Satco Containers 25-51-01 – Damage Limits and Repair Procedures

Satco, Inc. Damage Limits and Repair Procedures SATCO, INC. 1601 E. EL SEGUNDO BLVD. EL SEGUNDO, CA 90245 310/322-4719 www.satco-inc.com

DAMAGE LIMITS AND REPAIR PROCEDURES

FOR

SATCO, INC.

CERTIFIED CARGO CONTAINERS

ALL MODELS

25-51-01 Title Page All Models August 22, 2013 Satco, Inc. Damage Limits and Repair Procedures

INTRODUCTION

Satco, Inc. has developed this Damage Limits and Repair Procedures manual in an effort to better organize and control information related to the inspection, evaluation and repair of damage to Satco, Inc. cargo containers.

Because this information has been replicated in all of the Component Maintenance Manuals Satco has produced, it has become extremely cumbersome to revise the basic damage limits and repair procedures without having to revise countless different manuals. By consolidating all of the basic damage limits and repair procedures that are common to all Satco containers into one manual, Satco can now make necessary changes and revisions to basic procedures without having to revise individual Component Maintenance Manuals or issue Service Bulletins.

This manual should be thoroughly reviewed, kept in current revision status and used by certified repair stations performing work on Satco, Inc. cargo containers. As individual Component Maintenance Manuals are revised from this date forward the information contained herein will be removed from the individual Component Maintenance Manual and the following statement will be inserted:

“For detailed information on the damage limits and repair procedures applicable to this ULD refer to Satco, Inc. Manual 25-51-01 – Damage Limits and Repair Procedures.”

Damage limits listed in this manual describe the most damage allowable without affecting the airworthiness of a container. Any owner or operator of any Satco container may impose damage limits more restrictive than those listed; however, under no circumstances may damage limits be issued that are less restrictive than those listed in this manual.

As an added convenience, information on Damaged Container Conversion with a Flight Kit has been included. Guidelines for net attach receptacle and net installation procedures, conditions and restrictions for use have been included. The information covers all currently available containers, Flight Kit and net combinations for containers with integral and non-integral Flight Kit net attach receptacles.

As the OEM, Satco, Inc. allows the owner/operator of all non-airworthy, non-certified containers to set their own damage limits and repair procedures thereby allowing deviation from this manual.

25-51-01 Page INTRO All Models August 30, 2018 Satco, Inc. Damage Limits and Repair Procedures

SERVICE BULLETIN LIST

SERVICE SERVICE BULLETIN INCORPORATED BULLETIN INCORPORATED

REVISION HISTORY

REV DATE CHANGES BY NO. ORIG July 20, 2004 New stand alone manual to better organize and control PFL established damage limits and repair procedures. A November 18, 2004 Correct Thread call out – Page 27. New Sections 10.3, 10.4, PFL and 10.5 – Roll-Up Door Procedures. Re-numbered Sections 11 and 12. B January 26, 2005 Addition of 6.1 Procedure To Patch A Single Sheet, Pg. 7 PFL C April 7, 2005 Addition of 13.0 Damaged Container Conversion – Flight Kit MPB D August 16, 2005 Addition of applicable NAS3610 Net configurations to par. 13.1.2 MPB E September 1, 2006 2.0 Categorization of Bar codes. PFL 4.3 Addition of TSO/PMA placard inspection procedures and secondary placard criteria. 4.4 Tare Weight Guidelines 5.2 New paragraph on container base cupping. 8.3 – Increase damage area for adhesive-backed patch and remove 36380-(s) VHB Tape Patch. 9.1.1 – Add allowable damaged or missing keeper on Hook P/N 32224-521. 13.0 – Addition of container P/N 35115-517 to Fly Kit List. F April 5, 2007 2.0 paragraph E – Added call out for caulking material. PFL 9.2 – Correction of typo. 10.2.1 – Added call out for vinyl patching adhesive. 12.5 paragraph 2 – Addition of AN426AD8-( ) solid rivet. 12.6 Addition of technical description of locknuts and thread forming screws. G December 5, 2008 4.1 – Added General Visual Inspection frequency MPB 4.2 - New “General Visual Inspection” heading 4.5 – New FAR H25.1 Airworthiness Limitations paragraph 12.7 – New Minimum Torque Requirement paragraph H July 28, 2010 13.0 – Added all active units with rollup doors to list of units MPB permitted to use 17 net attach fittings J September 28, 2010 8.0 – Added Riveted Polycarbonate Patch section. TG K December 9, 2011 2.0 – Added spray paint and lubricant sections PFL L February 1, 2013 7.5.3 – Added clarification to Bending Damage section MPB M March 7, 2013 12.5 – Added SS(PorC)Q as substitute for BS(PorC)Q Rivet MPB 13.0 – Generalized Flight Kit Description and Qualified Container sections to include AS36100 type containers and nets N August 22, 2013 Title Page – Reference to material types removed MPB 2.0 para E – Added provision for composites

25-51-01 Page REV-1 All Models August 22, 2013 Satco, Inc. Damage Limits and Repair Procedures

REVISION HISTORY

REV DATE CHANGES BY NO. P November 22, 2013 7.3 – Added Macrolite Panel Damage Limits section MPB 8.4 – Added Macrolite Body Panel Patching section 8.5 – Welding specification reference updated 8.6 – Splicing Extruded frame Member section details relocated to CMM 25-51-69 12.5 – Fastener Substitution section updated 13.5 – Container Labeling section updated Q April 4, 2014 7.3 – Added MC Gill Panel Damage Limits MPB R September 12, 2014 8.2 – Added .032” Aluminum Patch MPB 9.2/10.2 – Door cover damage limits and repair procedures added for PVC & SI/Intumescent coated fabric 10.2.4 – Added use of compressed air (SB220) S October 17, 2014 8.4 – Added Macrolite Body Panel Edge Patching MPB T August 24, 2015 2.0 (C) - Added letter for item color to part number designation IK U September 24, 2015 Added restricted maximum gross load limits and -519 to 35115 IK container configuration to table in Section 13.1.2. V May 17, 2018 8.4 paragraph F – Added explanation of “or equivalent” type GAM sealant W July 19, 2018 1.0 paragraph G, page 1A – Added optional kick-plate to edge BC rail connection section and Figure 1.1 X August 30, 2018 Introduction page, added additional statement pertaining to BC repair procedures. Y September 6, 2019 Added paragraphs 8.5d and 8.9 TG Z October 7, 2019 Corrected 6.1 - Fig. 1, 8.3.2 – Fig. 2, and 8.3.2 – Fig. 3 CM AA November 12, 2019 Corrected 8.4 – Fig. 1 and 8.4 – Fig. 2 CM

25-51-01 Page REV-2 All Models November 12, 2019 Satco, Inc. Damage Limits and Repair Procedures

LIST OF EFFECTIVE PAGES REVISION: AA

Subject Page Date Subject Page Date Title Page TP/1 08/22/13 Container Body 19 09/28/10 Repair Procedures 19A 09/28/10 Introduction INTRO 08/30/18 - continued 19B 09/28/10 19C 09/28/10 Revision History REV-1 08/22/13 19D 05/17/18 REV-2 11/12/19 19E 11/12/19 19F 11/12/19 List of Effective LEP-1 11/12/19 20 09/06/19 Pages LEP-2 10/07/19 21 09/06/19 22 11/22/13 Table of Contents TC-1 04/07/14 Door Assembly 23 09/12/14 General 1 04/07/05 Damage Limits 24 09/12/14 1A 07/19/18 25 09/12/14 Spare Parts & 2 08/24/15 25A 09/12/14 Repair Materials Door Assembly 26 09/12/14 Cleaning 3 07/20/04 Repair Procedures 27 09/12/14 28 09/12/14 Inspection 4 12/05/08 29 09/12/14 4A 12/05/08 29A 09/12/14 Base Assembly 5 09/01/06 30 11/18/04 Damage Limits 6 07/20/04 31 11/18/04 32 11/18/04 Base Assembly 7 10/07/19 33 11/18/04 Repair Procedures 8 07/20/04 34 11/18/04 35 11/18/04 Container Body - 9 04/04/14 36 11/18/04 Damage Limits 10 04/04/14 37 11/18/04 10A 11/22/13 38 11/18/04 39 11/18/04 Container Body 11 07/20/04 Repair Procedures 12 09/12/14 Riveting 40 11/18/04 13 09/01/06 Procedures 41 11/18/04 14 07/20/04 Fastener 42 11/18/04 15 09/28/10 Specifications 43 11/18/04 16 09/01/06 44 11/18/04 17 10/07/19 45 04/05/07 18 10/07/19 46 11/22/13

25-51-01 Page LEP-1 All Models November 12, 2019 Satco, Inc. Damage Limits and Repair Procedures

LIST OF EFFECTIVE PAGES REVISION: AA

Subject Page Date Subject Page Date Damaged 47 03/07/13 Container 48 09/24/15 Conversion - 49 09/24/15 Flight Kit 50 03/07/13 51 03/07/13 52 11/22/13 53 04/07/05 54 04/07/05 55 04/07/05 56 04/07/05 57 04/07/05 58 04/07/05 59 04/07/05

25-51-01 Page LEP-2 All Models October 7, 2019 Satco, Inc. Damage Limits and Repair Procedures

DAMAGE LIMITS AND REPAIR PROCEDURES

Table of Contents

Section Subject Page No(s).

1.0 General 1

2.0 Spare Parts and Repair Materials 2

3.0 Cleaning 3

4.0 Inspection 4

5.0 Base Assembly - Damage Limits 5 - 6

6.0 Base Assembly – Repair Procedures 7 - 8

7.0 Container Body – Damage Limits 9 - 10

8.0 Container Body – Repair Procedures 11 - 22

9.0 Door Assembly – Damage Limits 23 - 25

10.0 Door Assembly – Repair Procedures 26 - 39

11.0 Riveting Procedures 40

12.0 Fastener Specifications 41 – 46

13.0 Damaged Container Conversion – Flight Kit 47 – 59

25-51-01 Page TC-1 All Models April 7, 2014 Satco, Inc. Damage Limits and Repair Procedures

1.0 General

A. Damage from accidents, rough usage, or excessive stress may be corrected by repairing the damaged area or by replacing the damaged component(s). The extent of the damage determines whether a component can be repaired or must be replaced.

