The enclosed data are submitted for the purpose of evaluating

Sierracin Corporation's ability to develop and/or manufacture

a product or an end item. These data are the property of
Sierracin Corporation, Sylmar, California, and their
disclosure or use for any other purpose is prohibited unless
permission for other use is expressly granted in writing.

FRONT WINDSHIELD
SIERRACIN/SYLMAR P/N 163500

USED ON EMBRAER AIRCRAFT INDUSTRIES

EMB-120
EMB-135
EMB-145

COMPONENT MAINTENANCE MANUAL

56-10-03

REV. L, SEPTEMBER 2003

sSierracin/Sylmar
12780 San Fernando Road
Sylmar, California 91342
s Sierracin/Sylmar
COMPONENT MAINTENANCE MANUAL
SIERRACIN/SYLMAR PART NO. 163500

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56-10-03
Title
Page 2
September 5, 2003
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SIERRACIN/SYLMAR PART NO. 163500

RECORD OF REVISIONS

REV DATE BY REV DATE BY REV DATE BY

NO. INSERTED NO. INSERTED NO. INSERTED
A 9/13/83
B 8/14/84
C 2/10/96
D 3/20/98
E 7/31/98
F 2/08/01 YY
G 8/16/01 YY
H 4/05/02 MC
J 2/25/03 MC
K 3/31/03 YY
L 9/5/03 YY

Retain this record in the front of manual or chapter. On receipt of

revision, insert revised pages in the manual; enter revision number,
date inserted, and initials.

56-10-03
Record of Revisions
Page 1
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SIERRACIN/SYLMAR PART NO. 163500

RECORD OF AFFECTED PAGES

REV. REV. AFFECTED PAGES
NO. DATE (PARAGRAPH)
A 9-13-83
B 8-14-84
C 2-10-96
D 3-20-98
E 7-31-98
F 2-08-01
G 8-16-01
H 4-5-02 Added “Record of Affected Pages”; Changed List of Effective
Pages; Changed Check Section Page 502 para 1.A.(1) &
1.A.(3); Page 504 para. 1.B.(2) & 1.C.(1); Page 505 para
1.D.(2). Changed Repair Section, page 609 para 2.(2)(a)i. &
ii. Page 619 (8) added: …or AC-137 (MAT-624). (9) added: …or
AC-251. Page 621 (b) & Page 621 (c) NOTE added: …or AC-251
(MAT-587).
J 2/25/03 1. Torque value changes are authorized for assembly of
terminals per CMM 56-10-03 Rev. H, Assembly Section,
para. 3, Page 703.
2. Update aerodynamic seal repair section to show only
AC-251/AC-137 sealant and primer system can be used.
Change of size (width/length) on 500705-101 seal
guide tape. Page 608 – 623.
K 3/31/03 1. SB 145-5610-008 incorporated “Conversion front w/s for
usage on aircraft without w/s wipers (P/N 163500-113/-
114). Page 631-637.
2. Aerodynamic Seal Inspection;
L 9/5/03 1. Repair, Section 6.0. RRC, re-fill kit dash # change
from –107 to –101. Page 631, 632.
2. Repair, Section 6.0. RRC, added application of the
label 500522-01. Page 636.
3. Aerodynamic Seal Repair Kit, Materials, Added NOTE for
seal repair kit replacement. Page 609.

RETAIN THIS RECORD IN THE FRONT OF MANUAL OR CHAPTER.

ON RECEIPT OF REVISION, INSERT REVISED PAGES IN THE MANUAL AND ENTER REVISION
NUMBER, DATE INSERTED, AND INITIALS.

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RECORD OF AFFECTED PAGES

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RECORD OF TEMPORARY REVISIONS

TR. DATE DATE PAGE TR. DATE DATE PAGE

NO. INSERTED REMOVED NO. NO. INSERTED REMOVED NO.

RETAIN THIS RECORD IN THE FRONT OF MANUAL OR CHAPTER

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SERVICE BULLETINS

SB. NO. DATE SB. DATE

INCORPORATED NO. INCORPORATED
EMB120-5601 3/20/98
145-5610-001 02/08/01
145-5610-006 04/05/02
145-5610-002 02/25/03
145-5610-007 02/25/03
145-5610-008 03/31/03

RETAIN THIS RECORD IN THE FRONT OF MANUAL OR CHAPTER

56-10-03
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SERVICE BULLETINS

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LIST OF EFFECTIVE PAGES

SUBJECT PAGE DATE SUBJECT PAGE DATE

Title – Cover Sheet 1 September 5, 03 Check 501 September 5, 03
2 Blank 502 September 5, 03
503 September 5, 03
Record of Revisions 1 September 5, 03 504 September 5, 03
505 September 5, 03
506 September 5, 03
Record of Affected Pages 1 September 5, 03 507 September 5, 03
2 Blank 508 September 5, 03
509 September 5, 03
Record of Temporary 1 September 5, 03 510 September 5, 03
Revisions 2 Blank
Repair 601 September 5, 03
Service Bulletins 1 September 5, 03 602 September 5, 03
2 Blank 603 September 5, 03
604 September 5, 03
List of Effective Pages 1 September 5, 03 605 September 5, 03
2 Blank 606 September 5, 03
607 September 5, 03
Table of Contents 1 September 5, 03 608 September 5, 03
2 Blank 609 September 5, 03
610 September 5, 03
List of Figures 1 September 5, 03 611 September 5, 03
2 Blank 612 September 5, 03
613 September 5, 03
Introduction 1 September 5, 03 614 September 5, 03
2 September 5, 03 615 September 5, 03
3 September 5, 03 616 September 5, 03
617 September 5, 03
Description and Operation 1 September 5, 03 618 September 5, 03
2 619 September 5, 03
620 September 5, 03
Testing and Fault Isolation 101 September 5, 03 621 September 5, 03
102 622 September 5, 03
103 623 September 5, 03
104 624 September 5, 03
105 625 September 5, 03
106 626 September 5, 03
107 627 September 5, 03
108 628 September 5, 03
109 629 September 5, 03
110 630 September 5, 03
631 September 5, 03
Automatic Test Requirements 201 September 5, 03 632 September 5, 03
633 September 5, 03
634 September 5, 03
Disassembly 301 September 5, 03 635 September 5, 03
302 Blank 636 September 5, 03
637 September 5, 03
Cleaning 401 September 5, 03
402 Assembly 701 September 5, 03
403 702 September 5, 03
404 703 September 5, 03
405 704 September 5, 03
406
407 Blank Fits and Clearances 801 September 5, 03
802 Blank

Special Tools, Fixtures and 901 September 5, 03

Equipment 902 Blank

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INTRODUCTION 1

DESCRIPTION AND OPERATION 1

TESTING AND FAULT ISOLATION 101

1. Windshields (Pre-installation) 101
2. Operational Windshields (Installed in aircraft) 102

AUTOMATIC TEST REQUIREMENTS 201

DISASSEMBLY 301
s Sierracin/Sylmar
COMPONENT MAINTENANCE MANUAL
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TABLE OF CONTENTS

CLEANING 401
1. Cleaning Agents/Materials 402
2. Procedures 403

CHECK 501
1. Damage Limits and Disposition 502
A. Delaminations 502
B. Crazing 502
C. Cracks 504
D. Scratches 505
E. Chips 505
F. Bubbles, Color Spots, etc. 506
G. Aerodynamic Seal Defects 506
H. Peripheral Edge Seal Defects 509
I. Crewshield To Edge Reinforcement Seal Defects 510
J. Frame Defects 510
K. Anti-Static Coating Damage 510
L. Anti-Ice System Failure 510

REPAIR 601
1. Surface Restoration 603
2. Aerodynamic Seal Repair 608
3. Peripheral Edge Seal Repair 625
4. Crewshield To Edge Reinforcement Seal Repair 626
5. Recoating of Aluminum 628
6. Rain Repellent Coating Application 631

ASSEMBLY 701
1. Unpacking 702
2. Handling 702
3. Electrical Connections 703

FITS AND CLEARANCES 801

SPECIAL TOOLS, FIXTURES AND EQUIPMENT 901

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LIST OF FIGURES

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LIST OF FIGURES

FIGURE 1 FLIGHT DECK WINDSHIELD ORIENTATION 2

FIGURE 2 WINDSHIELD OVERVIEW 3

CHART OF TEMPERATURE VERSUS RESISTANCE OF
TABLE I 110
SENSOR ELEMENT
FIGURE 501 TYPICAL TRANSPARENCY DAMAGE 503

FIGURE 502 HUMP SEAL INSPECTION (METHOD 1) 508

FIGURE 503 HUMP SEAL INSPECTION (METHOD 2) 509

FIGURE 601 WINDSHIELD CROSS-SECTION CONFIGURATION 602

FIGURE 602 REPAIR. STEP 1 614

FIGURE 603 REPAIR. STEP 4 615

FIGURE 604 SEAL CARTRIDGE 616

FIGURE 605 SEALANT APPLICATION 618

FIGURE 606 SCREE BLOCK PLACEMENT 618

FIGURE 607 MASKING TAPE REMOVAL 619

FIGURE 608 HIGH TEMPERATURE CURE FIXTURE 621

FIGURE 609 SCREE BLOCK No.1 621

FIGURE 610 TAPE LAYUP OVERVIEW 622

FIGURE 611 SCREE BLOCKS PLACEMENT 623

FIGURE 612 TAPE APPLICATION 633

FIGURE 613 IRREGULARLY SHAPED DROPLETS 637

FIGURE 614 REGULARLY BEADED DROPLETS 637

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INTRODUCTION

This document describes the design configuration, defines

handling, storage, maintenance, troubleshooting practices,
delineates allowable damage limits, and provides corrective
action field procedures for the Front Windshield. The windshield
was developed and manufactured for the Embraer Empresa Brasileira
De Aeronautica aircraft by SIERRACIN/SYLMAR CORPORATION (S/SC)
(Reference Figures 1 and 2 for orientation and overview.)

The data presented herein supersede all PRODUCT SUPPORT NOTICES

(PSN’s) and SERVICE BULLETINS (SB's) previously prepared and
issued by SSC in support of the above noted program.

Where data or instructions presented herein are in conflict with

data presented in the Embraer EMB-120/145 MAINTENANCE MANUAL, the
information in this document will be the controlling factor.

NOTE: ERJ-135/145 and EMB-135/145 are interchangeable in this

document.

