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units for which we hold PMA, and we perform subcontract work to repair stations
as necessary to support airline customer needs. FAA Repair Station Number OHTR662X
3.8 Technical Data & Technical Publications
In specific cases, Component Maintenance Manuals have been prepared, when requested
by the customer.
They are prepared by Engineering in coordination with the customer, and would typically
be updated after release only at the request of a customer, due to their limited need and
use.
4.0 Previous Design & Program Experience
Arrowhead Products' ducting system design, manufacture and test experience is
extensive.
The following table presents a listing of commercial, regional, and military programs,
including where Arrowhead Products have been responsible for a mixture of HP & LP low
pressure air distribution, engine and APU bleed air, environmental control, thermal anti-ice
and pylon ducting and compressed air systems.
Customer Programmes
Boeing 717, 727, 737, 747, 757, 767, 777
Boeing / MDC DC-9, DC-10, MD-80, MD-90, MD-11
Bombardier Canadair CL600/601/604, RJ200
Bombardier deHavilland Dash 8 Q-100, Q-200, Q-300, Q-400
Embraer ERJ-145, ERJ-170, ERJ-190
Lockheed L-1011
Gulfstream G-III, G-IV, G-V
Boeing C-17, V-22, X32A (JSF), KC-135, E-3, A-4, F-4, F-15, KC-10,
B-1
Lockheed Martin X-35A (JSF), F-22, F-16, F-117, F-111, C-130, C-5, C-141,
P-3, S-3, Trident
Northrop Grumman F/A-18, A-6, A-7, A-10, E-2C, F-14, B-2, Jstars
For each of the above programmes Arrowhead Products have supported the following
requirements to some degree in conjunction with the aircraft manufacturer and systems
integrator:-
• Project definition
• Air distribution system design
• Test rig management including design and manufacture
• System test
• Qualification
• Test reports
• Project management
• Management of Sub-contractors
Shell Aviation
Briefing Note
COMPATIBILITY AND INTERMIXING OF GREASES
What is grease incompatibility? The National Lubricating Grease Institute (NLGI) definition states
that two greases show incompatibility when a mixture of the products shows physical properties or
service performance which are markedly inferior to those of either of the greases before mixing.
Performance or properties inferior to one of the products and superior to the other may be due to
simple mixing and would not be considered as evidence of incompatibility; this is sometimes
referred to as “performance dilution”.
In general, mixing of greases made with different thickener types should be avoided; thus
Microgel® or clay thickened greases should not be mixed with soap thickened (e.g. lithium
complex) greases as this can lead to breakdown of the thickener structure. Incompatibility
between greases can also arise from additive interactions. In some cases, different greases
approved to the same specification may be incompatible with each other; to account for this, the
MIL-PRF-23827C specification has recently been amended to divide approved greases into Type I
(soap-based) and Type II (clay-based).
GREASE SUBSTITUTION
Airframe and grease manufacturers do not recommend intermixing different types or brand names
of grease, even if they are considered optional to each other, because of possible incompatibility.
When changing over from one type or brand name grease to another, the recommended practice is
to remove all of the old grease from the bearing surfaces and internal cavities of the lubricated
mechanism prior to application of the new grease. If this is not possible or practicable, then the
“purging” technique should be employed.
Generally, “purging” is defined as “the process of injecting grease into the grease fitting
until the old grease has been visibly exhausted from the mechanism and only the new
grease is coming out.” It is advisable to seek information from the aircraft manufacturers
and their maintenance manuals for their recommendations regarding purging procedures.
Note: The definition of purging is not specific to the substitution of greases and applies
equally to routine re-greasing with the same grease where the object in this case is to
expel contaminants such as wear debris, dust, dirt and water which may have accumulated
in the grease during service. That is, purging should always be done where the design of
the lubricated component is amenable to this purging process.
Always consult the Aircraft Maintenance Manual, Maintenance Planning Document or Component
Overhaul Manual, and any associated Service Bulletins for advice on the correct grade of grease to
　
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