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TECHNICAL MANUAL
BASIC AND ALL UPDATES HAVE BEEN MERGED TO MAKE THIS A COMPLETE PUBLICATION.
DISTRIBUTION STATEMENT A - Approved for public release; distribution is unlimited. PA Case Number 05-0758. Other requests for this
document shall be referred to 406 SCMS/GUEE, Robins AFB, GA 31098. Questions concerning technical content shall be referred to
AFLCMC/EZPT-CPCO.
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TABLE OF CONTENTS
Chapter Page Chapter Page
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2.11.10 Specific Technical Data and Work 3.1.6 Reactivation of Newly Applied
Directives . . . . . . . . . . . . . . . . 2-20.1 Primer or Tiecoat . . . . . . . . . . . 3-7
2.11.11 Disposal of Plastic Media Used in 3.1.7 Surface Preparation, Unpainted
Paint Removal Operations . . . . . 2-21 Surfaces . . . . . . . . . . . . . . . . . 3-7
2.11.12 Contamination Testing of Plastic 3.1.8 Corrosion Removal, Chemical and
Media. . . . . . . . . . . . . . . . . . . 2-21 Mechanical . . . . . . . . . . . . . . . 3-7
2.11.12.1 Equipment and Materials 3.1.9 Preparation for Prepaint Treatment,
Recommended . . . . . . . . . . . . . 2-21 Unpainted Surfaces. . . . . . . . . . 3-7
2.11.12.2 Sampling Procedure . . . . . . . . . . . 2-21 3.1.10 Water Break Inspection . . . . . . . . . 3-7
2.11.12.3 Contamination Test Procedure . . . . 2-21 3.1.11 Evidence of Inadequate
2.12 MPW REMOVAL METHOD . . . . . 2-23 Cleaning . . . . . . . . . . . . . . . . . 3-8
2.12.1 Preparation . . . . . . . . . . . . . . . . . 2-23 3.1.12 Corrosion Removal Prepaint Com-
2.12.2 Paint Removal Operations . . . . . . . 2-23 pound, Aluminum. . . . . . . . . . . 3-8
2.12.3 Post-Paint Removal Cleaning . . . . . 2-24 3.1.13 Prepaint Chemical Corrosion Re-
2.12.4 Operational Safety moval Materials . . . . . . . . . . . . 3-8
Requirements. . . . . . . . . . . . . . 2-24 3.1.14 Application of MIL-C-38334/SAE
2.12.5 Personnel Qualification . . . . . . . . . 2-24 AMS-1640 Solution/Not LOX
2.12.5.1 Equipment Manufacturer’s Compatible . . . . . . . . . . . . . . . 3-8
Training . . . . . . . . . . . . . . . . . 2-25 3.1.15 Surface Treatment Materials for
2.12.5.2 Air Force Supplied Local Aluminum. . . . . . . . . . . . . . . . 3-8
Training . . . . . . . . . . . . . . . . . 2-25 3.1.16 Touch-Up of Damaged Aluminum
2.13 REMOVAL OF THERMOPLASTIC Surface Treatment
POWDER COATING . . . . . . . . 2-25 MIL-DTL-5541 . . . . . . . . . . . . 3-9
2.13.1 Removal Procedures . . . . . . . . . . . 2-25 3.1.17 “No-Rinse Process” for Surface
2.14 PAINT REMOVAL ON Treatment of Aluminum . . . . . . 3-9
NON-METALLICS . . . . . . . . . 2-25 3.1.18 Mixing MIL-C-81706/MIL-DTL-
2.14.1 Removal Requirements . . . . . . . . . 2-25 81706 Solution . . . . . . . . . . . . 3-11
2.14.2 Mechanical Paint Removal on Fiber 3.1.19 Application of MIL-C-81706/MIL-
Glass, Arranged Fiber (“Kevlar”)/ DTL-81706 Solutions . . . . . . . . 3-12
Epoxy, and Graphite or Boron 3.1.20 Alternate Surface Preparations for
Fiber/Epoxy Composite Aluminum Surfaces (PreKote
Surfaces . . . . . . . . . . . . . . . . . 2-25 SP) . . . . . . . . . . . . . . . . . . . . 3-13
3.1.20.1 Surface Preparation. . . . . . . . . . . . 3-13
3 SURFACE PREPARATION AND CHEMICAL 3.1.21 Application of PreKote SP. . . . . . . 3-14
PREPAINT SURFACE TREATMENT . . . . 3-1 3.1.22 Use of PreKote SP on Exterior Sur-
faces Where Paint and Primer
3.1 SURFACE PREPARATION FOR Have Been Removed During
PAINTING AND CHEMICAL Scuff Sand, Touch-up, or
PREPAINT SURFACE Repair . . . . . . . . . . . . . . . . . . 3-14
TREATMENT . . . . . . . . . . . . . 3-1 3.1.23 Corrosion Removal Solution for
3.1.1 Surface Preparation for Magnesium . . . . . . . . . . . . . . . 3-15
Painting . . . . . . . . . . . . . . . . . 3-1 3.1.24 Surface Treatment Process for
3.1.2 Surface Preparation for Repair or Magnesium . . . . . . . . . . . . . . . 3-16
Over Coating of Damaged Or- 3.1.25 Surface Preparation for Steel . . . . . 3-16
ganic Coating . . . . . . . . . . . . . 3-1 3.1.26 Masking . . . . . . . . . . . . . . . . . . . 3-17
3.1.3 Scuff Sanding for Overspraying Ex- 3.1.27 Tack Ragging . . . . . . . . . . . . . . . 3-18
isting Coating Systems on
Aircraft. . . . . . . . . . . . . . . . . . 3-2 4 PAINTING APPLICATION METHODS . . . . 4-1
3.1.4 Solvent Wiping for Surface
Preparation . . . . . . . . . . . . . . . 3-3 4.1 GENERAL . . . . . . . . . . . . . . . . . 4-1
3.1.4.1 Solvent-Wipe, Aircraft Prepaint for 4.2 SPRAY METHODS . . . . . . . . . . . 4-1
Environmental Compliance . . . . 3-5 4.2.1 HVLP Spray . . . . . . . . . . . . . . . . 4-1
3.1.5 Surface Preparation for MIL-C- 4.2.1.1 HVLP Touch-Up Spray Gun . . . . . 4-1
27725/SAE AMS-C-27725 Inte- 4.2.2 Hot Spray . . . . . . . . . . . . . . . . . . 4-1
gral Fuel Cell Coating. . . . . . . . 3-5 4.2.3 Airless Spray . . . . . . . . . . . . . . . . 4-1
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4.2.4 Air-Assisted Airless Spray . . . . . . . 4-2 5.6 THE AIRCRAFT PAINTING PRO-
4.2.5 Electrostatic Spray . . . . . . . . . . . . 4-2 CESS SEQUENCE OF
4.3 SPRAY PAINTING EQUIPMENT, EVENTS . . . . . . . . . . . . . . . . 5-7
GENERAL . . . . . . . . . . . . . . . 4-2 5.6.1 Aircraft Paint Application
4.3.1 HVLP Spraying Systems . . . . . . . . 4-2 Sequence . . . . . . . . . . . . . . . . 5-7
4.3.2 Spray Gun, General . . . . . . . . . . . 4-3 5.6.1.1 Small Aircraft-Tail Toward Hanger/
4.3.3 Classes of Spray Guns . . . . . . . . . 4-3 Insert Exhaust . . . . . . . . . . . . . 5-7
4.3.4 Material Containers . . . . . . . . . . . 4-3 5.6.1.2 Large Aircraft-Nose Toward Hanger
4.3.5 Air Compressors . . . . . . . . . . . . . 4-4 Exhaust . . . . . . . . . . . . . . . . . 5-9
4.3.6 Air Regulators or Transformers . . . 4-4 5.6.1.3 Walkway Coatings . . . . . . . . . . . . 5-9
4.3.7 Air Condensers . . . . . . . . . . . . . . 4-4 5.6.2 Overspraying Existing Coating Sys-
4.3.8 Air Supply . . . . . . . . . . . . . . . . . 4-7 tems on Aircraft and Aerospace
4.3.9 Hose . . . . . . . . . . . . . . . . . . . . . 4-7 Equipment. . . . . . . . . . . . . . . . 5-9
4.4 SPRAY PAINTING . . . . . . . . . . . 4-8 5.6.3 Curing of Finishes . . . . . . . . . . . . 5-9
4.4.1 Gun Techniques . . . . . . . . . . . . . . 4-8 5.6.4 Coating Thickness
4.4.1.1 Distance . . . . . . . . . . . . . . . . . . . 4-8 Measurements . . . . . . . . . . . . . 5-10
4.4.1.2 Stroking . . . . . . . . . . . . . . . . . . . 4-8 5.6.5 Allowable Coating Thickness . . . . . 5-10
4.4.1.3 Triggering . . . . . . . . . . . . . . . . . . 4-8 5.6.6 Inspection Control . . . . . . . . . . . . 5-11
4.4.2 Gun Adjustments . . . . . . . . . . . . . 4-11 5.6.7 Soil Barrier Coating . . . . . . . . . . . 5-12
4.4.3 Painting Difficulties and 5.7 INTERIOR FINISHING PROCE-
Remedies . . . . . . . . . . . . . . . . 4-12 DURES AND
4.5 CLEANING AND OPERATIONS. . . . . . . . . . . . . 5-12
MAINTENANCE. . . . . . . . . . . 4-21 5.7.1 Preparation for Coating . . . . . . . . . 5-12
4.6 MECHANICAL PAINT GUN 5.7.2 Coating Application . . . . . . . . . . . 5-12
WASHER . . . . . . . . . . . . . . . . 4-22 5.7.3 Refinishing of Fiber Glass
Components . . . . . . . . . . . . . . 5-13
5 PAINTING OPERATIONS FOR AIRCRAFT 5.8 MAINTENANCE PAINTING . . . . 5-13
AND EQUIPMENT . . . . . . . . . . . . . . . . 5-1 5.8.1 Epoxy or Polyurethane Primer/Poly-
urethane Topcoat . . . . . . . . . . . 5-13
5.1 GENERAL . . . . . . . . . . . . . . . . . 5-1 5.8.2 Primer and Polyurethane
5.2 SAFETY AND HEALTH ASPECTS Touch-Up . . . . . . . . . . . . . . . . 5-13
OF PAINTING . . . . . . . . . . . . 5-1 5.8.2.1 Brush or Spray . . . . . . . . . . . . . . 5-13
5.2.1 Respiratory Protection. . . . . . . . . . 5-3 5.8.2.2 Touch-Up Pen . . . . . . . . . . . . . . . 5-13
5.3 SPRAY BOOTHS AND PAINTING 5.8.3 Aerosol Touch-Up . . . . . . . . . . . . 5-14
AREAS, GENERAL. . . . . . . . . 5-3 5.8.4 Brush/Roller Touch-Up . . . . . . . . . 5-15
5.4 PAINT BOOTH TYPES . . . . . . . . 5-3 5.8.5 Brush Application. . . . . . . . . . . . . 5-16
5.4.1 Dry-Type Booth . . . . . . . . . . . . . . 5-3 5.8.6 Roller Application . . . . . . . . . . . . 5-16
5.4.2 Air-Water Wash Type Booth. . . . . . 5-3 5.8.7 Temporary Protection . . . . . . . . . . 5-17
5.4.3 Cleaning and Maintenance . . . . . . . 5-3 5.8.8 Powder Coating . . . . . . . . . . . . . . 5-17
5.4.4 Part and Equipment Painting 5.8.8.1 Surface Preparation. . . . . . . . . . . . 5-17
Operations. . . . . . . . . . . . . . . . 5-4 5.8.8.2 Maintenance Painting . . . . . . . . . . 5-17
5.5 AIRCRAFT PAINTING
OPERATIONS. . . . . . . . . . . . . 5-4 6 USAF STANDARD COATING SYSTEMS
5.5.1 Depot Level Aircraft Painting FOR AIRCRAFT AND EQUIPMENT . . . . 6-1
Operations. . . . . . . . . . . . . . . . 5-4
5.5.2 Field Level Aircraft Painting 6.1 CLASSIFICATION OF ORGANIC
Operations. . . . . . . . . . . . . . . . 5-5 COATINGS. . . . . . . . . . . . . . . 6-1
5.5.3 Electrostatic Aircraft Painting. . . . . 5-5 6.2 CONSTITUENTS OF ORGANIC
5.5.4 Atmospheric Conditions for COATINGS. . . . . . . . . . . . . . . 6-1
Painting . . . . . . . . . . . . . . . . . 5-6 6.3 PIGMENTS. . . . . . . . . . . . . . . . . 6-1
5.5.5 Test Panels . . . . . . . . . . . . . . . . . 5-6 6.4 VEHICLE . . . . . . . . . . . . . . . . . . 6-1
5.5.6 Material Requirements,
General. . . . . . . . . . . . . . . . . . 5-7
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6.12.11.4 Mixing and Application. . . . . . . . . 6-16 6.12.18.4 Mixing and Application. . . . . . . . . 6-19
6.12.11.5 Drying Time . . . . . . . . . . . . . . . . 6-16 6.12.18.5 Drying Time . . . . . . . . . . . . . . . . 6-19
6.12.12 Enamel, Alkyd, Gloss, Low VOC 6.12.19 Coatings, Polyurethane, Rain Ero-
Content, TT-E-489 . . . . . . . . . . 6-16 sion Resistant for Exterior Air-
6.12.12.1 Characteristics . . . . . . . . . . . . . . . 6-16 craft and Missile Parts, MIL-C-
6.12.12.2 Uses. . . . . . . . . . . . . . . . . . . . . . 6-16 83231/SAE AMS-C-83231. . . . . 6-19
6.12.12.3 Thinning . . . . . . . . . . . . . . . . . . . 6-16 6.12.19.1 Characteristics . . . . . . . . . . . . . . . 6-19
6.12.12.4 Application . . . . . . . . . . . . . . . . . 6-16 6.12.19.2 Uses. . . . . . . . . . . . . . . . . . . . . . 6-19
6.12.12.5 Drying Time . . . . . . . . . . . . . . . . 6-16 6.12.19.3 Thinning . . . . . . . . . . . . . . . . . . . 6-20
6.12.13 Enamel, Heat Resistant (204 °C or 6.12.19.4 Application . . . . . . . . . . . . . . . . . 6-20
400 °F), CID A-A-3054 . . . . . . 6-16 6.12.19.5 Drying Times . . . . . . . . . . . . . . . 6-20
6.12.13.1 Characteristics . . . . . . . . . . . . . . . 6-16 6.12.20 Coating System, Polyurethane, Non-
6.12.13.2 Uses. . . . . . . . . . . . . . . . . . . . . . 6-16 Yellowing White, Rain Erosion
6.12.13.3 Thinning . . . . . . . . . . . . . . . . . . . 6-16 Resistant, Thermally Reflective,
6.12.13.4 Application . . . . . . . . . . . . . . . . . 6-16 MIL-C-83445/SAE
6.12.13.5 Drying Time . . . . . . . . . . . . . . . . 6-16 AMS-C-83445 . . . . . . . . . . . . . 6-20
6.12.14 Coating, Sprayable, Strippable, Pro- 6.12.20.1 Characteristics . . . . . . . . . . . . . . 6-20
tective, MIL-PRF-6799 . . . . . . . 6-16 6.12.20.2 Uses. . . . . . . . . . . . . . . . . . . . . . 6-20
6.12.14.1 Characteristics . . . . . . . . . . . . . . . 6-16 6.12.20.3 Thinning . . . . . . . . . . . . . . . . . . . 6-20
6.12.14.2 Uses. . . . . . . . . . . . . . . . . . . . . . 6-16 6.12.20.4 Application . . . . . . . . . . . . . . . . . 6-20
6.12.14.3 Thinning . . . . . . . . . . . . . . . . . . . 6-17 6.12.20.5 Drying Times . . . . . . . . . . . . . . . 6-20
6.12.14.4 Application . . . . . . . . . . . . . . . . . 6-17 6.12.21 Leading Edge Polyurethane Rain
6.12.14.5 Drying Time . . . . . . . . . . . . . . . . 6-17 Erosion Resistant Tape . . . . . . . 6-20
6.12.15 Resin Coating, Unpigmented, for 6.12.21.1 Description and Use . . . . . . . . . . . 6-20
Engine Components and Metal 6.12.21.2 Installation . . . . . . . . . . . . . . . . . 6-20
Parts, MIL-PRF-3043 . . . . . . . . 6-17 6.12.21.3 Application of Edge Sealer . . . . . . 6-22
6.12.15.1 Characteristics . . . . . . . . . . . . . . . 6-17 6.12.21.4 Repair of Damaged Area . . . . . . . . 6-22
6.12.15.2 Uses. . . . . . . . . . . . . . . . . . . . . . 6-17 6.12.21.5 Tape Removal . . . . . . . . . . . . . . . 6-22
6.12.15.3 Thinning . . . . . . . . . . . . . . . . . . . 6-17 6.12.21.6 Painting Instructions . . . . . . . . . . . 6-23
6.12.15.4 Application . . . . . . . . . . . . . . . . . 6-17
6.12.15.5 Drying Time . . . . . . . . . . . . . . . . 6-17 7 APPLICATION AND REMOVAL OF DE-
6.12.16 Coating Kit, Epoxy, for Interior of CALS AND SILK SCREENING. . . . . . . . 7-1
Steel Fuel Tanks,
MIL-PRF-4556 . . . . . . . . . . . . 6-17 7.1 DECALS - GENERAL . . . . . . . . . 7-1
6.12.16.1 Characteristics . . . . . . . . . . . . . . . 6-17 7.1.1 Surface Preparation. . . . . . . . . . . . 7-1
6.12.16.2 Uses. . . . . . . . . . . . . . . . . . . . . . 6-17 7.1.2 Application Procedures for Decals
6.12.16.3 Mixing . . . . . . . . . . . . . . . . . . . . 6-17 and Colored Marking
6.12.16.4 Thinning . . . . . . . . . . . . . . . . . . . 6-17 Stripes . . . . . . . . . . . . . . . . . . 7-1
6.12.16.5 Application . . . . . . . . . . . . . . . . . 6-17 7.2 SMALL DECALS AND MARKING
6.12.16.6 Drying Time . . . . . . . . . . . . . . . . 6-17 STRIPES . . . . . . . . . . . . . . . . 7-2
6.12.17 Coating, Corrosion Preventive, for 7.2.1 Decals Up to 12 Inches x 2
Aircraft Integral Tanks, MIL-C- Inches . . . . . . . . . . . . . . . . . . 7-2
27725/SAE AMS-C-27725. . . . . 6-17 7.2.2 Film for Striping . . . . . . . . . . . . . 7-2
6.12.17.1 Characteristics . . . . . . . . . . . . . . . 6-17 7.3 LARGE EMBLEMS AND LET-
6.12.17.2 Uses. . . . . . . . . . . . . . . . . . . . . . 6-17 TERS USING HINGE APPLI-
6.12.17.3 Mixing . . . . . . . . . . . . . . . . . . . . 6-18 CATION METHOD . . . . . . . . . 7-2
6.12.17.4 Application . . . . . . . . . . . . . . . . . 6-18 7.4 DECALS APPLIED USING APPLI-
6.12.17.5 Drying Time . . . . . . . . . . . . . . . . 6-19 CATION TAPE . . . . . . . . . . . . 7-3
6.12.18 Coating Compound, Nonslip (for 7.5 EDGE SEALING . . . . . . . . . . . . . 7-4
Walkways), CID A-A-59166 . . . 6-19 7.6 APPLICATION OF PREMASKED
6.12.18.1 Characteristics . . . . . . . . . . . . . . . 6-19 DECALS . . . . . . . . . . . . . . . . 7-4
6.12.18.2 Uses. . . . . . . . . . . . . . . . . . . . . . 6-19 7.7 DECAL REMOVAL . . . . . . . . . . . 7-4
6.12.18.3 Thinning . . . . . . . . . . . . . . . . . . . 6-19
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LIST OF ILLUSTRATIONS
Number Title Page Number Title Page
4-1 Nozzle Pressure Gauge . . . . . . . . . . . . . 4-1 7-1 Applying Small Decal . . . . . . . . . . . . . . 7-2
4-2 Simple Spray System Setup . . . . . . . . . . 4-3 7-2 Applying Marking Stripe . . . . . . . . . . . . 7-2
4-3 Airless Spray System . . . . . . . . . . . . . . 4-4 7-3 Applying Large Emblems (Step 1) . . . . . 7-2
4-4 Complete Spray System. . . . . . . . . . . . . 4-5 7-4 Applying Large Emblems (Step 2) . . . . . 7-2
4-5 Sectional View of Spray Gun . . . . . . . . . 4-6 7-5 Applying Large Emblems (Step 3) . . . . . 7-3
4-6 Proper Installation of Air Compressor, 7-6 Applying Large Emblems (Step 4) . . . . . 7-3
Piping. . . . . . . . . . . . . . . . . . . . . .. 4-7 7-7 Use of Application Tape (Step 1) . . . . . . 7-3
4-7 Right and Wrong Methods of 7-8 Use of Application Tape (Step 2) . . . . . . 7-3
Spraying . . . . . . . . . . . . . . . . . . . . . 4-9 7-9 Use of Application Tape (Step 3) . . . . . . 7-3
4-8 Fifty Percent Overlap . . . . . . . . . . . . . . 4-10 7-10 Use of Application Tape (Step 4) . . . . . . 7-4
4-9 Cross Coating . . . . . . . . . . . . . . . . . . . 4-10 7-11 Edge Sealing . . . . . . . . . . . . . . . . . . . . 7-4
4-10 Spray Gun Adjustments . . . . . . . . . . . . . 4-11 B-1 Edge Sealing . . . . . . . . . . . . . . . . . . . . B-2
4-11 Excessive Spray Fog . . . . . . . . . . . . . . . 4-16 B-2 National Star Insignia on Swept
4-12 Paint Leaks From Spray Gun . . . . . . . . . 4-16 Wings . . . . . . . . . . . . . . . . . . . . . . . B-3
4-13 Gun Sputters Constantly . . . . . . . . . . . . 4-17 B-3 Form of Letters and Numerals . . . . . . . . B-4
4-14 Orange Peel . . . . . . . . . . . . . . . . . . . . . 4-18 B-4 Typical Marking For Paint Facility/Finish
4-15 Sandpaper Finish . . . . . . . . . . . . . . . . . 4-18 Identification Block. . . . . . . . . . . . . . B-5
4-16 Wrinkling . . . . . . . . . . . . . . . . . . . . . . 4-19 B-5 “UNITED STATES OF AMERICA” AND
4-17 Crazing . . . . . . . . . . . . . . . . . . . . . . . . 4-19 AMC Standard Marking Sample . . . . . B-6
4-18 Cracking . . . . . . . . . . . . . . . . . . . . . . . 4-19 B-6 Distinctive Unit, Serial Number, and ACC
4-19 Blistering . . . . . . . . . . . . . . . . . . . . . . 4-20 Standard Sample. . . . . . . . . . . . . . . . B-7
4-20 Fish Eyes . . . . . . . . . . . . . . . . . . . . . . 4-20 B-7 Aircraft Markings, Servicing, and
4-21 Lifting . . . . . . . . . . . . . . . . . . . . . . . . 4-20 Precautioning . . . . . . . . . . . . . . . . . . B-8
4-22 Pitting or Cupping . . . . . . . . . . . . . . . . 4-20 B-8 Ground Here, International Symbol . . . . . B-10
5-1 Sempen. . . . . . . . . . . . . . . . . . . . . . . . 5-14 B-9 Markings For Fire Access Panel . . . . . . . B-10
5-2 Sempen Mixing . . . . . . . . . . . . . . . . . . 5-14 B-10 Helicopter Tail Boom Markings . . . . . . . B-11
5-3 Sempen Application . . . . . . . . . . . . . . . 5-14 B-11 Typical Emergency Instruction
5-4 Spray Tool. . . . . . . . . . . . . . . . . . . . . . 5-15 Markings. . . . . . . . . . . . . . . . . . . . . B-11
5-5 Two-Component Aerosol . . . . . . . . . . . . 5-15 B-12 Typical Emergency Entry Markings . . . . . B-12
6-1 Zahn Cup . . . . . . . . . . . . . . . . . . . . . . 6-4
LIST OF TABLES
Number Title Page Number Title Page
2-0 Chemical Stripping Approved Aluminum 5-2 Allowable Coating Thickness for Produc-
Backed Pressure Sensitive Tape . . . . . 2-3 tion Level Finishing (Depot, Original
2-1 Hand Held Abrasives . . . . . . . . . . . . . . 2-14 Manufacture, Field). . . . . . . . . . . . . . 5-10
2-2 Motor Driven Abrasives. . . . . . . . . . . . . 2-15 5-3 Gloss Requirements . . . . . . . . . . . . . . . 5-12
2-3 Abrasive Materials . . . . . . . . . . . . . . . . 2-15 5-4 Suggested/Approved Rollers for
2-4 Recommended Controls and PPE for Primer . . . . . . . . . . . . . . . . . . . . . . 5-17
Abrasive Blasting Operations . . . . . . . 2-17 5-5 Suggested/Approved Rollers for
3-1 Recommended Controls and PPE for Sur- Topcoat. . . . . . . . . . . . . . . . . . . . . . 5-17
face Preparation Operations . . . . . . . . 3-4.1 6-1 Leading Edge Tape Materials/Tools . . . . . 6-21
3-2 Wipe Solvents . . . . . . . . . . . . . . . . . . . 3-5 8-1 Standard Markings . . . . . . . . . . . . . . . . 8-4
4-1 Spray Coating Troubles, Possible Causes, 8-2 Aircraft Authorized American Flag
and Remedies . . . . . . . . . . . . . . . . . 4-12 Markings. . . . . . . . . . . . . . . . . . . . . 8-4
5-1 Minimum Recommended Controls and 8-3 Aircraft Authorized United States of
PPE for Priming and Painting America Markings . . . . . . . . . . . . . . 8-4
Operations . . . . . . . . . . . . . . . . . . . . 5-2
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8-4 Aircraft Authorized Multi-Colored Blade C-1 Respirator Protection Equipment . . . . . . . C-2
Tip Markings . . . . . . . . . . . . . . . . . . 8-5
A-1 Viscosity and Pot Life . . . . . . . . . . . . . . A-3
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INTRODUCTION
1 PURPOSE. DR Drum
EAID Equipment Authorization Inventory Data
The purpose of this technical order is to prescribe standard EPA Environmental Protection Agency
procedures for the removal, application, and maintenance of FSC Federal Stock Classes
coating systems on Air Force systems and equipment. Its
GL Gallon
applicability is generally imposed by reference in system or
item technical data. It also should be used where there is an gm Grams
absence of paint process requirements in system or item HAP Hazardous Air Pollutants
technical data. System and item (SM/IM) management ac- HAZMAT Hazardous Materials
tivities have an obligation to require the use of this technical HDI Hexamethylene Diisocyanate
order to the maximum practical extent. It reflects the use of HVLP High Volume Low Pressure
standard materials and procedures that meet Defense Stan-
ID Inside Diameter
dardization Program, AF Corrosion Prevention and Control
Program, and Air Force policy (AFI 20-114) requirements. IPB Illustrated Parts Breakdown
SM/IM offices should modify standard requirements or IPI In-Process Inspection
specify alternate requirements only as needed to support the LEL Lower Explosive Limit
specific requirements of their systems and equipment as LOX Liquid Oxygen
stated in TO 00-5-1. Where there is a conflict between this MEK Methyl-Ethyl-Ketone
general TO and the weapon system specific TO, the weapon ml milliliter
system specific TO will take precedence. Such departures
from standard should also be coordinated with all applicable moh Measure of Hardness
Office of Coordinating Responsibilities (OCR) (e.g., Corro- MPW Medium Pressure Water
sion Control, Ground Safety, Bioenvironmental Engineering, MSDS Material Safety Data Sheets
Environmental Management). NATO North Atlantic Treaty Organization
NDI Non-Destructive Inspection
2 SCOPE. NESHAP National Emission Standards for Hazard-
ous Air Pollutants
This technical manual specifies procedures, materials, and No. Number
equipment for preparing surfaces and correctly applying ef-
NSN National Stock Number
fective finishes to interiors and exteriors of Air Force air-
craft, missiles, and associated equipment. Painting techniques OCR Office of Coordinating Responsibilities
are suggested and common difficulties discussed. Procedures OSHA Occupational Safety and Health Act
for applying complete coating systems are given. Some basic PAPR Powered Air-Purifying Respirator
discussion of paint technology is included and a glossary of PCBTF Parachlorobenzotrifluoride