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INTRODUCTION

EMBRAER
EMB-120/ERJ-135/ERJ-145
MAIN WINDSHIELD

I. FLIGHT DECK WINDSHIELD

ORIENTATION
Figure 1

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INTRODUCTION

WINDSHIELD OVERVIEW
Figure 2

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DESCRIPTION AND OPERATION

The Embraer EMB-120/ERJ-135/ERJ-145 Crew Quarters transparency

system consists of the pilot’s add co-pilot’s front windshield
and side window panels, each made up of a laminated glazing
(transparency). The front windshield has an attached outer metal
frame (one piece) and an inner retainer ring (segmented). The
outer periphery of the one-piece metal frame includes a hole
pattern, pre-drilled in the frame, which matches the attach holes
pre-drilled in the airframe structure. The windshield
transparency (defined by Sierracin Dwg. No. 163500) is comprised
of (2) polycarbonate mainplies (bonded together by a urethane
interlayer), tempered glass faceply (outer surface, bonded to the
outer mainply by a urethane interlayer), and an abrasion-
resistant acrylic crewshield (inner ply, bonded to the inner
mainply by a silicone interlayer). The front windshield employs
a 28 VDC heater system for anti-ice and anti-fog purposes. The
heater system is comprised of finite electrical conducting
elements, photolithographically printed on the inner surface of
the glass faceply. Electrical power is fed through the system
from bus bars located along opposite edges of the heated area
through flat, braided wire conductors leading form each bus bar
to an input terminal block.

Three (3) identical, but independent resistance type temperature

sensors are built into the laminated transparency, between the
heated surface of the glass faceply and the outer mainply,
embedded in the interlayer. These sensors are used to provide
normal operating temperature control and guard against
overheating (third sensor is a spare and does not have to be
functional). Electrical resistance is measured through the
sensor lead wires, which are connected to the sensor terminal
blocks.

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TESTING AND FAULT ISOLATION

1. Windshields (Pre-installation)
Includes new and refurbished windshields shipped from S/SC.

CAUTION: DO NOT REMOVE THE PROTECTIVE PAPER COVERING THE

TRANSPARENT SURFACES UNTIL INSTALLATION INTO THE AIRCRAFT IS
COMPLETE. ALWAYS REST THE WINDSHIELD ON SUITABLE PADDED
SUPPORTS, WHICH ARE CLEAN AND FREE OF ABRASIVE OR HARD
MATERIALS. DO NOT REST THE WINDSHIELD ON ITS OUTER FACEPLY
SURFACE. WHEN HANDLING THE WINDHISHIELD, PERSONNEL MUST NOT
WEAR RINGS OR WRISTWATCHES, AND CLOTHING MUST BE FREE OF
EXPOSED BUTTONS, BUCKLES, OR HARD OBJECTS, NOR USE HARD
TOOLS CAPABLE OF DAMAGING THE TRANSPARENCY SURFACES.

A. The function of transparencies can be impaired if they

have sustained physical damage in transit or storage.
Normal acceptance checks may therefore be confined to a
visual inspection. Any physical damage will be
indicated in the condition of the protective paper, but
the paper should not be removed unless further
investigation is required. Should any physical damage
be apparent, return the transparency to the
manufacturer.

(1) Remove windshield from shipping/storage container

(see ASSEMBLY).

(2) Visually inspect the windshield for damage to the

protective paper covering the outer and inner
transparent surfaces. Absence of damage (tears,
ripples, scratches, and scuffs) to the protective
covering and good adhesion to the windshield
surfaces indicates a non-damaged windshield.
NOTE: If damage to the protective covering is
noted, remove the covering and visually inspect
the underlying transparent surface to ascertain
windshield condition. Replace the protective
covering when complete.

(3) Visually inspect the exposed power and sensor

terminals to ascertain that they are undamaged.
Using hand pressure, gently apply force to the
terminals to assure they are properly attached to
the windshield. If found to be defective, the
transparency must be repaired or returned to the
manufacturer.

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(4) Visually inspect the exposed metal frames for any

damage.

(5) Visually inspect the aerodynamic seal (on the

outer surface of the windshield) for any damage.

(6) Visually inspect the weather seal (on the

peripheral edge of the transparency) for any seal
damage. Breaks, cuts, digs, gouges, scrapes, or
loose unbounded areas exposing the transparency
material is unsatisfactory.

(7) All evidence of damage or unsatisfactory

conditions are to be evaluated for field
reparability as authorized (see REPAIR) or
returned to the manufacturer.

2. Operational Windshield (installed in aircraft).

No remedial actions other than described in the SSC CMM
REPAIR chapter can be taken by the user while the windshield
is installed on the aircraft. A suspect heated transparency
may be checked for serviceability of its heating element and
temperature sensing elements but, if found to be defective,
the transparency must be removed from the aircraft and
replaced with a serviceable unit.

A. Visual Inspections

(1) Visually inspect the aerodynamic seal, located

around the entire faceply to metal frame
interface, for cuts, erosion or evidence of
adhesive failure.

(2) Visually inspect the transparent windshield to

assure that the pilot’s vision is not disrupted.

(3) All evidence of damage or unsatisfactory

conditions should be evaluated for field
reparability as authorized (see REPAIR) or
dispositioned.

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TESTING AND FAULT ISOLATION

B. Electrical Tests

The flight deck windshield incorporates a thin,

conductive metallic grid coating, which acts as a
resistive element to provide heat for de-icing the
windshield. Also incorporated in each transparency are
three fine wire resistor sensors that provide
temperature control and temperature limiting through
the aircraft electrical controller system. The
resistive heating element and resistor wire sensors are
connected to exterior terminals on the inner surface of
the windshield.

(1) TEST EQUIPMENT

(a) 250 VDC Insulation Resistance Tester

(transparency installed in aircraft)

(b) 500 VDC Insulation Resistance Tester

(transparency removed from aircraft)

(c) Ohmmeter.
Range: 0 – 1 Kilo-Ohms
Max. Output voltage – 3 Volts

(d) Wheatstone Bridge, or test meter of similar

accuracy.

(2) TEST REQUIREMENTS

(a) ANTI-ICE HEAT SENSORS:

Measure the resistance of each of the three
temperature sensing elements: S1-S2, S3-S4,
and S5-S6.

NOTE: Only two (2) sensors are required to be

operational. The windshield has a third
(spare) sensor incorporated for convenience.
Any two (2) of the three (3) sensors can be
used.

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(b) ANTI-ICE HEATER COATING:

Using a Wheatstone bridge or test meter of

similar accuracy, make the following
measurements and calculation to verify the
bus-to-bus resistance of the heater element
system is within the range of .394 ohms (+
.059 ohms).

(c) INSULATION RESISTANCE:

The insulation resistance between sensing

elements is not less than 20 Mega-Ohms.

The insulation resistance between sensing

element (in turn) and the heating element is
not less than 20 Mega-Ohms.

Insulation resistance between each sensing

element (in turn) and the aircraft structure
or simulated aircraft structure (metal frame)
is not less than 20 Mega-Ohms.

(d) ANTI-STATIC DRAIN COATING:

There shall be continuity from the faceply to

the frame in all areas directly above the
heating element. This check is primarily a
continuity check and the actual value of the
resistance is unimportant.
(3) TEST PROCEDURE

(a) SENSOR RESISTANCE TEST:

Two (2) sensors must be acceptable for

flight, any two (2) sensors).

CAUTION: DO NOT APPLY VOLTAGE IN EXCESS OF 3

VOLTS TO THE WIRE GRID TEMPERATURE SENSORS.
VOLTAGE IN EXCESS OF 3 VOLTS MAY DAMAGE THE
SENSING ELEMENTS.

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TESTING AND FAULT ISOLATION

Disconnect the controller/power leads

attached to the sensor terminals. Using an
Ohmmeter, connect the leads as outlined in
“a” below and observe the meter dial to
verify that each sensor resistance is as
specified in Table 1 for the measured ambient
temperature (Note: The windshield must be in
one location for at least 20 minutes, without
the heater being energized, for temperature
stabilization prior to taking these
measurements).

i. Attach the test meter leads to each pair

of sensors terminals (i.e. S1 & S2, S3 &
S4, S5 & S6) one pair at a time.

ii. Read the meter dial and record the

reading.

iii. Verify acceptability by comparing the

reading made with the range of
resistance required per Table 1.

iv. Disconnect the test equipment and

reconnect the controller leads to their
proper terminal.

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(b) ANTI-ICE COATING TEST:

Disconnect wire leads from the power and

ground terminals. Using a Wheatstone Bridge
or test meter of similar accuracy, measure
the bus-to-bus resistance of the heater
element to verify that it meets the
requirements specified.

i. Short the test meter leads together.

Read the meter dial and record the
reading (example: .030 ohms).

ii. Connect the test meter leads, one each,

to the power and ground terminals. Read
the meter dial and record the reading
(example: .410 ohms).

iii. Calculate the bus-to-bus resistance by

subtracting the value in (a) from that
measured in (b) (example: .410 ohms -
.030 ohms = .380 ohms).

iv. Verify acceptability by comparing the

derived value in (c) with the range of
resistance required (see Table I).

v. Upon completion of this test, reconnect

the aircraft electrical leads.

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(c) INSULATION RESISTANCE TEST:

i. Disconnect the aircraft leads from all

terminals on the windshield.

ii. Using either the 500 VDC (for

windshields not installed in the
aircraft) or the 250 VDC (for
windshields installed in the aircraft)
insulation resistance tester and
maintaining the test voltage for 5
seconds, verify that insulation meets
the requirements as specified in "a",
"b" and "c" below. Record all readings.

"a" Insulation resistance between

sensing elements: should be > 20
MO.

"b" Insulation resistance between

sensing element (in turn) and the
heating element: should be > 20 MO.

"c" Insulation resistance between each

sensing element (in turn) and the
aircraft structure or simulated
aircraft structure (metal frame):
should be > 20 MO.

iii. Disconnect the test equipment and

reconnect the controller leads to their
proper terminal.

(d) ANTI-STATIC DRAIN COATING TEST

i. Using the Mega-Ohm-meter set at 1000
VDC; attach one lead to the frame of the
windshield.

ii. Touch the tip on the other lead to the

faceply of the windshield and scan the
entire area above the heater coating.

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TESTING AND FAULT ISOLATION

CAUTION: CARE SHOULD BE TAKEN NOT TO

SCRATCH THE GLASS FACEPLY WHEN IT IS
SCANNED FOR ELECTRICAL CONDUCTIVITY.

iii. Verify whether or not all areas above

the heating element provide electrical
conduction to aircraft ground regardless
of the actual meter reading. Readings
need not be taken in the non-heated
areas of the windshield.

(4) CORRECTIVE ACTIONS:

(a) If checks per Test Procedures (a) and (b) are

within acceptable ranges and there is no
objectionable visible damage, such as
bubbling or discoloration, the windshield is
within accepted operating parameters. It may
be kept in service on the aircraft. See
paragraph 2 for further actions if Heater In-
Op indications continue.

(b) A Heater In-Op indication may occur due to

controller/windshield interactions. Any two
of the three sensors may be used for normal
operation. If faults continue, select the
two sensors (from among all three) with the
closest resistance values at the same
temperature when measured per Test Procedure
(a). Wire the two leads previously attached
to S1 & S2 to one of these sensors (select
the one with the higher resistance). Wire
the two leads previously attached to S5 & S6
to the other sensor. See paragraph (d) for
information on disabling the remaining
sensor.

(c) If two (2) sensors have acceptable resistance

values per Test Procedure 1 and the third is
not acceptable, then proceed as follows. Wire
the two leads previously attached to S1 & S2
to the functional sensor with the highest
resistance. Wire the two leads previously
attached to S5 & S6 to the other functioning
sensor. See paragraph (d) for information on
disabling the remaining sensor.

