BOMBARDIER SD3-60 Maintenance Manual

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AMM30-00-00 2.0.0.0ICE AND RAIN PROTECTION - GENERAL

1. General

Ice and rain protection for the aircraft on the ground is provided by protective covers, described in

Chapter 10, Parking and Mooring, and by techniques described in Cold Weather Protection in

Chapter 12, Servicing.

Operationally the aircraft is protected by the following systems:

- Aerofoil de-icing. Refer to 30-11-00, pb1.

- Engine air intake anti-icing. Refer to 30-20-00, pb1.

- Pitot and static anti-icing. Refer to 30-31-00, pb1.

- Windshield ice and rain protection. Refer to 30-40-00, pb1.

- Five Bade Propeller anti-icing. Refer to 30-61-00, pb1.

- Six Blade Propeller anti-icing. Refer to 30-62-00, pb1.

- Ice detection system. Refer to 30-80-00, pb1.

Flight compartment side window de-misting is covered in Chapter 21, Air Conditioning.

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AMM30-11-00 3.0.0.0AEROFOIL DE-ICING - DESCRIPTION & OPERATION

1. Description

A. General

Refer to Figure 1.

The pneumatic power source to operate the system is derived from interstage P2.5

compressor bleed points on each engine.

The pneumatic de-icer consists of a smooth rubber fabric blanket containing small span wise

de-icing tubes and is bonded to the aerofoil leading edge with cement.

Bleed air is directed through a shut-off valve, pressure regulator and a check valve to a

common line and thence to each of five timer-controlled ejector flow control valves. When

compressed air is emitted via the ejector valves, the boots become inflated and subsequent

expansion produces cracks and shearing stresses in the ice, causing it to break its bond with

the deicer surface and the scavenging effect of the airstream removes the ice particles. A

relief valve at a mid point protects the de-icers from excess pressure.

When de-energised, the ejector valves act as jet pumps, creating a partial vacuum in their

related boots such that they are sucked flat against the leading edge to present a smooth

aerodynamic profile.

B. Ejector Flow Control Valves

The wing de-icer ejector valves are located at the intersection of the inner and outer wings

and the empennage valve is in the fuselage roof. Each ejector valve is fitted with an

electrically heated muff. A test point is provided to facilitate ground checks and/or pressure

testing of the system.

C. Power supplies

Control and indication power supplies are taken from the 28V d.c. left and right shedding

busbars via C/B Nos. 94 and 244 on respective distribution panels 1D and 2D.

D. System Controls

These are presented on panel 4P and comprise:-

(a) Two system and engine bleed control switches NORMal/SHUT

(b) The transistorized TIMER-OFF/1 MINute/3 MINute.

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E. System Indication

(1) Shut-Off Valves

The 'open' - 'closed' indication of the Shut-Off Valves is signalled via an integral set of

microswitches which operate in response to the solenoid valve movement.

Position indication is afforded by indicator modules on panel 4P (immediately above

control switches).

(2) Cycling

Cycle indicator switches, sited downstream of each ejector valve connect a supply to the

appropriate indicator light (green) on panel 4P when the related boot/s are on the

inflation phase of a cycle.

(3) High/Low Pressure Warning (System)

(a) High Pressure Warning

A H.P. switch is sited upstream of the relief valve and will make a supply available

(e.g. in the event of a failed pressure regulator) to the bleed air DUCT PRESSure

light on panel 4P should the system pressure exceed 24 p.s.i; attention is drawn by

the simultaneous illumination of the BLEED air module on the centralized warning

panel.

(b) Low Pressure Warning

A L.P. switch is introduced immediately downstream of the pressure regulator in

each engines delivery line. Should either switch 'make' (e.g. as a result of a burst

pipe) a supply will be made available to the bleed air DUCT PRESSure light on

panel 4P; attention is drawn by the simultaneous illumination of the BLEED air

module on the centralized warning panel.

NOTE: Circuits for both warning systems are wired in series with engine oil pressure

relays such that warning is only afforded when engines are running.

(4) Pressure Warning and Time Delay

A pressure switch is located between the ejector flow control valve and the water

separator. The switch is set to illuminate an amber SYS Pressure caution light on panel

4P, on a falling de-icing boot inflation pressure of 11.5 psig. The A/ICE PANEL (BLEED

on early aircraft) module on the centralized warning panel is also illuminated. The

caution light will extinguish on a rising inflation pressure of 13.5 psig.