painting terms appended. PD Purchase Description
PMB Plastic Media Blasting
3 ABBREVIATIONS AND ACRONYMS.
PN Part Number
The following nonstandard abbreviations are used in this PPE Personal Protective Equipment
manual. For definition of standard abbreviations and acro- PPM Parts Per Million
nyms, refer to ASME Y14.38. PSI Pound-force Per Square Inch
PSIG Pounds Per Square Inch Gauge
ACGIH American Conference of Government In- PVC Polyvinyl Chloride
dustrial Hygienists QPL/QPD Qualified Products List/Qualified Products
AFCPCO Air Force Corrosion Prevention and Con- Database
trol Office RPM Revolutions per Minute
AFI Air Force Instruction SG Specific Gravity
ALC Air Logistic Center SLED Shelf-Life Extension Data
BCE Base Civil Engineer SM/IM System Manager/Item Manager
BES Base Environmental Services SPD Systems Program Director
CFM Cubic Feet per Minute SPO System Program Office
CID Commercial Item Description TNP Touch-N-Prep
CRES Corrosion Resistant Steel
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SAFETY SUMMARY
1 GENERAL SAFETY INSTRUCTIONS. tions, and notes which appear in this manual are not listed
separately in this safety summary, and are defined as fol-
This manual describes physical and chemical processes, lows:
which may cause injury or death to personnel, or damage to
equipment if not properly followed. This safety summary
includes general safety precautions and instructions that must
be understood and applied during operation and maintenance
to ensure personnel safety and protection of equipment. Prior Highlights an essential operating or maintenance
to performing any task, the WARNINGs, CAUTIONs, and procedure, practice, condition, statement, etc.,
NOTEs included in the task shall be reviewed and under- which, if not strictly observed, could result in in-
stood. jury to, or death of, personnel or long term health
hazards.
2 WARNINGS, CAUTIONS, AND NOTES.
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CHAPTER 1
INTRODUCTION AND GENERAL DISCUSSION OF COATING MATERIALS
AND TERMS
1.1 INTRODUCTION. the item will be subjected, and the service life requirement
of the coating. No single coating or coating system can per-
NOTE form adequately on all types of surfaces under all conditions
to which Air Force equipment is subjected. For example, a
See Chapter 8 for Air Force policy on determining coating paint conforming to Specification MIL-C-27725/SAE
when individual aircraft are to be repainted or AMS-C-27725 is good for fuel immersion service, but is
touched up. inadequate for exposure to an industrial atmosphere or high
humidity conditions. Many primers and topcoats can be used
The surfaces of aircraft, missiles, and associated equipment in various combinations; however, some primers are specifi-
are subjected to hostile environments both natural and man- cally formulated for a particular type topcoat. One Compo-
made. Inadequate control or prevention of metal corrosion or nent, Alkyd Base Primers are for use under enamels. Use of
other forms of surface deterioration is costly and can shorten this primer under epoxy or polyurethane coatings will result
weapon or equipment life, hinder mission accomplishment, in premature failure of the coating system.
or endanger personnel or equipment. To add to their ability
to resist detrimental environments, surfaces are coated in 1.2.1 Coatings Systems for Metal Surfaces. Unless
various ways with a variety of materials. Coatings are di- protected, metals surfaces (with the exception of stainless
vided into two main groups: inorganic and organic. The prin- steel, titanium and some of the more exotic metals) react
cipal and most versatile means of protection is organic coat- with oxygen and various contaminants in the atmosphere,
ing, or “paint”. In general, a suitable organic coating system, particularly in the presence of moisture, to form rust or other
properly applied, offers greater protection against corrosion corrosion products. The most common method of preserving
on metals than an inorganic finish (such as a metallic plat- metals is by applying organic coatings.
ing) alone and is more easily maintained. This technical
manual also covers some inorganic materials, insofar as they 1.2.1.1 Polishing, buffing, and waxing of aircraft and parts
are applied in surface preparation for painting by personnel is prohibited unless authorized and directed by the MAJ-
involved with paint removal and painting operations. COM Senior Logistics Official.
1.2 GENERAL DISCUSSION OF ORGANIC COAT- 1.2.2 Aircraft Protective Finish Systems. MIL-STD-
INGS. 7179 covers the general requirements for protective finishes
and coatings on aerospace weapon system structures and
NOTE parts. (It does not necessarily govern coatings on aeronauti-
cal equipment such as propellers or power plants, nor those
Precautionary measures shall be taken to prevent
on accessories such as motors, generators, instruments, etc.)
paint and paint removal waste from contaminating
The level of coating protection is specified depending on the
air, water, or soil. Some of the chemicals utilized
environment to which the weapon system is to be subjected.
for painting and paint removal require treatment
or other special control prior to disposal. Disposal
of materials shall be accomplished under the di- 1.3 ORGANIC COATING.
rection of the Base Safety Office, Base Civil En-
gineer, Bioenvironmental Engineer, and Environ- An organic coating or paint may be defined as a carbon based
mental Management in accordance with applicable liquid or semi-liquid material which is applied to a surface
directives and in a manner that will not result in by some mechanical means and which, when dried or cured,
violation of local, state, or federal pollution crite- will provide an adherent film of certain desired characteris-
ria. Detailed information for disposal is cited in tics. Organic coatings are variously classed as paints, enam-
AFI 32-1067, AFI 32-7001, AFI 32-7041, AFI 32- els, varnishes and lacquers. As these classifications are not
7042, AFPAM 32-7043, AFI 32-7086, AFI 90-803 always practical, due to modern formulations, and because
and AFI 91-203. the coating materials dealt with in this technical manual are
almost exclusively organic in chemical structure, the pre-
ferred term “organic coating” is used to designate finishing
To provide optimum protection from deterioration and cor-
materials in general. For the purposes of this technical
rosion, the proper coating systems (combination of pretreat-
manual the term is extended to include some heavy elasto-
ment, primer, and topcoat) must be selected for a specific
meric materials which are not truly “paints,” and also certain
application. The selection of the proper coating system de-
chemical surface-treating materials which are not truly or-
pends on the material to be coated, the environment to which
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ganic. These materials may or may not be applied by paint- the term “to paint” will continue to be used to signify the
ers, but are closely associated with painting operations. Also, application of organic coatings by painters.
1-2
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CHAPTER 2
ORGANIC FINISH SYSTEM REMOVAL
2.1 INTRODUCTION. NOTE
The most important factor in removal of organic finish sys- Each time an aircraft is completely depainted, the
tems (coatings/paints) is complete removal without damag- following information shall be documented in the
ing surfaces on which they are applied. A variety of materi- aircraft historical record, AFTO Form 95: 1. Type
als and either chemical or mechanical methods can remove of paint removal process used, 2. Where accom-
finish systems. In choosing a material and a method, a com- plished, and 3. Date accomplished.
promise between maximum removal power and maximum
protection for the equipment being stripped must be made. Organic finish systems shall be removed from Air Force air-
Accessibility of areas to be stripped can dictate the types of craft and equipment only when the condition of deterioration
materials and methods to be used. For these reasons, only of the system indicates the need for removal or when re-
those materials and methods described in this chapter, sub- quired in a system peculiar technical order to perform a
ject to noted restrictions, are authorized for general use in specified inspection of the underlying structure. This applies
organic finish system removal from Air Force equipment. to stripping of components and small areas of aircraft and
Adherence to removal procedures and their sequence of per- equipment as well as to the entire surface of aircraft or
formance in this chapter is mandatory. Other removal mate- equipment. Removal of the entire exterior organic finish sys-
rials and methods can be authorized for limited and specific tem from aircraft shall be accomplished in accordance with
applications, but only when specifically approved and de- the criteria specified in this manual and the Aircraft System
fined in system peculiar aircraft and/or equipment technical Program Manager’s Service Life Paint Plan. Prior to any
orders. The term “Depot Level” in this chapter refers to or- organic finish system removal, the following steps shall be
ganizations and facilities which are involved in complete air- taken in all cases:
craft stripping operations on a routine, if not daily basis.
This includes the Air Logistic Centers (ALC) and contract a. Ensure that the facility to be used for finish system
stripping operations. It does not include field level mainte- removal operations meets all the safety, fire precau-
nance facilities. tion, health promotion, and environmental require-
ments in applicable Air Force Instruction (AFI) and
NOTE NFPA standards. Precautionary measures shall be taken
to prevent paint and paint removal waste from con-
National Stock Numbers (NSN), if assigned, for taminating air, water, or soil. Prior to performance of
chemical removers, abrasives, and other materials finish system removal operations, all personnel must
and equipment authorized in this chapter are in be trained on Personal Protective Equipment (PPE) as
Federal Stock Classes (FSC) 5345/50, 6850, and required in AFI 48-137 and AFI 91-203. Personnel who
8135 and FSC 7500, 7900, and 8000. Consult the are not wearing appropriate PPE shall not perform fin-
current FED LOG and GSA Catalog and/or the ish system removal operations.
DO43 System to convert specification and part
numbers to NSNs and for ordering and pricing in- b. Ensure that the facility to be used for finish system
formation and shelf life codes. removal operations provides the proper precautionary
measures for disposal of finish system removal waste
2.2 GENERAL. products as required by AFI 32-7001, AFI 32-7041,
and AFI 32-7086 to prevent contamination of lakes,
rivers, and streams. Many chemicals used in finish sys-
tem removal operations and finish system residues re-
quire special treatment and control prior to disposal.
PMB can peen or smear soft metals therefore it Disposal shall be accomplished under the direction of
shall not be used to remove paint from aluminum the Base Safety Office, the Base Civil and Bioenviron-
or magnesium components requiring subsequent mental Engineers, and the Environmental Management
fluorescent penetrant inspection unless specifically Office in a manner which will not violate local, state,
directed by the component engineering authority. and federal pollution regulations. Consult AFI 32-1067,
Distortion caused by PMB could result in limited
crack/flaw detection.
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AFI 32-7001, AFI 32-7041, AFI 32-7042, AFPAM 32- the safety and environmental requirements for the processes
7043, AFI 32-7086, AFI 90-803, and AFI 91-203 for to be employed. Once the process for paint removal has been
detailed information on disposal of finish system re- selected, use the following preparation requirements to pre-
moval waste. pare the aircraft, support equipment or component.
c. Determine the type of organic finish system to be re- a. Inspect all surfaces to be stripped for grease, oil, and
moved so that the proper material and method for re- dirt. These materials act as a barrier between the finish
moval can be chosen from those listed in this chapter. system and the chemical or abrasive removers and will
Consult aircraft and/or equipment system peculiar tech- contaminate recoverable air-driven abrasives. This can
nical orders and drawings, component drawings, air- cause excessive man-hour expenditures, longer flow
craft historical records (AFTO Form 95), and/or the times, and additional waste generation during removal
aircraft exterior finish identification marking on the operations. Small amounts of these contaminants do
aircraft (reference Chapter 8) to help in this determina- not cause a problem; but if surfaces are exceptionally
tion. If the finish system cannot be determined from dirty, oily, or greasy, they shall be washed in accor-
these documents or they are not available, determine dance with TO 1-1-691 prior to removal operations.
the finish system as follows: After washing, surfaces shall be either wiped dry, or
sufficient time shall be allowed for them to air dry
(1) Rub a small area on the surface from which the prior to removal operations. Small areas or components
finish system is to be removed vigorously with a may be cleaned using a solvent wipe per Chapter 3 of
cotton rag wet with ASTM D 329 acetone. If the this manual.
finish system is removed, it is a lacquer or alkyd
enamel coating. If it is not removed, or very little b. Surface temperatures of aircraft, equipment, or compo-
is removed, it is a polyurethane or an epoxy coat- nents from which the finish system is to be chemically
ing. removed shall be maintained to those recommended by
product manufacturer or a recommended temperature
(2) For polyurethane and epoxy coatings, scrape off range of 70 to 90 °F. While chemical removal can be
the topcoat from a small area down to the primer accomplished within the ambient air temperature range
coating with a knife blade or razor blade. If the of 50 to 100 °F, severe difficulties will be encountered.
primer is rubbery and a tan-gray color, it is a Above 90 °F, the solvents in chemical removers evapo-
polysulfide primer. If the primer is hard and ei- rate so rapidly that removal efficiency is severely re-
ther a yellow, light brown, or dark green (olive duced and its drying on the surface makes it severely
drab) color, it is either an epoxy or a polyure- difficult to clean the finish system and remover residue
thane primer. from surfaces. Below 70 °F, chemical removal is very
inefficient because the action of chemical removers is
d. As a last step, study the removal operation to be per- extremely slow. Both situations will increase flow-
formed and determine the most logical and efficient time, man-hours, and amount of chemical removed re-
process for the job. If confined areas are involved, they quired for the chemical removal operations. If these
shall be protected during a general overall removal op- temperatures cannot be maintained in an outdoor envi-
eration, and shall be stripped using the special proce- ronment during the stripping process, the aircraft,
dures in this chapter for these areas. If fiberglass, kev- equipment or components should be moved into a cov-
lar, or other composites are involved, they shall be ered area to maintain proper surface temperatures.
stripped using the special procedures outlined later in
this technical order. For extensive removal operations, c. Protect all special areas, equipment, and materials by
such as removal of the entire exterior finish system on masking or other specified protective devices. For
aircraft and large pieces of equipment, a detailed se- chemical removal operations, masking shall be accom-
quential step-by-step process specification confirming plished with MIL-PRF-131, Class 1, barrier material
to all of the requirements in this chapter shall be pre- and MIL-T-23397/SAE AMS-T-23397, Type II, (72-
pared and followed. All personnel involved with finish hour protection) aluminum backed, pressure sensitive
system removal shall be trained in and thoroughly fa- tape. For extensive stripping operations such as depot
miliar with all requirements of this chapter. level complete exterior finish system removal from air-
craft and large pieces of equipment, use only IPG Inc.
2.3 PREPARATION FOR PAINT REMOVAL. Part Number (PN) AFL301 aluminum tape (IPG Inc.
Address: Intertape Polymer Group (IPG)., 317 Kendall
All aircraft will be deenergized per AFI 91-203, support Street, Marysville, MI 8040–1911). Refer to Table
equipment or components must be properly prepared for 2-1.1 for ordering information. This is the only tape
paint removal operations. Additionally, it is essential that all which will provide adequate protection for the ex-
facilities and equipment for paint removal operations meet tended time period involved with this type of opera-
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tion. The engineering support activity for this technical sure that the plastic coated side of the MIL-PRF-131,
order evaluates and approves tapes for this source con- Class 1, barrier material is toward the surface being
trol listing using the latest issue of MIL-T-23397/SAE protected or the plastic will be deteriorated by chemi-
AMS-T-23397. Chemical stripper Cee-Bee™ R-256 is cal removers.
used as the testing agent for stripper resistance. Make
Table 2-0. Chemical Stripping Approved Aluminum Backed Pressure Sensitive Tape
NOTE Materials:
Specific IPG Inc. PN AFL301 Aluminum Tape PN AIS 5050, 6850-01-512-7763
NSNs can be found using the following Cage Cotton Rope
Code: “3EU06” in Fed Log DVD, WEBFLIS, or Caulking Cord - More - Tite Putty
any other active Supply System database. Impact Stripping Tape
80 mils thick, 20 oz/in peel strength, 250% to 300%
d. For air and water-driven abrasive removal operations elongation, Shore A hardness 70-80
unless otherwise noted, the same materials listed for Anchor Continental BT-100 or
chemical removal operations shall be used for masking
of areas which will not be exposed to direct impinge- 3M Co. PN 500 Series (ex. 500, 506, 528, etc.)
ment of the abrasive media to prevent abrasive media Impact Stripping Tapes 500 are available in 30 feet
intrusion. Impact stripping tape shall be applied with long rolls under NSNs:
hot glue to mask areas which will be exposed to direct 9390-01-359-7367 (1 inch wide/9 rolls per box)
impingement of the bicarbonate of soda and water and 9390-01-359-7368 (2 inch wide/6 rolls per box)
plastic blast media as an alternate for masking for 9390-01-359-7369 (3 inch wide/3 rolls per box)
Plastic Media Blasting (PMB) subject to the restric- These are rubberized tapes capable of withstanding
tions following. a direct nozzle blast from PMB or bicarbonate of
soda and water blast equipment for a maximum
Materials: of two seconds.
Hot Glue Gun - Polygun PC Applicator 3M Co.
PN 99302 or 2.3.1 Application. Hot glue is used to seal seams, covers
PN AIS 7000K, 4940-01-512-7768 and access panel gaps less than 3/16 inch and to seal seams
Hot Glue - 3M Co. and edges of impact tape for added protection. Fluid wicks
fabricated from cotton rope are sealed in place using this
PN 3748 TC, 8040-01-390-9728 or
TO 1-1-8
material, and are installed at saturated seams prior to sealing removal operations, optional form-fitting metal or
with hot glue. Caulking cord is used to fill seams and gaps in wood shields may be fabricated for canopies and blis-
excess of 3/16 inch. Impact tape is used to protect areas not ters in conjunction with 3M Co. PN 510, 3M Co. 500,
to be blasted. 510, or Bron Tape, PN 818 material cut to the exact
size for windows. These tapes are available in 30 foot
2.3.2 Procedures. long rolls under NSNs 7510-01-300-2124 (1 inch),
7510-01-300-2125 (2 inch), 7510-01-300-2126 (3
inch), 7510-01-300-2127 (4 inch), up to 30 inches
(special order).
a. Close all windows, doors, and hatches on aircraft or f. Mask all edges, repairs, and loose fasteners on honey-
equipment; and mask gaps between the structure and comb and metal-to-metal adhesively bonded panels and
these components. For air or water driven abrasive re- doors for chemical removal operations to prevent
moval operations, these gaps may be stuffed full with chemical removers from damaging adhesives and dis-
sheets of MIL-PRF-131, Class 1, barrier material or bonding adhesively bonded structure.
heavy duty (0.004 inch thick) polyethylene or vinyl
plastic film sheet to prevent abrasive media intrusion. g. Fabric covered control surfaces (rudders, elevators, ai-
lerons, etc.), shall be either completely masked or re-
b. Mask all transparent plastic and glass surfaces such as moved from the aircraft prior to any paint removal
windows, canopies, and blisters; because they will be operations in the area of these components. Fabric can
crazed, frosted, or lose transparency if exposed to be damaged by chemical removers and air or water
chemical removers or if air or water-driven abrasive driven abrasive media.
media strikes them. For air or water-driven abrasive
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h. Sometimes, replacements for very detailed or highly therefore, each will be explained separately. If confined ar-
specialized decals are very difficult to obtain. Mask eas or non-metallic structural materials are involved in the
these types of decals using barrier material over the removal operation, specific procedures for these areas are
decal if directed to save them. presented in this chapter and shall be used.
i. Mask all other areas specified in and as directed by 2.5 CHEMICAL REMOVAL OF ORGANIC FINISH
system peculiar aircraft or equipment technical orders, SYSTEMS FROM METAL SUBSTRATES.
such as aircraft -23 corrosion technical orders.
Chemical removal procedures and their sequence of perfor-
NOTE mance are essentially the same for all types of organic finish
systems, all types of chemical removers, and either limited
For extensive chemical removal operations such or extensive removal operations. However, the type of chemi-
as entire aircraft exterior finish system, some re- cal remover used depends on the type of organic finish sys-
sidual stripping will be required. For this limited tem to be removed.
stripping, it may be more efficient and practical to
strip those areas of the finish system which will be 2.6 CHEMICAL REMOVERS.
covered by masking tape by the hand residual fin-
ish system removal procedures in this chapter prior The type of chemical remover used to remove an organic
to masking for the overall media removal opera- finish system varies according to the type of system to be
tion. This is authorized as long as extreme care is removed: alkyd base primer, lacquer or alkyd enamel top-
taken to prevent damage to areas which require coats over alkyd base primer, epoxy and polyurethane prim-
protection by masking, all remover and open fin- ers, epoxy and polyurethane topcoats over epoxy or polyure-
ish system residue is thoroughly removed from the thane primers, or polyurethane topcoat over polysulfide
stripped areas and areas around them, and surfaces primer. The approved types of chemical removers which shall
on which masking tape will be applied are solvent
wiped with a cotton rag wetted with TT-I-735 iso-
propyl alcohol followed by wiping dry with a
clean cotton rag before the alcohol evaporates.