B. Allowable Damage is defined as damage to a ULD that does not adversely affect the structural integrity and ultimate load bearing capacity of the ULD. However, allowable damage should be repaired as soon as possible in order to prevent the intrusion of water or injury to operators due to contact with sharp edges. Allowable damage usually consists of small cracks, holes, breaks or tears to the base assembly, container body or door assembly.

C. Major Damage is defined as damage beyond the limits of allowable damage that adversely affects the structural integrity of the ULD and renders it un-airworthy. A component with major damage must be either repaired or replaced using approved materials by a certified repair station in order to return the damaged ULD to service.

D. The Unit Load Devices (ULD’s) described in this manual are FAA certified Aircraft Appliances and may only be repaired by repair stations that hold current FAA certification or other equivalent National Aviation Authority Approval. Approval to perform repair work on a particular ULD must be evidenced by inclusion of the ULD on the repair station’s current Capabilities List. Repair station personnel must have all equipment, tools, spare parts, and training required to meet all provisions of Federal Aviation Regulations (FAR) Part 43 and Part 145.

E. If the container is damaged severely enough to require replacement of a major component, follow the disassembly procedure listed in the ULD’s component maintenance manual. Disassemble only those portions necessary to remove the damaged part(s). Refer to the parts list in the back of the ULD’s component maintenance manual to ascertain the correct part, replace the part using the proper hardware as called out in the parts list and reassemble.

F. Conversion of a damaged (non-airworthy) cargo container into an airworthy net and pallet configuration, so that the damaged container may be flown with freight from a field location to a repair station, is facilitated by installation of a Flight Kit and is intended to serve as a temporary option for carriers.

25-51-01 Page 1 All Models April 7, 2005 Satco, Inc. Damage Limits and Repair Procedures

1.0 General – (continued)

G. In order to improve durability of the container kick-plate to edge rail connection during ground handling it is permissible to add welds at the joints per Figure 1.1 and Satco, Inc. Welding Specification 31152. Base metal to be welded is to be clean and free from foreign debris and contaminants that may be detrimental to the welding process.

Figure 1.1 – Cross Section at Container Base

25-51-01 Page 1A All Models July 19, 2018 Satco, Inc. Damage Limits and Repair Procedures

2.0 Spare Parts and Repair Material

A. Only FAA approved parts are to be used to repair a Satco ULD. The approved parts and repair materials are specified on the Illustrated Parts List pages of the particular ULD.

B. Parts not manufactured by Satco are identified by a vendor code that immediately follows the description of that part in the Illustrated Parts List and may be procured directly from the supplier indicated on the “List of Vendors”.

C. All parts originally manufactured by Satco that are on Satco ULD’s are identified by a five digit basic part number beginning with the numeral “3” and ending with a two or three digit dash number (example: 31375-P3, Document Pouch). Generally, a part number ending with a three-digit number after the dash is an assembly and a part number ending with a two-digit number after the dash is an individual part. In a part number ending with a three-digit number followed by a letter after the dash the letter denotes the color of the item. It is acceptable to substitute a period (“.”) for a dash (“-“) when referring to any Satco, Inc. part number. All Satco manufactured parts must be procured directly from Satco or from a source authorized by Satco in order to establish required tractability to Satco’s records of material procurement and manufacturer.

D. The use, quantity and location of bar codes on Satco containers is solely a customer option, is non-structural and not controlled by Satco Engineering. Requirements for bar coding will be supplied by the container owner and will not be included in any Satco CMM.

E. Use of caulking at container seams is recommended by Satco in order to help prevent water intrusion. Such caulking is non-structural, does not affect the serviceability of the container and its use is optional provided that the caulking data specifications state its compatibility with all materials specified for use on the container, including aluminum, polycarbonate, and/or approved composites. An example of an acceptable caulking for use on aluminum and polycarbonate is Novagard RTV 400-103 (specification data available from Satco upon request).

F. ULD identification of asset numbers, tare weights, customer specific markings, etc. are permanently marked via two methods: 1> stenciled with spray paint, or 2> die cut adhesive characters. The use of commercial brand spray paint (lacquer or enamel) is acceptable to stencil markings as originally marked. Original colors of each type of marking should be used. Dye cut decals may be purchased from Satco for ULD’s that were originally marked with dye cut decals.

G. Commercial brand lubricants such as WD40, white lithium grease, etc. are acceptable to use on any moving part of any Satco ULD. Use of these types of lubricants does not affect the serviceability of the ULD.

25-51-01 Page 2 All Models August 24, 2015 Satco, Inc. Damage Limits and Repair Procedures

3.0 Cleaning

3.1 Cleaning Metal Surfaces:

Metal surfaces of the container may be cleaned with any good commercial detergent. Care should be taken to rinse away all traces of detergent to prevent staining and spotting. Dry all parts thoroughly using a clean cloth or low- pressure, filtered compressed air.

3.2 Cleaning Polycarbonate Surfaces:

WARNING: Do not use abrasive or highly alkaline cleaners on a polycarbonate sheet. Never scrape a polycarbonate sheet with squeegees, razor blades or other sharp instruments. Benzene, gasoline, acetone or carbon tetrachloride should NEVER be used on polycarbonate sheet. Do not clean polycarbonate sheets in the hot sun or at extremely high temperatures.

Wash polycarbonate sheet with a mild soap or detergent and lukewarm water using a clean sponge or a soft cloth. Rinse well with clean water using a clean sponge or a soft cloth. Dry thoroughly with a chamois or moist sponge to prevent water spots. Do not scrub or use brushes on the polycarbonate panels.

To remove decals, the use of kerosene, VM&P naphtha, or petroleum spirits is generally effective. When the solvent will not penetrate sticker material, apply heat to soften the adhesive and promote removal. GASOLINE SHOULD NEVER BE USED.

3.3 Cleaning Interior Surfaces:

Prior to cleaning, the base assembly should be vacuumed or brushed clean. Vacuuming will remove debris from the corners and crevices making cleaning operations more effective.

Steam cleaning of the container, or individual parts and components is acceptable.

3.4 Storage

Clean container prior to prolonged storage. Keep container in an upright position with its base raised off the ground to avoid the container base being in contact with water.

25-51-01 Page 3 All Models July 20, 2004 Satco, Inc. Damage Limits and Repair Procedures

4.0 Inspection

4.1 General Inspection

The container assembly should undergo a General Visual Inspection prior to each use to verify its serviceability and to evaluate the degree of any damage to provide for continued airworthiness.

4.2 General Visual Inspection

A. Check the door cover for any ruptures. Check the entire door assembly for any missing or broken attach hardware. Inspect the door cables for cut or frayed cables. Check the door bar for bent or broken extrusion.

B. Check exterior of container assembly for damage, defective or missing strap handles, sharp edges, loose components and loose or missing attach hardware.

C. Check interior of container assembly for damage, structural failures, sharp edges, loose or missing attach hardware.

D. Check the base edges for any damage that might restrict the movement of the container or its interface with the aircraft restraint system. Check for loose or missing attach hardware.

E. Check base sheet for punctures, tears and loose or missing attach hardware.

4.3 TSO/PMA Placards

A. Check for the existence of the original TSO or PMA (STC) placard. If placard is eligible or missing, contact Satco, Inc. to obtain a replacement placard with the correct ULD part number, certification identification and date of manufacture. Install the replacement placard where indicated on ULD’s CMM

B. It is allowable for a ULD owner to request that a secondary placard be installed. If the secondary placard is requested, use the existing placard as a template and transfer data from the existing placard to a new placard. Secondary TSO placards may only be obtained from Satco, Inc. and should be installed at location indicated in the CMM or where indicated by ULD owner. Eligible or missing secondary placards do not affect the airworthiness of the ULD.

25-51-01 Page 4 All Models December 5, 2008 Satco, Inc. Damage Limits and Repair Procedures

4.0 Inspection-(continued)

4.4 Final Inspection After Repair

A. It is the responsibility of each certified repair station to perform a thorough final inspection after a Satco container has been repaired in accordance with that station’s Repair Station Manual/Quality Control Manual (RSM/QCM).

B. TARE WEIGHT: Before a repaired container is returned to service it is recommended that the container be weighed on a certified scale to determine if the tare weight has changed as a result of the repair. If the tare weight has changed by more than 5 pounds (2.27 kg) over or under the tare weight displayed on the container it is recommended the container be re-marked to reflect the new tare weight. It is allowable for a container with removable doors to be weighed without the doors present if the repair station has procedures in place to add the average weight of the removable doors to the weight of the container without the doors.

4.5 FAR H25.4 Airworthiness Limitations

There are no airworthiness limitations particular to FAR §H25.4 Airworthiness Limitations Section. The Airworthiness Limitations Section is FAA approved and specifies maintenance required under 14 CFR § 43.16 and 91.403, unless an alternative program has been FAA approved.

25-51-01 Page 4A All Models December 5, 2008 Satco, Inc. Damage Limits and Repair Procedures

5.0 Base Assembly – Damage Limits

Allowable damage is defined as small holes, cracks, dents, scratches and tears that do not affect the structural integrity of the base. Bases sustaining allowable damage are considered airworthy and the ULD may be flown at the maximum allowable load without restriction. However, it is recommended that allowable damage be repaired in the allowable damage may interfere with transfer systems or other equipment. The following are the limits of allowable damage to a base assembly.

5.1 Center Sheet Damage Limits

Allowable damage to the center section (base sheet) does not exceed a puncture or tear three (3) inches (75 mm) in length by one (1) inch (25mm) in width when located within three (3) inches (75mm) of the adjoining edge extrusions. Beyond three (3) inches (75mm) of the edge extrusions allowable damage does not exceed six (6) inches (150mm) in length by two (2) inches (50mm) in width.

