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EXECUTIVE SUMMARY

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EXECUTIVE SUMMARY Powered By Docstoc
					                                     Executive Summary

Purpose: This test was run to determine if Bob Smith Industries1 IC-2000 Cyanoacrylate
Adhesive (Extra Strength and Rubber Toughened) possesses sufficient peal strength to be
used to attach stall strips to the leading edge de-icer boots on FAA, FF series BE-300
aircraft.

Background: The FAA owned and operated FF series of Beechcraft model airplanes are
equipped with two relatively small aerodynamic stall strips located their inboard edges at
wing station 164.735. (Photo 1) (P/N 130421-01 100 .STRIP, STALL) These two
triangular shaped rubber strips are attached to the de-icer boots of the aircraft originally
with Bostic 1008A&B adhesive. This adhesive was superseded through a Raytheon
Customer Service Request for Action 170-131 to Combi-Bond Cold Adhesive. This
product was in turn superseded by AMEG Company Order allowing the use of 3M Brand
Scotch Grip rubber and gasket adhesive 1300 and 1300L2. The disadvantage to all of
these products is that they require 72 hours (three full days) to be fully cured. At a
maintenance meeting that was discussing the prolonged delay of an aircraft to return to
service it was suggested that the subject cyanoacrylate adhesive may work just as well in
the application.

Summary Result: Bob Smith Industries1 IC-2000 Cyanoacrylate Adhesive does possess
sufficient peal strength to be used to attach stall strips to the leading edge de-icer boots on
FAA, FF series BE-300 aircraft. However, the greater bond strength of the IC-2000 will
prevent the removal and reuse of these stall strips from one damaged de-icer boot to a
new installation.

Photo 1, Stall Strip Installation:
Test Methodology:

   Target Values: Test results provided by Richwood Industries 3, the maker of Combi-
   Bond Cold Bond Adhesive indicate that this product has nominal value of 49.6
   Pounds per Inch (PPI) peel strength when subjected to a 90-degree Peel Test. The
   Peel Test bonds two one inch wide samples together then applies a perpendicular; 90
   degree load to the bond line. The load at which the bond fails is the PPI value.

   Test Apparatus: A damaged section of Beech 300 de-icer boot was obtained and cut
   into four test sections. Three sections were cut to 1”x 6” strips to provide the test
   specimens. Brass grommets were installed at both ends of each of the test strips to
   allow attachment of the spring scale load measurement device. The fourth section was
   cut into a 6-1/2” by 6-1/2” square to function as the base section replicating the de-
   icer boot on the aircraft. A holding fixture was fabricated from 0.125 thick scrap
   aluminum plate. The plate was precision cut using our water jet cutter; this task took
   less than an hour from start of design to finished product.




   The 6-1/2” by 6-1/2” square base section was clamped between the upper and lower
   halves of the holding fixture by 10 #10 aircraft grade countersunk screws, washers
   and nuts. The base section and test strips were cleaned with MEK as called for in the
   Aircraft Maintenance Manual and the Combi-Bond Cold Bond Adhesive
   recommended practices.

   The test strips were applied with three slightly different methods. The first strip was
   applied to the base, having only been cleaned with MEK. The IC2000 was applied
   and the test strip was bonded to the base with moderate pressure. In this case the
   IC2000 was allowed to cure for 20 minutes at room temperature. The second strip
   was applied to the base, this time both surfaces were mildly abraded with a brass
   brush then been cleaned with MEK. The IC2000 was applied and the second test
   strip was bonded to the base with moderate pressure. In this second case the IC2000
   was allowed to cure for 20 minutes at room temperature. The third strip was applied
   to the base, again both surfaces were mildly abraded with a brass brush then been
   cleaned with MEK. The IC2000 was applied and the third test strip was bonded to
   the base with moderate pressure. In this third case the IC2000 was allowed to cure
   for 2 hours at room temperature.

   A Chatillion brand model LG-100 push-pull spring tension gage (s/n R00067,
   calibrated through 12/02/09) was attached to the vertical arm of the press. The
   holding fixture was allowed to hang from the spring tension gage to obtain vertical
   alignment below the gage. The fixture clamped to the base of a manual bearing press
   found in our machine shop.




Test Process:

With the test apparatus set up as shown above, the spring tension gage was set to record
maximum load. A load was applied to the bearing puller arm by hand. The load was
applied at rate of roughly 10 pounds of force every second until the gage indicated 50
pounds. The load was stopped at this point to verify that the load did exceed the 49.8 ppi
load of the bonding agents now in use. Once verified that the IC 2000 bond had not
failed then further force was applied to the bearing press until the part failed, or in one
case the gage reached its maximum reading of 100 pounds force

Test Results:

Condition                    A Side Max Load               B Side Max Load

MEK Wash 20 Min              75 Pounds, sample broke at 75 Pounds, sample broke at
Cure                         eyelet hole                eyelet hole

Rough Surface with           67 Pounds, sample tore at     76 Pounds, eyelet pulled out of
MEK Wash 20 Min              glue line                     sample
Cure

Rough Surface with           69 Pounds, sample tore at     90+ Pounds, no failure of glue
MEK Wash 2 Hour              glue line                     line or sample, hit max load on
Cure                                                       gage!



Conclusions:

IC 2000 Cyanoacrylate glue exceeds the 49.8 pound peel strength of Combi-Bond
adhesive. It cures to useable strength in 5 minutes and to full strength in three hours.
Recommend generating a Company Order identifying IC 2000 as a product suitable for
attaching FAA owned BE-300 stall strips.
NOTE: Use of IC-2000 is ONLY applicable to the 18 FAA owned and operated Beech Model
300F aircraft, authorized under the FAA's own FAR Part 135 operating certificate, and NOT
AUTHORIZED for use on any other aircraft, without further testing and approval by the FAA or
the Authorized Aircraft Manufacturer, or appropriate DER:/DAS/ODA."

Test conducted and submitted by Thomas Solinski, AJW-3452, 405-954-6240,
09/18/2009.