TO 1-1-8
be used to remove each of these organic finish systems are their own particular situation and to select a preferred re-
identified below along with precautions to be used for each mover and one or two alternates, if possible, to promote
type: competition. These removers are heavy bodied or very vis-
cous liquids, usually yellow or brown in color, designed to
NOTE remove these finish systems by solvent action. These remov-
ers shall be applied full strength with no dilution in a smooth
All chemical removers have a shelf life of 6 even coat by either a brush or a non-atomizing type sprayer.
months from the date of manufacture unless oth- Removers authorized to remove epoxy and polyurethane fin-
erwise specified, if they are stored and maintained ish systems from USAF aircraft, missiles, and equipment
under the proper conditions. They should be or- metal surfaces are identified by PN and source of supply.
dered in quantities and by intervals which allow
all chemical removers on hand to be used prior to 2.6.1.1 Phenolic Type Removers, NSN 8010-01-023-0343
the shelf life expiration date. Chemical removers (55 GL DR), NSN 6850-01-512-6620 Cee-Bee™ R-256 (8
shall be stored in a protected area (out of direct oz), NSN 6850-01-555-9124 Crest Stripper 18 (8 oz).
sunlight) capable of maintaining a temperature of
40 °F to 100 °F to prevent them from freezing or 2.6.1.2 Non-Phenolic/Non-Cresylic Type Removers, NSN
being exposed to excessively high temperatures. 8010-01-261-6874 (55 GL DR), NSN 8010-00-348-7716 (5
Chemical removers rapidly deteriorate at tempera- GL), NSN 8010-01-167-9692 (1 GL).
tures exceeding 100 °F, and many of them become
corrosive. Exposure to freezing temperatures 2.6.2 Remover for Polysulfide Primer with a Polyure-
causes them to separate in such a way that the thane Topcoat. There are no USAF approved specification
components cannot be remixed to a homogeneous removers for this finish system, but proprietary removers of
solution. In either case, they become totally inef- two different types, phenolic and non-phenolic/non-cresylic,
fective. While not necessarily unsatisfactory after have been tested and approved by the Air Force Corrosion
six months of age, chemical removers do deterio- Prevention and Control Office for use on USAF aircraft,
rate and lose removal efficiency on aging beyond missile, and equipment metal surfaces. While they will re-
six months; and some start to become corrosive. A move military specification polyurethane topcoats, it is much
definite age control program shall be established more efficient to remove polyurethane topcoats with one of
for chemical removers by the using activity, and the removers listed for epoxy and polyurethane finish sys-
any material which is questionable due to im- tems first and then to remove the polysulfide primer with
proper storage and/or exceeding its shelf life shall one of the removers listed in this paragraph. This method is
be laboratory tested and updated in accordance highly recommended to avoid excessive use of materials,
with DoD 4140.27-M and DoD Shelf-Life Pro- man-hours, and flow time in removal of this finish system.
gram website (www.shelflife.hq.dla.mil) prior to These removers are heavy bodied or very viscous liquids
use. Particular attention shall be given to the cor- designed to remove polysulfide primer with a polyurethane
rosivity of chemical removers during testing. topcoat by solvent action; preferably after the polyurethane
topcoat has been removed with one of the removers listed
2.6.1 Remover for Epoxy and Polyurethane Primers for epoxy and polyurethane finish systems. These removers
and Epoxy and Polyurethane Top-Coats Over Epoxy or shall be applied full strength, with no dilution, in a smooth
Polyurethane Primers. There are no USAF approved speci- even coat by either a brush or a non-atomizing type sprayer.
fication removers for these finish systems, but proprietary The removers authorized to remove polysulfide primer with
removers of two different types, phenolic and non-phenolic/ a polyurethane topcoat from USAF aircraft, missiles, and
non-cresylic, have been tested and approved by the Air Force equipment metal surfaces are identified below by PN and
Corrosion Prevention and Control Office for use on USAF source of supply, NSN 8010-01-270-3637 (55 GL DR).
aircraft, missile or equipment metal surfaces. Each remover
is chemically unique and not necessarily interchangeable
2.6.3 Removers for Environmental Compliance. In ad-
with others for a particular task. Production variables affect- dition to removers listed in preceding paragraphs, removers
ing the choice of removers include the brand and age of the based on benzyl alcohol and alternate alkaline materials have
finish system, type of surface to which it is applied (metal been tested and approved for use on USAF aircraft, missile,
type, large/small area, horizontal/vertical surface), local cli- or equipment metal surfaces by the Air Force Corrosion Pre-
mate, capabilities of local industrial waste treatment facili- vention and Control Office. These products offer the advan-
ties, Environmental Protection Agency (EPA) and local en- tage of reduced hazardous waste generation and contain in-
vironmental restrictions on remover and paint residue gredients not currently listed as hazardous materials for
disposal, and local medical and bioenvironmental authority occupational health or environmental contamination. How-
concerns for worker contact with the more reactive type ever, skin and eye protection is still required. Consult the
products. Phenolic type removers are much more efficient local bioenvironmental engineer for minimum personal pro-
than the non-phenolic/non-cresylic type removers for re- tection requirements and the local environmental coordinator
moval of these finish systems, but they present waste dis- to establish proper handling and disposal procedures for the
posal problems and require treatment facilities capable of removers and the process waste. These products have flash
handling them. Each activity is authorized and encouraged to points ranging from 150 °F to over 200 °F so they are not
service test the listed removers to evaluate effectiveness for
Change 16 2-5
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classified as flammable materials, but as combustible mate- 2.7 GENERAL OVERALL CHEMICAL REMOVAL
rials. Their use should be coordinated with the local fire de- PROCEDURES.
partment. These products do not afford the same production
rates as the traditional methylene chloride and phenolic type Chemical removal of organic finish systems shall be per-
removers, and removal efficiency on each type of coating formed in accordance with the following sequential steps:
varies for each product. They are chemically unique and not
necessarily interchangeable for a particular task. The prod-
ucts are generally effective for topcoat removal but have dif-
fering degrees of effectiveness with primers. The following
removers are authorized to remove organic finishes from Chemical removers are toxic to skin, eyes, and
USAF aircraft, missiles and equipment metal surfaces: respiratory tract. Skin and eye protection required.
Contact Bioenvironmental Engineering for deter-
2.6.3.1 Removers for epoxy/polyurethane primer and mination of need for and selection of proper respi-
polyurethane topcoats NSN 6850-01-495-0236 (55 GL DR), ratory protection.
NSN 6850-01-495-0135 (5 GL), NSN 6850-01-495-0148 (1
GL), NSN 6850-01-523-0007 (8 oz). a. Ensure that all facility safety, health, and disposal re-
quirements and all personnel safety and health require-
2.6.3.2 Removers for polysulfide primers are the follow- ments in Paragraph 2.2, step a and step b, are met.
ing: NSN 6850-01-495-0150 (55 GL DR), NSN 6850-01-
495-0149 (5 GL), NSN 6850-01-495-0235 (1 GL), and NSN b. Determine the type of organic finish to be removed in
6850-01-679-6523 (one box containing twelve 8-oz cans). accordance with Paragraph 2.2, step c. Select and ob-
tain the proper chemical remover for the finish system
involved in accordance with Paragraph 2.6.1, Para-
graph 2.6.2, or Paragraph 2.6.3.
Not to be used on metallic magnesium or non- c. Ensure that the removal operation has been properly
metallic surfaces. Use of these materials will cause planned and that all personnel understand the opera-
degradation and destroy the integrity to the tion as required by Paragraph 2.2, step d.
structure.
d. Ensure that the aircraft, equipment or component has
2.6.3.3 Removers for Epoxy and Polyurethane Primers and been properly cleaned, dried, and masked in accor-
Epoxy and Polyurethane Top-Coats to include a sprayable dance with Paragraph 2.3 through Paragraph 2.3.2.1,
polysulfide sealant type coating within the coating stack up. step i.
Benzyl Alcohol/Hydrogen Peroxide (BA/HPA) removers,
performance of these depaint materials is slower than chemi- e. Ensure that the aircraft, equipment, or component has
cal depaint materials listed within Paragraph 2.6.1 when the a surface temperature defined in Paragraph 2.3, step b.
sprayable polysulfide sealant coating is included. NSN 6850-
01-84-9119 (300 GL TOTE), NSN 6850-01-584-9124 (50-
f. Mix the chemical remover well with a mechanical
GL-DR), NSN 6850-01-584-9128 (5-GL), NSN 6850-01-
mixer or a wooden paddle immediately before use as
584-9135 (1-GL).
chemical removers tend to separate on standing. Do
not mix by rolling a drum of chemical remover as this
2.6.4 Chemical Depaint Materials Authorized for Air will not mix the material adequately.
Force Use. Chemical depaint materials, while meeting the
Air Force Qualification Source Document criteria, can vary
g. Apply a light to medium thick, uniform coat of chemi-
from manufacturer to manufacturer. The Air Force Corrosion
cal remover to the area of the aircraft, equipment, or
Prevention and Control Office (AFCPCO) maintains a cur-
component from which the finish system is to be re-
rent list of manufacturers that have been tested and meet Air
moved with a long handled, non-metallic brush, speci-
Force requirements and first article requirements of chemical
fication MIL-B-23958, (type and style are optional) or
depaint materials. These materials are authorized for use on
a non-atomizing type sprayer wand fitted to a barrel
aerospace and non-aerospace structures (where authorized by
pump. Never use an atomized spray to apply chemical
the SPD). Contact the Air Force Corrosion Prevention and
removers. Do not apply thick coats of chemical re-
Control Office (AFCPCO), 325 Richard Ray Blvd., Bldg 165,
movers as this actually slows down the removal rate,
Robins AFB, GA 31098, DSN 468-3284, email
creates a more extensive waste disposal operation, and
afcorr@us.af.mil to obtain a current list of qualified depaint
wastes expensive chemical removers. Efficient removal
materials manufacturers.
2-6 Change 25
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TO 1-1-8
ply fresh chemical remover per Paragraph 2.7, step g, ing worked, flush the area thoroughly with hot water at
on spots where the finish system has not been removed a temperature of 100 °F to 120 °F and a pressure of
down to bare metal in the area being worked, and re- 150-250 PSI. Start at the lowest point and work up-
peat Paragraph 2.7, step h and Paragraph 2.7, step i. ward using care to keep the water off adjacent areas
from which the finish system will be removed.
NOTE
Only those aluminum wools and brushes specified • If hot water is not available, fresh tap water at
shall be used to agitate metallic surfaces during hydrant pressure may be used for the flush op-
finish system removal operations. Other types of eration. However, it should be well understood
metallic wools and brushes, such as steel, copper, that this will make the final cleaning/washing
brass, beryllium copper, etc., shall not be used as step much more difficult and require additional
they will either embed in or smear on the metallic man-hours and flow time to accomplish, be-
surface and cause severe galvanic corrosion prob- cause cold water tends to gel waxy compounds
lems. used in chemical removers and redeposit them
on the surface.
NOTE • With prior written aircraft Systems Program
If a polysulfide primer/polyurethane topcoat finish Director (SPD) approval, Medium Pressure Wa-
system is being removed and the first application ter (MPW) methods in Paragraph 2.12 (water
of chemical remover takes off the topcoat but not only-no baking soda) may be used instead of
the primer, the second and subsequent applications Paragraph 2.7, step i through step l, to enhance
shall be with one of the chemical removers speci- paint removal with environmentally compliant
fied in this manual for removing polysulfide removers in Paragraph 2.6.3 after their required
primer. dwell time is reached.
• When removing alkyd base primer having no
k. Repeat the removal sequence, Paragraph 2.7, step g topcoat, flush the area with water as soon as
through Paragraph 2.7, step j, in the area being worked possible after it has been loosened by the
as necessary to remove the finish system down to bare chemical remover and scraped from the surface
metal up to a maximum of three times. For the second as it tends to readily redeposit on the surface if
and all subsequent applications of chemical remover, the surface becomes dry thus requiring another
agitate the surface with CID A-A-58054, Type I, Grade application of chemical remover.
C nylon abrasive mat; CID A-A-1044, Type II, Class
1, Form A, aluminum wool; and/or CID A-A-3118,
m. After the area being worked has been thoroughly
Type I, Class A7 aluminum wire brushes to assist in
flushed with water, remove tape used for masking
the removal operation.
within the area by hand; or, as an alternate, remove it
with the hot water at the same time the area is being
NOTE flushed.
• CID A-A-58054, Type I, nylon abrasive mat is
available under NSN 5350-00-967-5092 for 10 n. Remove any residual finish system from very stubborn
sheets of Grade C (medium) material. spots and areas covered with tape during the general
removal operation using care to prevent chemical re-
• CID A-A-1044, Type II, Class 1, Form A, (PN moval materials from entering into and becoming en-
CID A-A-1044-B-1-A), aluminum wool is trapped in confined areas and/or causing damage to
available under NSN 5350-00-286-4851 for a structure, components or materials. Apply either the
one-pound roll or 5350-00-312-6129 for 25 same chemical removers used for the general removal
one-pound rolls. operation, or specification MIL-T-81772, Type I or II
thinner, and/or specification TT-E-751 ethyl acetate by
• CID A-A-3118, Type I, Class 7, (PN CID A-A- dabbing them on the spots with a small non-metallic
3118/A7) aluminum wire brushes are available bristle brush. Agitate the spots with the same materials
under NSN 7920-01-067-6192 for one brush. listed for agitation during the general removal opera-
tion and/or nonmetallic/plastic scrapers while the
l. As soon as the finish system has been removed down chemical remover or solvent is on the surface. Wipe
to bare metal or the final attempt at overall chemical the loosened finish system and chemical remover off
removal has been completed and the chemical remover the surface with a cotton rag; and if necessary, abrade
and finish system residue has been scraped from the the remaining finish system off the surface in accor-
surface with a rubber bladed squeegee in the area be- dance with the mechanical removal procedures in Para-
2-9
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graph 2.9 with materials in Table 2-1, Table 2-2, and use these materials on valves, flanges or other
Table 2-3. Wipe the area from which the finish system components where they may come in direct
was removed with a cotton rag wetted with fresh wa- contact with liquid oxygen or pure oxygen va-
ter, and then dry with a clean cotton rag. por.
2-10
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TO 1-1-8
e. Wipe the area clean with a clean cotton rag wetted 2.8A.2 Deleted.
with fresh tap water, and then wipe the area dry with a
clean cotton rag. 2.8A.3 Chemical Dip Tank Procedures. Chemical dip
tank removal of organic finish systems shall be performed in
2.8A CHEMICAL DIP TANK MATERIALS AND PRO- accordance with the following steps:
CEDURES.
a. Parts shall be cleaned in accordance with TO 1-1-691
Dip tank chemical removal procedures are used for the re- prior to removal operation to ensure removal effective-
moval of coatings from aircraft wheels, landing gear compo- ness. Parts shall be thoroughly dry before immersing
nents and other aircraft and support equipment parts small in chemical dip tank solutions.
enough to be submerged in a dip tank.
b. Prior to placing part in the dip tank, mask all openings
2.8A.1 MIL-PRF-83936, Heated Tank Type for Aircraft to its interior such as lightening and drain holes and all
Wheels, Landing Gear Components, and Other Aircraft dissimilar metals such as steel helicoil inserts in mag-
and Support Equipment. MIL-PRF-83936 are non-pheno- nesium and aluminum using procedures and materials
lic removers that can be used on steel, aluminum, and mag- in paragraphs 2.3 through paragraph 2.3.2.1.i.
nesium. There is a Qualified Products Database (QPD) for
this specification listing approved materials. These paint re- c. Immerse part in chemical dip tank. Ensure parts to be
movers require heated tanks with ventilation. The remover stripped are completely immersed. Do not allow them
shall be heated and used at the manufacturer’s recommended to extend into seal layer or to protrude above surface
operating temperatures. of solution.
2.8A.1.1 MIL-PRF-83936 removers have an inhibitor d. After soaking for a maximum of four hours, scrub parts
which prevents corrosion. The lack of inhibitors will have a with non-metallic bristle or fiber brushes. If required
rapid and most serious effect on magnesium parts. Removal to remove stubborn areas of paint, procedure can be
solutions that have inhibitor breakdown will not attack SAE- repeated up to a maximum of six times. For two tank/
AMS-M-3171 (MIL-M-3171) coatings on magnesium parts material remover, place in first tank for two hours, re-
but will corrode the exposed metal where the coating is dam- move and rinse and place in second tank for two hours.
aged. Evidence of inhibitor breakdown will be initially ob-
served as a white powder residue around any scratches or e. After removal from tank, pressure spray and rinse parts
pits on the surface of metal after removing the part from the thoroughly with water (warm water preferred).
solution. Inhibitor breakdown will be initially observed on
aluminum parts when they are removed from the solution f. Allow parts to dry. Parts may be wiped with towels,
and surfaces appear to be dull or stained. When either of rags, or forced-air dried to remove excess moisture.
these conditions is observed, one of the two following ac-
tions must be taken. The tank can be replenished with the g. Remove all masking materials applied prior to placing
appropriate amount of inhibitors, determined through chemi- part in dip tank.
cal laboratory analysis or replace the used chemical remover
with new MIL-PRF-83936 chemical remover.
Change 18 2-11
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2.9 MECHANICAL REMOVAL OF ORGANIC FINISH moval on steel and titanium alloy surfaces may
SYSTEMS. cause sparking. Perform these operations in a
well ventilated area, and take proper fire safety
precautions. If these methods are being used in
a large operation involving other types of met-
als, remove the finish system from the steel and
• Reference Table 3-1 for the minimum recom- titanium surfaces first; and then proceed to the
mended PPE for paint removal operations us- other areas.
ing hand held or motor driven abrasives (sand-
• AFI 91-203 should be reviewed to ensure all
ing and grinding). Reference Table 2-4 for the
safety, fire and environmental safety require-
minimum recommended PPE for abrasive blast-
ments are accomplished prior to performing
ing paint removal operations.
mechanical removal of organic finish systems.
• Abrasive blasting, motor-driven wire brush and
motor-driven abrasive disc operations create
airborne particles that are hazardous to the eyes,
skin, respiratory tract. Do not stand above, be-
low or directly next to other workers. Avoid • Low-carbon steel brushes shall not be used on
being “downwind” from others using mechani- aluminum, magnesium, copper, stainless steel,
cal sanders and grinders. Do not use com- or titanium alloy surfaces as steel particles will
pressed air to remove dust. embed in these surfaces and later rust or cause
galvanic corrosion of these surfaces. Copper,
• The dust created by either of these methods is brass, or beryllium copper brushes shall not be
hazardous to the respiratory tract, and noise used on aluminum, magnesium, steel, stainless
produced by abrasive blasting is hazardous to steel, or titanium alloy surfaces as they will
the hearing. Coveralls with full-length sleeves smear on these surfaces and cause galvanic
and gloves with gauntlets shall be worn by per- corrosion.
sonnel performing either of these removal
methods. Protective clothing should be removed • Mechanical methods shall be used only long
prior to leaving the work area. Personnel using enough to remove the finish system and not
motor-driven abrasives shall wear dust/particu- abrade the underlying metal surface. Speed of
late type respirators, goggles, and/or full face removal is not the most important factor. Re-
shields. Personnel performing dry abrasive moval without damage to the surface or creat-
blasting shall wear an abrasive blasting airline/ ing a condition which can lead to future corro-
hood respirator meeting the requirements of sion damage and providing a surface suitable
AFI 48-137 and hearing protection. Hoods or for finish system reapplication are the most im-
helmets should be cleaned prior to storage in portant factors.
dust-free environment. Contact the Base Bioen-
vironmental Engineer for specifics on required • Plastic media blasting (PMB) may be used on
protective equipment. composite materials in accordance with proce-
dures in Paragraph 2.11, providing its use has
• Dust generated from abrasive, metal, and finish been approved by the specific aircraft’s SPD.
system particles during dry abrasive blasting, In all cases, use PMB to remove only the top-
motor-driven wire brush, or motor-driven abra- coat from composite surfaces. The underlying
sive disc finish system removal operations cre- primer must be used as a “flag” to signal the
ates the potential for a dust explosion. Use only PMB operator that the topcoat has been re-
pneumatic type motor-driven equipment. Prop- moved. When the primer begins to show dur-
erly electrically ground all motor driven equip- ing the stripping operation as the topcoat is
ment, abrasive blasting equipment, work stands, slowly removed, the PMB blast should be di-
and work pieces when engaged in these opera- rected elsewhere on the surface being stripped.
tions. Avoid all sources of ignition where these This technique is essential to avoid damaging
operations are in progress, and provide adequate the composite material.
ventilation in the area.
2-12 Change 22
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TO 1-1-8
• When using mechanical methods, abrasive blast responsible ALC as directed in Paragraph 2.9. The area in-
media and pieces of broken brushes and discs volved in the operation shall be thoroughly cleaned to re-
can escape from the work area. These methods move all oil, grease, and hydraulic fluid per TO 1-1-691.
shall not be used in areas under conditions that Masking shall be accomplished per instruction in Paragraph
allow escaped particles to enter into and dam- 2.3, step c and the applicable system or equipment specific
age or contaminate any system, engine, or other manual prior to starting the operation. Precautions listed in
component. Barriers shall be erected around the the cautions and warnings in this manual, the applicable sys-
work area and masking of the surrounding area tem or equipment specific manual, and TO 1-1-691 shall be
and masking or plugging of all holes leading to strictly followed. Mechanical removal methods consist of
the interior of systems and equipment shall be hand abrasive or motor-driven abrasive removal of organic
accomplished to prevent damage and contami- coatings from various substrate materials and abrasive blast-
nation of systems and equipment by dust, abra- ing.
sive blast media, and pieces of broken brushes
and discs. The system specific aircraft corro- 2.10.1 Abrasive Blasting. Iron and Steel Alloys (Other
sion manual (-23) or the specific equipment than Stainless Steel) may be abrasive blasted with aluminum
manual shall be consulted for proper masking oxide grit, steel grit, or sand at a maximum air pressure of
requirements. 40 PSI for a pressure type machine to remove paint. This is
very effective on low-carbon steels and iron as it also re-
Mechanical removal methods include the use of hand-held moves rust/corrosion leaving a bright metal surface. Use TO
wire brushes, bonded abrasive papers or cloths, and abrasive 1-1-691 as control for this type of abrasive blasting, and
mats; motor-driven wire brushes, bonded abrasive paper or never use on steel less than 0.0625 inches thick.
cloth discs, and abrasive mat discs and flap brushes; and
abrasive blasting. Mechanical removal is recommended when 2.10.2 Hand or Motor-Driven Abrasive Removal. These
use of chemical removers is impractical due to structural methods for mechanical removal of a finish system are basi-
complexities and/or rinsing difficulties in an area being cally the same for all substrates. The primary difference is
worked and/or local environmental restrictions. While these the type of abrasives used, which vary depending on the
methods are very effective for finish system removal, they underlying surface. Table 2-1, Table 2-2, and Table 2-3 shall
can cause severe damage to structure and equipment in a be used to determine the abrasive material to be used for
very short time if improperly used. Consult with weapons topcoat or primer removal and the substrate metal it may be
system specific TOs prior to performing work in fracture used on.
critical/ no-work areas.
TO 1-1-8
2.10.3 Hand Held Abrasive Removal. dom orbital tool or pneumatic drill motor fitted with a Ro-
loc™ or hook and loop mounted surface conditioning disc, a
disc fabricated from an abrasive cloth sheet, a Roloc™
Bristle disc, or Radial Bristle disc. Select the abrasive for
use per Table 2-2 and Table 2-3. Use sanders and grinders
• Damage to clad/Alclad or anodize surfaces will attached to high efficiency vacuum systems for dust recov-
reduce the corrosion protection in those areas. ery. Use of a random orbital sander or a pneumatic drill
motor fitted with the surface conditioning disc is preferable.
• Motor-driven wire brushes and discs and abra- This method provides the fastest removal rate with the least
sive blasting shall not be used on flexible, possibility of damage to the metal substrate and the longest
braided copper wire, cables, hoses, and lines as abrasive life due to the non-loading characteristics of this
these methods can cause severe damage to these type of disc. Keep sander heads flush against the surfaces
components. being sanded and apply the least amount of pressure neces-
sary to effectively remove the finish system topcoat and not
• Magnesium particles, powder, or dust are ex- go through the primer and gouge or abrade the metal sub-
treme fire hazards. Motor-driven wire brushes strate. Abrade the primer from the surface with the same
and abrasive flap brushes and abrasive blast methods used for the topcoat, but with finer grade abrasives
media other than those listed in Table 2-1, Table per Table 2-2 and Table 2-3. Again, the motor-driven surface
2-2, and Table 2-3 shall not be used for finish conditioning disc is preferred, and only enough pressure to
system removal from magnesium alloy sur- remove the primer without gouging and abrading the metal
faces. Keep work area clean. Do not permit substrate shall be applied. Always use high efficiency vacuum
flammable materials or any source of ignition systems attached to the tools for dust recovery.
into the area.