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(d) To disable one sensor remove the two terminal

screws from the windshield and discard them.
Cover the screw holes with electrical tape or
fill with epoxy-based adhesive.

(e) If the heater resistance per Test Procedure

(b) is not acceptable and/or more than one
sensor resistance does not fall within the
specified range, remove the windshield from
the aircraft and replace it.
Measure the voltage output from the
windshield controller across each set of lead
wires and record on paperwork attached to the
part when sending for repair/replacement.

(f) If the steps above do not clear the

windshield heater fault indication, contact
Embraer or refer to Embraer technical
documentation for diagnosis of the windshield
controller system (not manufactured by
Sierracin).

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TESTING AND FAULT ISOLATION

NOTE:

1. The resistance measurements shall be done inside the hanger to

avoid any interference of the sunlight rays upon the sensors.

2. Before making resistance measurements, wait 60 minutes with

the aircraft parked in the hangar and de-energized (aircraft
powered down) to allow the windshield temperature to stabilize.
This will result in more accurate readings.

3. To find the ambient temperature, place a thermometer as close

as possible to the sensors.

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AUTOMATIC TEST REQUIREMENTS

NOT APPLICABLE FOR THE COMPONENT DISCUSSED HEREIN.

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DISASSEMBLY

THE WINDSHIELD DISCUSSED HEREIN IS A NON-SEPARATABLE ASSEMBLY.

DISASSEMBLY OF THE WINDSHIELD COMPONENTS FOR REPAIR IS NOT
AUTHORIZED.

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CLEANING

The exposed surfaces of the Embraer EMB-120/ERJ-135/ERJ-145

windshield are of different materials and require special
cleaning procedures using different cleaning media. The outer
surface of the windshield is a glass faceply coated with an anti-
static drain coating. The inner surface is uncoated acrylic.

The use of materials other than those listed below, especially

acid based cleaners which may damage or remove the exterior
conductive coating, is not approved unless specifically
authorized in writing prior to use. Routine cleaning for
removal of traffic film and other operational soils, where
abrasive polishing for scratch removal is not required, can be
accomplished by the use of the following materials and
procedures:

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1. Cleaning Agents/Materials - Windshield

A. Washing and Drying Cloth - Rymple Cloth, Kendall

Textile, Griswoldville, MA.

CAUTION: NEVER USE A COARSE OR ROUGH CLOTH. CHEESECLOTH

IS NOT ACCEPTABLE. SCOTCHBRITE, MICRO-MESH PADS, OR
SIMILAR PRODUCTS WILL REMOVE THE EXTERNAL DRAIN
COATING.

NOTE: A soft cloth, sponge or chamois which has not

been used for any other purpose, may be used but only
as a means to carry the cleaning liquid to the
windshield.

B. Non-Ionic Detergent Solution - Triton X-100 (Sierracin

FX-134), Rohm & Haas, Philadelphia, PA.

NOTE: Mix 10% Triton X-100 in 90% warm water.

C. Ivory Soap Flakes Solution - Commercial grade or equiv.

NOTE: Mix 1 cup of flakes in 1 gallon warm water.

D. GLANCE Glass Cleaner with Foam (Spray Can) - Johnson

Wax Service Div.,Racine, Wisconsin.

NOTE: Use only on the glass faceply (outer ply).

E. Isopropyl Alcohol (IPA) (Commercial Grade)

NOTE: Mix 50% IPA in 50% warm water.

F. RAIN-X - Unelko Corporation, Scottsdale, AZ

G. Petroleum Distillates (Naphtha) – (Commercial Grade).

CAUTION: USE ONLY IN SMALL AMOUNTS IN LOCAL AREAS OF

THE GLASS FACEPLY ONLY IF GRIME CANNOT BE REMOVED WITH
EITHER (A) THRU (E) ABOVE. DO NOT ALLOW PETROLEUM
DISTILLATES TO TOUCH PLASTIC PORTIONS OF THE WINDOW
SEALS.

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2. Procedures

The use of materials other than those listed below,

especially acid based cleaners which may damage or remove
the exterior conductive coating, is not approved unless
specifically authorized in writing prior to use.

A. Cleaning Exterior Surfaces

CAUTION: REMOVE RINGS OR ANY OTHER HARD OBJECTS FROM

HANDS BEFORE CLEANING THE TRANSPARENCY.

CAUTION: DO NOT CLEAN THE EXTERIOR SURFACE WITH

SCOTCHBRITE PADS. THESE PADS CAN DAMAGE AND/OR REMOVE
THE ANTI-STATIC CONDUCTIVE COATING ON THE OUTER SURFACE
OF THE WINDSHIELD.

(1) Cleaning with Non-Ionic Detergent Solution or

Ivory Soap Flakes.

(a) Using a clean cloth soaked in either

solution, saturate the surface being washed,
and using gentle strokes, wash away all dirt,
dust and grime.
(b) Using a clean cloth soaked in clean water,
wash away all traces of the previously used
cleaning solution.

(c) Using a fresh, dry cloth, wipe the window dry

using soft, gentle strokes. Replace the
cloth as required to assure wiping the window
with a clean surface of the cloth.

(d) Repeat process as required until all dirt,

grime, dust and haze are removed from the
window surface.

(2) Cleaning with IPA.

(a) Using a clean cloth dampened with IPA

(solution will not run free from cloth), wash
the window using soft, gentle strokes,
removing all dirt, dust and grime.

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(b) Using a clean, dry cloth, wipe the window dry

using soft, gentle strokes, removing all
traces of cleaning solution, dirt, dust,
grime and haze from the window.

(c) Repeat process as required until all dirt,

grime, dust and haze are removed from the
window surface.

(3) Cleaning with GLANCE.

(a) Spray an even coat of GLANCE cleaner onto the

entire surface of the window to be cleaned.

(b) Using a clean, dry cloth, wipe the spray foam

coated window using soft, gentle strokes
until all the foam (sprayed on solution) is
removed. Replace the cloth as required to
assure wiping the window with a clean surface
of the cloth.

(c) Wipe softly until all foam, dirt, grime, dust

and haze are removed from the window surface.
Repeat process as required.

(4) Cleaning with RAIN-X.

(a) Apply RAIN-X to clean, folded cloth and rub

the complete window using small circular
motions and maintaining firm pressure.
(b) Allow the window to sit for 3-5 minutes, then
polish the treated surface with a fresh, dry
cloth until wetness and haze disappear.

(c) Repeat process as required until all dirt,

grime, dust and haze are removed from the
window surface. The final application of
Rain-X should be to a surface, which is
already free of any contamination.

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(5) Cleaning with Naphtha

CAUTION: THIS PROCESS TO BE USED ONLY IF ALL

OTHER PROCESSES HAVE FAILED TO REMOVE THE GRIME
FROM THE WINDOW. SEE CAUTION NOTE FOR THIS
CLEANING MATERIAL.

(a) Using a clean cloth dampened with Naphtha

(solution will not run free from cloth), wash
only the local area required to remove the
grime. Use only moderate pressure when
washing the local area.

(b) Once the grime has been removed, wash the

window with non-ionic detergent, Ivory soap
flakes, Glance or IPA making use of the
correct process outlined above.
B. Cleaning Interior Surfaces

CAUTION: REMOVE RINGS OR ANY OTHER HARD OBJECTS FROM

HANDS BEFORE CLEANING THE TRANSPARENCY.

(1) Cleaning with Non-Ionic Detergent Solution or

Ivory Soap Flakes.

(a) Using a clean cloth soaked in either

solution, saturate the surface being washed,
and using gentle strokes, wash away all dirt,
dust and grime.

(b) Using a clean cloth soaked in clean water,

wash away all traces of the previously used
cleaning solution.

(c) Using a fresh, dry cloth, wipe the window dry

using soft, gentle strokes. Replace the
cloth as required to assure wiping the window
with a clean surface of the cloth.

(d) Repeat process as required until all dirt,

grime, dust and haze are removed from the
window surface.

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(2) Cleaning with IPA.

(a) Using a clean cloth dampened with IPA

(solution will not run free from cloth), wash
the window using soft, gentle strokes,
removing all dirt, dust and grime.

(b) Using a clean, dry cloth, wipe the window dry

using soft, gentle strokes, removing all
traces of cleaning solution, dirt, dust,
grime and haze from the window.

(c) Repeat process as required until all dirt,

grime, dust and haze are removed from the
window surface.

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CHECK

The following data applies to windshields, which are in-service

and is presented as a guide in determining their disposition for
service, repair or removal from the aircraft.

This section defines visually sighted damage limits and

recommended disposition.

No remedial action other than that described herein may be

accomplished by the operator on a transparency. All
unserviceable transparencies should be returned to the
manufacturer for investigation and possible repair.

Any defect not covered herein must first be reported to the

manufacturer for disposition prior to any remedial field service
being initiated.

If a transparency must be removed and shipped back to the vendor,

the inner and outer surfaces must be suitably protected,
preferably with latex-backed paper, prior to removal. Aircraft
electrical leads must also be disconnected before removal. For
more detailed removal instructions, refer to the appropriate
section of the aircraft manual. If possible, the transparency
should be packed in the same container in which it was received.
Should the original container not be available, pack the
windshield in an oversize cardboard or wooden box with sufficient
Cellusene wadding or similar material to protect it against
shock. Include any relevant inspection reports, windshield
installation date, removal date, flight hours or similar
documentation.

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1. Damage Limits and Disposition

A. Delamination – Permissible within the following limits:

(1) Faceply to Mainply Urethane Interlayer – Any size,

providing the pilot’s visibility is not impaired.
(Delamination at this layer does not affect
structural integrity of the windshield.)

Disposition – Repair of delamination is not

allowed. (except by the original equipment
manufacturer, Sierracin). Replace the windshield
only if the damage exceeds the prescribed limits.

(2) Mainply to Mainply Urethane Interlayer – Not

permitted.
Disposition – Replace the windshield with a
serviceable unit.

(3) Crewshield to Mainply Silicone Interlayer – Any

size, providing the pilot’s visibility is not
impaired.

A. Disposition – No repair required. Replace

the windshield only if the damage impairs pilot’s
visibility.

B. Crazing – Permissible within the following limits:

(1) Mainplies – Not permitted.

B. Disposition – Replace the windshield with a

serviceable unit.

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TYPICAL TRANSPARENCY DAMAGE

FIGURE 501

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(2) Crewshield – Permissible, provided the pilot’s

visibility is not impaired.

Disposition – No repair required. Replace the

windshield only if the damage impairs pilot’s
visibility.

C. Cracks – Permissible within the following limits:

(1) Faceply – Any size or location, providing the
pilot’s visibility is not impaired and the de-ice
heated zone per Figure 501 is not affected.

Disposition – No repair required. Replace

windshield only if the damage impairs pilot’s
visibility.

(2) Mainplies – Cracks at any location within the

Mainplies (not to be confused with edge chips,
splits/cracks within the interlayer or interlayer
Delaminations) are NOT allowed.

