the acetylene valve
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Figure 4-39. Each different metal thickness requires specific rod diameters, tip sizes, and gas pressures.
THE PUDDLE
A welder must learn to control a molten puddle
without using a filler rod. Practice running a puddle
without a filler rod before attempting an actual weld
with a filler rod.
A beginning welder should practice running puddles on small squares of 18-gauge (.035-inch thick)
steel cut to a size of 4"x4". Place the square of steel
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Aircraft Welding
Figure 4-43. Dip the filler rod into the molten puddle so as to
add enough metal to produce a slightly crowned bead.
Figure 4-44. Add filler rod into the puddle to get a crowned
bead with good penetration.
OXYACETYLENE CUTTING
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Figure 4-45. An oxyacetylene cutting torch consists of a normal welding torch, with an additional orifice for high-pressure oxygen,
and a valve to control it.
are gas inlet attachments for both oxygen and acetylene on the torch handles. The cutting torch has an
extra oxygen valve that is used to adjust the highpressure oxygen jet blast for cutting. Just like the
regular welding torch, a cutting torch is lit with a
striker, then adjusted to a neutral flame. The
adjusted neutral flame is used to preheat the metal
to a red-hot condition before cutting. The neutral
flame should not shift when the jet blast of pure
oxygen is applied. If the preheat flame shifts, turn
off the torch, clean the tip orifices with a tip cleaner,
then re-light the torch.
Squeezing a lever on the torch handle activates the
jet of high-pressure oxygen. When this pressurized
oxygen hits the red-hot surface of the metal, a chemical and physical reaction occurs. The oxygen accelerates the natural oxidation of the metal to many
times the normal rate. The metal disintegrates, or
burns, and the resulting residual metal is blown out
the bottom of the kerf. Upon examining the remains,
you would find ferrous oxides as evidence of this
oxidation.
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