2.10.5 Stainless Steel (CRES) and Nickel Based Al-
• Finish system removal using motor-driven abra-
loys. After completing mechanical removal using materials
sives can generate airborne particles that are
per Table 2-1, Table 2-2, and Table 2-3, polish the surface
hazardous to the skin, or respiratory tract. Work
with hand held aluminum oxide/nylon mesh abrasive mat
pieces and motorized equipment shall be prop-
(very fine) or either a random orbital tool or pneumatic drill
erly electrically grounded, and personnel shall
motor (12,000 RPM max) fitted with a (very fine) grade
wear dust/particulate respirators, goggles,
“Scotch-Brite” aluminum oxide/nylon mesh Roloc™ or hook
gloves, and full sleeved shirts when using mo-
and loop mounted surface conditioning disc.
tor-driven abrasives. Do not stand above, be-
low or directly next to other workers perform-
ing these operations. Avoid being “downwind” 2.10.5A Cold Spray Repairs. Low pressure cold spray
from others using mechanical sanders. Consult systems may be used in accordance with drawings
Bioenvironmental Engineering Services for re- 201995835 and 201995836 if approved by the cognizant en-
spiratory and ventilation requirements. gineering authority within the weapon System Program Of-
fice (SPO) or whomever they’ve delegated the engineering
authority to. This low pressure cold spray system can be
Abrade the finish system topcoat from the surface down to
used to remove corrosion from 2024-T3, 6061-T6, and
the primer with hand-held metallic wool, abrasive mat, abra-
7075-T6 aluminum alloys, as well as ZE41A magnesium al-
sive cloth, or wire brushes as specified in Table 2-1 and
loys, and subsequently build up material where corrosion
Table 2-3. If required, change the abrasive being used and
was present on aircraft parts that are not considered by the
abrade the primer from the substrate material, taking care
weapon system chief engineer to have an airworthiness im-
not to damage the metal substrate.
plication in the event of their failure. Repairs that have an
airworthiness implication are required by the weapon system
2.10.4 Motor Driven Abrasive Removal. program office to submit a package in accordance with Air-
worthiness Bulletin (AWB) 1015. Drawings 201995835 and
201995836 are general non-structural repair and use criteria
for the low pressure cold spray system; however, other tech-
nical details specific to parts repair are provided in the tech-
Do not mount an abrasive on a motor driven tool nical data package or technique sheet by the SPO. Once the
having an operational speed higher than the maxi- repair has been approved by the SPO, low pressure cold
mum RPM rating of the abrasive. This can result spray repairs shall be performed only by certified cold spray
in disintegration of the abrasive and can cause in- operators that have completed both the in class and hands on
jury to personnel. training requirements mandated by the Air Force Corrosion
Prevention and Control Office. For information on training,
Abrade the finish system topcoat from the surface down to or to be linked with the appropriate SPO’s cognizant engi-
the primer with motor driven wire brushes, or either a ran- neering authority, please email us at afcorr@us.af.mil.
Change 26 2-13
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2.10.6 Dust Removal. After the finish system has been compressed air unless absolutely necessary to remove dust
removed, use HEPA vacuums with appropriate attachments from very narrow cracks and crevices.
to vacuum dust from aircraft and facility floors. Do not use
Titanium Alloys
Abrasive Cloth
120 grit ANSI B74.18/GGG-C-520, Type II, Class 1 T T T TP T T T T
240 grit ANSI B74.18/GGG-C-520, Type II, Class 1 P P P P P P P P
Abrasive Paper
120 grit ANSI B74.18/CID A-A-1047 silicon carbide paper T T T TP T T T T
240 grit ANSI B74.18/CID A-A-1047 silicon carbide paper P P P P P P P P
Metallic Wool
CID A-A-1043, Type I, Class 1, low carbon steel wool TP
CID A-A-1043, Type I, Class 1, stainless steel wool TP TP
CID A-A-1044, Type I, Class 1, Form A, copper wool TP
CID A-A-1044, Type II, Class 1, Form A, aluminum wool T T T
Abrasive Mats
CID A-A-58054, Type I, Class 1, Grade A (very fine) aluminum TP
oxide/nylon mesh
CID A-A-58054, Type I, Class 1, Grade B (fine) aluminum oxide/ P P P P P P P
nylon mesh
CID A-A-58054, Type I, Class 1, Grade C (medium) aluminum T T T T T T T
oxide/nylon mesh
Wire Brushes
Aluminum wire brushes (1) TP
Brass wire brushes (2) TP
Copper wire brushes (2) TP
Low carbon steel wire brushes (2) TP
Stainless steel wire brushes (1) TP TP TP
2-14 Change 26
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TO 1-1-8
(1) Stainless steel or aluminum wire brushes shall be used on non-clad and unanodized aluminum alloys only when the
structure is 0.0625 inch thick or greater.
(2) Never use brass, copper, or low carbon steel brushes on any aluminum or magnesium alloys.
TO 1-1-8
Titanium Alloys
Roloc™ or hook and loop mounted surface conditioning discs
Very fine grade “Scotch-Brite” aluminum oxide/ TP
nylon mesh
Fine grade “Scotch-Brite” aluminum oxide/nylon P P P P P P P P
mesh
Medium grade “Scotch-Brite” aluminum oxide/ny- T T T TP T T T T
lon mesh
Roloc™ Bristle discs and Radial Bristle discs Grade TP TP TP TP TP T TP T
120
Abrasive Flap Brush/Wheels
Aluminum oxide coated nylon mesh T TP TP T T TP
Abrasive Disks
120 grit ANSI B74.18/GGG-C-520, Type II, Class 1 T T T TP T T T T
240 grit ANSI B74.18/GGG-C-520, Type II, Class 1 P P P P P P P P
Wire Brushes
Aluminum wire brushes (1) TP
Brass wire brushes (2) TP
Copper wire brushes (2) TP
Low carbon steel wire brushes (2) TP
Stainless steel wire brushes (1) TP TP TP
2-15
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TO 1-1-8
2-16
Table 2-4. Recommended Controls and PPE for Abrasive Blasting Operationsa
a
Local Bioenvironmental Engineer may recommend more or less restrictive controls.
b
Hearing protection may be required in locations where hazardous noise is produced.
c
A Powered Air-Purifying Respirator (PAPR) with hood is the best choice.
d
Not required if a full-facepiece or hooded respirator is worn.
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2.11 PMB REMOVAL METHOD. and increased crack growth rates in aircraft skin
materials and ground equipment enclosures.
2-18 Change 18
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requirements of MIL-P-85891. These materials are autho- 2.11.5.2 The blast nozzle tip to work surface standoff dis-
rized for use on aerospace and non-aerospace structures tance shall be within the range of 12 to 24 inches.
(where authorized by the SPD). Contact the Air Force Cor-
rosion Prevention and Control Office (AFCPCO), 325 Rich- 2.11.5.3 The angle of incidence between the blast nozzle
ard Ray Blvd, Bldg 165, Robins AFB, GA 31098, DSN 468- and the work surface shall be within the range of 40 to 60
3284, email afcorr@us.af.mil to obtain a current list of degrees.
qualified PMB manufacturers.
2.11.4 Usage Restrictions. PMB shall not be used on 2.11.5.6 As the angle of incidence decreases towards 0°
metal structures having a thickness less than 0.016 inch for (increases towards 90°), the pressure should increase (de-
3.0 MOH and 3.5 MOH hardness media (Type I and V) and crease) to maintain a constant removal rate.
0.032 inch for 3.5 MOH hardness media. See Paragraph
2.11.1 for portions pertaining to SE and vehicles. 2.11.6 Operation Safety Requirements. Refer to the op-
eration safety requirements for the proper type of equipment
NOTE as follows.
When blasting close to masking on the work sur- 2.11.6.1 Walk-In Blast Booth. Proceed as follows.
face, the nozzle shall be held as close as possible
to 90 degrees with the work surface to prevent a. Keep all sources of ignition a minimum of 50 feet
undercutting of the masking materials. away from the area when PMB is in progress.
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b. All blasting equipment, work stands, and the aircraft, b. All blasting equipment, work stands, and the equip-
equipment, or components being blasted shall be prop- ment or components being blasted shall be properly
erly electrically grounded per TO 00-25-172 and the electrically grounded per TO 00-25-172 and the appli-
applicable aircraft or equipment manual during the en- cable equipment manual during the entire PMB opera-
tire PMB operation. tion.
c. All power shall be removed from the aircraft or equip- c. Titanium and steel alloy surfaces will spark when sub-
ment while PMB is in progress. jected to PMB. When a PMB operation involves a
combination of these and other metals, the titanium
d. Titanium and steel alloy surfaces will spark when sub- and steel alloy surfaces shall be blasted first and then
jected to PMB. When a PMB operation involves a and then the other metal surfaces.
combination of these and other metals, the titanium
and steel alloy surfaces shall be blasted first and then d. The facility where the PMB cabinet is located and the
the other metal surfaces. PMB cabinet shall have adequate air flow and ventila-
tion to prevent buildup of an explosive dust mixture.
e. The facility used for PMB shall have adequate air flow The Base Bioenvironmental Engineer shall be con-
and ventilation to prevent build up of an explosive dust sulted for proper ventilation requirements.
mixture. The Base Bioenvironmental Engineer shall be
consulted for proper ventilation requirements. e. The Base Bioenvironmental and Safety Office shall be
consulted for specific PPE requirements. PPE require-
f. Personnel involved in PMB operation other than blast- ments may vary based on media type. Protective cloth-
ing cabinets shall wear the required personal protective ing worn during PMB shall remain in the work area
equipment required by the Base Safety Office and and shall not be taken home for cleaning.
Bioenvironmental. Hood shall be put on prior to enter-
ing the blasting area and shall not be removed until 2.11.7 Personnel Qualifications. PMB shall be per-
after exiting the blasting area. Hoods shall be stored in formed only be personnel thoroughly trained in the operation
a clean dust free area and shall be cleaned to remove of PMB equipment and thoroughly indoctrinated in PMB
all dust accumulation on them prior to storage after requirements and techniques specified in this technical order
use. All personnel entering the blasting area while and any other system peculiar aircraft or equipment techni-
PMB is in progress, even though not involved in the cal order applicable to the job to be performed.
operation, shall comply with these personnel protec-
tion requirements. The Base Bioenvironmental Engi- 2.11.8 Pre-blast Preparation. Proceed as follows.
neer and Base Fire Department will define the PMB
blasting area when the PMB equipment is located a. Prior to masking for PMB, thoroughly clean the air-
within a larger facility and is not segregated from other craft, equipment, or component per TO 1-1-691 to re-
areas. Protective clothing worn during PMB shall re- move all grease, oil, hydraulic fluid, and dirt from sur-
main in the work area and shall not be taken home for faces to be blasted. Every effort shall be made to stop
cleaning. all fluid leaks noted at this time. Surfaces shall be al-
lowed to fully dry prior to masking and input of the
g. Blast nozzle operators shall never direct a nozzle at item into the blasting facility. Water and other fluids
other personnel. If more than one blast nozzle operator contaminate blasting media and may damage separa-
is involved in an operation at the same time, they shall tion equipment.
be located on opposite sides and/or ends of the aircraft
or equipment being blasted to ensure safe separation of b. Prior to starting PMB, properly mask the aircraft,
personnel. equipment, or component to prevent blast media and
dust from penetrating into interior areas and causing
h. Dust and media residue generated during PMB opera- contamination or damage to equipment, systems, or
tions create very slippery conditions. Walking on top structure susceptible to damage by media impingement.
of aircraft or equipment during PMB operations shall Masking shall be accomplished in accordance with in-
be avoided if at all possible and shall be done with struction in Paragraph 2.3 step d of this technical order
extreme caution by personnel wearing fall protection and the applicable system specific aircraft or equip-
devices if it is absolutely required by the operation. All ment technical order for the item being blasted such as
work stands shall be equipped with guard rails to pre- the aircraft system specific -23 manual.
vent falls.
2.11.9 Postblast Cleaning. When the finish system has
2.11.6.2 PMB Blasting Cabinets. Proceed as follows. been completely removed by PMB, thoroughly vacuum all
surfaces of the aircraft, equipment, or component with a
a. Keep all sources of ignition a minimum of 50 feet
away from the area when PMB is in progress.
2-20 Change 16
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NOTE
PMB media has an anti-static additive that tends
to contaminate the blasted surface and inhibit paint
adhesion. Solvent wiping is required in addition to
washing to completely remove this residue.
TO 1-1-8
specification or project directive requirements shall be pre- Sartorius U3600, 0 - 3600g, 0.1g
pared by the maintenance organization or contractor for each Ohaus GT2100, 0 - 2100g, 0.01g
separate PMB finish system removal operation.
Analytical balance, 100 grams capacity, 0.001 gram
sensitivity such as:
2.11.11 Disposal of Plastic Media Used in Paint Re-
moval Operations. Disposal of used media must be coordi- Ohaus E120G, 0 - 120g/0.001g,
nated with the proper local base agency due to the contami- Sartorius H120, 0 - 120g/0.001g
nation of the media. The resulting contamination from most Metler AB-160, 0 - 160g/0.0001g
paint removal operations makes the plastic media a hazard- Metler PM200, 0 - 210g/0.001g
ous waste that must be disposed of properly. Metler AT200, 0 - 205g/0.0001g
Special dual range balances offering bulk weighing and
2.11.12 Contamination Testing of Plastic Media. Plas- precision weighing in a single instrument may be
tic media shall be tested for contaminates as specified in the substituted for the above instruments, but usually
following paragraphs. The media used in PMB equipment they have limited capacity and significantly higher
for paint removal of aircraft and aircraft components shall be prices. Two are:
sampled and tested every 80 hours of equipment operation
Metler PM480 DeltaRange, 80g/0.001g, 410g/
time or after each aircraft or large piece of aerospace equip-
0.01g
ment is blasted (whichever is longer). Plastic media that is
being used to blast steel/ferrous items for paint removal or Metler AT460 DeltaRange, 62g/0.0001g, 405g/
other coatings removal shall not be used on aluminum air- 0.001g
craft surfaces or components. Media found to have a high- 500-600 ml tall form Pyrex beaker
density particle contamination level greater than that speci- 250 ml Pyrex beaker
fied in Paragraph 2.11.12.1 shall be purged from the system 500-ml graduated glass cylinder
and replaced with new media. Testing at the ALCs shall be Two jug-type glass storage bottles, gal, with screw caps
accomplished in the physical sciences laboratory (XX-ALC/
Hydrometer, 1.60 - 1.80 specific gravity
MAD). Testing at contractor and field level activities shall
be accomplished locally in a designated area adequately Pyrex watch glass, 75 - 90mm dia.
equipped to run the test for contamination. Organizations Nalgene polyethylene wash bottles, 250 ml
using PMB coatings removal processes in small walk-in or Bar magnet
cabinet-type booths are given an option to either test media Spatula, stainless steel
as specified in the paragraphs that follow, or forego PMB Glass stirring rods, 10 inch
testing and purge the used media and replace it with new Neoprene gloves, size as required such as: Playtex neo-
media at intervals not to exceed 80 hours of equipment op- prene.
eration when used on aircraft components. This option is not
applicable to large-scale PMB coatings removal operations NOTE
where entire aircraft or large subassemblies, such as wings
or horizontal/vertical stabilizers, are completely stripped. Laboratory equipment may be purchased from na-
tional laboratory supply firms such as Fisher Scien-
2.11.12.1 Equipment and Materials Recommended. tific, VWR Scientific, Curtin Matheson Scientific,
or from local laboratory supply firms found in
One 500 milliliter separatory funnel most large cities.
Rod stand, for separatory funnel
Holding rings, for funnels
2.11.12.2 Sampling Procedure. Collect approximately
Perfluorohexane, (SG 1.68), 3M Company PN PF- two liters of used media, preferably from the blast pot or
5060TM or equivalent hose.
ASTM D1836 N-Hexane (Adhesive Thinner), NSN
8040-00-853-8913 for a 1- gallon can (SG 0.66) 2.11.12.2.1 Used Media. The best representative sample
One glass funnel, 3-inch nominal diameter is obtained by collecting media directly from the blast nozzle;
One glass powder (large stem) funnel, 4-inch nominal but if this is not feasible, collect the sample from media
diameter hoppers located after separation equipment in recovery/rec-
Whatman number 42 (or equal) filter paper, 12.5 cm, to lamation system.
fit above funnel
Scales, 1000 grams capacity, 0.1 gram sensitivity such 2.11.12.3 Contamination Test Procedure. Proceed as
as: follows:
Ohaus E4000, 0 - 4000g, 0.1g
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a. Ensure all glassware is clean and dry. separatory funnel (on top of stopcock) into filter fun-
nel. Tapping the side of the separatory funnel may help
to remove the high-density particles. Do not allow fluid
level to get too low, because it might allow some float-
ing media to be deposited with the high-density con-
Keep solvents away from heat and open flame. taminants. Additional fluid may be added to separatory
Keep containers closed. Use only with adequate funnel taking care not to agitate mixture. If agitation
ventilation. Avoid prolonged or repeated contact occurs, allow 10 minutes for suspended dust particles
with skin and swallowing. to float/settle prior to continuation. To separate all of
the high-density particles, the process has to be re-
b. Prepare a mixture of 95 percent by volume Perfluoro- peated until no particles will separate out of the plastic
hexane (SG 1.68), 3M Company PN PF-5060TM, and media. One attempt will not extract them all.
5 percent by volume ASTM D1836 N-Hexane (SG
0.66). To make mixing easier, pour the N-Hexane into f. Place the filter and filtrate in a vented, dust free loca-
the container first, and then add the PF-5060TM fluid. tion (preferably, a laboratory hood) to dry for one hour.
Using a hydrometer, measure the specific gravity (SG) Weigh the filter paper and filtrate to 0.001 gm preci-
of the mixture to ensure it is within the range of 1.60 sion. Allow the filter paper to dry an additional 30
to 1.66. If the SG is below 1.60 add a small amount of minutes and reweigh. If there is a change greater than
PF-5060TM until the SG is within range; if the SG is 0.001 gm, continue to dry the sample, checking the
above 1.66, add very small amounts of N-Hexane until weight every 30 minutes until the weight between in-
the SG is within range. This fluid mixture is to be used tervals does not change. Obtain the tare weight of a
in testing for high density particle contamination of watch glass, or on an electronic balance so equipped,
used media. The SG of this fluid mixture is high and reset the balance to 0 with the watch glass on the
enough to float the light plastic media particles while pan. Carefully remove the filtrate from the filter paper
allowing high density particles to separate and settle onto the watch glass by tapping. Unfold the filter paper
out. A quantity of this test fluid mix may be prepared and remove the remaining particles with a hard instru-
in advance and stored until needed in small necked, ment, such as a metal spatula, until no visible sign of
tightly capped bottles marked with the value of the SG particles remain. Do not use a brush. Fine particles or
of the fluid they contain. dust may have impregnated the filter paper. This resi-
due is not a major concern and may be disregarded
c. Add approximately 300-350 ml (bulk dry volume) of because fine particles (less than 80 mesh, US Standard
sample media to 500 ml beaker. Weigh beaker and me- Sieve) are not damaging to aircraft materials or struc-
dia to the nearest tenth gram (0.1 gm) and record ture. Depending upon the balance used, weigh or cal-
(Weight #1) gross weight. Pour media into 500 ml culate the weight of the dense particles to 0.001 gm
separatory funnel (stopcock closed) and ensure there is precision and record as Weight #3. (Gross weight mi-
no spillage. Obtain tare weight of 500 ml beaker and nus weight of watch glass). After weighing use a mag-
record (Weight #2) to the nearest tenth gram (0.1 gm). net to determine if any steel/ferrous material is in the
dense particles. This information may help in deter-
mining the source of the contamination and facilitate
d. Add the fluid to separatory funnel leaving some air
process troubleshooting. However, the 0.02 percent
space in the funnel for ease of agitation. Swirl the mix-
dense particle contamination level in Paragraph
ture. A swirling motion is better than shaking to reduce
2.11.12.3, step i, is the basis for acceptance or rejec-
entrainment of air and suspension of particles due to
tion of the media regardless of the contamination com-
energy of motion of the moving fluid. Media samples
position.
may contain some dust-sized particles, which may be
suspended in the fluid after agitation and adhere to the
sides. Tapping the side of the funnel should dislodge g. Filter the used test fluid mixture through a funnel with
any particles adhering to the sides. Place the separa- clean filter paper, and retain for reuse. Store in a sepa-
tory funnel on the rod stand using the holding ring. rate, small-neck, tightly closed and properly labeled
Allow 10 minutes for the suspended dust to settle or container. Recheck specific gravity with a hydrometer
rise. Higher density particles will accumulate in the to assure it is in the proper range prior to reuse.
bottom of the separatory funnel on top of the stopcock.
h. Calculations: Gross weight of media and 500 ml bea-
e. Fold the filter paper in a standard filter fold and place ker (Weight #1) minus tare weight of 500 ml beaker
it in a funnel. Position the funnel in a holding ring on (Weight #2) equals net weight of media, and weight #3
the rod stand beneath the separatory funnel and place a is the dense particle weight. The dense particle weight
beaker beneath this funnel to catch the test fluid. Use divided by the media weight equals the weight fraction
short duration opening of stopcock in order to drain of dense particles in the sample. Multiply the weight
higher density particles settled out in the bottom of fraction by 100 to find the weight percent of dense
2-22
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Change 21 2-23
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2.12.3 Post-Paint Removal Cleaning. Proceed as fol- weather suit, water-resistant hoods, chemical-resistant
lows: boots, and shin and instep guard assemblies. The shin
and instep guard assembly shall be puncture resistant
a. When the finish system has been completely removed aluminum with a 5 inch wide by 6 inch long instep
by the MPW method, all surfaces of the aircraft, equip- section attached by a hinge assembly to a shin section
ment or component shall be rinsed with hot water (not of at least 20 inches in length. Ellwood Safety Appli-
to exceed 140 °F) to remove all media residue. ance Co. Model No. 3235P is one product that meets
these requirements. All personnel entering the removal
b. Remove masking and sealing materials and, if neces- area while MPW stripping is in progress, even though
sary, hand clean protected areas. Allow entire area to not involved in the operation, shall also comply with
thoroughly dry. Open and flush all covers and/or crev- these personnel protection requirements. The local base
ices to eliminate media residue. The aircraft, equip- Bioenvironmental Engineer shall define the MPW paint
ment, or component shall be thoroughly washed in ac- removal area when the MPW equipment is located
cordance with TO 1-1-691. within a larger facility and is not segregated from other
areas. Protective clothing worn during water stripping
2.12.4 Operational Safety Requirements. The follow- shall remain in the work area and shall not be taken
ing is required for safety. home for cleaning.
a. All sources of ignition shall be kept a minimum of 50 f. MPW nozzle operators shall never direct a nozzle at
feet away from the area when MPW paint removal is other personnel. If more than one MPW nozzle opera-
in progress. tor is involved in an operation at the same time, they
shall be located on opposite sides and/or ends of the
b. All MPW equipment, work stands, and the aircraft, aircraft or equipment being stripped to ensure safe
equipment, or components being stripped shall be elec- separation of personnel.
trically grounded per TO 00-25-172 and the applicable
aircraft or equipment manual during the entire paint g. Water and media residue generated during paint re-
removal operation. moval operations can create a slippery condition. Walk-
ing on top of aircraft or equipment during paint re-
c. All power shall be removed from the aircraft or equip- moval operations shall be avoided, if at all possible,
ment while MPW paint removal is in progress. and shall be done with extreme caution by personnel
wearing fall protection devices. All work stands shall
be equipped with guardrails to prevent falls.
d. The facility used for MPW paint removal shall have
adequate air flow/ventilation. The Base Bioenviron-
mental Engineer shall be consulted for proper ventila- 2.12.5 Personnel Qualification. Several methods of
tion requirements. training may be used for initial and follow on MPW training.
2-24 Change 21
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2.12.5.1 Equipment Manufacturer’s Training. This any non-metallics identified in this section, un-
training may consist of on-site training or video training. less approved within weapon system specific
Regardless of the method, it is essential the individual re- technical orders.
ceives and understands the training given through a practi-
cal, locally developed certification method. • Sharp-edged and sharp-cornered tools shall not
be used as scrapers for removal of the finish
2.12.5.2 Air Force Supplied Local Training. A unit level system from fabric covered surfaces, as they
training program can be developed to include general in- can easily puncture or tear the fabric. Scrapers
structional information on operation and safety. This should shall not be pushed across the surface, but shall
be followed by hands on practical training in performing be held with the blade angled away from the
MPW using all appropriate safety equipment. This would be body and pulled across the surface toward the
the minimum requirements for operator certification. body to prevent gouging of the fabric.