NOTE: The pressure switch only functions when the aircraft is in the air i.e. it is inhibited

when the weight switches are operational.

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Aerofoil De-icing

Figure 1

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A time delay relay routes the pressure switch output to the SYS P indication, and is set to

approximately 60 seconds to avoid any nuisance warnings during the landing flare,

where lower boot inflation pressures would be expected.

(5) Spar Box Overheat Warning

This facility is shared with the air conditioning system. Refer to 21-00-00, pb1.

2. Operation

A. General

The system operates in the dormant or de-icing role as respectively described in B and C.

B. Dormant Function

With engines running and the controls on panel 4P set thus:-

the five ejector valves will constantly operate in the jet pump mode to keep the boots sucked

flat to their respective leading edges.

C. De-icing Function

With engines running and the controls on panel 4P set thus:-

the boots will commence and repeat flexing (inflation/deflation) in the sequence inner wings -

outer wings - tail.

During inflation, for either one minute or three minute cycles, the inner wing ejector valves are

energised for 5 seconds and then simultaneously de-energised with the energising of the

outer wing ejector for 5 seconds, followed by the energising of the tail ejector valve for 5

seconds.

This is followed by a dwell period of 45 seconds or 165 seconds (depending on the cycle

duration).

The cycle is repeated as long as the timer is switched ON. If the timer is switched OFF at any

time the timer will complete the cycle and return to the starting position. Momentary operation

of the control switch provides one operational cycle of the de-icer boots.

During the period of de-energisation of each ejector valve, air is removed from the related

boot/s by the valve's jet pump action.

WINGS & TAIL BLEED air control switches : NORMal

TIMER : OFF

WINGS & TAIL BLEED air control switches : NORMal

TIMER : 1 MINute/3 MINute

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AMM30-11-00 4.0.0.0AEROFOIL DE-ICING - MAINTENANCE PRACTICES

1. Adjustment/Test

A. Function the system

(1) Start engines

(2) Check that C/B Nos. 94 and 244 on respective distribution panels 1D and 2D are closed.

(3) On panel 4P perform the following:-

(a) Check that WINGS & TAIL BLEED air control switches are set to NORMal.

(b) Set TIMER switch to 1 MINute cycle.

(4) With reference to appropriate indicator lights, check that the ejector flow control valves

are energised in the following order and for the period specified.

(a) INNER wing (left and right) - 5 seconds

(b) OUTER wing (left and right) - 5 seconds

(c) TAIL boots - 5 seconds, followed by a 45 second dwell period to complete the cycle,

which will then repeat itself until the TIMER is switched OFF.

(5) Set TIMER switch to 3 MINute cycle and repeat operation (4), checking that there is a

165 second dwell period to complete the cycle.

(6) Switch TIMER - OFF.

(7) Select left WINGS & TAIL BLEED air control switch to SHUT and TIMER switch to 1

MINute cycle, and repeat operation (4).

(8) Return left control switch to NORMal and select right control switch to SHUT repeating

operation (4).

(9) Return right control switch to NORMal and switch timer - OFF.

(10) Check that all cycling indication lights are extinguished.

(11) Shut down engines.

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AMM30-11-01 5.0.0.0CHECK VALVES (ENGINE AIR BLEED LINES) - MAINTENANCE PRACTICES

1. Adjustment/Test

NOTE: For convenience of maintenance, the testing of the high pressure switch and relief valve

are carried out in the same procedure.

A. Function check the valves

Special tools and equipment:

Regulated air pressure supply (0-100 p.s.i.)

(1) Close C/B Nos. 94 and 244 on respective distribution panels 1D and 2D. Select the

TIMER switch OFF.

CAUTION: PLACARD THE TIMER SWITCH TO ENSURE THAT IT IS NOT SELECTED ON

DURING HIGH PRESSURE TESTS.

(2) Refer 6-30-00, pb1. Remove the following panels:-

(3) Disconnect de-icing pipes from bleed points on engines and blank off engine

connections.