5.2 Edge Rail Damage Limits

Allowable damage to an extruded base edge rail does not exceed cracks of three (3) inches (75mm) longitudinally (lengthwise – with the grain) or one half (1/2) inch (12.7mm) laterally (crosswise – against the grain). Cracks, cuts or tears beyond these limits may not be welded. Therefore, the entire edge rail must be replaced.

Distortion and/or indentation of the base assembly or edge rails must not exceed one-half (1/2) inch (12.7mm) up to the length of the base rail.

Due to prolonged contact with conveyor systems over time, single sheet container base sheets tend to dish or cup which can raise the upper plane of the edge rails. It is allowable for an empty container to have such deflection up to a max allowable dimension of two (2) inches (50mm) provided that the edge rails themselves are not bent beyond the limits stated above.

5.3 Welded Corner Damage Limits

Cracked or broken welded corners do not affect the airworthiness of the ULD and are considered allowable damage. Cracks are therefore permitted on all four corners of the container base assembly with no reduction to the maximum gross load. Although corner cracks are acceptable, it is recommended that cracks be repaired as soon as possible due to the fact that broken corners could possibly damage the transfer system.

25-51-01 Page 5 All Models September 1, 2006 Satco, Inc. Damage Limits and Repair Procedures

5.0 Base Assembly – Damage Limits – (continued)

5.4 Corner Casting Damage Limits

Cracked or broken iron corner castings do not affect the airworthiness of the ULD and are considered allowable damage. Missing or broken corner castings are therefore permitted on all four corners of the container base assembly with no reduction on the rated maximum gross load. Although missing or broken corner castings are acceptable, it is recommended that they be repaired as soon as possible in that broken or missing cast corners could possibly damage the transfer system.

5.5 Missing Fastener Limits

A maximum of five (5) missing edge rail to base sheet attach rivets total around perimeter of a container base assembly are allowed provided that there are a minimum of five (5) good rivets between any two missing rivets.

5.6 Drain Holes

A maximum of five (5) drain holes are permitted on a single base assembly or the bottom sheet of a double base assembly and are provided only at the request of the customer. For best drainage results it is recommended that one hole be drilled in each corner and one hole at the center of the base assembly. Size of any drain hole shall not exceed three-eights (3/8) of an inch (9.5 mm) diameter. Location of drain holes must be a minimum of three (3) inches (75mm) from any edge rail.

Drain holes are permitted within the edge rail profiles of certain ULD’s (example: P/N 33075-(s) and 33675-(s) containers). Refer to the individual component maintenance manual for any and all size and location restrictions for drain holes that are located within the edge rail profile and go through the base sheet material.

25-51-01 Page 6 All Models July 20, 2004 Satco, Inc. Damage Limits and Repair Procedures

6.0 Base Assembly – Repair Procedures

6.1 Single Sheet Base Patch

If damage to the single base sheet is within allowable limits as defined in paragraph 5.1, the sheet may be patched rather than replaced. Use Satco Part Number 34938-(Series) patch as illustrated below. Maximum damaged cut out area: Nine (9) inches (228mm) by nine (9) inches (228mm). It is suggested that a no more than five (5) patches be used per base sheet. Note: Under no circumstances may welding be used to repair cracks, tears or punctures to base sheets.

PROCEDURE TO PATCH A SINGLE SHEET: A. Part number 34938-501 will patch a 9” square area, -503 will patch a 7” square area and -505 will patch a 5” square area. Each patch assembly consists of 2 sheets (top and bottom) the top sheet will always be larger sheet. These sheets come riveted together. B. Draw a (5”x5”, 7”x7” or 9”x9”) square around the area of the damage where the patch will be located. C. Cut out the damaged area (to the drawn dimension + .06) using a saw or router. File any rough edges. D. Using the correct size patch assembly insert the patch assembly with the bottom sheet (smaller sheet) fitted into the cut out area. The top sheet (larger sheet) will overlap the base sheet by 1.5” on all 4 sides. E. Using the pre drilled holes in the top sheet as a template, transfer drill .196 through the existing base sheet. F. Flip the base sheet over and from the bottom side of the base sheet countersink the holes using a 100 – degree by .375 countersink. Please note that the top sheet of the patch is also countersunk. G. Using MS20426AB6-8 insert the rivet from the bottom of the base sheet upward through the base patch. Using bucking bar and air hammer buck the rivet flush from the top of the base patch.

6.1 – Fig. 1

25-51-01 Page 7 All Models October 7, 2019 Satco, Inc. Damage Limits and Repair Procedures

6.0 Base Assembly – Repair Procedures – (continued)

6.2 Double Sheet Base Patch

If any damage to the top or bottom base sheet of a double base assembly as evidenced by cracking or puncture is less than 22 inches (559mm) in any direction, then the damaged sheet may be patched and not replaced.

While it is permissible to use this procedure to install a flush patch to the top sheet of a double base, it is not required. Surface mounted patching as described in Section 8.2 is acceptable for cracks or punctures to the top sheet of a double base; however, flush patches are required for the bottom sheet of a double base.

Procedure to Install a Flush Patch to a Double Base Sheet is as Follows:

A. Draw a square or rectangle around the area of the damage where the patch will be located.

B. Cut out the damaged area around the crack or puncture using a saw with the depth set no deeper than the base sheet itself.

C. Straighten or remove and replace any damaged center stringers. Install new center stringers around the perimeter of the hole, riveting the new stringers to the opposite base sheet that is being patched. Countersink holes on the base sheet using a 100-degree countersink.

D. Cut a replacement patch from 7075-T6 aluminum sheet to the size of the hole cut in the base sheet. Thickness of the patch should match that of the section being repaired. Drill through the patch and stringers using a .257-.261 diameter drill. Countersink the holes using a 100-degree countersink. Rivet the patch to the stingers using SSCQ-8-4 or equivalent blind rivets. Use minimum rivet spacing as shown in Section 8.2.

6.3 Repairing Welded Corner

In the event of a damaged or broken welded corner, the corner shall be prepared and welded as outlined in Satco, Inc. Welding Specification 31152.

25-51-01 Page 8 All Models July 20, 2004 Satco, Inc. Damage Limits and Repair Procedures

7.0 Container Body – Damage Limits

Dents, scratches, surface abrasions, creases and turned edges to the container body are classified as allowable provided that: 1) Damage does not extend through the item beyond the limits listed below and 2) the damage does not cause the container to extend beyond its allowable contour (envelope).

7.1 Aluminum Panel Damage Limits

Tears or punctures to the container aluminum sheet must not exceed four (4) inches (100mm) in length by two (2) inches (50mm) in width when located within three (3) inches (75mm) of the adjoining edge extrusions. Beyond three (3) inches (75mm) of the edge extrusions, tears must not exceed seven (7) inches (178mm) in length by four (4) inches (100mm) in width.

Any damage to an aluminum panel beyond that listed in the above paragraph is considered major damage and the panel must be patched or replaced in order for the ULD to be considered airworthy.

7.2 Polycarbonate Panel Damage Limits

Damage to the container polycarbonate sheet must not exceed a tear or cut ten (10) inches (250mm) in length and must be located beyond two (2) inches (50mm) of the adjoining edge extrusion. With the exception of small stress cracks that protrude from underneath the clamp no more than three (3) inches (75mm) in length, no cracks are allowed within two (2) inches (50mm) of adjoining edge extrusions.

Any damage to a polycarbonate panel beyond that listed in the above paragraph is considered major damage and the panel must be patched or replaced in order for the ULD to be considered airworthy.

Note: Small stress cracks in polycarbonate sheets that protrude from underneath the clamp extrusion and have no visible gaps between the cracks are allowable provided that they do not exceed 3 inches (75mm) in length.

7.3 Macrolite/MC Gill Panel Damage Limits

Tears or punctures to the container Macrolite/MC Gill sheet must not exceed four (4) inches (100mm) in length by two (2) inches (50mm) in width when located within three (3) inches (75mm) of the adjoining edge extrusions. Beyond three (3) inches (75mm) of the edge extrusions, tears must not exceed seven (7) inches (178mm) in length by four (4) inches (100mm) in width.

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7.0 Container Body – Damage Limits – (continued)

Any damage to a Macrolite/MC Gill panel beyond that listed in the above paragraph is considered major damage and the panel must be patched or replaced in order for the ULD to be considered airworthy.

7.4 Missing or Damaged Internal Supplemental Tie Down Track Fittings

Internal tie down track fittings (typically P/N 31583-53 track with MS24694-() screws and AN365-428 nuts) are considered optional and can be placed in any quantity at any location within a container if approved by Satco Engineering. Damaged or missing internal track(s) are considered allowable and do not adversely affect the airworthiness of the container.

7.5 Missing Fasteners

Maximum of one (1) missing fastener is allowed per side of any aluminum or polycarbonate container body panel. Maximum four (4) missing rivets total per panel.

7.6 Extruded Frame Member Damage Limits

Extruded frame members are defined as those frame components above the base assembly that comprise the frame structure of a ULD and include the following: Hoops (formed or straight), corner posts, door posts, roof beams, header beams, hats, clamps and kick plates. Extruded frame members provide the attaching surface for body panels, establish the shape and contour of the ULD, and provide the doorframe opening.

7.6.1 Longitudinal Damage

Allowable cracks, tears or punctures that go entirely through the material in the longitudinal (lengthwise – with the grain) direction of the extrusion must not exceed three (3) inches (75mm) in length. Cracks tears or punctures less three (3) inches (75mm) in length may be repaired by welding; however, damage beyond the allowable limited may not be welded and the extruded frame member must be replaced or spliced.

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7.0 Container Body – Damage Limits – (continued)

7.6.2 Lateral Damage

Allowable cracks, tears or punctures that go entirely through the material in the lateral (crosswise – across the grain) direction of the extrusion must not exceed one half (1/2) inch (12.7mm) in length. Cracks, tears or punctures less one half (1/2) inch (12.7mm) in length may be repaired by welding; however, damage beyond the allowable limited may not be welded and the extruded frame member must be replaced or spliced.

7.6.3 Bending Damage

Allowable distortion and or indentation of an extruded frame member must not exceed two (2) inches (50mm) in depth over the length of the extrusion. Note: Distortion or indentation of an extrusion (while not affecting the airworthiness of the container) may cause interference of the container and the aircraft.