2.13 REMOVAL OF THERMOPLASTIC POWDER 2.14.1.1 PMB per Paragraph 2.11.5 may be used for paint
COATING. removal on Fiber Glass, Arranged Fiber (“Kevlar”)/Epoxy,
and Graphite or Boron Fiber/Epoxy Composite Surfaces; but
2.13.1 Removal Procedures. Thermal spray coating res- if unavailable or unauthorized, use the mechanical methods
ins are difficult to remove by medium pressure abrasive grit in Paragraph 2.14.2, step a, step b, and step c, below. If
blasting; but grit blasting, scrapers, and other manual tools repairs require the total removal of the topcoat and primer,
may be used to remove coating that have deteriorated or are refer to TO 1-1-690 for additional procedures and precau-
substantially cross-linked. Intentionally inducing cross-link- tions.
ing by overheating the powder coating during application or
degrading by excessive heating after coating application re- 2.14.2 Mechanical Paint Removal on Fiber Glass, Ar-
sults in easier removal. Conventional abrasive blasting at 60 ranged Fiber (“Kevlar”)/Epoxy, and Graphite or Boron
PSI will remove these coatings. For areas requiring nonde- Fiber/Epoxy Composite Surfaces.
structive inspections on bare metal, brush a release agent
(NSN 9150-00-349-9290) on the specific NDI site after each
inspection prior to coating or re-coating. When removal is
required, carefully score the site and peel the coating off.
Reapply the release agent after the inspection cleanup before Do not mount an abrasive on a motor driven tool
re-coating. Small areas may also be reheated with a hot air having an operational speed higher than the maxi-
gun or small propane torch to soften the thermoplastic and mum RPM rating of the abrasive. This can result
then manually scrape the area requiring removal while the in disintegration of the abrasive and can cause in-
coating is still soft. For coatings that are still serviceable jury to personnel.
with a low degree of cross-linking, or if induced cross-link-
ing is not feasible, MPW blasting per Paragraph 2.12 is an NOTE
effective method for removal. MPW blasting augmented with
sodium bicarbonate is more effective in removing the pow- The following procedures are not applicable to ra-
der coatings. domes. Finish system removal from radomes shall
be accomplished per instructions in TO 1-1-24.
2.14 PAINT REMOVAL ON NON-METALLICS.
a. Abrade the finish system topcoat from the surface
2.14.1 Removal Requirements. Non-metallics are de- down to the primer with hand held abrasives per Table
fined as Fabric Covered Surfaces, Fiber Glass, Arranged Fi- 2-1 and Table 2-3, or either a random orbital tool or
ber (“Kevlar”)/Epoxy, and Graphite or Boron Fiber/Epoxy pneumatic drill motor (12,000 RPM max) fitted with a
Composite Surfaces. Non-metallics are susceptible to severe Roloc™ or hook and loop mounted surface condition-
damage by any of the paint removal processes if improperly ing disc or a cloth abrasive disc per Table 2-2 and
used. Therefore, these limited and specific procedures for Table 2-3. Use sanders attached to high efficiency
removal of organic coatings shall be used only when the vacuum systems for dust recovery. Use of a random
responsible Air Logistics Center (ALC), Aircraft System orbital tool or a pneumatic drill motor fitted with the
Program Director (SPD) or Equipment or Component Item Scotch-Brite medium grade, aluminum oxide, surface
Manager, with the full knowledge of the ALC Corrosion conditioning disc (3M Co.) is preferable. This method
Program Manager, approves the procedure to be used. provides the fastest removal rate with the least possi-
bility of damage to the composite substrate and the
longest abrasive life due to the non-loading character-
istics of this type of disc. Keep sander heads flush
against the surfaces being sanded and apply the least
• Chemical removers used for finish system re-
moval from metal surfaces shall not be used on
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amount of pressure necessary to effectively remove the posed composite materials should be accomplished at
finish system topcoat and not go through the primer the earliest opportunity as composite materials degrade
and gouge or abrade the composite substrate. when exposed to ultra violet (UV) light.
b. Abrade the primer from the surface using the same c. After all topcoat has been removed, use HEPA vacu-
methods as used for the topcoat but with finer grade ums with appropriate attachments to vacuum dust from
abrasives per Table 2-1 and Table 2-3 using the same aircraft and facility floors. Do not use compressed air
methods as specified for the topcoat in paragraph unless absolutely necessary to remove dust from very
above. Extreme caution is to be used to avoid any narrow cracks and crevices. Refer to AFI 91-203 for
damage to the composite materials. Re-coating of ex- additional safety and health program guidance.
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CHAPTER 3
SURFACE PREPARATION AND CHEMICAL PREPAINT SURFACE
TREATMENT
3.1 SURFACE PREPARATION FOR PAINTING AND • Provide adequate ventilation when using sol-
CHEMICAL PREPAINT SURFACE TREATMENT. vents. Avoid prolonged breathing of vapors and
avoid skin contact. Use appropriate protective
The life of an organic coating system, its effectiveness, and gloves and eye protection. Contact Bioenviron-
the appearance of organic finishes depend more on the con- mental Engineering to determine need for re-
dition of surfaces receiving them than any other factor. Most spiratory protection.
surfaces can be expected to present adverse painting condi-
tions due to either the inherent nature of the material, the Surface preparation for painting is the most important re-
environment in the presence of foreign materials, contamina- quirement for ensuring proper adherence and performance of
tion, or corrosion. Presence of any of these factors will re- a paint system. For the purposes this manual, there are two
quire treatment or removal action to make possible the proper types of surfaces requiring preparation for painting; bare un-
application of organic coatings. The life and effectiveness of painted surfaces (metal or composite material) and surfaces
organic coatings are an integral part of corrosion prevention with organic coatings currently applied. In either case, an
and control for aerospace equipment. These procedures are exceptionally clean surface is necessary whether painting
for preparation of interior or exterior surfaces that have ex- over an existing paint system, painting newly fabricated air-
isting coating systems to be re-coated or repaired. These pro- craft or components, or after complete removal of an exist-
cedures are also for surface preparation after complete de- ing paint system or to overcoat an existing paint system must
painting prior to the complete repainting of an aircraft. All be thoroughly prepared before the reapplication of new or-
Technical Order requirements and procedures for prepaint ganic coatings.
preparation of metal surfaces other than aluminum and mag-
nesium, which may be used on aircraft exterior surfaces, shall 3.1.2 Surface Preparation for Repair or Over Coating
be complied with in addition to requirements of this manual. of Damaged Organic Coating. Closely inspect candidate
areas for the extent of damage and maintenance painting re-
3.1.1 Surface Preparation for Painting. quired. If inspection reveals major paint failure or damage,
such as chipped or peeled paint from the center of a skin
panel, the involved skin section should be prepared and
maintenance painted from seam to seam. If only minor dam-
age is found, i.e., paint chipped or missing from screw/rivet
• Refer to Table 3-1 for minimum personal pro- heads and on outer edges of skin panel(s), the specific area
tective equipment required for all paint prepa- may be prepared and maintenance painted. Prepare damaged
ration operations. area(s) as follows:
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3.1.2.1 Thoroughly clean the area to be prepared per TO each aircraft or large part has been sanded. Do not
1-1-691 or using solvent wipe procedures per Paragraph use vacuums when the hoses have holes or tears.
3.1.4. Use the minimum length of hose attached to
vacuum units to ensure the highest airflow rates
through the vacuum. Use the vacuum at the manu-
facture’s recalls compressed air pressure.
• Sanding of finish systems using motor driven 3.1.2.3 Scuff sand the surface of other area(s) adjacent to
abrasives can generate airborne particles and the damaged coatings that are to be coated using abrasive
toxic dust that can injure personnel and create a paper no coarser than 120 grit, 3M Corp. medium grade
possible dust explosion from paint and abrasive aluminum oxide surface conditioning disc, or CID A-A-
material dust. Work pieces and motorized 58054, Type I, Class 1, Grade C abrasive mat. Use of a
equipment shall be properly electrically random orbital sander or a pneumatic drill motor fitted with
grounded. When using motor driven abrasives the surface conditioning disc is preferred.
the minimum required personnel protective
equipment shall be dust/particulate respirator, 3.1.2.4 After the finish system has been sanded, use HEPA
goggles/face shield, disposable nitrile rubber vacuums with appropriate attachments to vacuum dust from
gloves, and cloth coveralls with paint sock or aircraft and facility floors. Do not use compressed air unless
hooded Tyvek™ coveralls and non-slip rubber- absolutely necessary to remove dust from very narrow cracks
ized foot coverings. Do not stand above, below, and crevices. Refer to AFI 91-203 for additional safety and
or directly next to other workers. Avoid being health program guidance.
“downwind” from others using mechanical
sanders. Consult Bioenvironmental Engineering 3.1.3 Scuff Sanding for Overspraying Existing Coating
Services for respiratory and ventilation require- Systems on Aircraft. It is always better to start a paint
ments. system from bare metal, however, when authorized in Chap-
ter 8, it is feasible to overspray existing paint systems.
• Do not mount an abrasive on a motor driven
tool having an operational speed higher than NOTE
the maximum RPM rating of the abrasive. This
can result in disintegration of the abrasive and Adhesion failure between coatings will require
can cause injury to personnel. complete removal of the non-adhering coating.
When intercoat adhesion failure occurs over large
• AFI 91-203 should be reviewed to ensure all areas, overcoating shall not be accomplished and
safety, fire and environmental safety require- complete strip/repaint is required.
ments are accomplished prior to performing
surface preparation and chemical prepaint sur- 3.1.3.1 Aircraft exterior painted surfaces shall initially be
face treatments. cleaned in accordance with TO 1-1-691 and thoroughly in-
spected to determine the soundness of the paint film. Areas
3.1.2.2 Feather the edges of damaged coating adjacent to of severely deteriorated paint, as indicated by loose or peel-
the peeled section. Use 120 grit or finer abrasive paper or ing paint; contamination from hydraulic oil, engine oil, fuel,
nylon abrasive matting material Specification CID A-A- or other fluids; or where bare metal is showing, shall be
58054 medium grade or finer for sanding. When using the stripped per Chapter 2 of this manual.
coarser grit sizes down to 120, use care not to score the
metal surfaces. Sanding to feather out the damaged coatings 3.1.3.2 Mask all areas which may be damaged by entry of
may be done by hand or with the use of either a random fluids or paint dust generated during the cleaning and scuff
orbital tool or pneumatic drill motor (12,000 RPM max) fit- sanding operations per Chapter 2 of this manual.
ted with a Roloc™ or hook and loop mounted surface con-
ditioning disc, or a disc fabricated from an abrasive cloth 3.1.3.3 Prepare the surface for overcoating by scuff sand-
sheet. Use sanders and grinders attached to high efficiency ing as follows:
vacuum systems for dust recovery. Keep sander heads ap-
proximately flush against the surfaces being sanded and ap-
ply the least amount of pressure necessary to accomplish
feathering of the paint.
NOTE
It is essential that a formal maintenance/repair
schedule be instituted for the high efficiency
vacuum units. Replace bags in vacuum units after
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3-4 Change 10
Table 3-1. Recommended Controls and PPE for Surface Preparation Operationsa
a
Local Bioenvironmental Engineer may recommend more or less restrictive controls or PPE based on exposure monitoring.
b
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Hearing protection may be required in locations where hazardous noise is produced from other sources.
c
When noise levels exceed 85dBA.
d
Not required if a full-facepiece or hooded respirator is worn.
e
A powered air-purifying respirator (PAPR) with hood is the best choice for scuff sanding.
f
When chemical exposure levels exceed occupational exposure limits.
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3.1.4.1 Solvent-Wipe, Aircraft Prepaint for Environ- 3.1.5 Surface Preparation for MIL-C-27725/SAE AMS-
mental Compliance. C-27725 Integral Fuel Cell Coating.
These solvents should not be used on polycarbon- • CID A-A-59281 is flammable and toxic to eyes,
ates or acrylics. These solvents will cause most skin, and respiratory tract. Eye and skin protec-
rubber products to swell, however, the rubber will tion required. Good general ventilation is nor-
return to its original shape when the solvent evapo- mally adequate.
rates.
• MIL-C-81706/MIL-DTL-81706 is toxic to
NOTE eyes, skin, and respiratory tract. Eye and skin
protection required. Consult Bioenvironmental
Low vapor pressure NESHAP compliant solvents Engineering Services to determine need for re-
are slow to evaporate and must be wiped dry be- spiratory and ventilation requirements.
fore paint application. These are the preferred
solvents. The integrity of fuel tank coatings is critical to all aircraft,
and surface preparation requirements are specific and not to
Environmental requirements have placed restrictions on use be wavered from. Clean surfaces to be coated with MIL-C-
of some solvents. When using any solvents that are being 27725/SAE AMS-C-27725 using only CID A-A-59281, Type
restricted by environmental regulations, minimize consump- I cleaning compound. CID A-A-59281, Type I is a solvent
tion by using only a small amount of solvent on a wiping blend designed for this application. Apply CID A-A-59281,
cloth; do not saturate the cloth. Wipe the surface being Type I, to a lint-free cleaning cloth. Wipe dry. Do not allow
cleaned and then wipe with a dry wiping cloth. When the the solvent to evaporate. Change cleaning cloths regularly as
cloth becomes soiled, dispose of it in a closed container. required to ensure soils are not spread or transferred. Imme-
This operation must be accomplished when the surface to be diately follow the solvent wipe with application of conver-
painted has become contaminated and always just prior to sion coating conforming to Specification MIL-C-81706/MIL-
application of primers or subsequent topcoats. Always check DTL-81706 per Paragraph 3.1.19.
with the local base Environmental authorities for restrictions
and full compliance requirements. Table 3-2 lists approved
alternative solvents that will meet many environmental regu-
latory requirements.
Solvent Selection
Coated Solvent Resistant Finishes FL 6
Regulated By NESHAP FL 1
Organic Coatings FL 6
Composite Materials
Metals
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Solvent Selection
Regulated By NESHAP FL 1
Organic Coatings FL 6
Composite Materials
Metals
Surface to be Cleaned Compliance
CID A-A-2904, Mineral Spirits G G G X FL 5
Ketones
Acetone GF GF GF X X FL 3
Methyl Ethyl Ketone (MEK) F F F F X X
Methyl Propyl Ketone (MPK) G G G X X#
Specialty Solvents
Parachlorobenzotrifluoride (PCBTF) G G G X X FL 3
Solvent Blends
MIL-T-81772, Type II GF X
1:1 MEK Toluene F F F F X X
1:1 MEK Acetone GF GF GF X X#
1:1 MPK Naptha G G G G X#
1:1 Acetone: PCBTF GF GF GF X X FL 3
CID A-A-59231 F X
DS-104, Dynamold Solvents, Inc. GF GF GF GF X*
DS-108, Dynamold Solvents, Inc. GF GF GF GF X*
NAVSOLVE (R) GF GF GF GF X FL 2
SD 1291, Brulin Corp. G G G X*
Super 140, LPS Industries G G G X*
Terpenes
Citra Safe, Inland Technology GF F GF GF X*
De-Solv-It , Orange-Sol, Inc. G G G X*
G = Use for General Cleaning in surface preparation for painting (General cleaners not approved for Final Cleaning leave
a residue and must be followed by Final Cleaning before painting.).
F = Use for Final Cleaning before paint.
FL 1 = If the requirements of the National Emission Standards for Hazardous Air Pollutants (NESHAP) must be com-
plied with, these solvents maybe restricted from use or have very specific limitations applied to their use.
FL 2 = These solvents meet the requirements of the NESHAP for compliance. This only applies where the requirements
of the NESHAP are being enforced.
# = These solvents have a vapor pressure not exceeding 45 mm Hg (24.1 in H2O) at 20 °C (68 F) and will have report-
ing and other requirements under the NESHAP.
* = These solvents are composed of a mixture of photochemically reactive hydrocarbons and oxygenated hydrocarbons
and have a maximum vapor pressure of 7 mm Hg at 20 °C (3.75 in H2O at 68 °F). There are no reporting requirements
or containment controls on the use of these solvents. NOTE: These solvents evaporate slowly and must be completely
dried prior to application of paint.
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FL 3 = These organic compounds have been determined to have negligible photochemical reactivity and is not to be in-
cluded in volatile compound calculations per 400 CRF 51.100(s) (1). Not all local state authorities have granted these
exemptions.
NOTE
Do not use alcohol for final wipe. Can cause adhesion problems.
FL 5 = Most vendor’s products which meet specifications are NESHAP compliant, but some are not. Check vendor’s
MSDS to determine if composite vapor pressure is 45 mm Hg or less and therefore compliant.
FL 6 = See Glossary for definitions of “Organic Coatings” and “Solvent Resistant Coatings”.
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film by flashing out suddenly over a large area, it shall be 3.1.14 Application of MIL-C-38334/SAE AMS-1640
considered as evidence of impurities on the surface such as Solution/Not LOX Compatible .
free alkali, residual detergents, etc., and the surface shall
also be considered as failing the cleanliness test. If the water
drops coalesce (go together) into a continuous film of water
without a sudden flash out and form a lens, then the surface
shall be considered as having satisfactorily passed the water MIL-C-38334/SAE AMS-1640 is moderately toxic
break test. Any areas that fail the test shall be cleaned per to the skin, eyes, and respiratory tract. Eye and
TO 1-1-691 and reinspected. skin protection is required. Good general ventila-
tion is normally adequate.
3.1.11 Evidence of Inadequate Cleaning. During pre-
paint operations of acid-etch and chromate conversion coat- Apply solution by flowing, mopping, sponging, brushing, or
ings, surfaces should also be monitored for evidence of un- wiping. The solution is more effective if applied warm (130
detected soiled areas. When accomplishing the rinse of etch °F ±10 °F), followed by vigorous agitation with a non-me-
or conversion coating solution and a rapid flash off or break- tallic, acid-resistant brush or aluminum-oxide-abrasive nylon
ing of the rinse water occurs, this indicates an unsatisfacto- mat (CID A-A-58054, Type I, Grade A). When applying the
rily cleaned area not detected during the random sample of solution to large areas, start at the lowest surface working
the water break test. Areas that show evidence of inadequate upward. Applying the solution with a circular motion to dis-
cleaning during rinsing require recleaning and reaccomplish- turb the surface film will assure proper coverage. Allow the
ment of prepaint surface preparation. solution to remain on the surface approximately 12 minutes,
then rinse away with potable water. Corroded areas identi-
3.1.12 Corrosion Removal Prepaint Compound, Alu- fied for treatment during the prepaint process may require
minum. additional agitation beyond that specified above. Corroded
areas being treated during the prepaint may also require more
than one application and rinse. Examine the areas being
treated with a 4 to 10 power magnifying glass to determine
if another application is required. MIL-DTL-5541/MIL-PRF-
• Exposure of magnesium surfaces to aluminum 81706/MIL-C-81706 chromate conversion coating shall be
prepaint chemicals will initiate corrosion which applied immediately after the final rinse and before the sur-
will continue even under a new paint system face dries.
and ultimately cause severe damage.
NOTE
• All magnesium surfaces, steel/high strength
steel and cadmium plated surfaces shall be pro- When a large area/aircraft is being treated with
tected from MIL-C-38334/SAE AMS-1640 MIL-C-38334/SAE AMS-1640, start applying so-
solutions. lution to lowest point first and work upward.
Masking of all lap joints, hinges, faying surfaces, access 3.1.15 Surface Treatment Materials for Aluminum.
doors, air scoops, and other openings that would allow MIL- There are two specifications which cover formation of Chro-
C-38334/SAE AMS-1640 to enter or be entrapped is required mate Conversion Coatings with its attendant process appli-
prior to beginning the required prepaint process. Also, mask- cation and the Chemical Conversion Materials. These two
ing of unprotected magnesium, steel, and cadmium-plated specifications and their scope are as follows:
components shall be done at this time. Masking will be ac-
complished per Chapter 2 using masking procedures for NOTE
chemical paint removal.
Chromate Conversion coating specification MIL-
3.1.13 Prepaint Chemical Corrosion Removal Materi- DTL-5541 should be applied after the manufac-
als. Corrosion removal compound, prepaint specification ture of new aluminum alloy repair parts.
MIL-C-38334/SAE AMS-1640, is used for removing oxida-
tion and corrosion products from aluminum alloys which are 3.1.15.1 Chromate Conversion coating specification MIL-
not required to be Liquid Oxygen (LOX) compatible. MIL- DTL-5541 covers two classes of chemical conversion coat-
C-38334/SAE AMS-1640 is available in two types. ings formed by the reaction of chemical conversion materi-
als and the surfaces of aluminum and aluminum alloys. It is
3.1.13.1 Type I, liquid concentrate, which is diluted with designed to provide corrosion protection and better paint ad-
an equal amount of water before use. hesion than uncoated aluminum. It is used on aluminum al-
loys as a prepaint treatment for most approved paint sys-
3.1.13.2 Type II, powdered concentrate kit, materials will tems, repair of damaged anodic coatings, and treatment of
be dissolved in the volume of water specified on the kit. corrosion rework areas on clad and unclad aluminum alloys.
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3-9
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the surface. Corroded areas identified for treatment f. Dampen a white rag in clean water and hand ring out
during the prepaint may require more than one appli- the rag so it is not dripping with water. Blot all of the
cation and rinse. Examine suspect areas being treated areas that have been conversion coated with the clean
with a 4 to 10 power magnifying glass to determine if wet rag. The rag should become contaminated with the
another application is required. conversion coating, giving the rag a yellowish color.
Repeat this procedure (starting with a clean rag) at
b. All requirements of Paragraph 3.1.18 through Para- least two more times so the surface has been blotted
graph 3.1.18, step b, shall be complied with prior to off at least three times. No visible coating residue (yel-
the “wipe-on and blot-off” method. lowish color) should be on the rag after the last blot-
ting action.
c. MIL-DTL-5541/MIL-C-81706/MIL-DTL-81706 chro-
mate conversion coating shall be applied immediately g. Areas not properly coated (including those that are
after the evaporation period. After allowing the alumi- powdery) shall be recoated by reapplying fresh coating
num part to dry to a damp surface, dampen a white solution allowing it to react with aluminum until the
cotton wiping rag with MIL-C-81706/MIL-DTL- aluminum turns a brassy iridescent yellowish tint.
81706, Class 1A, Form III, corrosion conversion coat-
ing. Dampen the rag by slowly pouring the liquid onto h. Contaminated rags, abrasive mats, and other materials
the rag (this will keep the material uncontaminated and shall be disposed of by placing them in an appropriate
minimize the amount of material being used. The rag hazardous waste container.
will have a yellowish color.
i. The coating should be allowed to air dry for 2 hours
d. Wipe-on the conversion coating to the still wet alumi- minimum or, if required, force dried by blowing dry
num part. Apply the coating in a manner such that with warm, clean air (140 °F maximum) for 1 hour
streaking is minimized and a thin uniform coat is de- prior to overcoating with primer coating.
veloped. On areas where difficulty is experienced in
getting the conversion coating to react with the alumi- NOTE
num, light abrading with a very fine or fine aluminum
oxide nylon abrasive mat, specification CID A-A- Check with Bioenvironmental Engineering and
58054 dampened with MIL-C-81706/MIL-DTL-81706, Environmental Management for proper disposal of
will help overcome the difficulty. If dark brown spots excess solution.
or streaking occurs, lightly rub the area with fingers of
your glove. j. The final protective primer or primer/topcoat system
shall be applied only on a completely dry surface and
e. Allow the conversion coating to react with the alumi- within 48 hours after completion of the MIL-C-81706/
num until the aluminum turns a brassy iridescent yel- MIL-DTL-81706 conversion coating application. The
lowish tint. The reaction time should be at least 3 min- reapplication of MIL-C-38334/SAE-AMS-1640 corro-
utes, but not longer than 5 minutes.
3-10
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sion removal compound and MIL-C-81706/MIL-DTL- • Select an area for mixing so spillage or splatter
81706 chromate conversion coating is mandatory if from solution will not cause damage to other
more than 48 hours has elapsed since the previous ap- equipment. Use only a stainless steel, plastic,
plication. or rubber container to mix solution. Mix only
enough solution to coincide with the immediate
3.1.18 Mixing MIL-C-81706/MIL-DTL-81706 Solution. job requirements in order that fresh materials
The use of MIL-C-81706/MIL-DTL-81706 requires that the will be available for each use.
following precautions be observed.
a. If specification MIL-C-81706/MIL-DTL-81706, Form
II - Powder, is being used and it is not finely divided,
crush by rolling on a clean piece of paper. This will
improve mixing efficiency.