(4) Connect regulated air pressure supply to test point and raise pressure slowly to 20 p.s.i.

maintaining flow to compensate for loss through ejector valves.

(5) Check that little or no leakage emits from the disconnected piping at the engines,

indicating that the check valves are functional.

NOTE: The label at the test point, restricting pressure to 20 p.s.i. is to be ignored when

performing the following test - the restriction only applies if boots are cycle

functioned from an external supply (engines stopped).

(6) Increase the pneumatic pressure slowly through 20 p.s.i. checking that:-

(a) the relief valve (accessed via panel 314 MZ) discharges air on a rising pressure of

20 ± 1 p.s.i.

420 AT

510 AT

312 TZ (rear baggage compartment aft bulkhead)

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(b) a continuing increase in pressure (to compensate for relief valve loss) will cause the

high pressure switch to illuminate the DUCT PRESSure light on panel 4P. before

reaching 24 p.s.i.

NOTE: Check that on a falling pressure of 22 p.s.i. the high pressure switch 'breaks',

extinguishing the DUCT PRESSure light.

(7) Reduce pressure to 20 p.s.i. and check that relief valve has reset.

(8) Reduce pressure to zero and disconnect air pressure supply.

(9) Remove blanks from P2.5 engine connections and re-connect associated piping.

(10) Close access panels.

(11) Remove placards and close C/B Nos. 94 and 244.

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AMM30-11-06 6.0.0.0RELIEF VALVE - MAINTENANCE PRACTICES

1. Adjustment/Test

A. Function check the relief valve.

For convenience of maintenance, the relief valve is functioned during check valves (engine

air bleed lines) test. Refer to 30-11-01, pb201.

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AMM30-11-11 7.0.0.0LOW PRESSURE SWITCHES - MAINTENANCE PRACTICES

1. Adjustment/Test

A. Function check the pressure switches

Special tools and equipment:

Regulated air pressure supply.

(1) Refer to 12-09-03, pb301. Provide electrical power.

(2) Check that C/B Nos 94 and 244 on respective distribution panels 1D and 2D are closed.

(3) Obtain access to both engines by removing panel 410AL.

(4) Disconnect de-icing pipes from interstage P2.5 bleed point on engines and blank off

engine connections.

(5) Gain access at panels 510TT or 510BB (left) and 610TT or 610BB (right) and disconnect

piping from outlet side of the check valves. Blank off piping and valves.

(6) Check left pressure switch as follows:-

(a) Select left BLEED air switch to NORMal.

(b) Open C/B No. 16 on distribution panel 1D (de-energising the left engine oil pressure

relay thus permitting the bleed air - DUCT PRESSure light on panel 4P to illuminate

under the influence of the left duct pressure switch, with engine stopped).

(c) Connect regulated air pressure supply to the previously disconnected piping at the

engine P2.5 bleed point.

(d) Raise pressure slowly, checking that the warning light is extinguished when the

pressure reaches 6 p.s.i. Reduce pressure slowly and check that the light

illuminates at 5 ± 0.25 p.s.i.

(e) Reduce pressure to zero and disconnect air pressure supply.

(f) Close C/B No. 16.

(g) Select left BLEED air switch to SHUT.

(7) Check right pressure switch as follows:-

(a) Select right BLEED air switch to NORMal.

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(b) Open C/B No. 116 on distribution panel 2D (de-energising the right engine oil

pressure relay, thus permitting the bleed air - DUCT PRESSure light on panel 4P to

illuminate under the influence of the right duct pressure switch, with engine

stopped).

(c) Connect regulated air pressure supply to the previously disconnected piping at the

right engine P2.5 bleed point.

(d) Raise pressure slowly, checking that the warning light is extinguished when the

pressure reaches 6 p.s.i. Reduce pressure to slowly and check that the light

illuminates at 5 ± 0.25 p.s.i.

(e) Reduce pressure to zero and disconnect air pressure supply.

(f) Close C/B No. 166.

(g) Select right BLEED air switch to SHUT.

(8) Remove blanks and re-connect associated piping at check valves and engine P2.5 bleed

points (left and right). Replace access panels.