Disposition – Replace the windshield with a

serviceable unit.

(3) Crewshield – Any size or location, providing the

pilot’s visibility is not impaired.

Disposition - Cracks may be stopped from growing

by drilling a stop crack at the end of the crack
using a #60 (.040” dia,) drill. Replace
windshield only if the damage exceeds the limits
defined.

CAUTION: WHEN DRILLING A STOPCRACK, CARE MUST BE

EXERCISED NOT TO PENETRATE COMPLETELY THROUGH THE
INTERLAYER AND TOUCH THE MAINPLY SURFACE.
PENETRATION INTO THE MAINPLY WILL DAMAGE THE
WINDSHIELD BEYOND REPAIR. THE CREWSHIELD HAS A
NOMINAL THICKNESS OF 0.080 INCH. A MAXIMUM STOP
CRACK DRILL DEPTH SHOULD BE MAINTAINED AT NO MORE
THAT 0.100 INCH DEEP.

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D. Scratches - Permissible within the following limits:

(1) Outer Glass Faceply - Any size or location,

providing the pilot's visibility is not impaired.

Disposition - Not repairable. Replace if

visibility is impaired.

(2) Crewshield - Any size or location, providing the

pilot's visibility is not impaired.

Disposition - See REPAIR for surface restoration

procedures. Replace windshield only if damages
cannot be repaired, and they impairs pilot’s
visibility.

E. Chips - Permissible within the following limits:

(1) Faceply - Any size or location, providing the

pilot's visibility is not impaired.

Disposition - No repair required. Replace

windshield only if the damage exceeds the limits
defined.

(2) Mainplies

(a) Surface Defects - Not permitted.

Disposition - Replace the transparency with a

serviceable unit.

b) Edge Defects – Permitted, provided they do

not extend more than .12” from the edge.

Disposition – No repair required. Replace

the transparency only if the damage exceeds
the limits defined.

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(3) Crewshield

(a) Surface Defects – Permitted, provided the

defect depth does not exceed .010” and does
not impair the pilot’s visibility.

Disposition – Sand smooth, blending the

defect into the original surface.

(b) Edge Defects – Permitted, provided the defect

does not extend more than .25” from the edge
nor deeper than .06” below the surface.

Disposition – Sand smooth, blending the

defect into the original edge and surface.

F. Bubbles, Color Spots, Etc. – Defects of this nature are

permitted as long as the size, quantity and pattern of
the defects do not interfere with pilot’s visibility.

Disposition – No repair required. Replace transparency

only if the defects exceed the limits defined.

G. Aerodynamic Seal Defects

(1) Erosion – Permissible, provided the erosion does

not expose the peripheral edges of the glass or
metal from it overlaps, or extends to a depth
greater than .032” (.76 mm) below the outer
surface of the frame.
Disposition – Repair the aerodynamic seal in the
damaged area exceeding the defined limits per
REPAIR.

(2) Cracks – Permissible, provided the crack does not

extend to a depth greater than .080” (2.03 mm)
below the outer surface of the glass faceply (no
limit on crack length).

Disposition – Repair the aerodynamic seal in the

damaged area exceeding the defined limits per
REPAIR.

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(3) Adhesive failure between the seal and its mating

surface – Permissible, provided the separation
between the sealant and its mating surface does
not extend to the peripheral edge of the glass
faceply or metal frame which the sealant overlaps.

Disposition – Repair the aerodynamic seal in the

damaged area extending the defined limits per
REPAIR.

(3a) Adhesive failure between the seal and the glass

faceply

TOOLS:

Small plastic knife, tongue depressor, or similar

non-metallic tool with a flat edge for inspection
(optional)

MANPOWER:
One person can accomplish the inspection process
defined in this procedure in 0.25 hours. If
repairs are required, they can be accomplished in
approximately 2 hours, followed by a cure of up to
24 hours (see ERJ-145 CMM 56-10-03 for details).

INSPECTION (OPTIONAL):
The following inspection for the hump seal disbond
from the glass faceply surface may be conducted
when necessary on the windshield.

Detection of failures may be accomplished in one

of two ways:
1. Viewing from the inside of the windshield,
examine the backside of the hump seal where
it is bonded to the glass. Areas that appear
lighter in color (gray instead of the uniform
black color) or show air bubbles indicate the
start of seal disbond. These areas should be
carefully examined using method (2). Note:
It may be helpful to have second person push
down on the seal from the outside when
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visually examining from the inside. In areas

of delamination, the appearance may change as
person outside pushes down.
2. CAUTION – Use of excessive force in the
following test will cause a well bonded seal
to fail cohesively (tear), damaging the
windshield. Use light hand pressure only.

CAUTION – When using any tool to do the

following test, keep it pointed away from the
center of the windshield, and use care to
avoid scratching the glass.

Select areas to check at random or based on

preliminary analyses per method (1). From the
exterior, gently pull upward on the edges of
the seal on the glass surface using a
fingernail (See Figure 101) or nonmetallic
tool (see Figure 102) to grip the seal. An
inadequate bond will cause the seal to
separate from the glass.

FIGURE 502. HUMP SEAL INSPECTION (METHOD 1).

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FIGURE 503. HUMP SEAL INSPECTION (METHOD 2).

3. If the inspections conducted per the above

procedures find a weak seal bond, the seal should
be repaired in accordance with the Aerodynamic
Seal Repair procedure in this CMM. NOTE: If a
weak bond is not repaired, it may cause noise or
allow parts of the seal to break away. Continued
operation with damaged seals could allow moisture
to penetrate the windshield and lead to
delamination at the polyurethane interlayer
level.

H. Peripheral Edge Seal Defects – Damage to the edge seal

is permissible provided the damage does not expose the
mainplies or the mainply interlayer. See Figure 501
for peripheral edge seal location.

Disposition – Repair the peripheral edge seal in the

damaged area exceeding the defined limits per REPAIR.

I. Crewshield to Edge Reinforcement Seal Defects – Damage

to the crewshield seal is permissible provided any seal
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damage does not separate from its mating surfaces or

expose the polycarbonate mainply or interlayer under
the crewshield.

Disposition – Repair the crewshield to edge

reinforcement seal in the damaged area exceeding the
defined limits per REPAIR.

J. Frame (P/N 163501-03/-04) Defects – Scratches, scuffs

or pits in the frame are permitted, provided the
defects do not exceed .025” (.635 mm) depth into the
metallic surface of the frame.
Disposition – All defects up to .010” (.25 mm) depth
shall be recoated per the procedure in REPAIR. Defects
greater than .010” (.25 mm) depth and up to a depth of
.025” (.635mm) shall be repaired by burnishing the
affected area to reestablish a smooth metallic surface.
Refinish the entire reworked area (bare metal) per the
procedure in REPAIR. Replace windshield only if the
defects exceed the limits defined.

K. Anti-Static Coating Damage – Damage to the anti-static

coating is permissible, provided electrical continuity
can be achieved per TESTING AND FAULT ISOLATION above
the heated portion of the windshield and the pilot’s
visibility is not impaired.

Disposition – Replace windshield only if the defects

exceed the limits defined.

L. Anti-Ice System Failure – Not permitted.

Disposition – Replace the transparency with a
serviceable unit.

NOTE: If the failure mode is not visually obvious

prior to removal from aircraft, check the windshield
per the procedures in TESTING AND FAULT ISOLATION to
verify the failure.

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REPAIR

This section defines the approved materials and procedures to be

used for effecting only approved field repairs of damage limits
defined earlier in this manual. It must be pointed out that
although repair procedures are defined, this effort should only
be attempted by personnel trained in aircraft maintenance or by
personnel with experience in aircraft window repair. The
manufacturer makes no guarantees and assumes no responsibilities
for any repairs performed outside the facilities of, and not
performed by, the manufacturer.

See Figure 601 for the locations of seals which may require
repair at some point during the life of the windshield.

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FIGURE 601

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1. Surface Restoration (Crewshield Only)

Note: The removal of scratches or abrasions on glass

faceplies is not considered practical without full
manufacturing equipment. Where optical vision is impaired,
transparency should be removed and returned to manufacture
for possible salvage.

A. Definitions
(1) Hairline Scratches – Very light scratches or
hazing, usually caused by improper cleaning
methods. Not detectable with the fingernail.

(2) Minor Scratches –Detectable with the fingernail

but not felt with the fingertip.

(3) Deep Scratches – Easily felt with the fingertip.

(4) Crazing – Tiny fissures or splits in the surface

(visually detectable only), usually caused by
solvent attack, excess stress, and weathering.
NOTE: If crazing is severe (detected by the
fingernail test), it should be considered a crack.

(5) Gouges and chips – Physical damage exceeding the

width and depth of deep scratches.

B. Authorized Materials

(1) Abrasives

(a) Wet or dry sandpaper with grits of 180-

through 600 (3M Corporation or equivalent).

(b) Micro-mesh abrasive with grits of 1500

through 3600 (Micro Surface Finishing
Products, Wilton Junction, IA, or
equivalent).

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(c) Micro-mesh abrasive with grits of 1500

through 3600 (Micro Surface Finishing
Products, Wilton Junction, IA, or
equivalent).

(d) Polysand abrasive cloth with grits of 1000

through 3200 (local commercial distributors).

(e) Zirconium Oxide, a.k.a. Zirox B (S.L. Fusco,

(2) Polishes

(a) “Pride” Furniture Wax (S. C. Johnson & Son,

Racine, WI, or equivalent).

(b) Jeweler’s Rouge (Commercial local

distributors).

(c) Simoniz Wax (Simoniz Co., Chicago, IL, or

equivalent).

(d) Mirror Glaze MGH-10 (Mirror Bright Polish

Co., Inc., Irvine, CA, or equivalent).

(e) Zirconium Oxide, a.k.a. Zirox B (S. L. Fusco,

Inc., Compton, CA or equivalent).

(f) Novus Plastic Polish 1 & 2 (Novus, Inc.,

Minneapolis, MN, or equivalent).

(3) Miscellaneous

(a) Isopropyl Alcohol, a.k.a. IPA commercial

local distributors). Note: Use as a
solution, mix of 50% IPA in 50% warm water.

(b) Non-Ionic Detergent Solution, Triton X-100,

Union Carbide, Houston TX, or equivalent).
Note: Mix 10% Triton X-100 in 90% warm
water.

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(c) Ivory Soap Flakes Solution (commercial local

distributors). NOTE: Mix 1 cup flakes in 1
gallon warm water.

(d) Ivory Soap Flakes Solution (commercial local

distributors). NOTE: Mix 1 cup flakes in 1
gallon warm water.

(e) Rymple cloth (American Fiber and Finishing

Co., MA, or equivalent).

(f) Cleaning Tissue, Kaydry (Kimberly-Clark,

Neenah, WI, or equivalent).

(g) Wool Fe

(h) lt Cloth, ¼” thick (Standard Folt Co.,

Alhambra, CA, or equivalent).