• MIL-C-81706/MIL-DTL-81706 conversion
coating materials are toxic and require the use
of rubber gloves and eye protection (goggles
and face shield) by personnel mixing or apply-
ing. If the material (which is an acid) acciden- Nitric acid is highly toxic to skin, eyes, and respi-
tally contacts the skin or eyes, flush immedi- ratory tract. Eye and skin protection is required.
ately with plenty of clean water. Report to Use only in a well-ventilated area. In case of eye
dispensary and/or consult a physician if eyes or skin contact, flush immediately with water and
are effected or skin is burned. report to dispensary.
• Mixing and application shall be done in an ad- b. Preparation and use of MIL-C-81706/MIL-DTL-
equately ventilated area. Avoid prolonged 81706, Form II - Powder, will be done in accordance
breathing of vapors. with vendors technical instructions. This solution
should be analyzed prior to use for pH value and
• Do not permit specification MIL-C-81706/MIL- hexavalent chromium content by the base chemical
DTL-81706 materials to come into contact with laboratory at depot facilities. Solutions used in field
paint thinner, acetone, or other combustible ma- operations can be analyzed using pH paper or a pH
terial; fire may result. Also, any absorbent ma- meter and visual performance characteristics. Solution
terials, i.e., rags, sponges, paper or nylon mat- matter should be retested every 5 days and the chemi-
ting, etc., used in or exposed to these materials cal laboratory should be consulted should difficulties
shall be rinsed in water before discarding. They arise. Field operations prepare solutions as per vendors
are an extreme fire hazard if allowed to dry instructions and test per example below. Mix three
otherwise. ounces of MIL-C-81706/MIL-DTL-81706 powder to
one gallon of clean water in an approved container.
Add nitric acid, Federal Specification O-N-350, and
check pH for range of 1.6 - 1.9. Five ml will usually
adjust pH to this range, however, it could require up to
• Do not use MIL-DTL-5541 or MIL-C-81706/ 15 ml. Mix solution well with a clean plastic or alumi-
MIL-DTL-81706 treatment on magnesium al- num paddle. Check the time it takes to form an irides-
loy, high strength steel, or on cadmium or zinc cent yellow to brown color on a sample of the same
plated surfaces. If these materials are present in alloy the solution will be used on. If the time is more
adjacent areas, they must be protected. than 5 minutes, retest the pH and make the following
adjustments:
• Conversion coating material should not be al-
lowed to enter faying surface areas or other ar-
eas where the solution cannot be adequately re- (1) A pH greater than 1.9 will require addition of 2
moved by rinsing. ml portions of nitric acid until desired pH is
achieved.
NOTE
(2) A pH less than 1.6 will require addition of 2 ml
• The solution will usually turn green during ap- portions of ammonium hydroxide until the desired
plication if dirt or corrosion is present on the pH is achieved. After pH adjustment, the solution
surface. The color green will not have the iri- reaction time should fall within the range of 1 to
descent quality that a properly applied and dried 5 minutes.
solution will display.
3-11
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c. If powder material is being used, allow the solution to d. It will be noted during the initial coating application
stand approximately 1 hour prior to application. A that there will be a tendency for dark (brown) spots to
small amount of powder may not dissolve; however, form on some areas. The formation of these spots can
this is not objectionable. be prevented to some extent by lightly rubbing with
the fingers (gloves on). If the spots are allowed to form,
3.1.19 Application of MIL-C-81706/MIL-DTL-81706 the applicable areas shall be abraded with the nylon
Solutions. mat to remove the stain and a fresh coating shall be
reapplied.
a. Apply the coating solution with a fiber brush, clean
rag, sponge, applicator bottle (plastic), or low pressure e. After controlling the stain formation, discontinue agi-
stream (flow-on, do not atomize). The method used for tation, apply additional solution to keep all surfaces
application should be selected depending on the spe- wet and observe the aluminum surface for a color
cific job requirement. If pumping is required, pumps, change. The aluminum will turn a brassy yellow or
valves, and fittings shall be manufactured from 18-8 iridescent greenish tint, which is easily detected
stainless steel, polypropylene, or polyvinyl chloride through the overlying solution.
(PVC). Flow on MIL-C-81706/MIL-DTL-81706 solu-
tion immediately after rinsing the MIL-C-38334/SAE f. Do not let the coating over develop or surface powder-
AMS-1640 compound from aircraft surfaces which are ing will be experienced. Disturb such areas by rubbing
to be painted and while these surfaces are still wet. with fingers (gloves on) or nonabrasive nylon mat as
Allow the gross amount of rinse water to run off the necessary.
aircraft, but do not wait for completed drying before
applying MIL-C-81706/MIL-DTL-81706 solution. The g. When coating formation shows on all areas, stop the
oxide film just removed by MIL-C-38334/SAE AMS- reaction by rinsing or flooding the area with fresh clean
1640 compound will reform during this time period water. The reaction of the solution is stopped by dilut-
and prevent a proper formation of the MIL-DTL-5541 ing the acid component. Be careful not to flush the
conversion coating from the MIL-C-81706/MIL-DTL- solution into areas where it cannot be removed or fur-
81706 solution. ther diluted by water. Accidental spills in confined ar-
eas can be neutralized using baking soda followed by
b. Wet or flood the surface to be treated and keep the rinsing with clean water.
surface completely wet with the solution until coating
is formed. This will take from 1 to 5 minutes depend- h. Allow the surface to drain or pick up the excess water
ing on the surface condition, the particular manufactur- by absorbing in a sponge by blotting action; do not
er’s product being used, and the temperature. Begin rub. Excess rubbing will remove the coating since it is
application at the lowest surface then apply sideways soft.
and upward to prevent streaking.
i. Areas not properly coated (including those that are
c. On areas where difficulty is experienced in getting the powdery) shall be recoated by reapplying fresh coating
coating to take (coating formation), light abrading with solution, abrading lightly with a nylon mat (nonabra-
a very fine or fine aluminum oxide nylon abrasive mat, sive or fine abrasive), allowing normal time for coat-
specification CID A-A-58054, Type I, Grade B, soaked ing to develop, rinsing, and drying.
with the solution will help overcome the difficulty. If
the surface is dirty, remove the dirt with the nylon mat
or sponge. The mat or sponge used to remove the dirt
should be rinsed in clean water and squeezed almost
dry before wetting with stock coating solution for re-
application.
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j. The coating should be allowed to air dry for 2 hours PreKote SP is a non-chromic, non-hazardous and non-toxic
minimum or, if required, speed dried by blowing dry alternative to chromate conversion coatings for surface paint-
with warm clean air (140 °F maximum) for 1 hour ing preparation operations. The PreKote SP formulation is a
prior to using a part or painting. non-chromic alkali soap with a saline adhesion promoter and
inorganic inhibitor package. The PreKote SP application
NOTE cleans the surface and deposits a very thin layer of adhesion-
promoting organic molecules on the surface of the substrate.
• Check with Bioenvironmental Engineer and
Environmental management for proper disposal 3.1.20.1 Surface Preparation. Preparation for aircraft
of excessive solution. cleaning shall be accomplished in accordance with TO 1-1-
691 and any weapon system specific cleaning instructions.
• The final protective paint system or primer shall Rinse exterior of aircraft with hot water (100-120 °F/38-49
be applied only on a completely dry surface °C) to remove any residue left in seams or on surface.
and shall be applied within 48 hours after ap-
plication of MIL-DTL-5541/MIL-C-81706/
MIL-DTL-81706 conversion coating. The reap-
plication of MIL-C-38334/SAE AMS-1640
corrosion removal compound and MIL-C-
81706/MIL-DTL-81706 chromate conversion Finish system removal using motor driven abra-
coating is mandatory if more than 48 hours has sives may generate airborne particles and toxic
elapsed since the previous application. dust, which may injure personnel and create a
possible dust explosion. All aerospace and motor-
3.1.20 Alternate Surface Preparations for Aluminum ized ground equipment shall be properly electri-
Surfaces (PreKote SP). cally grounded. Personnel shall wear dust particle
masks, goggles, gloves and long sleeved shirts
when using motor driven abrasives. Consult
Bioenvironmental Engineering Services for respi-
ratory and ventilation requirements. Refer to AFI
91-203 for additional instructions.
PreKote SP is for exterior mold line applications
only.
NOTE
• PreKote SP requires specific System Program Avoid excessive pressure or repeated passing over
Office (SPO) approval prior to use. the same area while sanding. Excess sanding can
cause damage to the surface of the aircraft.
• PreKote SP will only be used with chromated
primers. NOTE
• PreKote SP is not a direct drop-in replacement Some residual amounts of old coating system may
for current chromated conversion coating pro- be left after stripping (i.e., fastener heads, seams,
cesses. Unlike the application process for MIL- hinges, surface porosity, etc.). These areas are ac-
DTL-5541/MIL-C-81706/MIL-DTL-81706, ceptable as long as they are feathered into the sur-
which produces a visible indication that the rounding surface.
chromate conversion film has formed, PreKote
SP does not provide any type of visible indica- a. Lightly sand aircraft and feather sand the rough areas
tors. Therefore, it is absolutely critical that all of the aircraft with 240-grit sandpaper.
steps of the PreKote SP application process be
precisely followed.
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b. Remove all tape adhesive residue using solvent, dena- d. Let PreKote SP dwell for approximately 2 minutes. Do
tured alcohol, or isopropyl alcohol. not rinse.
h. Allow to dry.
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a. Prepare exterior surfaces per Paragraph 3.1.19. 3.1.23 Corrosion Removal Solution for Magnesium.
Finish system removal using motor driven abra- • Do not allow rags, brushes, abrasive mats, or
sives may generate airborne particles and toxic any other item soaked with CID A-A-55827
dust, which may injure personnel and create a chromic acid or the chromic acid pickle solu-
possible dust explosion. All aerospace and motor- tion prepared with it to come in contact with
ized ground equipment shall be properly electri- any organic solvent (MEK, acetone, paint thin-
cally grounded. Personnel shall wear dust particle ner, CID A-A-59601/MIL-PRF-680 dry clean-
masks, goggles, gloves, and long sleeved shirts ing solvent, MIL-PRF-32295, etc.); fire will re-
when using motor driven abrasives. Consult sult.
Bioenvironmental Engineering Services for respi-
ratory and ventilation requirements. • CID A-A-55827 chromic acid and the chromic
acid pickle solution prepared with it are highly
toxic to the skin, eyes, and respiratory tract.
Chemical splash proof goggles and/or face
shield, chemical resistant rubber gloves and
Avoid excessive pressure or repeated passing over apron are required. Good general ventilation is
the same area while sanding. Excess sanding can usually adequate. Ensure this operation has
cause damage to the surface of the aircraft. been reviewed by local Bioenvironmental En-
gineer. In case of eye or skin contact, flush with
NOTE water immediately and report to the base medi-
cal facility.
Some residual amounts of old coating system may
be left after stripping (i.e., fastener heads, seams, Chromic acid pickle solution, which is a mixture of CID
hinges, surface porosity, etc.). These areas are ac- A-A-55827 chromic acid in water, may be used to remove
ceptable as long as they are feathered into the sur- surface oxidation and light corrosion from magnesium alloy
rounding surface. surfaces. It is not adequate for removal of deep pitting, heavy
corrosion, sand or other blast media residue, or the effects of
b. If area to be prepared is adjacent to old paint system, blasting which will require use of one of the mechanical
lightly sand entire bare metal area and feather edges methods described in this chapter. If properly used, this
where required using 240-grit sandpaper. chemical method removes much less metal causing much
less reduction of sectional thickness than mechanical meth-
c. Solvent wipe sanded area with denatured alcohol (O- ods, but it shall not be used on parts containing copper or
E-760/MIL-A-6090, Type III) or isopropyl alcohol (17- steel inserts unless they are completely masked off. Do not
1-735). allow excessive amounts of anions such as chlorides, sul-
fates, or fluorides to build up in the solution; they tend to
d. Mask area where PreKote SP is to be applied so as to coat or etch the metal surface rather than removing corrosion
avoid contact with surrounding paint. Masking should products. Do not reuse old solutions; prepare fresh solutions
extend to the outside edges of the feathered area or to for each separate removal operation.
the edge of the part being treated.
a. Mix 24 ounces of CID A-A-55827 chromium trioxide
NOTE in enough water to make 1 gallon for each gallon of
solution being prepared in a container fabricated from
• PreKote SP may be applied by pressure sprayer, lead lined steel (any alloy), stainless steel (any CRES
spray bottle, or fluid feed attached to sander. alloy), or 1100 aluminum alloy. For depot level opera-
tions only, a removable part that is being treated can
• The first coat of PreKote SP may be hand or be completely immersed in the solution with an im-
pneumatic scrubbed using 180-grit scrub pads. mersion time ranging from 1 to 15 minutes at an oper-
ating temperature ranging from 190 °F to 202 °F (88
• All coats of PreKote SP may be removed using °C to 94 °C). For hand application with the solution at
a clean, lint-free cotton rag moistened with iso- room temperature, the dwell time for the solution on
propyl or denatured alcohol instead of rinse the surface is 15 minutes minimum to 30 minutes
with water. maximum. Paragraph 3.1.21, step b through step d, are
for hand application. Paragraph 3.1.21, step e through
e. Follow procedures outlined in application of PreKote step f, apply to both the immersion and hand applica-
SP, Paragraph 3.1.21. tion methods.
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3.1.26 Masking. Masking off areas is almost invariably b. In repetitive spraying of the same or similar structures,
required in painting operations on large assemblies or struc- it is advisable to have available predesigned bandages,
tures either for protective reasons, as in the precautionary socks, etc., of barrier paper or cloth. Locally manufac-
note below, or for purposes of delineation. In spray applica- tured foam plugs or inserts may be used to protect
tion of coatings, masking operations may consume more aircraft inlet areas (e.g., scoops, air intakes, engine in-
man-hours than the actual painting. takes, etc.) from painting as a replacement for masking
and barrier paper. It is recommended that MIL-PRF-
NOTE 26514, protective ion material, be used in the making
of foam plugs/inserts. One side of the plug should be
To prevent overspray or paint drift of one color or covered in replaceable plastic or barrier material for
material onto another, untreated Kraft paper may easy cleanup.
be used to mask or cover areas not specifically
described below where protection of an area NOTE
against overspray is the prime consideration.
Care should be taken to ensure that paint is not
3.1.26.1 Mask areas such as windows, canopies, and large applied to certain surfaces where paint will inter-
openings with combinations of tapes and barrier materials: fere with a function. The following should be
masked or otherwise protected during painting:
• Specification MIL-PRF-121, usually a treated paper machined surfaces that move with respect each
which is oil and moisture resistant other such as threads, bearing contacts, and gear
teeth; electrical parts, such as contacts, relays, in-
• Specification MIL-PRF-131, usually a laminated sulators, sockets, plugs, connectors, wiring, and
foil and cloth or foil and paper with good water terminals; plastic and rubber (natural and syn-
vapor resistance thetic) mounts, spacers, etc.; and lubrication fit-
tings, cups, oil holes, etc.
NOTE
c. Avoid using tape in such a way as to leave a paint
Both types above are heat sealable. edge on aerodynamic surface unless feathering by
sanding can safely be done.
3.1.26.2 Pressure-sensitive masking tape conforming to
SAE AMS-T-21595 (formerly MIL-T-21595), Types I d. Use only approved masking tapes in varying widths
(creped paper backing), II (flat paper backing), and III (plas- required by the job. A complex curved area is better
tic backing), or commercial equivalent tapes. masked initially at the paint edges with narrow (1/4 or
1/2 inch) tape. Wider tape may then be applied over
the narrow, if required.
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3.1.27 Tack Ragging. To ensure that all primed surfaces are free from foreign mat-
ter, they should be tack ragged immediately before applying
the topcoat. Do not tack rag an entire large structure at one
time. Each area to be painted should be tack ragged imme-
diately prior to the application of finishing material to that
Exercise extreme caution in applying protective area. Surfaces are gently wiped with the tack rag, removing
finishes to parts and equipment which may contact accumulations of dust and other foreign matter. One form of
propellants directly or by accidental spillage. Criti- tack rag in common use to CID A-A-2522, Grade A, Color 1
cal areas may have to be masked. The guidance of dampened with an approved solvent per Table 3-2. Other
applicable equipment technical manuals or engi- commercially available forms of tack rag which are designed
neering drawings shall be followed concerning use for the purpose of removing surface contamination from an
of protective finishes on parts or equipment used area receiving paint may also be used. Do not use a tack rag
in or near propellant storage and transfer systems. to clean more than 10 square feet at a time to prevent
spreading any contaminants on the rag over a large surface.
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CHAPTER 4
PAINTING APPLICATION METHODS
4.1 GENERAL.
4-1
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overspray. The cooling effect of expanding air associated metal probe at the gun nozzle exit (the most common
with conventional spray is not present, so the only heat loss method). Typically, this requires specially designed paint
in the cold airless method is through solvent evaporation. In guns as most HVLP, airless, or air-assisted airless guns can-
the hot airless method the material arrives at the work sur- not be modified to add this feature. This method is more
face warmer than with other methods of spraying, usually at effective with airless or air-assisted airless as the combina-
or above ambient air temperatures. tion of low-particle velocity of the airless spray and the elec-
trostatic attraction to the workpiece produces an excellent
4.2.4 Air-Assisted Airless Spray. In this method, the transfer efficiency rate. Electrostatic spray painting equip-
coating material is atomized by hydraulic pressure the same ment can be powered by an external electrical source or a
as airless spray but at a much lower pressure. Low pressure self-generating electrical source contained within the spray
air is added at the gun head and directed at the paint mist to gun. Overspray is greatly reduced and hard-to-coat areas
control and form the spray pattern. While the coating can be such as edges or geometric shapes are more effectively
atomized at lower hydraulic pressure through the spray painted. The workpiece (aircraft, etc.) is not charged electri-
nozzle, proper spray pattern formation requires the assistance cally, but is grounded as in normal painting practices. This
of the low pressure air through jets at the nozzle. This allows method has limited effectivity in coating interior corners,
the operator control of the atomized coating pattern that can- crevices, and cavities due to the Faraday effect, that causes
not be done with standard airless. It offers almost equivalent charged paint particles to be repelled from the deepest points,
advantages in spraying as the airless spray method, while and on some aircraft exterior surfaces, due to aluminum
being safer and requiring lower maintenance on pumps. components being insulated by anodize, or due to composite
These advantages are due to the lower hydraulic pressures materials that cannot be grounded. The safety precautions,
used. In addition, the appearance of coatings applied by this operational parameters, and equipment maintenance for this
method is better as the tendency to orange peel is lessened. method in Paragraph 5.5.3 must be strictly followed.
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4.3.2 Spray Gun, General. Spray guns are mechanical 4.3.3.2 The pressure feed gun is designed to fluid feed to
devices for atomizing or breaking-up coating materials into a the gun under pressure from an external tank through a hose.
spray and applying it under control, to a surface to form a The air cap and fluid tip are flush with each other, and no
continuous film. Figure 4-5 illustrates a sectional view of a siphoning effect is necessary. It is suitable for high volume
typical spray gun. It is a precision instrument and must be painting. (Figure 4-4, Detail 1, illustrates pressure feed
treated as such. Its daily care and maintenance determine the hookup.)
effectiveness of spray painting. It should not be used by un-
trained personnel. 4.3.3.3 The gravity feed gun is designed with the cup lo-
cated on the top of the spray gun. This allows paint to com-
4.3.3 Classes of Spray Guns. HVLP spray guns are pletely drain, minimizing paint waste. Gravity feed guns
classed in three general types: suction feed, gravity feed, and supply paint to the orifice solely by means of gravity. The air
pressure feed. Each type is further subdivided by having ei- pressure at the orifice of these guns is typically 40 to 50 psi.
ther external or internal mix air caps. For the most part, the
Air Force uses the external mix type. 4.3.4 Material Containers. Two types of containers serve
as material reservoirs for spray guns, the cup and the tank.
4.3.3.1 The suction feed (or siphon) cup gun is usually Both cups and tanks are available with agitators to provide
fitted with a fluid cup. Its nozzle assembly is designed to constant mixing to keep materials in suspension during ap-
feed paint into the air-stream by the vacuum created from plication. Agitators are mechanically operated by either an
the air flowing past the fluid tip which protrudes into the air air or an electrical powered motor. See Chapter 6 to deter-
stream beyond the air cap. The amount of spraying at one mine which coatings require agitators.
time is limited to the contents of the cup. This gun is most
commonly used in painting smaller areas, usually within the
confines of a spray booth. (Figure 4-4, Detail 2, illustrates
suction feed hookup.)
4-3
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4.3.4.2 Pressure feed tanks are used for high volume paint-
ing. Pressure feed tanks are tightly closed metal containers
of varying size (2 to 120 gallons) that provide material at a
uniform pressure and a constant rate of flow. Compressed air
is directed into the tank to force the material out. Air pres-
sure must be increased or decreased to change the rate of
flow.
4-4
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4-5
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4-6
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4.3.8 Air Supply. Figure 4-6 illustrates proper installation Because of friction losses in hose, it is essential that the
of an air supply for paint spraying. proper size and length be used. Do not use hoses longer than
50 feet. High-pressure air hose leading from the air source to
4.3.9 Hose. the regulator or tank which may be a maximum of 150 feet
if required to reach the tail surfaces of exceptionally large
aircraft. Extra lengths of hose may be attached for this use
but shall be removed as soon as no longer needed. The high-
pressure air hose shall have a minimum inside diameter (ID)
Hoses shall always be thoroughly cleaned by of 7/16 inch. The fluid hose from the tank to the gun shall be
flushing with solvent appropriate for the coating no less than 3/8 inch ID and the air hose from the regulator
material used. When the material is a catalyzed to the tank and from the tank to the gun shall be no less than
(two-component) system (epoxy or polyurethane), 5/16 inch ID. Any reduction in size or increase in length
this must be done immediately after use to prevent may produce unsatisfactory results. Air and paint hoses are
the material from curing in the hose. furnished in various standard lengths.
4-7
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4.4 SPRAY PAINTING. percent overlap, or so that the middle of the spray pattern
strikes the wet bottom edge of the previous stroke (Figure
4.4.1 Gun Techniques. Spray guns are designed to be 4-8). In order to ensure good coating integrity and coverage,
used with certain spraying techniques. The quality of finish the technique of cross coating is best (Figure 4-9). Cross
that is applied will depend on how well these techniques are coating should always be used when applying multiple coats
used by the painter. Spraying techniques include the follow- of a coating system. This is done by applying each layer
ing: using the 50 percent overlap and cross coating with each
alternate layer of the coating system, usually after a drying
4.4.1.1 Distance. Distance depends on the desired width or curing period between coats. The cross-coating technique
of the paint fan and the type of gun used (Figure 4-7, Detail is also the standard for applying a single coat finish system
A). When all adjustments to the spray gun are correct and by applying a thin, wet coat followed immediately with an-
the spray gun is held at too great a distance from the surface, other thin cross coat to obtain one full wet coat. When ap-
it will result in a dry spray (dusting) and excessive over- plying high solids primers and topcoats, with HVLP, airless,
spray. Conversely, if the spray gun is too close to the sur- or air assisted airless equipment, a single coat using 50 per-
face, it will result in too heavy a coating with a tendency for cent overlap without a cross coat may be used. The process
sags or runs to develop. control must be adequate to prevent holidays or other finish
defects that may result from a single heavy application.
4.4.1.2 Stroking. The essence of proper stroking is to
maintain as near as possible the same distance to the work, 4.4.1.3 Triggering. Proper triggering of the gun is difficult
the same speed, and the same perpendicularity of the gun to to learn. The variations of triggering technique which may
the surface throughout the pass. The natural tendency for be called for in special situations can only be developed by
spray painters, particularly when fatigued or in an uncom- practice. It is a matter of judgment and experience. In gen-
fortable position is to arc or wave the gun (Figure 4-7, Detail eral, the painter should begin his stroke before triggering the
B). This practice must be avoided at all costs. In general, gun and release the trigger before stopping the stroke. It can
wrist movement must be eliminated in stroking as almost be compared to the follow-through in swinging a golf club.
inevitably it causes the gun to describe a curve instead of This tends to feather out the end of a stroke so that the end
remaining perpendicular to the surface. This results in a of a succeeding overlapping stroke blends into it. Examples
thicker coating in the middle of the stroke than at the end. of correct techniques are shown in Figure 4-7.