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8.0 Container Body – Repair Procedures

8.1 Temporary Patch of Allowable Damage to Flat Aluminum or Polycarbonate Panels

If damage to a container panel is classified as allowable and the operator/owner of the container would like to seal the crack or puncture to prevent water intrusion. The below for temporary procedure may be performed by any personnel approved by the operator/owner of the container. Because this operation does not repair the damaged panel, no certification or repair workorder is required. This operation may be performed at any location designated by the operator/owner of the container.

TO SEAL ALLOWABLE DAMAGE:

A. Cut away torn material that would present a hazard, if necessary.

B. Smooth out damaged area with hammer and bucking tool.

C. Using a number 28 drill bit, drill stop holes at the end of the cracks.

D. Apply commercial grade aluminum tape (minimum .003 inch thick) or equivalent, to the outside of the damaged area. For best results, apply tape patch to inside of the damage in addition to the outside whenever possible.

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8.0 Container Body – Repair Procedures – (continued)

8.2 Aluminum Body Panel Patching

Damaged flat aluminum container body panels may be repaired by riveting a flat aluminum patch over the damaged area as follows:

A. Cut away torn metal and stop drill all cracks, using a number 28 drill. B. With a hammer and bucking tool, remove dents and creases in the damaged area. C. From material stock of like thickness and alloy cut a piece large enough to extend a minimum of one and three quarters (1-3/4) inch (44.5mm) beyond the damaged area on all sides of the damaged area. Alternatively, material stock of .032” thickness, 5182-H1E92 alloy may be used to patch aluminum container body panels made from .04” thick, 5000 series aluminum. With a fine file or emery cloth smooth patch edges and round all corners. D. Fit patch over damaged area. Location of the patch may be either on the interior or the exterior surface of the container. E. Match drill the patch and the panel. Holes should be drilled between two and one half (2-1/2”) inches (63.5mm) and two (2”) inches (50mm) on centers with a minimum edge distance of three eighths (3/8”) inch (9.5mm) from the edge of the patch. F. Install AN470B6-(proper length) rivets, or equivalent as required.

8.2 – Fig. 1

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8.0 Container Body – Repair Procedures – (continued)

8.3 Repairing Damage to Flat Panels- Polycarbonate

If damage to a flat polycarbonate container body panel is classified as major, the component may be repaired by utilizing either of two patch methods described in this section. All patching methods are designed to repair puncture or tear damage in order to avoid replacement of an entire damaged panel.

8.3.1 FRAME PATCH - Part Number 34207-(Series) Each assembly consists of three distinct parts: a polycarbonate patch with holes punched around the perimeter, a one piece stamped aluminum frame with Ø.196 holes punched around the perimeter, and a mating frame identical to the previous frame with the exception of Ø.162 holes punched around the perimeter. Holes in the patch and two frame members are aligned. Hex washer head thread forming screws are used to clamp the polycarbonate patch over the damaged area. Maximum damaged area that can be patched using the frame patch is 9.2 inches (234mm) by 10.4 inches (264mm).

REPAIR PROCEDURE - FRAME PATCH: Ascertain the size of the damaged area and select the appropriate sized frame so that all the damage is confined within the frame.

Place the frame with the larger (Ø.196) holes over the damaged area and use the frame as a template to drill holes into the damaged panel. The number of holes drilled will be the same as the number of holes punched in the frame. Use only sharp Ø.196 drill bits for this operation. For best results, router out the entire damaged area within the frame using the frame member as a template.

Place the new polycarbonate patch over the damaged area either on the inside or outside to the panel being repaired. Place the frame with the larger (Ø .196) holes over the patch and the frame with the smaller (Ø.162) holes on the opposite side so all the holes are aligned. With patch and frames in place, drive to set hex washer head screws through the frame with the larger holes into the frame with the smaller holes.

When damage is within two inches of the edge of the affected panel, the damaged area must be routed out under the perimeter clamp and a filler strip must be used to span the gap between the perimeter clamp and frame patch. See illustration below for filler strip location. Note: Filler strips are not required if the damage under the clamp is hairline (no gap) and does not exceed three (3) inches (75mm) in length.

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8.0 Container Body – Repair Procedures – (continued)

8.3.1 – Fig. 1 FRAME PATCH WHEN DAMAGE MORE THAN 2 INCHES FROM BASE/EDGE EXTRUSIONS

8.3.1 – Fig. 2 FRAME PATCH WHEN DAMAGE LESS THAN 2 INCHES (50mm) FROM BASE/EDGE EXTRUSIONS – USING FILLER STRIP

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8.0 Container Body – Repair Procedures – (continued)

8.3.2 Adhesive-Backed Patch - Part Number 35800-501/-503

Each 35800-501/-503 consists of two adhesive-backed polycarbonate patches installed on either side of the damaged area. Adhesive-backed patches may be used adjacent to any base/edge extrusion provided that the damage does not extend under the panel clamp.

REPAIR PROCEDURE – Adhesive-Backed Patch:

Ascertain the size of the damaged area and select the appropriate patch part number. Ensure all the damage is confined within the patches and includes the recommended 3” (76mm) border area between the damaged area and the patches. Maximum dimensions of damaged area must be less than 12” (305mm) x 12” (305mm). Part number 35800-501 is for a damaged area up to 6” x 6” and part number 35800-503 is for a damaged area up to 12” x 12”.

For best results, router out the entire damaged area, 1/8” (3.2mm) radius minimum required in all four corners.

IMPORTANT: It is imperative that the application area be clean and dry on each side of the damaged panel prior to application of patches. Clean area on both sides of damaged panel with isopropyl alcohol and allow to air dry.

Remove backing and press patch into place, working out any air bubbles that may form by using a 3”-5” wide, silicon or rubber commercial hand roller. Do this around perimeter for both sides of damaged area.

The adhesive resists bonding at temperatures below 60 F. If temperature is below 60 F when installing patches, use a hair dryer or equivalent to heat both surfaces prior to application. Heating also accelerates curing period.

The normal curing period is 24 hours. However, the initial strength of the bond permits immediate unit usage provided there is no severe stress in the repaired area. The bond gets stronger with age. Do not test or remove patch prematurely.

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8.0 Container Body – Repair Procedures – (continued)

8.3.2 – Fig. 1 Polycarbonate Adhesive-Backed Patch

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8.0 Container Body – Repair Procedures – (continued)

8.3.2 – Fig. 2 Polycarbonate Adhesive-Backed Patch

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8.0 Container Body – Repair Procedures – (continued)

8.3.2 – Fig. 3 Polycarbonate Adhesive-Backed Patch

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8.0 Container Body – Repair Procedures – (continued)

8.3.3 Riveted Polycarbonate Patch - Part Number 35800-505/-507/-509

Each 35800-505/-507/-509 consists of two polycarbonate patches installed on either side of the damaged area. Riveted patches may be used adjacent to any base/edge extrusion provided that the damage does not extend under the panel clamp.

REPAIR PROCEDURE – Riveted Polycarbonate Patch:

Ascertain the size of the damaged area and select the appropriate patch part number. Ensure all the damage is confined within the patches and includes the recommended 3” (76mm) border area between the damaged area and the patches. Maximum dimensions of damaged area must be less than 12” (305mm) x 12” (305mm). Part number 35800-505 is for a damaged area up to 6” x 6”, part number 35800-507 is for a damaged area up to 3” x 12” and part number 35800-509 is for a damaged area up to 12” x 12”.

For best results, router out the entire damaged area, 1/8” (3.2mm) radius minimum required in all four corners.

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8.0 Container Body – Repair Procedures – (continued)

8.3.3 – Fig. 1 Riveted Polycarbonate Patch

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8.0 Container Body – Repair Procedures – (continued)

8.3.3 – Fig. 2 Riveted Polycarbonate Patch

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8.0 Container Body – Repair Procedures – (continued)

8.3.3 – Fig. 3 Riveted Polycarbonate Patch

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8.0 Container Body – Repair Procedures - Continued

8.4 Macrolite Body Panel Patching

Damaged Macrolite (ML) container body panels may be repaired by fastening flat Macrolite patches p/n 37288-51/-53/-55 over the damaged area as follows:

A. Cut away torn material and any fiber strands exposed on the ML damaged area to have a smooth surface for bonding and to prevent any moisture seepage through the repaired area. For best results, cut-out the entire damaged area using a pneumatic shear – see Figs. 1 and 2 below.

B. If necessary, use a hammer and bucking tool to flatten dents and creases in the damaged ML area to help facilitate the proper adhering (flatness) to the underside of the repair patch.

C. Ascertain the size of the damaged area and select the appropriate patch part number, either 37288-51, -53, or -55 large enough to extend a minimum of two (2) inches beyond the damaged area on all sides of the damaged area. Ensure all damage is confined within the patches and includes the recommended two (2) inch border area between the damaged area, or filler strip and the patches outer edge.

D. Install filler strip(s) part number 37288-57, as required and fit the outer- container patch over the exterior surface of the damaged area and match drill .196 through holes in the outer-container patch and ML container panel / filler strip.

E. Use an abrasive pad (Scotch-Brite) and/or a fine-grit sandpaper to smooth out and remove any embedded debris from the patch and damaged ML area that will be sealed to the patch and wipe any residue off with a clean rag moistened with isopropyl alcohol solvent. Allow solvent to completely dry prior to applying sealant.

F. Apply Novagard 400-150 or equivalent sealant on damaged ML panel surface area to extend at least one quarter (1/4) inch past outer/inner patch area in all directions. Adhesive/sealant resists bonding at temperatures below 60 deg. F If temperature is below 60 deg. F when installing patches, use a heat gun to heat both surfaces prior to application. Heating also accelerates curing period.

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8.0 Container Body – Repair Procedures - Continued

G. Install outer and inner container patch and secure with SSLQ-64 rivets and AN970-3 washers. Smooth out excess sealant around patch exterior using a 3”-5” wide, silicon or rubber commercial hand roller on both sides of damaged area.

