VISUAL INSPECTION GUIDE

FOR AGING AIRCRAFT WINDSHIELDS

"These commodities, technology or software are controlled by the United States in accordance with the
Export Administration Regulations ("EAR") Diversion contrary to U.S. law is Prohibited.“
PPG PROPRIETARY DATA

This booklet is intended for use as a general information guide

only and does not replace or supersede the allowable defect
limits provided by the OEM in either the AMM, CMM or ACMM.

©PPG Industries, Inc. 2012

"These commodities, technology or software are controlled by the United States in accordance with the
Export Administration Regulations ("EAR") Diversion contrary to U.S. law is Prohibited.“
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Table of Contents
Page No.
Serial Number Decoding 2
Typical Aircraft Windshield Cross Sections 3
Heating System Major Components 5
Aging Aircraft Windshield Failure Sequence 6
Moisture Seal Degradation 7
Moisture Ingress 9
Delamination 11
Interlayer Degradation 13
Bus Bar Discoloration 15
Heating System Failure 17
Interlayer Bubbling 19
Glass Fracture 23
Glass Surface Scratch 25
Acrylic/Polycarbonate Crazing 27
General Cleaning Procedure 30

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PPG Windshield Serial Number Code

For parts manufactured at PPG Huntsville:

08244H8431
08 244 H or R 8431
Year of Manufacture Julian Date Manufacturing Rebuild Sequential
2008 (Day of Year) Location Unit No.
(Huntsville, AL)
(99 =1999)
(06 = 2006)

For parts manufactured at PPG Sylmar:

(178500) 8431 05/08

(178500) 8431 05/08
Part Number Sequential Unit Month/Year of
Number Manufacture
05/08 = May 2008

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Example Windshield Cross Sections

Structurally Loaded Composite

• Boeing 787

Plug Loaded Glass

• Airbus A-320

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Example Windshield Cross Sections

Structurally Loaded Glass

• CRJ

See more windshield cross sections in our Transparency

Bulletins at the following links:
http://www.ppg.com/coatings/aerospace/transparencies/commercialaviation/Pages/Trans_AMCommAviation.aspx

http://www.ppg.com/coatings/aerospace/transparencies/regionalaviation/Pages/Trans_AMRegAviation.aspx

http://www.ppg.com/coatings/aerospace/transparencies/generalaviation/Pages/Trans_GenlAviation.aspx

Click on the document icon next to the program of interest

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Heating System Components

Conductive Film
Power Lead / Bus - Bus
Bus Bar Resistance Power Lead Wires
Bus bars
Solder Joint Temperature Sensing
Elements Terminal Block

Sensing Element
Lead Wires

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Typical Aging Windshield Failure Sequence

1. Moisture Seal Degradation (wind/rain erosion, cracking,
de-bonding of sealant)
2. Moisture Ingress into laminate and UV exposure
3. Interlayer Degradation (discoloration and cracking)
4. Delamination (separation of interlayer from glass/plastic)
5. Bus Bar Degradation (discoloration and cracking)
6. Bus Bar to Conductive Heating Film junction deterioration
7. Electrical Arcing caused by discontinuity at the Bus Bar to
Conductive Heating Film junction
8. Glass ply fracture due to surface damage caused by
electrical arcing and localized overheat condition

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Moisture Seal Degradation

PR-1425

PR-1425

Moisture Seal Erosion Moisture Seal Erosion

PR-1425

PR-1425

Moisture Seal Erosion

Moisture Seal Cracking

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Moisture Seal Degradation

• The outboard moisture seal, also referred to as “hump” seal because of its
shape, is the primary barrier to prevent moisture from entering the
laminate. While not a structural issue, if moisture gets inside the laminate,
delamination and degradation of the electrical heating system can occur
reducing the service life of the windshield.

• Regularly inspect the windshield outer moisture seal for evidence of sealant
erosion, cracking or separation from glass, plastic, or metal. A typical
inspection interval is every four months or 1000 flight hours. Operators
should refer to appropriate AMM / CMM for specific inspection
requirements.

• Particular attention should be given to areas where the seal appears worn. If
the sealant has eroded more than 25% of it’s original width or if the sealant
has cracked or de-bonded, the moisture seal should be repaired at the next
opportunity.

• Information on PPG Hump Seal Repair Kits can be seen here:

http://www.ppg.com/coatings/aerospace/transparencies1/ppg_as_humpseal_com_tb_web.pdf

• General repair instruction procedures can be found here:

http://www.ppg.com/coatings/aerospace/transparencies1/ppg_as_hump%20seal%20repair_web.pdf

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Moisture Ingress

Moisture Ingress

Moisture Ingress

Moisture Ingress

Moisture Ingress

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Moisture Ingress
• Moisture ingress can occur due to wind/rain erosion, cracking, or
separation of the outboard moisture seal or damage to the windshield
vertical edge seal or edge attachment.