An exception to the rule is spotting in for touch-up. In this
case, it is permissible to fan the gun to produce an area NOTE
which is thinner at the edges in order to blend into the sur-
rounding painted area. When applying coating materials with • A reasonable amount of care will maintain spray
poor flow characteristics (such as vinyl paints), special ef- guns and spray equipment in top operating con-
forts must be taken to hold the gun perpendicular to all sur- dition and prevent a majority of spraying diffi-
faces (flat or contoured). If this is not done, the irregular culties. Thorough cleaning immediately after
spray pattern formed will produce an uneven thickness and use and appropriate lubrication are essential.
cause uneven drying. Protrusions such as screw heads, etc.,
• This manual provides only general spray gun
present surfaces that will require facing the gun in several
information. See specific manufacturer’s book-
directions to completely coat them. It may be advisable to let or manual for detailed operating and main-
spot paint these in advance. The rate of the stroke should be
tenance instructions.
uniform to produce a full wet coat of material. Stroking
should be in parallel passes with each stroke aimed for a 50
4-8
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4-10
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4.4.2 Gun Adjustments. The flow of air and fluid at the 4.4.2.5 The correct atomizing pressure depends on the type
gun must be adjusted or balanced to obtain proper atomiza- of coating and the length and diameter of the air line from
tion and other desired spraying characteristics. the regulator to the gun. The pressure must be sufficient to
completely atomize the material being sprayed but no greater.
4.4.2.1 The first consideration in obtaining this balance is For HVLP paint guns, the regulator pressure shall be ad-
the proper combination of air cap and fluid tip for the par- justed to a lower level to ensure the nozzle pressure does not
ticular material being sprayed as recommended by the equip- exceed a maximum of 10 PSI per Paragraph 4.2.1. An exces-
ment manufacturer and the coating material manufacturer. sive amount of air may give a split pattern in which the
material deposited is light in the middle of the pattern; too
4.4.2.2 After the air cap and fluid tip have been selected, little air may give a heavy centered pattern. Pressure on the
there are several adjustments which may be made with the paint pot is usually adjusted to a range of 25 to 40 PSI but
gun controls to properly adjust the air and fluid relationship. may vary more widely, depending on the density of the paint
These adjustments are necessary to obtain proper atomiza- and the elevation of the surface being painted above the
tion and other desired spraying characteristics required for pressure tank. In normal operation, the wings on the nozzle
the job and conditions. The fluid adjusting screw on the gun are in the horizontal position which provides a vertical fan-
(Figure 4-10, B) permits restriction of fluid flow relative to shaped pattern for maximum coverage as the gun is moved
the volume of air being used, but is limited since it puts back and forth parallel to the surface being painted. The
additional tension on the gun trigger and tends to discourage spray pattern is variable from round to flat with all patterns
feathering at the beginning and end of the stroke. in between and can be adjusted to obtain the pattern which
produces the best results.
4.4.2.3 For pressure feed spraying, adjustment of tank
pressure and adjustment of the atomization air supply to the NOTE
gun is more effective for obtaining the proper air to fluid
balance. As the width of the spray is increased, more paint
must be allowed to pass through the gun to get the
same coverage.
4.4.2.4 The air adjustment screw (Figure 4-10, A) can be
changed to spread the atomized fluid out over a greater area,
which, in combination with the increased air flow, is equiva-
lent to reducing the flow of fluid.
NOTE
Do not thin the paint excessively to increase the
flow of fluid.
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4.4.3 Painting Difficulties and Remedies. Coating unworkable. Unusual climatic and atmospheric condition can
troubles may be divided into five groups: inadequate surface to some extent be remedied or compensated for by tempera-
preparation, incorrect methods or techniques of application, ture and humidity controls, shielding from elements, etc.
unusual climatic or atmospheric conditions, unsuitable equip- Consideration should always be given to alternative methods
ment, and faulty finishing material. Inadequate surface prepa- such as hot spraying or even brushing and roller coating on
ration is self-explanatory and is discussed in Chapter 3. In- certain surfaces. Unsuitable or faulty equipment can only be
correct methods of application should be discontinued upon remedied by obtaining proper equipment or repair. An expe-
discovery of the discrepancy. Remedying incorrect tech- rienced painter may be capable of compensating for faulty
niques of application, however, calls for training. The prac- materials to obtain proper results, but this is an emergency
tice of allowing inadequately trained personnel to apply measure only and must be with the cognizance and authority
coatings, particularly to aeronautical surfaces, is unauthor- of the quality control facility. Table 4-1 and Figure 4-14
ized and dangerous. Conditions such as adverse weather and through Figure 4-22 lists common troubles of spray coating
humidity may cause the application method chosen to be operations with suggested remedies or methods of avoidance.
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Table 4-1. Spray Coating Troubles, Possible Causes, and Remedies - Continued
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Table 4-1. Spray Coating Troubles, Possible Causes, and Remedies - Continued
4-14
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Table 4-1. Spray Coating Troubles, Possible Causes, and Remedies - Continued
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Table 4-1. Spray Coating Troubles, Possible Causes, and Remedies - Continued
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4-17
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4.5 CLEANING AND MAINTENANCE. (2) Remove the paint container and clean the inside
using MIL-T-81772, Type I or II thinner or TT-T-
Proper maintenance of spray guns is necessary to preserve 2935 purging thinner or one of the lower vapor
the life of the gun and ensure high quality results. The gun pressure solvents listed as preferred alternatives
requires little other maintenance if kept clean. for these in Paragraph 4.6.
When using solvents, keep away from heat and (6) Dampen a rag with thinner or solvent and wipe
open flame, keep container closed, use only with the entire gun and cup until they are free of paint.
adequate ventilation, and use gloves to avoid skin
contact. (7) Using the bristle brush, clean the air nozzle and
its openings.
(1) To clean a siphon-feed gun, unscrew the air cap
and release the paint cup from around the siphon (8) Put the gun back together and spray clean MIL-
tube at least a distance of 1 or 2 inches. Hold a T-81772, Type I thinner only through the gun un-
cloth over the air cap and trigger the gun. Air will til a fan of clear thinner is produced. Do not use
be sent into the passageways, forcing any excess
paint back down the siphon tube and into the
loosened paint cup.
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the lower vapor pressure solvents listed in Para- container has devices installed inside of it for connecting
graph 4.6 for this final flushing procedure for the paint guns for cleaning of internal as well as external sur-
same reasons noted in the CAUTION in Para- faces. Since these washers are closed-loop systems, their use
graph 4.6. reduces hazardous waste, VOC emissions, solvents required
to manually clean the paint equipment, and hazards to the
(9) Remove any excessive thinner, and wipe the cup personnel. Use of paint gun washers is required to comply
and gun with a clean dry rag. with NESHAP rules when applicable.
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CHAPTER 5
PAINTING OPERATIONS FOR AIRCRAFT AND EQUIPMENT
5.1 GENERAL. skin contact. Painting operations also involve hazards of
physical injury due to improper use of work stands, ladders,
This chapter describes coating application procedures for hoists, etc. As directed by the local Safety and the Bioenvi-
aircraft and equipment used by the Air Force. Except when ronmental Engineers, all painting personnel shall observe all
otherwise directed by this technical order or by local re- safety precautions regarding toxicity, other health, and flam-
quirements or limitations, protective organic coatings may mability hazards specified by existing instructions and regu-
be applied by spraying, brushing, or any other approved lations. AFMAN 48-155 and 48-137; AFPD 91-2; AFI 91-
method which results in continuous adherent films. The 203; and NFPA 10, 13, 33, and 91 apply, and all safety
method selected or directed for application of coatings to precautions in these documents regarding personnel health,
aerodynamic surfaces shall be developed and adjusted to fire prevention, ventilation, handling of equipment, electrical
provide film integrity, optimum adherence, smoothness and grounding, storage of coating materials, area preparation, use
good appearance. Achieving acceptable finishes on airframe of vapor-proof lights, etc., are mandatory. Refer to Table 5-1
surfaces requires trained personnel plus certain disciplines of for the minimum recommended personal protective equip-
operation. Pre-planning for painting is an absolute require- ment. The following measures are minimum required prac-
ment to provide a logical schedule of operations, arrange for tices for personal safety:
a cleared working area, and have available painting aids such
as scaffolding and cleanup materials and equipment, etc. a. Wear approved respiratory protective devices.
Correctly preparing coating materials and maintaining paint-
ing equipment in good operating condition are as important b. Wear protective clothing to prevent contamination of
as knowing the techniques of applying coatings. ordinary clothing. When painting, use cloth coveralls
with a head covering (sock hat) or hooded Tyvek™
5.2 SAFETY AND HEALTH ASPECTS OF PAINT- coveralls, disposable rubber gloves, and non-slip foot
ING. coverings for walking on aircraft. Do not store protec-
tive clothing in the painting area. Store protective
clothing in ventilated metal lockers in some other con-
venient location.
Measures shall be taken to prevent paint waste c. After painting, wash hands thoroughly before eating.
from contaminating air, water, or soil. Some of the Do not carry food into spraying areas.
chemicals used in painting require treatment or
other special control prior to disposal. Disposal of d. Spray paint only in areas approved by Fire, Safety, and
materials shall be accomplished under the direc- Bioenvironmental Engineering.
tion of the Base Civil Engineer, Safety Office,
Bioenvironmental Engineer, and Environmental
Management Office in a manner that will not re-
sult in violation of local, state, or federal pollution
criteria. Detailed information for disposal is cited Spray gun nozzles are sources of very high pres-
in AFI 32-7001, AFI 32-7040, AFI 32-7041, AFI sure. During operation and cleaning of paint spray
32-7042, AF PAM 32-7043, and AFI 32-7086. guns, the nozzle shall never be pointed towards
any person in close proximity.
Painting operations are hazardous and require control or pre-
ventive measures. Vapors produced, particularly in spray e. Spray painting equipment presents hazards of which
painting, are usually highly flammable, as are the accumu- painters should be aware. Consult manufacturers’ in-
lated dried coating materials deposited on walls, floors, and structions for proper handling, cleaning, operation, and
equipment in the painting area. Also, coating materials and precautionary procedures.
their thinners very often contain toxic substances which are
injurious to health by inhalation and, to a lesser degree, by
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5-2
Table 5-1. Minimum Recommended Controls and PPE for Priming and Painting Operationsa
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a
Local Bioenvironmental Engineer may recommend more restrictive controls or PPE based on exposure monitoring.
b
Hearing protection may be required in locations where hazardous noise is produced from other sources.
c
A powered air-purifying respirator (PAPR) with hood is the best choice for spray paint application.
d
Not required if a full-facepiece or hooded respirator is worn.
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5.2.1 Respiratory Protection. Many toxic materials are 5.4 PAINT BOOTH TYPES.
found in spray painting shops which may impair the health
of personnel if control measures are not provided. Harmful
concentrations of these materials may be reduced to a safe
level by an efficient mechanical exhaust system supple-
mented with personal respiratory protection. At a minimum, Prior to spraying of paint, rigidly comply with all
it is recommended that powered air purifying respirators with safety regulations regarding to electrical ground-
hood be used (see Table C-1); however, always contact ing, fire prevention, vapor and explosion-proof
Bioenvironmental Engineering for selection of proper respi- lights, etc.
ratory protection. It should be understood that a respirator is
not a substitute for a proper exhaust system, but is a supple- Two types of paint spray booths are in general use, the dry
ment to existing ventilation methods (refer to NFPA 91, AF- type and the air-water wash type. Traditional spray booths
MAN 48-155, and Air Force Instruction (AFI) 48-137). are generally effective at removing particulate matter such as
solid and liquid particles of overspray, but they do not re-
NOTE move solvent vapors from exhaust air. Removal of solvent
vapors for air quality emissions compliance requires supple-
This manual provides only general information for mental equipment to collect the organic vapors on activated
respiratory safety devices. See the manufacturer’s charcoal filters or to destroy them by combustion or catalytic
technical data for detailed operating and mainte- reaction. These special process capabilities are matters to be
nance instructions. See the DO43 System for NSNs addressed by local civil engineering and environmental plan-
and to convert specification and PNs to NSNs. ning functions.
Equipment Authorization Inventory Data (EAID)
authorization for equipment type items must be
5.4.1 Dry-Type Booth. Dry-type spray booths draw con-
established in accordance with AFH 23-123.
taminated air through a series of baffles or filters before ex-
hausting it to the outside. Care should be taken to minimize
5.3 SPRAY BOOTHS AND PAINTING AREAS, GEN- air currents in the spray booth that will interfere with re-
ERAL. moval of spray dust or with the health and comfort of per-
sonnel. These booths are available with varying types of fil-
Spray painting shall be conducted in a properly ventilated ter material, and local environmental regulations may specify
spray area such as in a spray booth which confines and ex- the numbers of filter banks required. In most cases, the filter
hausts vapors and mists and overspray during painting op- material will be considered a hazardous waste and disposal
erations. Paint booths are available in various sizes for small should be coordinated with local civil engineering and envi-
parts painting, or for larger wheeled equipment, and can be ronmental management.
large enough for complete aircraft. Air flow design shall pro-
vide adequate velocity at the face of the booth. Basic airflow 5.4.2 Air-Water Wash Type Booth. In addition to the
criteria for a specific type paint booth is available from the baffles used in the dry-type booth, this type of spray booth
Bioenvironmental Engineer. Also, see NFPA 91, “Industrial has a series of water curtains to trap and remove overspray
Ventilation, A Manual of Recommended Practices”, pub- solids and liquids from contaminated air before it is ex-
lished by the American Conference of Government Indus- hausted. An air-water wash type booth will remove up to 95
trial Hygienists (ACGIH), and AFI 91-203. For additional percent of paint residue before it is exhausted when working
reference criteria, see the Air Force Corrosion Facility Ref- properly. Many areas today have greater restrictions than 95
erence Guide on the Air Force Corrosion Prevention and percent efficiency. Fire hazards are greatly reduced when the
Control office’s website. Doors and windows in the area air-water wash booth is used. A deflocculating material or
should be kept closed to exclude dust and dirt. Air should water wash compound is added to the water to prevent resi-
enter a booth at a rate which will not cause turbulence or due from adhering to the working portion of the booth and
excessive air currents but be sufficient to keep dried over- also serves to prevent rusting. A paint sludge removal system
spray from settling on surfaces which have been painted and may be installed in these booths to decrease the frequency of
are still tacky. Humidity and temperature indicators shall be changing the water. Disposal of paint sludge may be consid-
installed and kept in proper operation so that the temperature ered a hazardous waste and should be coordinated with local
and humidity for correct spraying can be checked and main- civil engineering and environmental management.
tained. Lighting shall amply illuminate all surfaces being
painted, and all lighting and connecting electrical switching
5.4.3 Cleaning and Maintenance. A suitable coating
shall be explosion proof. Spray room surfaces shall be
should be applied to all dry interior surfaces of a booth to
cleaned frequently to ensure good housekeeping.
facilitate cleaning. Paint residue which floats on the surface
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of the water should be removed each day to prevent it from The aircraft being electrostatically painted must be
settling to the bottom of the tank. Spray booths should be grounded in two locations to prevent accidental elec-
coated with an approved fireproof material. The applicable trical discharge from the electrostatic spray equipment.
equipment manual should be consulted for complete infor- Each base is responsible for establishing procedures to
mation on paint spray booths. It is very important to keep ensure that the temperature of on-board fuel is below
the spray booth and its immediate vicinity as free from dirt 100 °F before and during electrostatic painting appli-
and dust as possible. The strong suction created by the ex- cations.
haust fan can pull dust from outside into the booth and may
deposit it on sprayed surfaces. b. The ventilation system must provide sufficient exhaust
to remove the solvent vapors generated by the process.
5.4.4 Part and Equipment Painting Operations. All The exhaust stream shall be maintained below 20 per-
parts and equipment painted in spray booths shall be prop- cent of the Lower Explosive Limit (LEL) with no more
erly positioned in the booth. This is necessary to ensure the than 500 ppm total solvent vapor concentration as de-
painter is not improperly exposed during the painting opera- fined in OSHA Standard 1910.94. The paint hangar
tion. The parts shall be placed on roll around tables or hung facility shall be equipped with an audible alarm system
from roll around racks to allow for their repositioning in the which activates if the ventilation system fails. Person-
paint booth during the painting operation. The painter shall nel shall wear proper respiratory protection in addition
spray into the face of the booth with the air flow from the to the ventilation as specified by Bioenvironmental En-
painters back. When painting complex parts, change the po- gineering.
sition of the part being painted so that the painter is never
spraying into the air flow. Painted parts shall be removed c. The painting equipment must be used only in the paint
from the spray booth as soon as possible after the spraying hangar and shall be of the HVLP, airless, or air-as-
has been completed and the vapors have been removed. sisted-airless type and may employ electrostatic capa-
When painting large equipment, the painter shall begin at the bilities in accordance with EPA requirements.
front or exhaust end of the booth and work toward the back
or air supply end. This is to ensure the painter remains out of d. Painters shall be trained in the hazards associated with
the flow of the paint overspray. painting fueled and unfueled aircraft, and the fire and
safety problems associated with the process.
5.5 AIRCRAFT PAINTING OPERATIONS.
e. All safety and regulating features on associated spray
5.5.1 Depot Level Aircraft Painting Operations. Depot painting equipment and safety equipment shall be op-
painting of aircraft shall conform to the following safety and erational.
health protection precautions:
f. No unauthorized personnel are allowed in the paint
NOTE hangar during fueled aircraft painting operations.
Painting of entire aircraft will necessarily be ac-
g. Any personnel involved in operations in the paint han-
complished in a variety of locations including in-
gar, even those not associated with the painting pro-
terior areas not primarily designed for painting
cess, shall be briefed on the hazards of static on un-
operations and out-of-doors. Insofar as applicable,
grounded objects and provided with the appropriate
all safety precautions and directions on environ-
safeguards.
mental and materials controls pertain in these ar-
eas also. Painting in maintenance hangars shall be
restricted to the minimum necessary to maintain h. All aircraft, equipment, work stands, solvents contain-
the integrity of the coating system and shall al- ers/buckets, people, and adjacent equipment shall be
ways be under cognizance of local safety, fire and grounded prior to using the painting equipment.
medical service representatives. Painting in main-
tenance hangar will be done in accordance with i. Prior to cleaning electrostatic paint guns, the operators
AFI 91-203. shall ensure that they and the gun are grounded and
that the equipment is deenergized. All spray nozzles
a. Base Fire, Safety, Bioenvironmental, and Environmen- and auxiliary equipment being cleaned with flammable
tal Management Offices shall approve locations for solvents shall be done inside the paint hangar facility
spray painting aircraft. Painting of fueled aircraft must with the ventilation system operating.
be approved by AFMC and the responsible ALC Fire
Protection Engineering Offices, and is authorized only j. The manufacturers operational/safety procedural crite-
if the following precautions are taken. Aircraft con- ria is used as a supplement to these procedures.
taining JP-5 or JP-8 fuel may be electrostatically
painted during depot level operations providing the on- k. All electrical equipment within the paint hangar facil-
board fuel temperature is below the flash point of 100 ity must be approved for explosion proof environ-
°F before and during electrostatic painting operations. ments. The painting equipment used for this process
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must have been tested and approved by a recognized f. Prior to starting a paint operation, ground all aircraft,
laboratory for NFPA70 Class I, Division I, Groups C metal solvent containers, flammable waste containers,
and D locations. airless and air-assisted airless paint spray equipment,
and adjacent equipment as deemed necessary by the
l. When painting fueled aircraft, the paint hangar facility Base Safety Office.
and aircraft shall be protected with by a fire suppres-
sion system. The fire suppression system must be fully g. Supervisory personnel must make sure all fire/safety
operational prior to the start of electrostatic painting. precautions have been implemented prior to the start
Facility fire suppression required for electrostatic paint- of the painting operations.
ing is outlined in MIL-STD-3007, ETL 02-15, and ETL
98-8. h. Painting equipment shall be the HVLP or electrostatic
type in accordance with EPA NESHAP requirements.
m. Supervisory personnel must ensure all fire/safety pre-
cautions have been implemented prior to the start of 5.5.3 Electrostatic Aircraft Painting. Electrostatic paint-
the painting operation. ing of aircraft shall conform to the following safety and
health protection precautions:
n. LEL readings in the fuel vent areas must be taken prior
to the painting of each aircraft. LEL readings must be
maintained at or below 20 percent.
5.5.2 Field Level Aircraft Painting Operations. Field Electrostatic spray painting of JP-8 fueled aircraft
level painting of aircraft shall conform to the following safety constitutes a significant hazard when the on-board
and health protection precautions: fuel temperature exceeds 100 °F.
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matically operated equipment; however, the paint han- 5.5.4 Atmospheric Conditions for Painting. Normally,
gar facility shall be equipped with an audible alarm coatings should not be applied under unfavorable atmo-
system which activates in the event of a ventilation spheric conditions such as high humidity, strong drafts or
system failure. extremes of temperature. Painting should be accomplished
whenever possible in an environmentally controlled facility
d. All painters using the electrostatic equipment shall be capable of maintaining a range of 30 to 80 percent relative
trained in its use, the hazards associated with electro- humidity and 60 °F to 90 °F. Some coatings may be applied
static painting, and the fire/safety problems associated outside these ranges without significant adverse effects, but
with the process. paint personnel should always watch for adverse effects when
applying paint outside of these ranges and develop painting
e. All safety and regulating features on all equipment are decisions based upon local experiences for the particular
operational. types of coatings used and the local climate. Factors to be
considered are:
f. No unauthorized personnel are allowed in the paint
hanger during electrostatic painting operations. 5.5.4.1 The temperature of surfaces being painted should
be considered in any painting decision since it is a major
g. Any personnel involved in concurrent operation in the factor in the drying or cure of coatings.
paint hangar, not associated with the electrostatic paint-
ing process, shall be briefed on the hazards of static on 5.5.4.2 Low humidity retards the cure of moisture curing
ungrounded objects and provided the appropriate safe- coatings.
guards.
5.5.4.3 High humidity can cause blushing of lacquers and
h. All aircraft, the electrostatic equipment, work stands, also may result in condensation on the coating if the tem-
solvent containers/buckets, people, and adjacent equip- perature of the coating drops to the dew point.
ment shall be grounded prior to using the electrostatic
painting equipment. 5.5.4.4 Low temperatures cause slow drying, or cure, lon-
ger tack time, and sometimes incomplete cure. If the tem-
i. Prior to cleaning electrostatic paint guns, the operators perature is 50 °F or lower, painting operations should be
shall ensure that they and the gun are grounded and suspended.
that the equipment is deenergized.
5.5.4.5 High temperatures cause too rapid an evaporation
j. The manufacturer’s operational/safety procedures are of solvent which leads to premature skinning, pinholes or
used to supplement these procedures. solvent pop, blisters, cracked finish, or excessive dry spray.
If the temperature exceeds 95 °F, painting operations should
k. All electrical equipment within the paint hangar facil- be suspended.
ity must be approved for explosion-proof environ-
ments. The electrostatic painting equipment used for 5.5.4.6 The aircraft skin temperature must be at least 60
this process must have been tested and approved by a °F prior to any application of coatings. During extremely
recognized laboratory for Class I, Division I, Groups C cold weather, this may require placing the aircraft in a heated
and D locations. paint facility several days in advance to ensure proper skin
temperature.
l. When painting aircraft fueled with JP-5 and JP-8, the
paint hangar facility and aircraft shall be protected by 5.5.5 Test Panels. To test suitability of materials, condi-
a fire suppression system. The fire suppression system tions, etc., spray test panels prior to beginning operations.
must be fully operational prior to the start of electro- The suitability shall be determined experimentally on a panel
static painting. Facility fire suppression required for approximately 10 x 32 inches in size coated under prevailing
electrostatic painting of fueled aircraft is outlined in conditions with the finish system that is to be applied. If the
MIL-STD-3007, ETL 02-15, and ETL 98-8. finish system applied to the experimental panel is satisfac-
tory, then full scale operations may begin. Defects found in
m. Supervisory personnel must ensure all fire/safety coun- the experimental application such as blushing, poor adhe-
termeasures have been implemented prior to the start sion, excessive orange peel, sagging, etc., shall be corrected
of the painting operation. prior to large scale application. Application of catalyzed
(two-component) coatings having a long drying time usually
n. LEL readings in the fuel vent area must be taken prior cannot await inspection of completely cured and dry films,
to the painting of each aircraft. LEL readings must be
maintained at or below 20 percent.