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AMM30-11-16 8.0.0.0HIGH PRESSURE SWITCH - MAINTENANCE PRACTICES

1. Adjustment/Test

A. Function check the pressure switch.

For convenience of maintenance, the high pressure switch is functioned during check valves

(engine air bleed lines) test. Refer to 30-11-01, pb201.

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AMM30-11-21 9.0.0.0TRANSISTORISED TIMER - MAINTENANCE PRACTICES

1. Adjustment/Test

A. Function check the timer

The timer will be proved functional by the satisfactory completion of the system function test.

Refer to 30-11-00, pb201.

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AMM30-11-26 10.0.0.0EJECTOR FLOW CONTROL VALVES - MAINTENANCE PRACTICES

1. Adjustment/Test

A. Function check the valves

The valves will be proved functional by the satisfactory completion of the system function

test. Refer to 30-11-00, pb201.

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AMM30-11-31 11.0.0.0CYCLE INDICATOR SWITCHES (BOOT FUNCTION) - MAINTENANCE PRACTICES

1. Adjustment/Test

A. Function check the switches.

The switches will be proved functional by the satisfactory completion of the system function

test. Refer to 30-11-00, pb201.

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AMM30-11-36 12.0.0.0BOOT DE-ICERS - MAINTENANCE PRACTICES

1. Servicing

A. General

An average life of approximately 5 years can be expected if the following precautions are

observed:-

(1) Inspect the de-icers regularly and repair all damage promptly.

(2) Work stands should be suitably padded on those areas which could come in contact with

installed de-icers and ladders should not be laid against aerofoil leading edges having

de-icers installed.

(3) When refuelling an aircraft, do not drag the service hose over the boots. The de-icing

boots should be protected with suitable padding.

(4) Tools and other sharp instruments should not be laid on the de-icing boots during

servicing procedures.

B. Cleaning

(1) Ensure that de-icers are kept free from oil, gasoline, paint remover, solvents and other

injurious substances. Cleaning should be performed using mild soap and water solution.

CAUTION: SOLUTION TEMPERATURE MUST NOT EXCEED:-

(A) 140°F FOR STABILIZER INSTALLED DE-ICERS (ESTANE)

(B) 180°F FOR WING DE-ICERS (NEOPRENE)

(2) If performing general external cleaning operations on the aircraft employing cleaning

compound MIL-C-22543; take account of the following:-

CAUTION: (A) MIL-C-22543 CLEANING COMPOUND CAN DAMAGE THE SURFACE PLY

OF STABILIZER SITED DE-ICERS (ESTANE). STEPS MUST BE TAKEN TO

COVER AND EFFECTIVELY PROTECT THE SURFACE OF SUCH DE-ICERS

BEFORE WASHING THE AIRCRAFT WITH THESE CLEANING COMPOUNDS.

(B) WING SITED DE-ICERS (NEOPRENE) SHOULD HAVE A FINAL WASH WITH

CLEAN WATER.

C. Protective treatment

(1) Age Master No. 1 application (Neoprene De-icers only)

, these are fitted to the wings.

(a) The work area should be adequately ventilated during the application process.

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(b) Age Master may be applied by brushing, swabbing or rolling. Plastic or rubber

gloves should be used with the swab method to prevent staining of the skin.

Spraying is not recommended to avoid loss of vital components needed for a

protective agent to penetrate rubber. Application by spraying is also a fire hazard.

(c) A minimum of two coats are required for the complete process.

(d) Waterless hand cleanser should be used to clean hands and equipment and also

remove stains.

(e) One gallon will treat 150 - 170 square feet (14 - 18 square meters) two coats.

1 Clean the de-icer surfaces as detailed in para B. and mask the surrounding

areas to prevent staining.

2 Apply the first coat at a rate of 0.4 - 0.5 fluid ounces per square foot ensuring

that the surfaces are completely covered. Allow 5 to 10 minutes to dry.

NOTE: Swab applicators should be approximately 2 in. by 4 in. formed from lint-

free cloth. The swab should be wet through but not dripping and strokes

consistent.

3 Apply the second coat as detailed in para 2 and allow 20 to 30 minutes to dry.

When using Agemaster No. 1 on Neoprene de-icers, allow for it to soak into the

de-icers, before you fly the aircraft.

NOTE: The total coverage should be approximately 0.75 fluid ounces per square

foot (240 ml per square meter) for effective protection.