C. Procedures

Prior to initiation of a surface restoration, the

transparency must be washed with water mixed with a
mild detergent using the bare hand to feel and dislodge
any dirt or other foreign material. IPA solution can
also be used as a washing solution.

If Rymple cloth or tissues are used during any of the

procedures, continually alternate the material surface
against the transparency, or change to clean, unused
ones so as to keep a clean working surface against the
acrylic.

Do not use excessive (heavy) hand pressure during

cleaning, scratch removal or polishing. Heavy pressure
during operation may cause the acrylic surface to
overheat, causing local distortion or crazing.

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Abrasive materials used for scratch removal must be

used with a ½” minimum thick felt pad backed with a
suitably sized rubber pad (4” square, ½” to 1” thick).
If micro-mesh or Polysand is used, cardboard may be
substituted for the felt pad. All scratch removal
should be done with the surfaces wet with water.
Sanding may be performed on a dry surface, providing
there is no build-up of material.

(1) Polishing

After the surface is cleaned, and no repair is

required, its luster can be restored by Mirror
Glaze MGH-10, applied with Rymple cloth. Other
polishing materials and waxes listed can also be
used successfully.

(2) Scratch Removal

NOTE: Power buffing or sanding is not permitted.

In all operations (except removal of deep
scratches or scuffs) of polishing or sanding, a
rotating circular hand motion shall be used.
Begin by working an area considerably larger that
the damaged area to reduce the possibility of
inducing localized distortion. Finish by
polishing the entire transparency as described in
“POLISHING”.

(a) Hairline Scratches – These scratches are

easily removed by using Zirox B or Glassine
mixed with water to begin the repair,
continuing until all scratches have been
removed. Repeat as required until repair is
complete. After removal of all scratches,
finish the surface by polishing using
approved polishes or waxes as described in
“POLISHING”.

(b) Minor Scratches – To remove scratches, begin

by sanding using Micro-mesh 1500-3600 grit
(depending on severity of the scratches) or
Surefire Scratch Remover). With this
procedure, the heavier grit is used first and
then successively finer grits should be used
until the scratches are removed. Repeat as
required until repair is complete. After
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removal of all scratches, finish the surface

by polishing using approved polishes or waxes
as described in “POLISHING” of this section.

(c) Deep Scratches – This type of repair has an

inherent danger of resulting in optical
distortions if not properly accomplished.
Care must be exercised in controlling the
area to be worked, that is, work a relatively
large abrasive, then with each succeeding
finer grit, cover a slightly larger area
ultimately finishing polishing the entire

Begin by sanding with 400 Wet-or-Dry

sandpaper, backed with an extra firm foam or
a medium hard rubber block. Always use
plenty of water to keep the working surface
as clean as possible. For best results,
start the sanding operation in straight lines
vertically, relative to the installed
position. With the next finer grits, use a
circular motion to remove all sanding marks
of the previous operation. Alternate
circular and straight sanding directions as
each finer grit is used. For best results,
the final sanding step should be vertical, in
straight lines. Once all sanding marks are
removed, check optics. Final finish by
polishing. For the polishing stages, start
with the Glasite or Zirox B water mixture and
finish with Mirror Glaze, or equivalent.

(d) Crazing – Only mirror, superficial surface

crazing should be restored. Usually the
procedure described in “deep scratches” will
work satisfactorily. It should be noted that
the crazing will not be visible after the
first step of restoration is taken. It can
only be seen if the surface is polished to
remove all sanding (or coarse abrasive)
marks. Therefore, the entire procedure may
have to be repeated a number of times before
even minor crazing is removed.

(e) Surface Gouges and Chips – generally, this

level of repair is not practical, especially
in critical optical areas. Because of their
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depth, excessive removal of material around

the damaged area often results in
unacceptable optical quality.
2. Aerodynamic Seal Repair
Note: It is essential that the weather (or hump) seals be
maintained to preclude moisture penetration into the
interlayer areas. Should these seals become eroded or
separated from their mating surfaces to the extent defined
in CHECK, repair procedures to restore their integrity
should be carried out. The procedure outlined on the
following pages may be used to repair a section of the seal,
or the entire seal, depending upon the need. In most cases,
repair procedures may be accomplished with the transparency
still installed in the aircraft. In case the transparency
is removed from the aircraft for repair, it must be
supported in a padded frame during repair operations.

A. Equipment/Materials

(1) Equipment

(a) Semco gun; Model 250-A air pressure activated, or Model 850 hand
activated; Courtald Aerospace, Glendale, CA)

(b) [Optional], only required if Model 250-A Semco gun used] House
assembly (Courtald Aerospace, Glendale, CA)

(c) Electric Drill with capability to run between 300-500 rpm, for sealant
mixing purpose

(d) Tongue depressors, or other flat, non-metallic spatula (commercial

local vendors).

(e) Plastic Scraper with knife, or chisel edge (commercial local vendors)

(f) Single edge razor blade (commercial local vendors)

(g) High temperature cure kit; Drawing# 790500-01 (no heater);

790500-03 (1 heater included); 790500-05 (2 heaters included). Kit
includes fiberglass cure fixtures: 790165-01 (LH), 790165-02(RH)

(h) Industrial Heat Gun, PID controlled, Model 100.749 (available from
Assembly Supplies) or Aurora Heat Gun, model AR-1200-LC
(available from McMaster-Carr)

(i) Spray bottle with accurate markings in milli-liter scale filled with de-
ionized water

(2) Materials
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(a) Aerodynamic Seal Repair Kit; S/SC P/N 500705-03

NOTE: Seal Repair Kit P/N 500705-03 supercedes Seal Repair Kit P/N
500705-01.

i. AC-251 B1/2 sealant, Sem-kit, 6 ounces, injection tube

package (MIS# 502928/MAT-587, qty = 5)

NOTE: The sealant/primer have a shelf life (SL) of 9 months

from the date of package (DOP)

NOTE: Discard sealant/primer if remaining shelf life is less than

80% of the 9 months, which is 7 months, from date of package.

NOTE: Store sealant/primer at temperature of 80°F or below.

ii. AC-137 type II primer (MAT-624 with MIS no. 502901, qty
= 5)

iii. Scree Block Tool (S/SC P/N 500616-03, qty = 1)

iv. Seal Guide Tape, SSC 500705-101 (MAT-285, 3/8” wide x

48” long, qty = 3)

(b) Two (2) pairs of protective Nitrite gloves

(c) Isopropyl Alcohol, a.k.a. IPA (commercial local distributors)

NOTE: Use as a solution: 50:50 mix of IPA and water

(d) Q-tips, smaller cotton swabs or lint free cloth (commercial local
vendors).

(e) Rymple Cloth 201, 100% cotton wipe (Kendall Company,

Griswoldville, MA, or equivalent)

(f) Masking tape (0.25”, 1”, 1.5” and 3”) wide. (3M 232 Double
Coated Masking Tape, 3M Industries, St. Paul, MN)

(g) Double back masking tape (1” wide). (3M 401 Scotch Masking
tape, 3M industries, St. Paul, MN)

(h) Plating tape 1’’ wide. (3M Brand 218, 3M Industries, St. Paul, MN)

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(i) Protective Paper (American Biltrite [No. 850], Ivex Corp. [XL-
1600], or Mask Off Co. [P-40, P-40S, or Protex 46823V])

(j) [If required] Polyethylene Film (QF-92S, Quality Films,

Schoolcraft, MI)

(k) [If required] Aluminum adhesive tape (3M 425, 3M Industries, St.
Paul, MN)

(l) Conductive Epoxy (MAT-383) (SSC, Sylmar, CA)

(m) Scotch-Brite Pad (3M Company)

(n) Naphtha

B. Sealant Application Procedure

(1) Locate the ground braid wire positioned at two locations along the bottom
edge of the windshield. The exact locations of these two braids can be
identified by viewing the windshield (not while it is on the airplane) from
the inside looking out, and can be seen to turn towards the outside edge
of the windshield. Another way to identify the location of the braids is
counting the outside row of the holes for the mounting bolts. The locations
of the braids would be between the 5th and 7th holes counting from the fwd
edge and between the 6th and 8th holes counting from the aft edge (see
sketch below). Once these two ground braid locations are identified, use
a grease pencil (or similar non-stain marker), and mark approximately 1”
on either side of the braid location, on the windshield itself. These marks
should be visible from the outside of the windshield, looking in. Note
these locations during seal removal, being very careful not to damage the
braid, or the braid to the faceply bond.

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(2) Sealant removal.

(a) Using the plastic scraper tool, carefully remove the existing
aerodynamic seal from the glass faceply and metal frame surfaces
until all but a thin film of the removed seal residue remains. If the
plastic scraper does not remove the seal to the level previously
mentioned, a single sided razor blade may be used, but care must
be taken to only use this tool at an angle to the surface of the
window (for scraping only). Never use a blade at a right angle to
the surface. The faceply glass used on the Embraer-120/135/145
windshield assembly is tempered glass and could be scratched or
damaged by any sharp object. As mentioned in Step 1, extra
attention is required in the area of the ground wires.

NOTE: Two ground braid wires are installed to provide

redundancy. Only one is required to maintain the
electrostatic drain function for the windshield.

When the ground braid wire breaks during the hump seal repair
the following fixes may be made:

i. Determine that there is an amount of the braid wire left to

make the required repair. Originally the braid wire has a
service loop, which could be extended to overlap glass
surface. There shall be a minimum of ¼ - inch (approx 6.5
mm) overlap of braid wire. If the braid wire is too short and
does not reach the surface of the glass faceply, the
windshield needs to be returned to the manufacturer
(Sierracin/Sylmar Corp) for repair.

ii. Remove the remaining braid wire left in the silver

conductive epoxy (MAT-383) on the surface of the glass.
Be careful not to scratch the edge of the glass.

iii. It is not necessary to scrape the remaining silver

conductive epoxy from the glass surface, but the
application area must be thoroughly cleaned using the
following steps:

Clean the area with 50:50 IPA (Isopropyl Alcohol) and

De-ionized Water Cleaning Solution on a Wipe Cloth.
Repeat as necessary.

Clean the same area using Naphtha on a Wipe Cloth.

Repeat the cleaning step as necessary.

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Complete the cleaning process by applying IPA

(Isopropyl Alcohol) on a Wipe Cloth. Repeat as
necessary. Ensure the entire area is dry after cleaning.

iv. Prepare Conductive Epoxy (MAT-383) according to the

instruction on the container.

v. Place the ground braid wire on the glass faceply and apply
Conductive Epoxy (MAT-383). Use wooden or plastic stick
for that purpose, if necessary. Cure the Conductive Epoxy
(MAT-383) for 1 hour at room temperature plus 2 hours at
150°F. Use the fiberglass cure fixture that is provided with
the accelerated curing tool with the air temperature
150°F+10°F. If the cure fixture is not available, the
Conductive Epoxy shall be cured for 6 hours at room
temperature.

vi. Check the continuity of the anti-static drain coating from

the glass faceply to the aluminum frame.