• The first sign of moisture ingress is evidenced by a change in the

appearance of urethane interlayer from optically clear to a hazy/cloudy
translucent condition. Interlayer may also begin to delaminate or separate
from the glass or plastic substrate without discoloration.

• Long term effects of moisture ingress include interlayer degradation

(crackling and discoloration), interlayer delamination (separation from glass
or plastic substrate), and bus bar degradation (discoloration and cracking),
which can lead to electrical arcing at the bus bar to conductive heating film
junction and subsequent glass fracture.

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Delamination

DELAMINATION DELAMINATION

DELAMINATION

DELAMINATION

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Delamination
• Delamination is the reduced adhesion or separation of the interlayer from any of the
glass or plastic surfaces within the windshield laminate.

• Delamination within the specified limits is not considered a structural issue, but can
be an optical issue.

• Delamination can be optically clear or cloudy depending upon the type of interlayer
and exposure conditions. It normally appears around the periphery of the window.

• Typical allowable limits for delamination are 2” (51mm) from the edge of the vision
area, with 4” (102mm) allowed in corners. Localized areas of delamination may
exceed the limits above if visibility is not affected. Consult your maintenance manual
for aircraft specific limits.

• Delamination is typically related to time in service such that older transparencies are
more likely to experience the condition.

• CAUTION: PPG does not recommend or approve the “re-laminating” or injection of

liquid polymer to remove or repair areas of delamination. These procedures do not
address the reason for the original delamination and typically do not significantly
extend service life.

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Interlayer Degradation
Vision Area

Interlayer
Degradation

Moisture Ingress

Urethane Interlayer Degradation Moisture Seal (PR-1425)

Vision Area

Vision Area

Bus Bar
Moisture Ingress
Interlayer
Degradation

Interlayer Degradation
Moisture Seal (PR-1425)
Moisture Ingress

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Interlayer Degradation
• There are two types of interlayer used in PPG Aerospace aircraft windshields,
including Polyurethane (urethane) and Polyvinyl butyral (PVB or vinyl). The
interlayer sections between the glass or acrylic plies can be all PVB, all
urethane, or a combination of the two.

• Degradation of interlayer can occur due to failure of the outboard moisture

seal, allowing moisture to enter the laminate and interact with the
interlayer, while being exposed to UV under normal operating conditions.
Degradation of either interlayer is not considered a structural issue.

• Interlayer degradation occurs around the periphery of the windshield,

becoming visible at the inner edge of the vision area or daylight opening.
The interlayer can change from optically clear to a hazy, cloudy appearance.
Continued exposure to moisture can cause the interlayer color to change to
a yellow/amber tint including small cracks resembling a “mud-cracking” or
“dry lake bed” appearance. Do not confuse this degradation with glass
fracturing.

• Interlayer degradation results in a weakened or failed bond with the glass or

plastic substrate and is considered to be delaminated where present. Limits
for interlayer degradation are the same as delamination.
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Bus Bar Discoloration

BUS BAR / CONDUCTIVE FILM

ARCING

BUS BAR

MOISTUREMoisture
INGRESS
Bus Bar / Ingress
Conductive Film
Arcing
VISION AREA Vision Area
VISION AREA

Bus Bar Discoloration:

Caused by moisture ingress resulting in bus bar/conductive heating film
arcing and localized “hot spots.” With moisture ingress over time, bus bar
degradation/cracking will occur causing electrical arcing at the inner edge of
the bus bar/conductive film interface.

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Bus Bar Discoloration

Bus bar discoloration can occur due to the following:
• Moisture Ingress - Causes oxidation, corrosion, degradation, de-
bonding, and cracking of the bus bar material. Discoloration alone
is not a reason to remove the window, unless it occurs at the edge
of the bus bar connecting to the heated area (an indication of
arcing).

• Bus Bar/Conductive Film Arcing – The affects of moisture ingress

can result in degradation of the electrical system and lead to
electrical arcing. This can cause discoloration (amber, brown or
black) along the inner edge of the bus bar due to the overheating
condition. If the heating film bus-to-bus resistance is outside the
allowable limits in the AMM or applicable CMM/ACMM, the window
should be removed.