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D. Adhesion reduction

(1) ICEX application

WARNING: FAILURE TO FOLLOW DIRECTIONS COULD RESULT IN BODILY INJURY OR

DEATH. HARMFUL VAPOURS MAY CAUSE SKIN AND EYE IRRITATION. USE

ONLY IN A WELL VENTILATED AREA. TO AVOID PROLONGED OR REPEATED

SKIN CONTACT, USE RUBBER OR NEOPRENE GLOVES (INDUSTRIAL/

ALKALINE RESISTANT TYPE). WEAR CHEMICAL GOGGLES. WHEN

CONTAINER IS NOT IN USE, KEEP IT TIGHTLY CLOSED TO AVOID

EVAPORATION. KEEP AWAY FROM OPEN FLAMES AND ELECTRIC

HEATERS. DO NOT DISPOSE OF EMPTY CONTAINER BY BURNING.

BURNING GIVES OFF TOXIC SUBSTANCES. IF THERE IS EYE CONTACT,

FLUSH WITH WATER FOR 15 MINUTES. USE SOAP AND WATER AFTER SKIN

CONTACT. IF EYE OR SKIN IRRITATION PERSISTS, SEE A PHYSICIAN. IF

SWALLOWED, DO NOT INDUCE VOMITING. SEE A PHYSICIAN IMMEDIATELY.

KEEP OUT OF REACH OF CHILDREN.

B.F. Goodrich ICEX is a silicone based material specifically compounded to reduce the

strength of adhesion between ice and the rubber surfaces of the aircraft de-icers. ICEX

will not harm rubber and offers added ozone protection.

Properly applied and renewed at periodic intervals, ICEX provides a smooth polished

film that evens out the microscopic irregularities on the surface of the rubber parts. ICEX

provides a barrier to ice adhesion and causes ice to shear easily when the de-icers are

operated.

One quart will provide 500 square feet coverage when applied as directed.

ICEX may be applied directly over AGE-MASTER No. 1 treated surface, so long as the

AGE-MASTER No. 1 has dried for 24 hours and is clean. Otherwise:

(a) Thoroughly wash using soap and water solution.

(b) Remove substances which cannot be removed by soap and water using isopropyl

alcohol; however if this is done the surface must be cleaned again with soap and

water.

(c) Rinse thoroughly with clean water and allow to dry.

ICEX should be applied sparingly to achieve the optimum results. If the application is too

heavy, it will cause the surface to become sticky, thus attracting runway dust and

reducing ice removing efficency.

The frequency of application will be dependent upon the number of flight hours

accumulated and the type of weather encountered. One application of ICEX may be

expected to last for 50 flight hours during the icing season. Re-apply as often as required

to maintain a thin polished film on the de-icer surfaces.

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ICEX may be applied immediately before flight. However, DO NOT apply ICEX over

Agemaster No. 1 that has not cured for at least 24 hours.

2. Removal/Installation

WARNING: CEMENT AND SOLVENT VAPOURS ARE TOXIC AND EXTREMELY FLAMMABLE. USE

ONLY IN A WELL VENTILATED AREA AWAY FROM SPARKS OR FLAMES. AVOID

PROLONGED BREATHING OF VAPOURS - EXCESSIVE EXPOSURE COULD CAUSE

INJURY OF DEATH. IF DIZZINESS OR NAUSEA OCCUR, OBTAIN FRESH AIR

IMMEDIATELY. AVOID CONTACT WITH SKIN OR EYES. USE SOLVENT - RESISTANT

GLOVES TO MINIMIZE SKIN EXPOSURE. USE SAFETY GLASSES TO MINIMIZE

CHANCE OF EYE CONTACT. IF EYE CONTACT OCCURS, FLUSH EYES WITH WATER

FOR 15 MINUTES AND SEE A PHYSICIAN. IF SKIN CONTACT OCCURS, WASH

THOROUGHLY WITH SOAP AND WATER. IF SWALLOWED, DO NOT INDUCE

VOMITING. SEE A PHYSICIAN IMMEDIATELY.

REFER TO 12-09-01, PB201. ENSURE AIRCRAFT IS ELECTRICALLY GROUNDED TO

PREVENT STATIC SPARKS WHICH COULD IGNITE SOLVENT VAPOURS.