H. Apply a small amount of sealant over the (outer container side) rivet head and surrounding base to minimize moisture seepage. Apply a small amount of sealant over the (inner-container side) of the rivet post and surrounding base to minimize moisture seepage. Apply smooth, light coat of sealant to washers. Wipe off any excess sealant for smoother finish.

8.4 – Fig. 1

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8.0 Container Body – Repair Procedures - Continued

8.4 – Fig. 2 25-51-01 Page 19F All Models November 12, 2019 Satco, Inc. Damage Limits and Repair Procedures

8.0 Container Body – Repair Procedures - Continued

8.5 Welding Allowable Damage to Extruded Frame Member

To prevent water intrusion, reduce sharp edges and improve the appearance of the container, allowable cracks, punctures and tears may be repaired by welding. Allowable damage to extrusions which may be repaired by welding is as follows:

A. Damage to extrusions other than the door bar extrusions may be welded if the damage does not exceed cracks of three (3) inches (75mm) longitudinally or ½ inch (12.7mm) laterally.

B. Damage to door extrusions may be welded if the damage does not exceed cracks of one (1) inch (25mm) longitudinally or 3/8 inch (9.5mm) laterally.

C. If an extrusion is damaged beyond the allowable limits listed above, it may not be welded. Extrusions with damage beyond the allowable limits must be removed and replaced or may be spliced if splice parts are listed on the illustrated parts list of the ULD in question.

D. Welding of cracked or torn corner caps and/or gussets is not acceptable and any cracked or torn corner caps and/or gussets should be replaced per the specific container’s CMM.

Welding must be performed to Satco specification 31152.

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8.0 Container Body – Repair Procedures - Continued

8.6 Splicing Extruded Frame Member

Splicing is an acceptable method of repairing extruded frame members damaged beyond allowable limits provided that the splice parts and installation details are listed in the Illustrated Parts List of the ULD in question.

8.7 Repairing Pull Straps

The condition of a pull strap(s) has no affect on the airworthiness rating of a ULD. Replace damaged or missing strap handles by removing the attach hardware used to attach the strap anchors. Install new strap on strap anchors and reinstall using like hardware.

8.8 Repairing Waybill Pouch

The condition of a waybill pouch has no affect on the airworthiness rating of a ULD. Damaged or torn waybill pouch is generally not repairable and should be replaced. Replace damaged item by removing attaching hardware. Install new waybill pouch using like attach hardware.

8.9 Filling of Vacant Holes on Flat Panels/Extruded Frame Members

Vacant holes that are of the result of a relocation of parts (TSO placards, Waybill pouches, Nameplates, etc.) in flat panels/extruded frame members may be filled using the appropriate size universal head pull rivet (for flat aluminum panels and extruded frame members or by using the appropriate size large diameter head pull rivet and fender washer on the backside (for flat composite or polycarbonate panels). All manufacturer rivet heads should be orientated from the outside of the container.

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- not used -

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9.0 Door Assembly – Damage Limits

There are two basic types of door assemblies on Satco ULD’s: 1) Net and Cover Door Assemblies, or 2) Over Center (Roll-Up) Door Assemblies. Both types of doors are covered in this section and are discussed separately.

9.1 Net and Cover Door Assembly – Damage Limits

A standard net and cover door assembly consists of a two-piece web net with a two-piece fabric door cover behind. Both the net and cover are generally fixed at the top to the container header and are attached by means of hooks, rings or track fittings to the side of the door opening and to the base rail at the bottom. Although the net and cover work in combination with each other, damage limits and repair procedures will be listed separately for each component in this section.

9.1.1 Net Assembly – Damage Limits

The following damage to a door net assembly is considered major and, when present, renders the ULD unairworthy: (a) Any rip, cut, or tear to the door net that exceeds the ¼ inch limit (present anywhere on the door net). (b) Any broken or missing attach hardware (hooks, rings, track fittings, etc) that is used to attach the door net to the ULD (regardless of location). (c) Damaged or missing box stitch threads at any box stitch location that secures attach hardware to the net.

It is allowable for door nets to have one cut or frayed webbing section per side of net (left and right) if the cut or frayed webbing section does not exceed ¼ inch in width. Fraying is allowed one place per side of net (left and right) if it does not affect more than 25% of the cord/web material.

Any damaged or missing box stitch threads at any of the vertical to horizontal webbing intersections that do not secure attachment hardware are considered allowable.

Any damaged or missing spring or keeper portions of P/N 34960-501 or P/N 32224-521 hook assemblies is considered allowable. The removal of the keepers and springs from these hooks is allowed and in no way affects the airworthiness of the container.

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9.0 Door Assembly – Damage Limits - Continued

9.1.2 Cover Assembly – Damage Limits

Any rip or tear to either left or right side of a door cover that totals less than eight (8) inches (203mm) by twelve (12) inches (305mm) (total of 96 square inches per side of cover) is considered allowable damage and may be present, as it does not affect the structural integrity of the unit.

Damaged or missing #4 Brass grommets and slotted plates (P/N 32428-51) that are used to hold the door cover in position is considered allowable damage as they do not effect the structural integrity of the unit.

To prevent the intrusion of water, allowable damage to door covers should be repaired as soon as possible.

9.2 Over Center Door Assembly – Damage Limits

The standard over center door assembly consists of a flexible coated/laminated fabric weather cover with an extruded aluminum alloy bar at the bottom. The cover is permanently attached to the top roller assembly. When the door is closed, it pretensions steel cables along the edge and across the center in a crisscross manner by the overcenter action of the door bar. The door is locked into position by engaging plungers mounted on the door bar with holes provided in the mating base rail or by lock blocks mounted adjacent to the door bar end plates. The damage limits for each component of the over center door assembly are listed below.

9.2.1 Door Cable Damage Limits

Any severely frayed or broken door cable is defined as major damage, renders the ULD non-airworthy and the entire cable must be replaced. A “severely frayed” cable is defined as a cable that has more than 25% of its strands broken.

9.2.2 Door Cover Damage Limits – Vinyl Laminated (various colors) / PVC Coated (grey/grey) Fabric

Any rip or tear to a door cover that totals less than eight (8) inches (203mm) by twelve (12) inches (305mm) (total of 96 square inches) is considered allowable damage, as it does not affect the structural integrity of the unit. However, allowable damage to the door cover should be repaired as soon as possible to prevent water intrusion.

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9.0 Door Assembly – Damage Limits – Continued

9.2.3 Door Cover Damage Limits – Silicone/Intumescent Coated (Grey/White) Fabric

A maximum of three (3) repaired rips or tears to a door cover is considered allowable damage, provided no single rip or tear is located within 36 inches of another rip or tear, as measured from the center of the rips or tears.

A rip or tear to a door cover located within six (6) inches (150mm) of the top or bottom hem is considered major damage and the cover must be replaced.

Frayed vertical edges of a door cover that totals more than five (5) inch (127mm) should be repaired/reinforced with fabric. Vertical hem repairs are not considered rips or tears for purposes of determining allowable damage.

9.2.4 Door Bar Damage Limits

Allowable damage to a door bar does not exceed cracks, punctures or tears of one (1) inch (25mm) longitudinally or three-eights (3/8) inch (9.5mm) laterally. Allowable damage may be welded to repair; however, a door bar with damage beyond the allowable limit may not be repaired and must be replaced.

Distortion and/or indentation of the door bar extrusion must not exceed a maximum of one-half (1/2) inch (12.7mm) over the length of the extrusion.

Note: Distortion or indentation of an extrusion (while not affecting the airworthiness of the container) may cause interference of the container and the aircraft.

9.2.5 Door Lock Damage Limits

Any damaged, missing or inoperable door lock that is used to keep the door bar in a closed position renders the ULD non-airworthy and must be repaired prior to the ULD being returned to service.

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9.0 Door Assembly – Damage Limits - Continued

9.2.6 Torsion Spring Damage Limits

A damaged or inoperable torsion spring located within the door roller tube is considered allowable damage, as it does not affect the load bearing capacity of the door assembly.

Note: The torsion spring rolls up the door cover and door bar when the door is open. It is recommended that broken torsion springs be replaced as soon as possible to prevent damage that could occur as a result of the door bar being loose in the down position.

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10.0 Door Assembly – Repair Procedures

10.1 Repairing Damage to Door Net Assembly

Cut or severely worn sections of webbing may be removed and replaced by cutting out the damaged section of web with a hot knife to seal the webbing and prevent further tearing. A splice section of minimum one (1) inch (25mm), 6,000 pound capacity webbing is placed over the damaged area so that the splice material overlaps each of the broken ends by a minimum of two and one-quarter (2-1/4) inches (57mm). Using #207 (3-cord) thread and a ¾ inch (19mm) commercial box pattern sewing machine, sew the splice to the net assembly with a double ¾ inch (19mm) box stitch at each end of the splice.

Damaged or missing box stitch threads at any of the vertical to horizontal webbing intersections or any of the box stitch locations that join attachment hardware to the net may be repaired. Remove broken threads and replacing stitches by using #207 (3 cord) thread and a commercial ¾” box stitch sewing machine. Stitch pattern must have 48-52 stitches per box.

Broken stitching in the vertical webbing that is doubled over itself may be repaired by removing broken threads and replacing stitches by using # 69(E) thread and commercial ¾ inch box stitch sewing machine. Stitch pattern must have 48-52 stitches per box.

10.2 Repairing Damage to Door Cover Assembly

10.2.1 Cover Patching – Vinyl Laminated (various colors) / PVC Coated (grey/grey) Fabric – Non-Sewing

Holes or tears that are within the allowable limits of 8 by 12 inches (203 x 305mm) (96 square inches) may be patched using any acceptable commercial vinyl patching method including liquid adhesive patching or hot air vinyl welding. An example of an acceptable patching adhesive is Astrup Adhesive #728 for bonding vinyl to vinyl [www.astrup.com].

Material used for patching or splicing must be of the same type as the original cover. Fabric warp must run vertically on all repairs. The criteria for determining if a vinyl welded or adhesive patch has been installed properly is that the patch can not be pealed off by hand after curing.