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Heating System Failure

Bus Bar Arcing

Bus Bar

Bus Bar

Bus Bar Arcing

Conductive Film Arc Conductive Film

Interlayer Discoloration Arcing

Vision Area Vision Area

Vision Area
Conductive Film
Arcing

Bus Bar
Arcing

Glass Fracture
Origin
Conductive Film Bus Bar
Arcing

Vision Area

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Heating System Failure

The electrically conductive anti-ice heating film system of an aging aircraft window
may not function properly due to a variety of failure modes:

• Arcing: defined as an electrical discharge across a discontinuity in a wire, bus bar, or

electrical conductor. The structural integrity of the windshield is not affected, but the
heating system may become inoperative due to an arcing condition. Electrical arcing
may occur along the inner edge of the bus bar at the bus bar/conductive film interface.
The arcing may progress across the heating film into the vision area. Continued
application of the operating voltage to the windshield will likely result in fracture of the
outer non-structural glass ply due to an overheat condition. Arcing of the electrical
conductive film, lead wires or terminal connections is cause for windshield
replacement.

• Heating System Failure: if an arcing condition exists or the windshield does not heat
properly, deactivate the windshield circuit breaker and consult the AMM or applicable
CMM/ACMM. The bus to bus resistance of the conductive heating film must be within
the design tolerance range. Remove the windshield if the resistance of the heating film
is outside the design range.

• Sensing Element and Controller Failure: if the windshield heating film bus-to-bus
resistance is within design specification, check the resistance of the controlling
temperature sensing element and/or the aircraft controller for an out of tolerance or
fault condition.

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Interlayer Bubbling

TOP

MOISTURE SEAL

VISION AREA

1.5” - 2.0”
VISION AREA

OVERHEAT CONDITION OVER TORQUE CONDITION

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Interlayer Bubbling
• Bubbles may form within the • To determine if there is a problem
window interlayer due to an with the windshield heating system:
overheat condition or from edge
“pinch” caused from over • Check the bus-to-bus
clamping or over torque of resistance of the heating
fasteners during windshield element.
installation.
• Check the resistance of the
• Bubbles in the interlayer are not controlling temperature sensing
considered a structural issue. element.

• Bubbling of the interlayer may be • If either of these checks indicate an

an indication of a problem with out-of-tolerance condition, consult
the electrical heating system of the Aircraft Maintenance Manual
the windshield or the aircraft (AMM) for recommendations.
controller.
• For instructions on how to check the
windshield heat control system, refer
to applicable Aircraft Maintenance
Manual (AMM).

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Glass Fracture

Typical Fracture Pattern Typical Fracture Pattern

Fragment Size of Fragment Size of
Chemically Strengthened Glass Thermally Tempered Glass

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Glass Fracture
• Glass fracture can occur on any of the glass plies within the laminate.

• The outboard glass ply is typically the non-structural glass component in the
aircraft window cross section. The aircraft can be flown with restrictions with
the outboard glass ply fractured. See the AMM or flight manual for details on
restrictions.

• The center and inner glass plies in the window cross section are considered
structural glass plies. If either of these glass plies fracture, the windshield
must be replaced. In some cases, the aircraft may be flown/ferried with
structural glass plies fractured only as a non-revenue (no-passengers) flight
in order to return the aircraft to a maintenance facility. See the AMM or flight
manual for details on restrictions.
• Glass fracture can result from impingement, foreign object impact damage
(FOD), glass ply edge damage, surface scratches, electrical arcing, or peel
adhesion chip.
• Heated glass plies may fracture due to the overheat condition caused by
electrical arcing at the bus bar/conductive film interface. The extreme heat
generated by the electrical arcing causes damage to the glass which
propagates due to mechanical and thermal stresses encountered in service.
The damage propagates until the center tension area of the thermally
tempered or the chemically strengthened glass is penetrated causing
spontaneous fracture.

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Glass Fracture
Impingement, Foreign Object Damage (FOD)

Outboard Glass Surface

Vent

Fracture Face
Impact Damage (FOD)

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Glass Fracture
Electrical Arcing, Peel Adhesion Chip

Electrical Arcing Electrical Arcing

Peel Adhesion Chip Peel

Peel Adhesion
Adhesion Chip
Chip
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Glass Surface Scratch –

Structural Glass Ply Visual Inspection
ASTM F 428 Aerospace Scratch Standards

ASTM F 428-6 Scratch Standard ASTM F 428-7 Scratch Standard

Scratch acceptable if scratch intensity Objectionable scratch if intensity is
is equal or less than 428-6 greater than 428-6
Window removal not required Window removal required
Note: ASTM F 428-6 Scratch Standard is available from PPG Aerospace.
Contact your PPG Aerospace Sales Account Manager or Product Support contact.

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Glass Surface Scratch

• Scratches may occur on the outer surface of the non-structural outer glass
ply. Scratches on the outer glass surface are structurally acceptable. The
windshield may remain in service as long as vision through the windshield
is not impaired.