A. Remove wing De-icers (neoprene) or stabilizer De-icers (estane).

NOTE: Boots to be removed using the minimum amount of Toluol possible.

(1) Apply Toluol to the seam line of one corner of the upper trailing edge of the De-Icer and

apply force to peel back the boot.

(2) Using the solvent, separate the De-Icer from the aerofoil for a distance of four inches all

the way along the upper trailing edge.

(3) Continue to use solvent to soften the adhesion line and pull the boot down towards lower

trailing edge with uniform force.

(4) Disconnect flexible hose from De-Icer connection.

(5) Remove installation cement using BF Goodrich KE9002 paint remover, Toluol or

equivalent.

B. Preparation of Leading Edges

(1) Using 1" masking tape, mask off area to be covered by De-icer; allow 1/2" extra on each

side for non-recessed De-icers. If adhesion test is to be made, allow 1" on end to install

adhesion test strip.

WARNING: CONFIRM THAT THE AIRCRAFT IS ELECTRICALLY GROUNDED TO

PREVENT STATIC SPARKS WHICH COULD IGNITE SOLVENT VAPOURS.

(2) Thoroughly clean the metal surfaces with cleaning solvent at least twice. Remove all

paint and primer within the masked area. For final cleaning, swab with clean solvent and

quickly wipe dry with a clean, dry cloth to avoid leaving a film.

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(3) It is permissible to install De-icers on alodined or anodized surfaces.

NOTE: If zinc chromate primer is unaffected by scrubbing with the cleaning solvent, it does

not have to be completely removed to facilitate De-icer installation as long as

adequate adhesion is obtained (see para 3.A). If adhesion is not adequate, soak

primer with BF Goodrich No. KE-9002 or equivalent, then scrub with Toluol to

remove primer.

(4) Fill gaps of skin splices that lead under the De-icers with sealing compound EC-801.

C. Preparing De-icer

NOTE: If adhesion test is to be made, prepare and mount the De-icer adhesion test strip(s) in

exactly the same manner and at the same time that the De-icer is prepared and

mounted (see para 3.A).

(1) Moisten a lint free cloth (i.e. cheesecloth) with cleaning solvent and carefully clean the

rough, back surface of the De-icer at least twice. Change cloths frequently to avoid

recontamination of the cleaned surfaces.

CAUTION: ESTANE DE-ICERS CAN BE DAMAGED BY MEK OR ACETONE USE TOLUOL

WHEN CLEANING AND INSTALLING THESE DE-ICERS.

DO NOT SATURATE THE BACK SURFACE TOO HEAVILY WITH SOLVENT OR

SCRUB REPEATEDLY. ALLOW TO DRY THOROUGHLY BEFORE CEMENTING.

D. Cementing De-icer and Leading Edge

WARNING: 1300L CEMENT CONTAINS MEK AND IS EXTREMELY FLAMMABLE. EXTINGUISH

ALL OPEN FLAMES. AVOID SPARKS. USE ONLY IN WELL VENTILATED AREAS.

AVOID PROLONGED BREATHING OF VAPOURS. AVOID SKIN CONTACT.

(1) Thoroughly mix the 1300L installation cement; if necessary, the cement may be thinned

with Toluol or MEK (up to 5% by volume). Apply one even brush coat to the cleaned back

surface of the De-icer and to the cleaned installation surface.

NOTE: For best results, apply cement at an ambient temperature of 65° - 75° F (18° -

24°C), do not apply cement below 50°F (10°C) or above 110°F (43°C).

Allow the cement to dry a minimum of one hour at 50°F (10°C) or above when the

relative humidity is less than 75%. If the humidity is 75-90% allow additional drying time.

DO NOT apply the cement if the relative humidity is higher than 90%, OR if the

temperature is below 50°F (10°C). For best results apply cement at an ambient

temperature of 65-75°F (18-24°C).

(2) Re-stir cement and apply a second coat to both surfaces and allow to air dry a minimum

of one hour. De-icer and leading edge may be cemented for a maximum of 48 hours

before actual installation if cemented parts are covered and kept clean.

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BOMBARDIER SD3-60 Maintenance Manual

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