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10.0 Door Assembly – Repair Procedures - Continued

10.2.2 Cover Patching – Vinyl Laminated (various colors) / PVC Coated (grey/grey) Fabric – Sewing

For damage to the door cover that exceeds allowable limits it is mandatory that the cover patch be sewn using the following specifications. Material used for patching or splicing must be of the same type as original cover. Fabric warp must run vertically on all repairs.

A. All sewing to vinyl laminated fabric is to be done using No. 138 (BD) polyester thread or better, 4 stitches per inch, using a lock stitch machine. All sewing to PVC coated fabric is to be done using No. 69 (BD) Kevlar thread or better, 4 stitches per inch, using a lock stitch machine.

B. The sewing machine must be capable of sewing a single row lock stitch per Fed-Std-751, No. 301 Series.

C. Recommended needle is a No. 21, ballpoint type design. A sewing machine with double needle capacity is acceptable. Needles should be spaced approximately 5/8 inch (15.8mm) apart.

D. Thread and bobbin tension must be properly adjusted to yield an even looping of the stitch at center of the fabric. Loops must not be visible on the surface of the fabric.

E. Joints are to be sewn once over and backstitched no more than 1.0 inch (25mm) to lock the run. Over-sewing existing joints will only weaken the fabric and/or thread and must be avoided.

Figure 10.2.2

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10.0 Door Assembly – Repair Procedures - Continued

10.2.3 Cover Patching – Silicone/Intumescent Coated (Grey/White) Fabric – Non-Sewing

Holes or tears that are within the allowable limits may be patched according to either of the following specifications by utilizing a commercial grade, heat- activated RTVS adhesive/sealant. Material used for patching must be of the same type as the original cover. The criteria for determining if a patch has been installed properly is that the patch cannot be peeled off by hand after curing.

10.2.3 (a) Using Hot-Air Hand Tool (Heat Gun)

Holes or tears that require a patch size not larger than 12 inches (305mm) x 16 inches (406mm), including a 2.0 inch (50 mm) patch overlap, may be patched utilizing a heat gun and heat-activated adhesive/sealant according to following procedure – see figure 10.2.3.

A. Clean and prepare surfaces to be bonded using isopropyl alcohol.

B. Mix adhesive/sealant parts A and B according to supplier’s recommendations and in the specified proportions.

Approved adhesive is marketed as Bluesil TCS-7515, 2-Part, RTVS, manufactured by: Blue Star Silicone, 7979 Park Place Road, York, S.C. (803) 792-3000

C. Apply adhesive to silicone (grey) side of patch, insuring that adhesive is uniformly distributed.

D. Apply adhesive coated side of patch to intumescent (white) side of door cover. With Silicone rubber roller, roll patch while supporting the opposite side with a flat metal surface to insure penetration of adhesive to cover . Allow adhesive to flow out at edges.

E. Using the specified heat gun and 1.5 inch (40mm) wide slot nozzle, set to #9 (max heat), or equivalent heat gun, apply heat by slowly moving the heat gun in a horizontal pattern to insure that the patch has been heated completely and that the adhesive has cured. Do not hold heat gun in one place, keep the gun moving to insure that material does not burn or char. Apply heat for a minimum of 3 minutes. To insure that adhesive is completely cured, test the excess adhesive at the edges of the patch. When completely cured, the adhesive should be rubbery to the touch, not sticky.

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10.0 Door Assembly – Repair Procedures - Continued

Approved Hot-Air Hand Tool (Heat Gun) is marketed as:Triacs Heat Air Tool 120V/1600W with wide slot nozzle 1.5 inch (40mm) #107.132, manufactured by Leister Technologies A.G. Switzerland

Figure 10.2.3

10.2.3 (b) Using Infrared Heat Source

Holes or tears that require a patch size not larger than 12 inches (305mm) x 16 inches (406mm), including a 2.0 inch (50 mm) patch overlap, may be patched utilizing an infrared heat source and heat-activated adhesive/sealant according to following procedure – see figure 10.2.3.

A. Clean and prepare surfaces to be bonded using isopropyl alcohol.

B. Mix adhesive/sealant parts A and B according to supplier’s recommendations and in the specified proportions.

Approved adhesive is marketed as Bluesil TCS-7515, 2-Part, RTVS, manufactured by: Blue Star Silicone, 7979 Park Place Road, York, S.C. (803) 792-3000

C. Apply adhesive to silicone (grey) side of patch, insuring that adhesive is uniformly distributed.

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10.0 Door Assembly – Repair Procedures - Continued

E. Using an infrared source preheated to 1,000 deg. F (538 C), place patch 2 inches beneath infrared heat source element for 30-40 seconds. Insure the patch material does not discolor or burn. To insure that adhesive is completely cured, test the excess adhesive at the edges of the patch. When completely cured, the adhesive should be rubbery to the touch, not sticky.

Alternately, using infrared source preheated to 700 deg. F (370 C), place patch 2 inches beneath element for 60-80 seconds.

10.2.4 Door Cover Cable Installation/Removal – Use of Compressed Air

While installing/removing wire rope cable assemblies within a fabric door cover, a compressed air stream at typical shop pressure should be directed so as to open up the cable sleeve, thereby allowing the cable assembly to more easily slide through said sleeve.

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10.0 Door Assembly – Repair Procedures - Continued

10.3 Installing Roll-Up Door Assembly

Follow the instruction sequence below to install a Satco roll-up door assembly to its corresponding container. Roof sheet is removed on the following pictures for clarity, but door assembly can be installed with roof sheet on container. Left and right hand side is referenced from the outside of the container looking into the door opening. The following operation requires two people and is the same for all the different Satco container door sizes even though some containers have the retaining hole on the opposite side.

Caution: Tension on the roll-up door torsion spring located within the door roller tube causes the door to open and remain in the open position. Use extreme caution when adding tension to the torsion spring when installing door or reducing tension when removing door as door roller bar will spin rapidly if tension is released without roller bar being held via ratchet wrench at the opposite end of the roller bar. Never remove roller bar retaining pins or bolts that keep torsion spring in tension without first installing a special socket ratchet wrench (modified with a hole to line up with the hole at the end of each end of the roller bar) over each end of the roller bar.

1. Grease the round cut outs at both door assembly attach angles where the door roller bar contacts the attach angles (attached to inside of front door posts) using commercial grade grease.

2. One person pushes left side of door roller shaft in so other person can remove the bolt and nut or door keeper pin that prevents the roller shaft from pulling out of the roller tube.

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10.3 Installing Roll-Up Door Assembly - Continued

3. Install the right side of the roller shaft into the right attach angle. Replace the bolt and nut.

4. Push the left side of the roller shaft in as far as you can and install that end into the left attach angle. Release the roller shaft to allow the shaft to inter the hole in the attach angle.

5. Install a special socket ratchet wrench (modified with holes to line up with the hole at the end of each end of the roller bar) over each end of the roller bar. Align hole in socket with the hole in roller bar and install bolt and nut temporarily.

Commercial 11/16” socket with 2 ea .200” dia. holes for AN3 bolt and 1032 nut

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10.3 Installing Roll-Up Door Assembly - Continued

6. Working from the right side of the roller bar, turn ratchet wrench in a clock-wise direction (high to low) to roll up door cover. Note: Cover must roll clock-wise from the right side. If direction is reversed, the spring may break. Tighten until the door bar starts to lift by itself. Once it has lifted about 18 inches pull down and allow to raise up again which sets the spring. Continue turning the ratchet wrench in the clockwise direction. Do not tighten the spring so tight that the door lifts up and slaps the door header.

7. Once the door spring is set to the correct tension, leave the door in the open position, remove the right ratchet and install the doorkeeper pin into the hole in the door roller shaft. Attach the head of the door keeper pin to the side of the door roller attach angle with nut and bolt.

8. Once the right ratchet has been removed and the retaining pin has been installed remove the left ratchet. Check the door operation and if the door is working properly, install roller cover with bolt and nut on one side. Using center punch, align other side hole and insert bolt and nut 4 places. The roller cover protects the door assembly from cargo that shifts in transit.

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10.4 Removing Roll-Up Door Assembly

Reverse the above sequence to remove a Satco roll-up door assembly from its corresponding container.

10.5 Torsion Spring Replacement Procedure

1. Place door assembly on table and unroll the door curtain with the outer side up. Remove nut, bolt and nylon washer from the right side of the door roller tube.

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10.5 Torsion Spring Replacement Procedure - Continued

2. Working from the left end of the door roller tube push fabric door cover back 1 inch and use a flat blade screwdriver and hammer to drive out the spring pin that retains one end of the spring.

3. Once the end of the spring pin has moved back inside to the spool, use a center punch to drive the pin the rest of the way through the spool. Use a clamp to hold the end of the door roller tube.

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10.5 Torsion Spring Replacement Procedure - Continued

4. Remove the left end plug by using a #11 drill to remove the rivets (two places) and pull rod and spring out.

5. Remove nut, bent washer and bolt (retain to reinstall) from the center of the roller bar and spring end.

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10.5 Torsion Spring Replacement Procedure - Continued

6. Install new spring onto roller bar using same hardware (bolt, bent washer and nut). Note: Horizontal spring hook attaches to the center of the roller bar and vertical spring hook faces towards the left end of the roller bar.

7. Note that the end hook of the spring has to align the inside of the spool so the spring pin can slide through the spool and then through the end hook of the spring and then into the door roller tube.

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10.5 Torsion Spring Replacement Procedure - Continued

8. Using a center punch align the spring hook so the spring pin can slide through.

9. Using the flat blade screwdriver hammer the spring pin back into place. The spring should be centered to the spool.

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10.5 Torsion Spring Replacement Procedure - Continued

10. Take the end plug that you removed and drill out the old rivets (2 places) with a #11 drill and then install onto roller with flat side facing out.

11. Attach the end plug using 3/16” pull rivet.

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10.5 Torsion Spring Replacement Procedure - Continued

12. Roll up cover around door roller tube and stand the assembly on end. Using center punch, align the roller bar back through the opposite end and install nylon washer nut and bolt.

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11.0 Riveting

This section covers the installation of solid steel and/or aluminum rivets.