CAUTION: Additional care must be taken when using a razor

blade on or near the window surface. If a razor blade is
required, Sierracin recommends only aircraft maintenance or
personnel with a background in window repair attempt this
procedure. Sierracin is not held liable for damaged parts
caused by poor repair techniques not accomplished at our
facility. Care must also be exercised when removing the
sealant not to damage the glass faceply, or the metal frame.

(b) If the groove between the frame and the faceply glass is exposed
at any point to a level below the laminated surface of the glass,
use a plastic scraper along the walls of the groove to remove any
adhesive, exposing bare metal and glass surfaces.

NOTE: It is not necessary to scrape the bottom of the groove,

but it must be thoroughly cleaned using the following
procedures.

(c) Clean the section to be in contact with the hump seal using
naphtha on a Scotch-Brite Pad. Then, clean the area with wiper
cloth moistened with Naphtha followed by cleaning with another
wiper cloth soaked with 50/50 IPA-water mixture. This will ensure
no residual silicone or oil contamination. Repeat cleaning steps
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as necessary. Clean the section to be in contact with the hump

seal with 100% IPA with another wiper cloth. Repeat as
necessary.

(d) Complete the cleaning process by applying Isopropyl Alcohol on a

Wipe Cloth. Repeat as necessary. Ensure the entire area is dry
after cleaning. Use the hot air blower that is provided with the
accelerated curing tool for 15 minutes with the air temperature at
140°F ± 10°F, if necessary to dry the alcohol.

(f) If the groove between the frame and the faceply glass is exposed
at any point to a level below the laminated surface of the glass,
apply liberal quantities of Isopropyl Alcohol using a squirt bottle to
the bottom of the groove, followed closely by compressed air to
evaporate the Alcohol. Then apply the Windshield Hump Seal
Curing Tool to the surface, tape down lightly (sufficient to hold in
place only) and heat the exposed groove at an air inlet
temperature of 140°F ± 10°F for 2 hours.

(g) Perform a visual examination of the hump seal area for residual
liquids (oils, silicone adhesive, Naphtha, Isopropyl Alcohol, Water,
etc.) and a visual examination of the edges of the interlayer under
the faceply for signs of moisture contamination. If signs of
moisture contamination are evident under the faceply, STOP, the
windshield is not repairable in the field and must be returned to
Sierracin for further actions. Once satisfied that the surfaces to be
sealed, especially any exposed areas of the groove, are fully
clean, proceed with the next step under the Sealant Application
Procedure of the CMM.

(3) See Figure 610 on page 622 for tape lay-up overview. Apply 0.25’’ tape
on the frame along the outer perimeter of the windshield to create a trim
line. Then apply the 2.0” tape, covering the frame from its inside edge
outward using the 0.25” tape just applied as a guide. Tear small sections
of tape for all taping procedures described below to obtain the required
corner radius. Also, if the tape is applied in an overlapping fashion (one
on top of the other) for the entire perimeter of the windshield, and always
in the same direction, the tape can be removed in one continuous piece.
This tape is used to cover the metal frame during application of wet
sealant.

(4) Note - when overlapping sections of masking tape, take care to work
in one direction around the perimeter of the window. This will allow
quick removal of the tape at the end of the repair.

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Step 1 - Use the 0.5’’ tape followed by the 1.0’’ tape (single piece of 1.5”
tape is acceptable but hard to work with) and mask from the inside edge
of the frame towards the center of the windshield (0.75" tape along the aft
edge). This tape is used to index (locate) the seal, and will be removed
prior to wet sealant application.

FIGURE 602: STEP 1

Step 2 - Apply 1.0" plating tape (3M Scotch Brand 218) at the inside edge
of the index tape.

Step 3 - Apply a layer of 0.25" tape on the outside edge of the tape
applied in Step 2.

Step 4 - Apply 1.0" double back tape along the inside edge of the 0.25"
tape. Note: this tape can be within 1/8th of the tape applied in the Step 3.

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FIGURE 603: STEP 4 (INDEX TAPE NOT SHOWN FOR CLARITY)

Step 5 - Apply the 3/8” wide 500705-101 guide tape directly on top of the
double back tape, along the inside edge of the 0.25" tape applied in Step
3.

Step 6 (optional) - Cut a piece of protective paper to cover the exposed

glass faceply surface. Take care never to cut tape or paper while
attaching the protective paper to the outer surface of the windshield.

NOTE: Make sure protective paper slightly overlapping double back

tape to completely protect glass surface of the faceply.

Step 7 (optional) – If there is a gap between the protective paper and the
double back tape, apply 1’’ – 1.5’’ tape to completely protect glass surface
of the faceply.

(5) Remove the 1.5” wide tape (or 0.5’’ tape followed by the 1.0’’ tape; 0.75”
tape for the aft edge), exposing the area to be re-sealed.

(6) If performing a spot repair, rough up the surface of any intact sealant that
will come into contact with wet sealant using the Scotch-Brite.

(7) Clean the section to be in contact with the hump seal using naphtha on a
Scotch-Brite Pad. Then, clean the area with wiper cloth moistened with
Naphtha followed by cleaning with another wiper cloth soaked with 50/50
IPA-water mixture. This will ensure no residual silicone or oil
contamination. Repeat cleaning steps as necessary. Lastly, clean the
section to be in contact with the hump seal with 100% IPA with another
wiper cloth. Repeat as necessary.

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(8) Each AC-251 B1/2 sealant is supplied with one ¼ oz bottle of primer AC-
137. The primer is enclosed under the red cap of the sealant cartridge.

(9A) Using a lint free cotton cloth, apply a thin coat of AC-137 type II (MAT-
624) on the outside surface of the faceply glass only. Allow primer to air
dry for 30 minutes at ambient conditions. Wipe off any excess primer with
a clean wiper cloth. CAUTION: Check primer expiration date.

(9B) Put on a new pair of protective Nitrite gloves after primer application.

(1) FIGURE 604: SEAL CARTRIDGE

1. Hold cartridge and pull dasher rod approximately ¼ of the way up

the cartridge.
2. Insert the ramrod into hollow of dasher rod, move piston and inject
about 1/3 of the contents of the rod into the cartridge.

CAUTION: Use firm but even pressure; do not force, tap,

pound or jolt ramrod if piston does not move readily.

3. Repeat above steps until all the contents of the rod are emptied
into the cartridge. Remove ramrod. NOTE: Hand mixing may

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take a curing time up to 24 hours; Sierracin recommends

electric drill mixing.

4. Recommended Mixing - Electric Drill Mixing: Attach mixing rod,

cartridge to the mixer. Machine mixing requires the operator to
use a striking motion to move the dasher rod in & out of the
sealant cartridge. The correct number of strokes is prescribed on
the sealant package. A stroke is a complete in & out cycle. Mix
AC-251 B1/2 SEALANT with an electric drill at an RPM between
300-500 for 1½ to 2 minutes. Consult mixing procedure on AC-
251 B1/2 sealant package for additional information.

(10) Sealant application

(a) Remove bottom cap.

(b) Push dasher rod to plunger end of cartridge, grasp cartridge firmly
at plunger end. Detach dasher rod from mixing dasher by turning
counter clockwise. Remove dasher rod from cartridge.

(c) Thread Semco specialty nozzle into the neck end of the cartridge,
insert into Semco dispensing gun and use as directed within this
CMM. With the Semco kit installed in the Semco gun, discharge
and discard the first 10 ml (approximately) of the sealant. Apply
AC-251 B1/2 sealant to the area being repaired such that when
spread with the rubber squeegee, the sealant is evenly applied
and blended into the original, undamaged seal. Apply the sealant
by working it into the crevice between the frame and the glass.
Apply a sufficient amount of sealant in a bead to complete the seal
and using a Scree block, make a smooth complete stroke and the
final seal.

(d) Extend the coverage at least 2 inches beyond either end of the
repair area where the entire seal is not replaced. If the entire seal
requires replacing, apply sufficient sealant around the entire
periphery of the faceply with a tongue depressor before smoothing
with the Scree block.

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FIGURE 605: SEALANT APPLICATION

NOTE: Once it has been mixed with its catalyst, the AC-251 B1/2
sealant has a pot life of 15 minutes

(11) Using the tongue depressor (or rubber squeegee), evenly spread the
sealant over the previously prepared surface to form the seal cross-
section. When sufficient sealant material is spread, use the Scree block
to form the aerodynamic seal. The inboard edge of the Scree block
should be positioned against the outside edge of the P/N 500705-101
(MAT-285). Use Scree block shown on figure 609 to apply the hump seal
along the top, bottom and fwd and aft edges of the windshield.

Use the tongue depressor to insure that a wave of sealant material is kept
ahead of the Scree block. Attempt to pull the block in a continuous
motion around the area being sealed, and continue past the starting point
until the sealant wave is reduced to the required seal height.

FIGURE 606: SCREE BLOCK PLACEMENT

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Carefully inspect the wet seal for defects in the form of bubbles.
Smoothen all the bubbles with a soap/water mixture. Allow the seal to sit
undisturbed for 15 minutes.

(12) Remove the masking tape adjoining the edges of the applied sealant and
allow the seal to cure. Take care seal. If the tape was applied in an
overlap fashion, the tape can be removed in one continuous strip.

2. FIGURE 607: MASKING TAPE REMOVAL

C. Accelerated Sealant Cure Procedure with High Temperature Cure Fixture

NOTE: High Temperature Cure Fixture can be used on the windshield

either installed on the airframe or removed from the airplane. The
procedure below is applicable for either case.

(1) Apply the aerodynamic hump seal as described in Section B, Steps 1 through
12 above.

(2) Install the curing fixture over the freshly applied seal (790165-01 on captain’s
windshield, 790165-02 on co-pilot’s windshield).
(a) Place the fixture over the seal. Take care to “picture frame” the sealant
completely.
(b) Secure both the inside AND outside edges of the fixture to the aircraft
fuselage and window by using 3’’ masking tape.

(3) Attach the heater (Industrial Heat Gun Model 100.749 or Aurora Heat Gun
Model AR-1200-LC) to the fixture, turn on the heat gun to a setting to obtain

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100°F – 150°F inlet temperature, see Figure 7. When using Aurora Heat
Gun, turn to “HIGH” setting to obtain the 100°F – 150°F inlet temperature.

NOTE: Make sure air inlet is free from any obstruction.

(4) Monitor every 15 minutes; using a spray bottle filled with de-ionized water,
add approximately 30 ml de-ionized water into the heat air stream to facilitate
curing.

NOTE: The objective is to create a mist of moisture (i.e. humidity)

during the curing process because humidity can accelerate curing of
the seal.

(5) Leave fixture running for a minimum of 4 hours. Inlet temperature at the
temperature probe should be kept as high as possible without exceeding
150°F.

NOTE: Full cure of the sealant is accomplished after 2 days (48 hours);
however, sealant that is heat cured as per above instructions is
acceptable for use immediately.