• Scratches on the inboard surface of the inner structural glass ply shall be
compared to the ASTM F 428-6 Aerospace Scratch Standard for Glass. Note:
Aerospace Scratch Standards illustrate scratch severity as reflected light
intensity. The greater the intensity, the more severe the scratch. This is a
visual evaluation and does not indicate the actual depth of the scratch.

– Any scratch on the inboard surface of the inner structural glass ply with
an appearance intensity equal to or less than the ASTM F 428-6 standard
or having a depth equal to or less than 0.002 inch (0.05 mm) shall be
allowed no matter what the accumulated length as long as the pilot’s
visibility is not impaired.

– Any scratch on the inboard surface of the inner structural glass ply
appearing to have an intensity greater than the ASTM F 428-6 Aerospace
Scratch Standard or a depth greater than 0.002 inch (0.05 mm) requires
replacement of the window.

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Acrylic and Polycarbonate Crazing

Surface scratches and crazing Surface scratches and crazing

Note: Overall view with reflected Note: Close-up view with reflected
light. light

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Acrylic and Polycarbonate Crazing

• Acrylic and polycarbonate surface scratches

and/or crazing can occur from improper
cleaning procedure, impingement (foreign
object damage) or chemical attack.

• Crazing refers to the microscopic surface

cracks that occur due to localized stresses
which are relieved by the physical separation
of the acrylic or polycarbonate surface.

• The effect of scratches and crazing is an

increase in light scattering, resulting in
objectionable glare under certain lighting
conditions (i.e. reflected light).

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Acrylic and Polycarbonate Crazing

Surface Crazing Magnified View

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General Cleaning Procedure for Glass and Plastic

Recommended Cleaning Materials / Agents:
Note: equivalent/approved substitutes may be used for items listed.
– 50/50 solution of water and isopropyl alcohol
– Mild liquid soap (detergents formulated for dishwashing such as Dawn, Joy,
Palmolive or Ivory)
– Chamois, sponge, or soft cotton cloth
– Nylon scrub pad (glass surfaces only, do not use nylon scrub pad on acrylic or
polycarbonate)

Cleaning Procedure:

1. Remove watches and rings before performing any cleaning operation to prevent
accidental scratching of glass or plastic surface.
2. Remove all excess amounts of dirt and other foreign debris from window surface with
clean water. The preferred initial application of water is by spraying or flooding the
surface with water in order to wash away any abrasive debris such as grit, sand, or dirt.
If spraying or flooding is impractical, such as on the inner glass surface, a clean sponge
or soft cotton cloth saturated with water or isopropyl alcohol should be used. Never
wipe dry glass or plastic surface with a dry cloth or paper towel.
3. Wash outer surface of windshield gently using a 50/50 solution of water and isopropyl
alcohol containing 2-5% concentration of a mild liquid soap.
4. Do not use powdered detergents, abrasive cleaners, or any cleaner with any strong
acidic or caustic solutions.
5. Rinse thoroughly with clean water and dry with a chamois, sponge, or cloth.

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Aerospace Locations

Manufacturing
Application Support Centers (ASC’s)
Regional Sales Offices

For detailed contact information go to:

http://www.ppg.com/coatings/aerospace/Pages/Locations.aspx

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Technical Support Contacts

Stirling Macfarlane – Global Manager, Product Support Engineering
Telephone: (256) 859-2500 ext. 2270 / FAX: (256) 859-8155
E-Mail: smacfarlane@ppg.com

North / Central / South America

Adam Kennamer John Wetzel
(256) 859-2500 ext. 2517 (818) 741-1615
akennamer@ppg.com John.Wetzel@ppg.com

Paul Wright Andrew Troller

(256) 859-2500 ext. 2510 (256) 859-2500 ext. 2544
pwright@ppg.com atroller@ppg.com

Europe / Middle East / Africa / India

Christian Costecalde
Telephone: +33 (0) 561 49 49 12
E-Mail: costecalde@ppg.com

Asia / Pacific
Shaocheng Liu
Telephone: +86 (21) 6091 8376
E-Mail: sliu@ppg.com

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Notes
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PPG Aerospace - Transparencies

The information contained in this booklet is

copyrighted by PPG Aerospace and may not be
reproduced in whole or in part without written
permission.

34
 "These commodities, technology or software are controlled by the United States in accordance with the
Export Administration Regulations ("EAR") Diversion contrary to U.S. law is Prohibited.“
PPG PROPRIETARY DATA

This booklet is intended for use as a general information guide

only and does not replace or supersede the allowable defect
limits provided by the OEM in either the AMM, CMM or ACMM.

PPG TLR-2880 08/2012

©PPG Industries, Inc. 2012