A. Allowable rivets: AN426 (counter-sunk), AN470 (round head), or MS20426 (countersunk), MS20470 (round head). B. Each rivet hole shall be prepared per illustration below unless otherwise noted on an engineering drawing and/or engineering order. C. Prior to rivet installation all chips, dirt and burrs shall be removed from material being riveted. D. Rivets shall be squeezed or driven with a die conforming to the contour of the manufactured head of the rivet. E. All 1/4 inch diameter rivets shall be driven to a minimum head diameter of .312 and a maximum head diameter of .400, maximum height shall be .280 and minimum height shall be .100. All 3/16 inch diameter rivets shall be driven to a minimum of .250 and a maximum of .350, maximum height shall be .220 and a minimum height shall be .070. F. The driven head shall exhibit a firm seat against the material being riveted. The formed head of the rivet shall not contain more than two minor splits. A minor split is a crack extending 1/4 the distance from the outer edge to the center of the rivet.

11.0 – Fig. 1

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12.0 Fastener Specifications

Care must be taken to use fasteners with the proper length based on the thickness of the material to be fastened. See Satco Specification 34700 for additional information about fastener selection.

12.1 34700 SPECIFICATION- FASTENER LENGTH SELECTION

12.1.1 Purpose

This specification sets guidelines for fastener length selection based on material thickness and the type of fastener specified on Satco Engineering drawings.

The engineering drawing specifies the fastener type and size, such as “AN3”, “MS20426B6”, etc., without giving a length code. Manufacturing will use this document to select the correct fastener length for the application.

12.1.2 Bolts and Screws

Bolt and screw lengths are selected to insure proper thread extension beyond locking elements of MS20364 and MS20365 nuts. MS20365 nuts are to be used unless drawings specify otherwise. See Tables 1 and 2 for bolt protrusion limits.

12.1.3 Solid Rivets

Solid rivet length is selected to insure sufficient material is available to form a full head when the rivet is upset by bucking or squeezing. See Table 3 for rivet length limits.

12.1.4 Blind/Pull Rivets

Rivet length for pull type fasteners is determined from manufacturer’s data based on thickness of material being fastened.

Cherry’s Monobolt rivets use a 4 letter code to indicate rivet type and material, such as “CCPV” or “SSCQ”, a 2 digit dash number is added to specify diameter and grip. Table 4 gives appropriate Monobolt dash number vs. material thickness.

Cherry’s “N” series rivets use a 3 letter code such as “AAP” or “AAC” to determine rivet style and material. A 2 digit dash number is added to specify diameter and grip. Table 5 gives dash number vs. material thickness.

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12.0 Fastener Specifications - Continued

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12.0 Fastener Specifications - Continued

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12.0 Fastener Specifications - Continued

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12.0 Fastener Specifications - Continued

12.2 Self Threading Screws

When installed thru all layers of material, the self-threading screw must extend at least flush with the last layer of material to insure full thread engagement.

12.3 Fastener Head Orientation

Unless otherwise specifically indicated on engineering documents, there is no restriction as to which side of the material the fastener head is located except when using self- threaded fasteners to attach aluminum sheet. In this application, the manufacturer’s head must be installed on the aluminum sheet side.

12.4 Unusable Fastener Holes

In keeping with established sheet metal repair practices, if a fastener hole is deemed to be unusable (i.e.: elongated beyond established tolerances), it is permitted to abandon the hole and install new fasteners of equal or greater diameter on either side of the abandoned hole.

12.5 Fastener Substitutions

The following specific fastener substitutions have been accepted and approved by Satco Engineering and may be utilized by repair stations performing maintenance of Satco, Inc. products.

1. The use of ¼ inch MS24694S-( ) screws with MS21083N4 nuts in place of ¼ inch AN426B8-( ) or AN426AD8-( ) solid aluminum rivets on all Satco pallets or container bases is approved.

2. The use of ¼ inch semi-tubular steel rivets in place of ¼ inch AN426B8-( ) or AN426AD8-( ) solid aluminum rivets on all Satco pallets or container bases is approved.

3. The use of countersunk steel pull rivets (either 3/16 inch diameter or ¼ inch diameter) in lieu of similar diameter and countersink thread-forming screws on double skinned pallets or container bases is approved.

4. The substitution of fasteners that are specified by various nomenclatures with equivalent fasteners when circumstances such as manufacturer’s discontinuance of a product, manufacturer’s change of identification or Satco product improvement occur is approved.

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12.0 Fastener Specifications - Continued

In addition to the specific fastener substitutions listed above and in keeping with established sheet metal practices, Satco authorizes certified repair stations to use the following table as an approved guide for all fastener substitutions on Satco products.

Original Fastener Approved Substitutes

Thread-Forming 1. Bolt: AN3 with AN365-1032A nut or AN364-1032A nut. Screw – 1032 2. Bolt: ¼-28 GR 5 (or better) plated with AN365-428A nut or AN364- 428A nut. 3. Cherry “Q” Rivet: SS(P or C)Q-6-(length) or SS(P or C)Q-8-(length) 4. Avdel/Cherry Monobolt: SS(P or C)V-6-(length) or SS(P or C)V-8- (length) Cherry “Q” 1. Bolt: AN3 with AN365-1032A nut or AN364-1032A nut. Rivet: SS(P or C)Q 2. Bolt: ¼-28 GR 5 (or better) plated with AN365-428A nut or AN364- 428A nut. Cherry “Q” 1. SS(P or C)Q Rivet: BS(P or C)Q Avdel/Cherry 1. Bolt: AN3 with AN365-1032A nut or AN364-1032A nut. Monobolt 2. Bolt: ¼-28 GR 5 (or better) plated with AN365-428A nut or AN364- 428A nut. Solid Rivet 1. Cherry “Q” Rivet: SS(P or C)Q

Note: Diameter of substitute fastener must meet or can exceed diameter of original fastener. If hole of original fastener has been elongated, a larger diameter must be used.

12.6 Identification of Commercial Lock Nuts and Thread Forming Screws

LOCKNUTS: Unless specifically called out to the contrary, all locknuts may be commercial grade nylon insert lock nuts provided that they are dimensionally in accordance with MS20365 or MS20364 Specifications and are in accordance with ANSI Fastener standards.

THREAD FORMING SCREWS: All thread forming screws must be commercial grade, 1018-1022 steel, core hardness: HRC 28-38, case hardness: HRC 45 MI, case depth: .004-.009, Zinc pated per ASTMB633, Type III, Class FE/ZN 8. Head dimensions based on ANSI B186.3 machine screw and B18-6-4 tapping screw. Threads to be tri- lobular in shape.

12.7 Bolt and Nut Minimum Torque Requirement

Install all bolts and nuts to hand tightness (all components in contact) and then tighten with a wrench a minimum of 1/8th of a turn (45 degrees).

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13.0 Damaged Container Conversion – Flight Kit

13.0 Introduction

The movement of damaged (non-airworthy) cargo containers from remote field locations to central repair sites is a difficulty for carriers. Satco has devised a kit, Satco P/N 36095, Kit- Track Installation, Net Attach, commonly referred to as a Flight Kit, which gives carriers the option of converting a damaged cargo container into an airworthy net and pallet configuration so that the damaged container may be flown with freight from a field location to a repair site. The functionality of the Flight Kit is a standard feature on most Satco containers as of 2005.

The purpose of this manual is to give instruction and aid in the installation of net attach receptacles around the perimeter of the base of containers without integral receptacles, as well as, describe net installation procedures, conditions and restrictions for containers with integral and non-integral flight kit net attach receptacles.

Type A and M Containers A total of eighteen (18) net attach fittings are required except as noted below. Five (5) net attach fittings are installed on each long (125 inch) rail and four (4) net attach fittings are installed on each short (88 or 96 inch) rail. Net attach fittings are located in compliance with NAS3610 and AS36100 specifications applicable to A and M type containers listed herein.

Containers with rollup type doors, including, but not limited to, units within the series of Satco part numbers 34963-(series), 35040-(series), 35200-(series), 35220-(series), 35750-(series) and 36000-(series), are permitted to use seventeen (17) net attach fittings due to interference between the fitting that would be located at the door centerline and the door. Only the fitting most proximal to the door centerline located on the long (125 inch) side of the unit may go unused.

Type L Containers A total of fourteen (14) net attach fittings are required. Four (4) net attach fittings are installed on each long (125 inch) rail and three (3) net attach fittings are installed on each short (60.4 inch) rail. Net attach fittings are located in compliance with NAS3610 and AS36100 specifications applicable to L type containers listed herein.

The 31630-(series) container, Type 2L3C, uses fourteen (14) net attach fittings, with the two center fittings on the 125 inch (door) side relocated outboard.

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13.0 Damaged Container Conversion – Flight Kit - Continued

13.1 Description and Operation

13.1.1 General Description

The Satco Flight Kit is designed as a temporary option, not to exceed 90 days, to transport an otherwise non-airworthy container with freight restrained by a cargo net attached to net attachment receptacles mounted around, or integrated into, the container base/container body at the kick plate level.

This option can only be utilized under the following circumstances:

(1) With a qualified container as listed in paragraph 13.1.2;

(2) With non-damaged net attachment receptacles installed per Satco Drawing 36095 Track Installation, Net Attach, aka Flight Kit, or integral to container base/container body kick plates;

(3) On a container that has an airworthy base and non-damaged container body kick plates (where occurs) fully attached to the base, as defined by the container Maintenance Manual; and

(4) With the applicable Satco, Inc. cargo net listed in paragraph 13.1.2, or, NAS3610/AS36100 certified equivalent.

13.1.2 Qualified Container-Net Combinations

Only qualified Satco containers can be converted with a Flight Kit. The tables below list the appropriate Kit, p/n 36095-(S) and/or Net for each qualified container. Kit, p/n 36095-(S) is not required on containers with integral net attach receptacles. The converted container part number should have an N added to the container dash number for tracking.