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FIBERGLASS CURE
FIXTURE

HEAT GUN

WINDSHIELD

USE HOLDING CLAMPS,

IF NECESSARY

FIGURE 608: HIGH TEMPERATURE CURE FIXTURE

FIGURE 609: SCREE BLOCK, SIERRACIN P/N 500616-03

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FIGURE 610: TAPE LAYUP OVERVIEW

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FIGURE 611: SCREE BLOCKS PLACEMENT

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D. Temporary Repair Procedure.

A hump seal may be temporarily repaired by applying an

aluminum tape/polyethylene film combination (also known
as speed tape; see list of materials noted previously)
on top of the surface of the damaged hump seal, with
the inside edge of the speed tape to be located 0.25
inches to 0.50 inches on the glass faceply surface.
However, this repair is only temporary and must be
permanently fixed prior to the aircraft completing 100
additional hours of flight time.

E. Options for an accelerated aerodynamic seal cure rate

Option 1

- Apply the aerodynamic hump seal as mentioned in

Section B, Steps 1 through 13 above.

- Allow sealant to cure for one hour.

- Heat the aerodynamic seal area for either 4.5 hours

at 120 to 125OF, or 6.75 hours at 100OF to 105 OF.

NOTE: Full cure of the sealant is accomplished

after 7 days; however, sealant that is heat cured as
per the above directions is acceptable for use in
flight.

Option 2

- Apply the aerodynamic hump seal as mentioned in

Section B, Steps 1 through 13 above.

- Allow curing for 30 minutes.

- Apply hand crème and water mixture (approximately

50% water, 50% hand crème) to the surface of the
newly applied aerodynamic seal.

- Apply speed tape (aluminum tape and polyethylene

film combination) directly on to the aerodynamic
seal. Inside edge of speed tape to be located 0.25
inches to 0.50 inches on the glass faceply surface.

- The speed tape can be removed after 150 hours of

additional cure time.
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NOTE: Once the speed tape is applied, the aircraft

may resume normal operations. The speed tape must
remain on the repaired seal for a period of 150
hours before it may be removed.
3. Peripheral Edge Seal Repair.

NOTE: The seal applied to the peripheral edge of the

transparency is a silicone sealant. This seal can be damaged
by impact to the transparency edge. If either mainply or the
mainply interlayer becomes exposed, the seal must be re-
applied to the peripheral edge to insure proper sealing
against moisture ingress to these materials. See Figure 501
for peripheral edge seal location.

A. Equipment/Materials.
(1) Equipment

(a) Tongue depressors or other flat, non-metallic

spatula (commercial local distributors).

(b) Disposable gloves, polyethylene (commercial

local distributors).

(2) Materials

(a) Silastic 739 RTV Sealant (MAT-368) [780 RTV

is acceptable, alternate to 739 RTV], Dow
Corning Corp., Midland, MI 48640

(b) Isopropyl Alcohol, a.k.a. IPA (commercial

local distributors);

NOTE: Use as a solution, mix of 50% IPA in

50% warm water.

(c) Masking Tape, 2” (50.8 mm) wide, 3M 232

Scotch Masking Tape, 3M Industries, St. Paul,
MN.

B. Procedure

(1) Clean the affected area by wiping with a clean

soft cloth saturated with IPA.

(2) Allow to air dry for five (5) minutes minimum.

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(3) Using the 2” wide masking tape, mask the Surfaced

adjoining the area being repaired, leaving the
work area clear. Cover hands with polyethylene
gloves for the following operations.

(4) Apply only sufficient sealant to the area being

resealed such that when spread, the sealant is
evenly applied and blended with the original,
undamaged seal.

(5) Remove excess sealant from areas covered with the

masking tape.

NOTE: Allow the sealant to sit untouched in this

condition for approximately 25 minutes before
continuing.

(5) Remove all masking tape prior to hardening of the

seal.

(6) Allow the applied seal to cure, undisturbed, for

24 hours minimum at room temperature.

NOTE: Full cure of the applied sealant is

accomplished in 72 hours; however, sealant cured
for 24 hours is suitable for further processing or

4. Crewshield to Edge Reinforcement Seal Repair

A. Equipment/Materials
(1) Equipment

(a) Tongue depressors or other flat, spatula

(commercial local distributors).

(b) Disposable gloves, polyethylene (commercial

local distributors).

(c) Plastic scraper with knife or chisel edge.

(2) Materials

(a) Silastic 739 RTV Sealant (MAT-368), Dow

Corning Corp., Midland, MI 48640.
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(b) Isopropyl Alcohol, a.k.a. IPA (commercial

local distributors).

NOTE: Use as a solution, mix of 50% IPA in

50% water.

(c) Masking Tape, 2” (50.8 mm) wide, 3M 232

Scotch Masking Tape, 3M Industries, St. Paul,
MN.

B. Procedure

(1) Using a plastic scraper, carefully remove the seal

from the affected area, to a depth approximately
equal to 0.032” (0.76 mm) below the depth extent
of the defect.

CAUTION: must be exercised when removing the

sealant not to damage the crewshield, the metal
edge reinforcement, or gouge into the
polycarbonate mainply which lies under the sealant
approximately 0.13” (3.3 mm) below the outer
surface of the crewshield.

(2) Scrape the exposed edges of the crewshield and the

edge reinforcement until all but a micro-thin film
of the removed seal remains.

(3) Clean the entire area worked by wiping with a

clean soft cloth saturated with IPA.

(4) Allow to air dry for five (5) minutes minimum.

(5) Using the 2” wide masking tape, mask the surfaces

adjoining the area being repaired, leaving the
work area clear. Cover hands with polyethylene
gloves for the following operations.

(6) Apply sufficient sealant to the area being

resealed such that when spread with a non-metallic
paddle (tongue depressor), the sealant is evenly
applied and blended with the original, undamaged
seal.

(7) Remove excess sealant from area covered with the

masking tape.

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NOTE: Allow the sealant to sit untouched in this

condition for approximately 25 minutes before
continuing.

(8) Remove all masking tape prior to hardening of the

seal.

(9) Allow the applied seal to cure, undisturbed, for

24 hours minimum at room temperature.

NOTE: Full cure of the applied sealant is

accomplished in 72 hours; however, sealant cured
for 24 hours is suitable for further processing.

(10) After the 24 hour sealant cure, clean the

transparency per CLEANING.

5. Recoating of Aluminum (Touch-up)

Aluminum components, which have been treated with chemical

conversion coatings or have been anodized and have had their
coatings removed during rework, should be touched up per the
following.

A. Equipment/Materials
(1) Equipment

(a) Rubber Gloves (commercial local

distributors).

(b) Apron (commercial local distributors).

(c) Goggles (commercial local distributors).

(d) Spray bottle (commercial local distributors).

(e) Q-Tips or similar applicators (commercial

local distributors).

(2) Materials

(a) Alodine 1201 (concentration: 33%V), Amchem

Products, Inc., Ambler, PA.

(b) Brush Kit #120, Amchem Products, Inc.,

Ambler, PA.

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(c) Metal Prep #10 or #79 (concentration: 25%V),

by Amchem Products, Inc., Ambler, PA.

(d) Alternate to Metal Prep #10 or #79

AlUMIPREP33, by Henkel Surface Technology,
Henkel Corporation, Madison Height, MI)

(e) Clean tap or distilled water.

B. Procedure
CAUTION: Repair procedures must be accomplished in a
room provided with adequate ventilation and at a room
temperature between 59O F and 99O F (15O F and 37O F).
Operators should be equipped with rubber gloves, aprons
and goggles to avoid contact with solutions.

(1) Bare metal surfaces to be treated must be

chemically clean. Using the Brush Kit #120
saturated with Metal Prep #10 or #79 (Alternative:
AlUMIPREP33), scrub clean the bare metal surface
to be treated with coating chemical. This should
be continued until the surface free of visible
contaminates.

(2) Using a spray bottle filled with ambient

temperature clean tap water, rinse the surface
previously scrubbed with metal prep (Alternative:
AlUMIPREP33). Rinse thoroughly (several
generous applications of water may be required to
remove all visible traces of the metal
prep/AlUMIPREP33 solution).

(3) Wipe dry using a clean absorbent cloth, and allow

to air dry for 30 minutes minimum.

(4) Using a clean Q-Tip (or similar applicator)

saturated with Alodine 1201 thoroughly wet the
bare metal surface to be coated. Apply undiluted
from the container.

NOTE: The Alodine 1201 coating chemical should

not be allowed to dry during the metal treatment.
It may be necessary to re-wet the surface being
treated with fresh alodine several times. A
typical treatment time will put the Alodine 1201
coating chemical in contact with the aluminum for
between two (2) and five (5) minutes.
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(5) Using a spray bottle filled with ambient

temperature clean tap water, thoroughly rinse the
entire surface previously in contact with the
Alodine 1201 coating chemical.

NOTE: A thorough rinse with clean water is

necessary to remove residual Alodine 1201 coating
chemical salts from the metal surface.

(6) Wipe dry using a clean absorbent cloth, and allow

to air dry for 30 minutes minimum.

NOTE: Components reworked using the above process

are now ready for either use as is or may be
painted if required.

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REPAIR

6. Rain Repellent Coating Application.

A. Preparation

Prior to beginning, please familiarize yourself with these

instructions and the Material Safety Data Sheet (MSDS) for
each of the materials included in the kit. Attention to
detail will ensure satisfactory results.

The following items are included in the Rain Repellent

Coating Kit P/N 500770-07:

Item Part No. Qty.

1. Case, Heating Blanket Assy 500621-07 1 ea.
a) Heating Blanket, LH 163543-01 1 ea.
b) Heating Blanket, RH 163543-02 1 ea.
2. Orbital Sander 500770-201 1 ea.
3. Application Guide 1 ea.

The following items are included in the Refill Kit P/N

500770-101:

Item Part No. Qty.

1. Decal, Recoated Window 500522-01 2 ea.

2. Soft –Tech Wipers 500634-01 45 ea.
3. Plastic Liner 500638-01 1 ea.
4. Coating Solution,FX302 PartA 500770-211 1 ampule
5. Coating Solution,FX302 Part B 500770-212 1 ampule
6. Surface Prep Solution 500770-209 2 ampules
7. IPA/ H2O, FX-359 500770-207 1 plastic
bottle

8. Polishing Compound Cerox 500770-203 1 plastic

bottle
9. Tape, 3M (#218) - 1/4” wide 590049 1 roll
10. Tape, 3M (#471) - 2” wide 590094 1 roll
11. Felt Pads 500618-01 2 ea.
12. Application Pads 500627-01 6 ea.
13. Disposal Bags 500637-01 2 ea.
14. Packet of MSDS 1 ea
15. Mixing Bottle (empty) 599043 60 ml
16. Cleaning Solution, FX-399 500770-205 1 bottle

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Coating Kits may be restocked by ordering the Refill Kit,

P/N 500770-101.

STORAGE:
a. Tooling Kit - P/N 500770-07: regular hardwares; store
at ambient condition.
b. Refill Kit - P/N 500770-101: some chemicals in this kit
consist of flammable items, therefore store in a
“flammable cabinet” (yellow color by industry standard
with flammable warnings at the front), keep it lock
when not in use. Store at ambient condition.