Qualified Container-Net Combinations– Containers with Installed Kit, p/n 36095-(S) CONTAINER P/N KIT - TRACK APPLICABLE APPLICABLE NET RESTRICTED NEW PART NUMBER INSTALLATION, SATCO CLASSIFICATION MAXIMUM NET ATTACH NET P/N(S) NAS3610 AS36100 GROSS LOAD, P/N POUNDS 35200-501/503/509/511 36095-501 31831-(S) 2M2N 2M4N 35200-501N/503N/509N/511N 11,250 33977-501/503 36095-503 31831-(S) 2M2N 2M4N 33977-501N/503N 11,250 36000-503 36095-503 31440-(S) 2A1N 2A7N 36000-503N 31831-(S) 11,250

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13.0 Damaged Container Conversion – Flight Kit - Continued CONTAINER P/N KIT - TRACK APPLICABLE APPLICABLE NET RESTRICTED NEW PART NUMBER INSTALLATION, SATCO CLASSIFICATION MAXIMUM NET ATTACH NET P/N(S) NAS3610 AS36100 GROSS LOAD, P/N POUNDS 31324-527/541 36095-505 31440-(S) 2A1N 2A7N 31324-527N/ 541N 31831-(S) 11,250 35115-501/505/517/519 36095-505 31440-(S) 2A1N 2A7N 35115-501N/505N/517N/519N 31831-(S) 11,250 35635-501 36095-505 31440-(S) 2A1N 2A7N 35635-501N 31831-(S) 11,250 35620-501/503 36095-505 31440-(S) 2A1N 2A7N 35620-501N/503N 31831-(S) 11,250 34963-501/507 36095-507 31440-(S) 2A1N 2A7N 34963-501N/507N 31831-(S) 11,250 35220-501/503/507/509/511 36095-507 31440-(S) 2A1N 2A7N 35220-501N/503N/ 507N/509N/511N 31831-(S) 11,250 35040-501/509 36095-509 31831-(S) 2M2N 2M4N 35040-501N/ 509N 11,250 35750-501/503 36095-509 31831-(S) 2M2N 2M4N 35750-501N/503N 11,250 31630-519/521/523 36095-511 31930-(S) 2L3N 2L5N 31630-519N/521N/523N 6,000 36000-501/505 36095-513 31440-(S) 2A1N 2A7N 36000-501N/505N 31831-(S) 11,250 35200-513 36095-515 31831-(S) 2M2N 2M4N 35200-513N 11,250

Qualified Container-Net Combinations– Containers with Integral Net Receptacles* SATCO APPLICABLE APPLICABLE CONTAINER CLASSIFICATION SATCO NET CLASSIFICATION NAS3610 AS36100 NET P/N(S) NAS3610 AS36100 2A5C 2A7C 31440-(S) 2A1N 2A7N 31831-(S) 2M1C 2M4C 31831-(S) 2M2N 2M4N 2L3C 2L5C 31930-(S) 2L3N 2L5N * See container CMM for info on Flight Kit functionality

For conversions requiring a Flight Kit, refer to Satco drawing 36095 for the parts to use and track location points.

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13.0 Damaged Container Conversion – Flight Kit - Continued

13.2 Net Operation

The net assembly referred to above is used for the shipment of freight on aircraft that will accommodate the corresponding container base size (60.4” or 88” or 96" x 125"). The applicable cargo net is used in conjunction with the Flight Kit to restrain cargo/baggage within a damaged container by placing the net over the top of the damaged container. Net track fittings located at the edges of the net are then attached to track receptacles mounted around, or integrated into, the perimeter of the container base/container body at the kick plate level.

13.3 Inspection Procedure

13.3.1 Net Inspection

The cargo net assembly must be inspected for damage prior to use with track installation kit. Check for any evidence of inoperable or missing hardware. Inspect net rope for any signs of cut or severely worn rope.

Any evidence of missing, damaged or inoperative components of the net assembly shall render the net assembly non-airworthy and constitute a need for repair. See Abbreviated Components Maintenance Manuals 25- 55-01, 25-55-02 and 25-55-03 for repair instructions. Only original replacement parts should be used for repairs to damaged nets.

13.3.2 Cargo Container Inspection

The cargo container must be inspected prior to its use in conjunction with a cargo net. The container base, container body kick plates (where occurs) and the connection to the container base must be in an airworthy condition with any damage and missing fasteners within the allowable limits listed in the container maintenance manual. Major damage to the base renders the container non-airworthy for use with a net attach kit.

Net attach receptacles must be in airworthy condition with any damage within the allowable limits listed in the container maintenance manual. Major damage to, or absence of, one or more of the receptacles, or fasteners used to connect any of the receptacles, renders the converted (#####-###N) container non-airworthy.

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13.0 Damaged Container Conversion – Flight Kit - Continued

All damage above the container body kick plates, or the container base where kick plates do not occur, is allowable with the net attach kit provided the container has not been distorted beyond its allowable contour which would cause interference with the cargo container and aircraft.

Check that any sharp metal or polycarbonate pieces that are the result of damage are removed so as not to come in contact with the cargo net.

13.4 Instructions for Track Section Installation

(n/a on models with integral net attach receptacles)

13.4.1 General Description

Kit assemblies 36095-501, -503, -505 and –509 contain two types of track sections. The 31583-63 track section has five stud fitting mounting holes and the 31583-65 track section has three holes. The 31583-63 track sections with five holes are always mounted on the door side of the containers. Kit assemblies 36095-507, -511 and –513 contain only the 31583-65 track section with three stud fitting mounting holes.

13.4.2 Part Number 31583-63 Track Section

A. Mark or scribe the centers of the track sections on the container base where indicated on drawing 36095;

B. Position a track section on the center mark and using a .257 drill bit, drill a pilot hole approximately 1/32” deep through the center hole of the track section. Using a .200 inch drill bit, drill through the pilot hole. Using the ¼-20 thread forming screws provided, attach the track section and spacer (where required) through the track center hole and tighten the thread forming screw to retain the track section in place;

C. Mark, drill and install fasteners in four remaining track section holes as described in step B; and

D. Repeat the above procedure to install the remaining track sections.

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13.0 Damaged Container Conversion – Flight Kit - Continued

13.4.3 Part Number 31583-65 Track Section

A. Mark or scribe the centers of the track sections on the container base where indicated on drawing 36095;

B. Position a track section on the center mark and using a .196 inch drill bit, drill through the center hole of the track section;

C. Using a 10-32 screw and nut (provided), attach the track section through the track center hole and tighten the screw to retain the track section in place;

D. Drill through the other two track holes with a .196 inch drill bit. Fasten with 10-32 screws and nuts (provided); and

E. Repeat the above procedure to install the remaining track sections.

13.5 Container Labeling

13.5.1 Part Number 34794-53 or –55 Label - 36095 Installations Only

Install per Note 7, Drawing 36095

13.5.2 Installation Date

When netting a damaged container, mark installation date, expiration date and new part number as the original part number followed by an N; and

13.5.3 Re-Label

Remove old label after container has been repaired and install new blank label per 36095, or container Illustrated Parts List.

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13.0 Damaged Container Conversion – Flight Kit - Continued

13.6 Net Attach Receptacles – Damage Limits

Damage limits of net attach receptacles are applicable only to a converted container as described in section 13.0. Net attach receptacle lips shall be within dimensional tolerances as set forth by Satco P/N 32287-01. Lips must be intact without distortion, cracks, or other signs of distress due to impact, misuse or excessive wear and tear that may hinder smooth engagement of a double stud net attach fitting.

Net attach receptacles that are loose or have missing fasteners may indicate distress to receptacle mounting holes and should be replaced.

Damage to a net attach receptacle as described in the above paragraphs is considered major damage and the receptacle must be replaced in order for the converted ULD to be considered airworthy.

13.7 Net Attach Receptacles – Replacement Procedure

Containers outfitted with net attach receptacles per Satco P/N 36095 kit that require replacement of a receptacle should have parts replaced with original parts and fasteners per 36095. Fasteners should be replaced with original replacement parts in non-elongated holes and within established tolerances. Threads in threaded holes should be intact and non-striped. If mounting holes are not usable the replacement receptacle may be relocated per figure 13.1 (a-c).

Net attach receptacles integral to a container base or body kick plate are of two types:

(1) Those installed as separate parts, either 31583-63 or 31583-65, with fasteners as specified in the container base or sub-assembly; or

(2) Those with lips extruded into either the container base edge rails or body kick plates.

Damaged type (1) receptacles should be replaced only with original replacement parts. Fasteners should be replaced with original replacement parts in non- elongated holes and within established tolerances. Threads in threaded holes should be intact and non-striped. If mounting holes are not usable the replacement receptacle may be relocated per figure 13.1 (a-c).

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13.0 Damaged Container Conversion – Flight Kit - Continued

Replacement fasteners should be as specified in the container illustrated parts list, and are three types:

(1) MS24694-S( ) 10-32 screw, 100 flat head w/ MS203695-1032 self-locking nut;

(2) 1/4-20 self-tapping screw w/ 82 flat head; or

(3) SSCV-88 1/4 monobolt, 100 flat head.

Fastener length should be selected in accordance with Satco specification 34700. The appropriate hole diameter for each replacement fastener type are as follows:

FASTENER PART HOLE DIAMETER NUMBER DESCRIPTION (INCHES) SCREW- 100 CSK. .196 -.201 MS24694-S( ) HEAD, 10-32 SCREW- 82 CSK. HD., 1/4-20 X ( ) .200-.206 SELF-TAPPING RIVET- MONOBOLT, 100 SSCV-88 .261-.276 CSK. HEAD, 1/4

Damaged type (2) receptacles require machining of the non-damaged Base Rail or Kick Plate as per figure 13.2 (a-b).

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13.0 Damaged Container Conversion – Flight Kit - Continued

13.0 – Fig. 13.1 (a)

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13.0 Damaged Container Conversion – Flight Kit - Continued

13.0 – Fig. 13.1 (b)

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13.0 Damaged Container Conversion – Flight Kit - Continued

13.0 – Fig. 13.1 (c)

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13.0 Damaged Container Conversion – Flight Kit - Continued

13.0 – Fig. 13.2 (a)

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13.0 Damaged Container Conversion – Flight Kit - Continued

13.0 – Fig. 13.2 (b)

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