The FX-302 Coating Solution shelf life is 9 months

maximum.

The following items are to be supplied by the customer:

1. Vinyl gloves (6 pairs)

2. Respirator mask
3. Water spray bottle

B. SAFETY PRECAUTIONS

During the entire procedure, vinyl gloves and safety glasses

should be worn. More comprehensive information may be found
in the MSDS (Material Safety Data Sheet) for specific
compounds found in this kit. A list of Material Safety
Data Sheets included in this kit follows:

• FX-302A (P/N 500770-211) Coating solution part “A”

• FX-302B (P/N 500770-212) Coating solution part “B”
• Cerox (P/N 500770-203) Polishing Compound
• IPA/ H2O, FX-359 (P/N 500770-207)
• Cleaning Solution, FX399 (P/N 500770-205)

C. APPLICATION INSTRUCTIONS

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1a) Using .25” tape, (P/N 590049) carefully mask .125”

of the outer edge of the glass surface, and .125” of
the inner edge of the black edge “Hump” seal. This
tape should bridge the gap between the glass and the
edge seal (Fig. 612).

0.25” Tape 2.0” Tape

.125
??"s]

Hump Seal

???????????HáW_
Figure 612. Tape Application

1b) Using 2” tape (P/N 590094), cover the tape applied

in step 1a, as well as the entire surface of the
windshield’s metal frame. This is to protect the frame
from the abrasive nature of the surface prep materials
(Fig. 612).

2) It is important that gloves be worn throughout the

rest of the process to prevent contamination of the
windshield surface with skin oil. Do not touch the
surface of the windshield with an ungloved hand or a
contaminated glove. Change gloves, when advised to do
so, during this procedure. Thoroughly hand wash the
outer glass surface three times using IPA/Water mix
(500770-207) and Soft-Tech wipers (500634-01). Discard
wipers in the disposal bag provided.

3) Prep the entire surface of the windshield with Cerox

polishing compound. Fill the bottle (500770-203)
containing dry Cerox Polishing Compound with clean
water. Shake vigorously to thoroughly mix the
compound with the water. Add more clean water as
necessary to fill the bottle to the neck. Do not
substitute other compounds, as this may result in the
contamination of the surface of the windshield and
result in less than satisfactory performance of the
finished coating.

Place a felt pad (P/N 500618-01) on the orbital

sander. Care must be exercised to prevent
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contamination of the felt pad with dirt or grit from

the surrounding area. The use of a soiled or
contaminated pad may result in scratching of the
windshield. Shake the bottle of polishing compound
thoroughly to mix it. Apply sufficient compound to
dampen the pad on the sander. Re-apply compound from
time to time to insure that the surface being polished
is kept wet. Shake the bottle vigorously before each
application.

Place the orbital sander on the surface of the

windshield and turn it on. Caution: Excessive
polishing will damage the tin oxide coating required
for static shielding. The polishing operation is
intended only to remove built-up contaminants (i.e.,
dirt, oil, exhaust particulates, etc.) to insure
proper adhesion of a new application of rain
repellent. Note: Avoid contact between sander power
cord and windshield surface to prevent abrasion. Using
overlapping strokes, prep the entire area of the
windshield as uniformly as possible. Typically, this
prep should take only a few minutes. After the
surface is prepped, place the sander down away from
the work area.

Change gloves. Discard soiled gloves, wipes and pads

in the disposal bag provided (500637-01).

4) Rinse the polished surface with clean water to remove

the majority of the Cerox Compound. Next, thoroughly
hand wash the Cerox prepped surface with IPA/Water mix
(500770-207) and Soft-Tech wipers (500634-01), being
careful to remove ALL traces of polishing compound
particles. Assess surface preparation. Any local
areas that are discolored should be cleaned again with
IPA/water mix and wiped with Soft-Tech until the
surface is totally dry.

Discard wipers in disposal bag provided.

5) Safety Precaution: Double vinyl gloves and respirator

should be worn when applying the surface prep and
coating solutions.

Open one Surface Prep Solution ampule (P/N500770-209)

and slowly pour some of the contents onto an
application pad (500627-01). Two ampules are supplied
to insure complete coverage of the faceply. It will
be necessary to reapply prep solution to the pad from
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time to time as you progress across the window.

Starting at the upper inboard corner, apply the
surface prep solution using a small (4”) circular
motion across the windshield to the outboard edge,
then move down and return to the inboard edge,
overlapping the first row until the entire surface,
top to bottom and side to side, has been prepped. Be
certain to prep the entire surface.

Discard the pads in the disposal bag provided.

6) Open the Coating Solution ampules (P/N 500770-211,

Part A and P/N 500770-212, Part B). Pour Part B and
Part A into the Mixing Bottle (599043), cap the bottle
and shake vigorously. After mixing, pour some of the
coating solution onto an application pad (500627-01).
Using the same technique as used with the Surface Prep
Solution, apply the Coating Solution to the entire
surface of the window. The coating may look streaked
at this time. This is normal.
Discard application pad in Disposal Bag.
7) Cover the windshield surface first with the plastic
liner (P/N500638-01), then the heating blanket (P/N
163543-01/02). Plug the blanket into 115V power
source and maintain heat for 6 hours at 160°F to cure
the coating. Blanket is equipped with a thermostat
that controls the temperature between 140°F and 170°F.
No adjustments required.

WARNING! The surface of the heating blanket may become

hot enough to cause injury. Avoid contact with skin
during its operation.

8) After the coating is cured, remove the heating blanket

and plastic liner. Thoroughly clean the surface using
Cleaning Solution (500770-205) and Soft-Tech wipers
(500634-01). This step should remove any streaks in
the coating.

Discard wipers in Disposal Bag.

9) Assess the performance of the coating in the following

manner:
a) Mist the surface of the windshield with water
from the spray bottle. Continue spraying until
water droplets run freely down the surface.

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b) Examine the appearance of the water remaining

on the windshield and compare the size and shape
of the water droplets to the master photos on the
next page. Large, irregularly shaped water
droplets are a cause for reapplication of the
coating (Fig. 613 & 614).

10) Apply “Date Re-coated” label (P/N 500522-01). Two

labels are included in the kit, one is spare. Using a
fine point permanent marker (e.g. “Marks-a-Lot Stay
Sharp”), write in the month and year that the rain
repellent coating was done. Apply the “Date Re-coated”
label near the windshield I.D. label.

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Figure 613. Unacceptable rain repellent performance.

Note large, irregularly shaped droplets

Figure 614. Acceptable rain repellent performance.

Note small, regularly beaded droplets

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ASSEMBLY

This section describes the removal from crates and installation

of windshields shipped from the manufacturer and recommends
storage and handling practices.

1. Unpacking

CAUTION: DO NOT REMOVE THE PROTECTIVE PAPER FROM THE VISION

AREAS OF THE TRANSPARENCY UNTIL INSTALLATION IN THE AIRCRAFT
IS COMPLETE. ALWAYS REST THE TRANSPARENCY ON SUITABLE
PADDED SUPPORTS, WHICH ARE CLEAN AND FREE FROM ABRASIVE OR
HARD MATERIAL. DO NOT REST THE TRANSPARENCY ON ITS OUTER
FACEPLY SURFACE.

The windshield is individually packed in a reusable shipping

container with the inner and outer transparency surfaces
(vision areas) protected by adhesive-backed wrapping paper.

The windshield is supported and stabilized inside the

shipping container with padded supports, which protect it
against shock and maintains the profile curvature during
transportation and storage.

NOTE: The shipping containers are reusable. Empty

containers should be stored in an area protected from
physical or environmental damage.

Access to the packaged transparency inside the box is made

by carefully lifting the unhinged edge of the top lid of the
box. The lid is metal band strapped down in place and may
be released by cutting the metal straps wrapping the box.
Lifting the box lid automatically frees the transparency
from the supports, allowing the transparency to be lifted
out of the box.

2. Handling

CAUTION: DO NOT REMOVE THE PROTECTIVE PAPER COVERING THE

TRANSPARENCY SURFACES UNTIL INSTALLATION IN THE AIRCRAFT IS
COMPLETE. ALWAYS REST THE TRANSPARENCY ON SUITABLE PADDED
SUPPORTS, WHICH ARE CLEAN AND FREE FROM ABRASIVE OR HARD
MATERIAL. DO NOT REST THE TRANSPARENCY ON ITS OUTER FACEPLY
SURFACE. PERSONNEL MUST NOT WEAR RINGS OR WRIST WATCHES,
AND

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A. Apply Embraer-supplied seals and/or sealing material to

the windshield interfacing structure of the aircraft
per Embraer standard procedure.

B. Fit the windshield into position using care not to

displace the previously-applied seal or sealing
material.

NOTE: Bolt holes in the windshield metal frame and the

aircraft structure will be approximately aligned.
Slight corrections to align holes may be accomplished
by inserting a drift pin (slightly smaller than the
hole) into the holes and moving the windshield as
required.

C. Insert the Embraer-supplied bolts into the attachment

holes per the following sequence.

D. Apply sealant (recommended sealant is PR-1425 Products

Research Corporation or equivalent) to the seating
surface of the bolt head and insert the bolt into the
attach holes of the windshield frames and completely
through the hole in the aircraft structure and assemble
an Embraer-supplied washer and nut to the inserted
bolt. Turn the nut all the way down but do not torque
tighten. Insert bolts in a sequence starting at the
center hole of the upper and lower frame and work
progressively towards the forward and aft corners of
the windshields.
NOTE: Continuous tightening of the nuts may be
required to align holes for subsequent bolt insertion
as the sequence proceeds. This is normal, but do not
final torque any bolt and nut until all bolts (around
the periphery) have been inserted.
After inserting the bolts into the upper and lower hole
patterns, repeat the same operation to the forward and
aft hole patterns in the transparency starting at the
center holes and working alternatively up and down
until all bolts have been inserted.

E. Using the same sequence as used for inserting the bolts

into the bolt holes, tighten each bolt with a final
torque value found in the Embraer windshield
installation drawing.

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ASSEMBLY

3. Electrical Connections

A. Connect all electrical leads (power, ground and

sensors) as applicable to heated windshield. Terminal
leads are identified on the side of each terminal for
use as follows:

P: Power
G: Ground
S1 & S2: Primary Control Sensor
S3 & S4: Alternate (spare) Control Sensor
S5 & S6: Overheat Control Sensor
NOTE:
Power and ground terminals incorporate ¼ - 28 UNF – 3B
threads for mating with a power and ground lead attaches
screw (screws not supplied with the windshield). ¼” bolts
require a torque of 40-50 inch pounds.
Sensor terminals incorporate #6-32 binding head screws
(removable) for attachment of sensor leads connecting to the
controller. #6 screws require a torque of 10-15 inch
pounds.

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FITS AND CLEARANCES

NOT APPLICABLE FOR THE COMPONENT DISCUSSED HEREIN.

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SPECIAL TOOLS, FIXTURES AND EQUIPMENT

NOT APPLICABLE FOR THE COMPONENT DISCUSSED HEREIN.

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