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so use the best information available from the test panels at NOTE
the beginning of the application. Test panels are not required
for component/part or maintenance painting (touch-up). If the aircraft was not prepared in the paint hangar
and was moved to the paint hangar the aircraft
5.5.6 Material Requirements, General. Materials used must be allowed to dry (if necessary) and the air-
on Air Force aircraft and equipment should normally con- craft skin to warm to room temperature and sol-
form to Military or Federal Specifications and shall be ap- vent wipe the entire aircraft surface per Paragraph
plied as directed in this technical manual and other pertinent 3.1.4 of the technical order.
technical publications.
e. Allow the primer to cure for the time specified in
NOTE Chapter 6 but no more than 8 hours. Apply two coats
of the required topcoat in the appropriate paint scheme
Unauthorized material shall not be used by Air per Chapter 8 of this manual, aircraft drawings, or -23
Force activities on aircraft and associated equip- manual or equivalent manual. If more than 8 hours
ment. elapse (not to exceed 24 hours) between priming and
topcoating, the primer must be solvent wiped for reac-
5.5.6.1 Proprietary non-specification materials may exist tivation per Paragraph 3.1.6 or scuff sanded with 320-
on aircraft and equipment as supplied by the manufacturer, or 400-grit sandpaper or CID A-A-58054, Type I,
and the maintenance of these may offer special difficulties. Grade A, abrasive mat per Paragraph 3.1.3 to reacti-
Normally, the repair and maintenance of proprietary coatings vate the primer for adhesion of the topcoat. If the
should be with the same material. However, if a material primer is scuff sanded, solvent wipe per Paragraph
cited in this technical order is determined by the ALC corro- 3.1.4 must be reaccomplished prior to topcoat applica-
sion manager or the weapon/item manager engineering func- tion. If 24 hours elapse between priming and topcoat-
tion to be compatible with the proprietary coating, use the ing, solvent wipe only for reactivation is not permitted
cited material for touch-up. In case of complete unit strip- and scuff sanding is mandatory.
ping and recoating, only Air Force authorized specification
materials shall be used. 5.6.1 Aircraft Paint Application Sequence.
NOTE
Avoid the possibility of incompatibility of materi-
als under the same specification but of different • Aircraft shall be primed and painted so paint-
manufacture by not mixing them. Primers of dif- er’s exposure to the spray mist or cloud is
ferent manufacture but under the same specifica- minimized.
tion shall not to be mixed in the same area, but
may be applied separately to areas which are to be • Always spray with painter’s back or side up-
overcoated. Every effort shall be made; however, wind, and never direct spray upwind.
to assure that an entire topcoat is restricted to the
product of a single manufacturer and, where pos- • Two or more painters spraying at the same time
sible, to the same batch in order to maintain uni- shall never spray directly at each other and shall
formity of color, gloss, etc. be positioned as far apart as possible or on op-
posite sides of the aircraft.
5.6 THE AIRCRAFT PAINTING PROCESS SE-
QUENCE OF EVENTS. • When priming, start at the end of the aircraft
near the exhaust filter bank and move toward
a. Clean and mask the aircraft per Chapter 3 of this tech- the air supply.
nical order.
Application of coatings on aircraft by spraying methods is
b. Apply conversion coating to bare aluminum surfaces best accomplished by at least two painters supported by
per Chapter 3 of this technical order. helpers to handle lines, stands, etc., as required. Four paint-
ers may be required on larger aircraft. Recommended paint-
c. Allow at least 2 hours for the conversion coating to ing sequences are as follows:
dry and set up. Then, move the aircraft (if required) to
the paint hangar with no delay in the outside environ- 5.6.1.1 Small Aircraft-Tail Toward Hanger/Insert Ex-
ment. haust.
d. After the aircraft is situated in the paint facility, begin 5.6.1.1.1 Priming.
application of the primer after 2 hours minimum to 48
hours maximum has elapsed since applying the con- a. For “T” tail aircraft, apply a full wet coat of primer to
version coating to the aircraft. the horizontal stabilizer upper surface starting at the
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center moving outboard to the tip with a stroke per- areas at a time. For a two coat system, apply the first
pendicular to the leading edge. Using this same tech- coat with a stroke in one direction and the second coat
nique, prime the horizontal stabilizer lower surface and with a stroke perpendicular to the first coat, but after
then apply a full wet coat of primer to the outboard the first coat “time to overcoat” specified for the coat-
edge of the tip and the front of the leading edge work- ing system has elapsed.
ing from the tip to the junction with the vertical stabi-
lizer. Apply a full wet coat of primer to each side of b. Apply topcoat to the fuselage forward section starting
the vertical stabilizer(s) starting at the top and leading at the nose and leading edge with the initial stroke
edge moving down and aft with a vertical stroke. Fi- perpendicular to the fuselage length. Apply the criteria
nally, apply a full wet coat of primer to the front of the in step a above.
vertical stabilizer(s) leading edge starting at the top
moving down. For bottom mounted horizontal stabi- c. Apply topcoat to the upper surface of the wings start-
lizer aircraft prime using the same techniques as for a ing at the tip and moving inboard toward the fuselage
“T” tail aircraft except prime the vertical stabilizer first. with the initial stroke perpendicular to the leading
Prime vertical stabilizer mounted engine nacelles us- edge. Apply the criteria in step a above. For lower
ing the same techniques at this time. wing aircraft coat the fuselage section above the wings
using the same technique at this time.
b. Apply a full wet coat of primer to the aft section of the
fuselage starting at the aft end and the top moving d. Apply topcoat to the lower surface of the wings start-
forward and down to the junction with the wing trail- ing at the tip moving inboard toward the fuselage with
ing edge with a vertical stroke. Prime any aft fuselage the initial stroke perpendicular to the leading edge.
mounted engine nacelles using the same techniques at Apply the criteria in step a above. Apply topcoat to all
this time. wing mounted pylons, tanks, and nacelles, all main
landing gear pods and doors, lower fuselage between
c. Apply a full wet coat of primer to the lower surface of the wings on low wing aircraft, and the side of the
the wings starting at the tip moving inboard to the fuselage on high wing aircraft using the same tech-
wing root with a stroke perpendicular to the leading niques at this time. Finally, apply topcoat to the out-
edge. Prime all wing mounted pylons, tanks, and na- board edge of the tip and front of the leading edge
celles, all main landing gear pods and doors, lower starting at the tip and moving inboard toward the fuse-
fuselage between the wings on low wing aircraft, the lage.
side of the fuselage beneath the wings, and the lower
fuselage on high wing aircraft using the same tech- e. Apply topcoat to the fuselage aft section starting at the
niques at this time. wing trailing edge and the top moving aft and down to
the aft end with the initial stroke perpendicular to the
d. Apply a full wet coat of primer to the upper surface of aircraft length. Apply the criteria in step a above. Top-
the wings starting at the tip moving inboard toward the coat any aft fuselage mounted engine nacelles using
fuselage with a stroke perpendicular to the leading the same techniques at this time.
edge. Apply a full wet coat of primer to the wing tip
outboard edge and the front of the leading edge start- f. Apply topcoat to the horizontal stabilizer upper surface
ing at the tip and moving inboard. For low wing air- on “T” tail aircraft starting at the center and moving
craft, prime the fuselage side above the wing and the toward the tip with the initial stroke perpendicular to
top of the fuselage using the same techniques at this the leading edge, and then topcoat the horizontal stabi-
time. lizer lower surface starting at the tip moving inboard
to the junction with the vertical stabilizer. Topcoat each
e. Apply a full wet coat of primer to the forward section side of the vertical stabilizer(s) on “T” tail aircraft next
of the fuselage starting at the wing leading edge and starting at the top and the leading edge moving down
the top moving down and forward to the nose with a and aft to the junction with the fuselage with the initial
vertical stroke. stroke in a vertical direction. Topcoat the front of the
leading edge of the vertical stabilizer(s) starting at the
5.6.1.1.2 Topcoating. top moving downward. Topcoat any vertical stabilizer
mounted engine nacelles using the same techniques at
a. Topcoats are applied in either a one coat or a two coat this time. Apply the criteria in step a above. Bottom
system. For a one coat system, apply a mist coat of the mounted horizontal stabilizer aircraft are topcoated us-
topcoat with a stroke in one direction followed imme- ing the same techniques except the vertical stabiliz-
diately be a full wet cross coat with a stroke perpen- er(s) are topcoated first.
dicular to the stroke of the mist coat working small
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5.6.1.2.1 Priming. Apply primer using the same tech- If the aircraft was not prepared in the paint hangar
niques as for small aircraft with tail toward the exhaust ex- and was moved to the paint hangar after scuff
cept reverse the order of areas being primed, i.e., prime from sanding, the aircraft must be allowed to dry (if
the nose working toward the tail. necessary) and the aircraft skin to warm to room
temperature before final solvent wipe and before
conversion coating application if not already done.
5.6.1.2.2 Topcoating. Apply topcoat using the same tech-
niques as for small aircraft with tail toward the exhaust ex-
cept reverse the order of areas being topcoated, i.e., topcoat e. Begin overcoating within 48 hours after scuff sanding
from the tail working toward the nose. and conversion coating operations and immediately af-
ter solvent wipe down and tack rag if available per
paragraph 3.1.27. Apply one thin/mist coat of MIL-
5.6.1.3 Walkway Coatings. Specialty walkway coatings
PRF-23377 Type I, Class C1 or C2 (one full wet coat
applied to the upper wing main gear pods, upper fuselage,
per Table 5-2 to large bare metal areas) to the entire
and horizontal stabilizer: surfaces should be applied before
aircraft or equipment exterior painted surface per in-
topcoating the aircraft. Any masking for walkway areas
structions in Paragraph 5.6. Allow primer to dry per
should then be removed and the aircraft should then be top-
Chapter 6, but no more than 8 hours. Apply two coats
coated while the walkway coating is curing. If any anti-slip
of the required topcoat MIL-PRF-85285 and appropri-
grit is added to the topcoat material for application to walk-
ate paint scheme per Chapter 8 of this manual, aircraft
way areas, the above does not apply; and the walkway areas
drawings, -23 manual, or equipment manual. If more
should be coated with topcoat material to which anti-slip grit
than 8 hours elapse (not to exceed 24 hours) between
is added as the second topcoat for these areas.
priming and topcoat, the primer must be solvent wiped
for reactivation per Paragraph 3.1.6 or scuff sanded
5.6.2 Overspraying Existing Coating Systems on Air- with 320- or 400-grit sandpaper per Paragraph 3.1.3 to
craft and Aerospace Equipment. It is always better to start
reactivate the primer for adhesion of the topcoat. If the
a paint system from bare metal; however, it is feasible to
primer is scuff sanded, solvent wipe per Paragraph
overspray existing paint systems. For aircraft, this must be
3.1.4 must be reaccomplished prior to topcoat applica-
authorized by Chapter 8 of this manual or the weapon sys-
tion. To achieve a dust and lint free surface prior to
tem specific technical orders.
topcoat application, it is recommended to tack rag. If
24 hours elapses between priming and topcoating, sol-
NOTE vent wipe for reactivation is not permitted and scuff
Adhesion failure between coatings requires com- sanding is mandatory.
plete removal of the nonadhering coating. When
intercoat adhesion failure occurs over large areas, f. A non-chromated tiecoat/Primer (Class N) may be used
overcoating shall not be accomplished and com- for overcoating of existing coating systems after scuff
plete strip/repaint is required. Refer to Chapter 2 sanding. This is an alternative to MIL-PRF-23377 Type
of this technical order for removal. I, Class C1 or C2. All bare metal areas must have
primer applied using MIL-PRF-23377, Type I, Class
a. Clean, mask, scuff sand, and vacuum surface to be C1 or C2 before application of the tiecoat. Allow 2
overcoated per Paragraph 3.1.3 of this technical order. hours for the primer to dry, but not more than 8 hours,
prior to application of the tiecoat. Apply the tiecoat
b. Apply conversion coating to repair bare aluminum sur- and topcoat per Paragraph 5.6.2 for MIL-PRF-23377,
faces per Chapter 3 of this technical order. Type I, Class C1 or C2 and MIL-PRF-85285.
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5.6.4 Coating Thickness Measurements. Wet and dry electronic dry film gauge, a minimum of six readings shall
film gauges are available as local purchase items from vari- also be taken. Take readings in a 1 square foot area that is
ous laboratory supply houses. If paint film thickness measur- representative of the entire area bring painted. Rejection is
ing instruments are not available, small (2 x 6 inches) anod- only if the average of the six readings falls outside of the
ized aluminum panels will be used for measurement of the thickness range for that particular paint system.
paint thickness after drying. Apply these panels to each side
of the fuselage with a section of 1 inch wide masking tape 5.6.5 Allowable Coating Thickness. Because of the
doubled back on itself with adhesive contacting the panel greatly reduced corrosion protection for a dried film thick-
and the aircraft surface prior to the painting operation. Mask ness of less than 0.6 mils (0.0006 inch), solitary primer films
one end of the panel with tape for a distance of approxi- below this thickness shall be avoided. Attaining proper coat-
mately 2 inches to provide a comparison of the original panel ing thickness by spraying is a matter of technique plus
thickness and the thickness after painting. Remove the panel checking. There is a limit to the thickness that can be applied
after application of the primer so that immediate mainte- in one pass because of protracted drying time or possible
nance painting can be used to cover those areas previously sagging of the film. This must be considered in obtaining the
protected by the panel. This procedure will also permit locat- total desired thickness. Also, there is a tendency with coating
ing other panels on various portions of the same aircraft to materials of good hiding power to increase the spreading
provide a good indication of the overall paint thickness. The rate as the work progresses and this must be curbed. Opera-
location of panels depends upon inspection procedures and tor fatigue may alter the speed of working, but this should
may vary throughout the aircraft. Each aircraft should use a not be allowed to result in applying more or less material to
set of panels for each different operation employed on the the surface. Changing atmospheric conditions during opera-
aircraft identified by the name of the painter, aircraft model, tions may have to be compensated for in order to continue
and the date of painting, to provide follow-on data during applying a uniform film. Frequent checks with a wet film
any subsequent service evaluation. Slight errors in paint thickness gauge shall be made during painting to ascertain
thickness measurements can be expected when using this and control film thickness. Thickness cannot be gauged ac-
method due to thickness tolerances for the basic aluminum curately without instruments, but lacking these, the best as-
sheet. Measure the paint thickness with an ordinary microm- surance of consistent films is in correct adjustment of the
eter possessing flat contact surfaces. Micrometers with gun for the material being applied and the use of good
pointed or rounded contact surfaces are not recommended. judgement. See Table 5-2 for dry film thickness ranges of
At least six readings shall be taken on both painted and un- various primers and topcoats.
painted portions of each panel to provide an average paint
thickness measurement. When using a wet film gauge or an
Table 5-2. Allowable Coating Thickness for Production Level Finishing (Depot, Original Manufacture, Field)
Dry Film
Coating Specification Number of Coats Thickness Range (inches)1
Minimum2 Maximum2
MIL-PRF-23377 and MIL-PRF-85582 One coat 0.0006 0.0009
Epoxy Primers
To Be Reactivated3 0.0004 0.0013
Mist, “Light Dust Coat” Activation 0.0002 0.0005
After Reactivation, Total 0.0006 0.0009
Two coats 0.0008 0.0020
TT-P-2760 Elastomeric Polyurethane One coat 0.0015 0.0020
Primer
Two coats 0.0017 0.0030
MIL-PRF-85285 High Solids Polyure- One coat (without cross coat) 0.0017 0.0023
thane Coating
One or two coats (with cross coat) 0.0016 0.0050
Three to four coats4 0.0048 0.0070
MIL-PRF-22750 Topcoat One coat 0.0008 0.0020
Two coats 0.0016 0.0040
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Table 5-2. Allowable Coating Thickness for Production Level Finishing (Depot, Original Manufacture, Field)
- Continued
Dry Film
Coating Specification Number of Coats Thickness Range (inches)1
Minimum2 Maximum2
MIL-C-27725/SAE AMS-C-27725 Fuel Two coats 0.0008 0.0012
Tank Coating
1
In most cases the desired coating thickness should be the low to nominal for the range specified unless there is a re-
quirement for thicker coatings. The higher end of the range is not intended to be the mean or average of thickness
measurements (unless it is required) but to allow for overlaps, etc., that occur in localized areas or sections of a part
or surface. Measurements should not be taken around edges or holes and considerations must be allowed where
overlap occurs such as in angles and on irregular surfaces.
2
Lower end of thickness range is expected when painting detail parts and small assemblies. Mid to high end of thick-
ness range is often needed when finishing large areas such as the exterior of aircraft.
3
A single coat which is to be reactivated with a ″light dust coat″ before topcoat application after scuff sanding.
4
This coating thickness is intended for use only in specific areas where wear or abrasion are a factor, such as leading
edges. These unique requirements should be specified in finish documents.
5.6.6 Inspection Control. Inspection shall enforce the re- 5.6.6.1.4.1 Adhesion tests shall be made on the completed
quirements of this technical manual. exterior finish system after drying for a period of at least 48
hours in a sufficient number of selected areas to ensure a
a. Proper and adequate equipment shall be used at all satisfactory level of adhesion for the overall finish system.
times.
5.6.6.1.4.2 To perform this test, wet a piece of cloth/gauze
b. Materials shall be thoroughly mixed with thinners and pad with either tap or distilled water and cover with plastic
catalysts properly proportioned. sheet taped on the area under inspection. The test area shall
be soaked for 24 hours minimum and shall have a minimum
c. Ensure that thorough cleaning and proper preparations diameter of 3 inches.
are taken prior to application of each coat, proper dry-
ing times are observed before recoating, and coatings 5.6.6.1.4.3 Remove the wet cloth and plastic sheet and
are applied at the proper thickness. blot up the surface water. Immediately apply a 1-inch strip
of tape, PN 250, manufactured by 3M Company, (NSN
d. Ensure the general appearance, texture, color, and gloss 7510-00-283-0612), age of tape not to exceed 3 years, adhe-
are acceptable. No sand paper finish to exceed approxi- sive side down. Press the tape down, using two passes of a 4
mately 320 grit coarseness, wrinkling, crazing, blister- 1/2 pound rubber covered roller or employ firm pressure with
ing, fisheye, lifting, or pitting/cupping as defined in the hand.
this technical order is permissible but not exceed limits
of Paragraph 5.6.6.2.6. NOTE
5.6.6.1 Certain physical tests shall be made before, dur- This tape is the only approved tape (no alterna-
ing, or after coating operations: tives or substitutes).
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of the aircraft instead of a test panel. The test shall be made 5.6.6.2.6 Fifteen or more individual discrepancies, any
on the complete exterior finish after drying for a period of at combination of discrepancies with a total area of 15 or more
least 24 hours in a sufficient number of areas to assure that square feet, or any one discrepancy with an area of 5 or
the required gloss has been obtained. See Table 5-3. more square feet wrinkling, crazing, blistering, lifting, or pit-
ting/cupping as defined in this technical order, or peeling of
Table 5-3. Gloss Requirements topcoat to primer or primer to bare metal shall be reported as
a major defect. List all these discrepancies by number found
Gloss Meter Paint System and type, area of each, and total area of all discrepancies.
Degrees Reading Unit
60 Semi-gloss 35-45 NOTE
60 High-gloss 90 Min Failure of 25 percent of the wet tape adhesion tests
60 Gloss 80 Min prescribed here shall be reported as major defect.
60 Camouflage 7 Max List all failures of this test by location on the air-
60 and 85* Gunship* 3 Max craft.
(both)
5.6.6.3 Frequency of Inspection. The quality control plan
* and frequency of inspection shall be decided by local quality
Both Meters Required control authority. For large surface painting (e.g., the partial
or complete repaint of an aircraft), a predetermined number
5.6.6.2 Evaluation and classification of discrepancies for of tests may be applied to sampled areas of each item. For
complete aircraft painting. subassembly and component painting, inspection of paint
shop workmanship may be covered by in-process inspection
5.6.6.2.1 The paint system, pattern, and markings shall be or inspections of representative samples items according to a
in accordance with weapon system specific TOs, aircraft sampling plan either on a time basis or production count
drawings, or other applicable directives, and Chapter 8 of basis. Testing shall be kept to the minimum necessary to
this manual. determine acceptability of the finished work. System and
Item Managers have the option to specify a frequency of test
5.6.6.2.2 Colors of camouflage pattern shall fade and blend in technical orders or work specifications on their equipment.
into each other with irregular lines of demarcation, with no
straight or sharp lines. 5.6.7 Soil Barrier Coating. If approved by weapon sys-
tem technical order, this coating may be applied to all newly
painted aircraft in the jet engine exhaust, APU exhaust, and
5.6.6.2.3 No color variation in any single color area of the
gun/rocket blast exhaust areas to protect the newly painted
camouflage pattern or paint scheme when the surface is
surfaces. If left unprotected, the above areas will be very
viewed with the unaided eye from a distance of 50 feet is
difficult to clean after exposure to the aforementioned ex-
allowed. Touch-up of the paint system to correct minor dis-
hausts. This material and application procedures are called
crepancies by the paint activity will produce some minor
out in TO 1-1-691. If used, the soil barrier coating shall be
color variation and is acceptable.
applied after the topcoat cures at least 24 hours and prior to
engine run-up.
5.6.6.2.4 No more than two minor sags or runs per 50
square feet of surface is allowed (a minor sag run is one
5.7 INTERIOR FINISHING PROCEDURES AND OP-
which does not exceed 2 inches in length).
ERATIONS.
NOTE
5.7.1 Preparation for Coating. Cleaning and anodizing
Slight orange peel appearance is inherent with the (new parts) or chemical surface treatment of metals and metal
PR-1432 GV polysulfide primer/MIL-PRF-85285 parts per Chapter 3 is a necessary prerequisite on all interior
polyurethane paint system and is acceptable. surfaces prior to priming and painting operations.
5.6.6.2.5 The paint system shall pass the paint adhesion 5.7.2 Coating Application. Interior surfaces previously
wet tape test. Candidate test areas shall include the following primed with TT-P-1757 may be touched up using MIL-PRF-
(where applicable): Upper center wing, left and right upper 85582, Type I, Class C1 or C2. All other interior surfaces
inboard and outboard wing, left and right lower wing surface shall be finished with MIL-PRF-23377, Type I, Class C1 or
(inboard and outboard), left and right horizontal stabilizer C2 epoxy primer. If appearance is of concern, the epoxy
surface (upper and lower), left or right side of vertical stabi- primer may be topcoated. For areas specified to be of a par-
lizer, cargo door, main landing gear pod, engine pylon, en- ticular color, Sherwin Williams DTM Gloss Latex Enamel or
gine nacelle, left and right side of fuselage forward and aft, MIL-PRF-85285 polyurethane shall be applied over the
lower fuselage or belly (multiple sites shall be selected for primer in the desired SAE-AMS-STD-595 color and in the
this area). Failure of this test includes peeling of topcoat to same manner and with the same precautions and restrictions
primer as well as primer to bare metal. as are
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prescribed for exterior finishing in this technical order. The Use 180-grit paper or nylon abrasive matting material
interior colors prescribed by MIL-C-8779 shall be applied in CID A-A-58054, Type I, Grade A or B, very fine or
the locations called out in that specification, the aircraft fine for scuff sanding. Grit size down to 120 may be
drawings, or the aircraft -23 technical order. used as long as care is taken not to score the metal
surfaces.
5.7.3 Refinishing of Fiber Glass Components. Proceed
as follows: c. Wipe scuffed or sanded areas with approved solvent
per Paragraph 3.1.4. Repair damaged conversion coat-
a. Remove the topcoat per Chapter 2. ings per Paragraph 3.1.16 and Paragraph 3.1.17.
b. Thoroughly solvent clean per Chapter 3. 5.8.2 Primer and Polyurethane Touch-Up.
(1) Sand the surface with 280-grit abrasive paper and a. Apply (brush or spray) one thin coat of epoxy primer,
solvent clean. Do not sand through the primer. Specification MIL-PRF-23377, Type I, Class C1 or C2;
MIL-PRF-85582, Type I, Class C1 or C2; or Polyure-
(2) Reactivate the surface per Chapter 3. thane Primer, TT-P-2760, Type I, Class C to area being
touched up. Thoroughly mix the primer materials per
(3) Apply one coat of MIL-PRF-23377, Type I, Class instructions in Chapter 6 before use, but the viscosity
C1 or C2 epoxy primer. need not be checked.
(4) Apply two coats of MIL-PRF-85285, Type I poly- b. Apply one full wet coat of MIL-PRF-85285 polyure-
urethane topcoat. thane topcoat in the required color. If required, apply a
second coat after allowing 1-4 hours curing period for
5.8 MAINTENANCE PAINTING. the first coat.
Closely inspect candidate areas for extent of damage and 5.8.2.2 Touch-Up Pen. Proceed as follows:
maintenance painting required. If inspection reveals major
paint failure or damage, such as chipped or peeled paint from a. Touch-up using MIL-PRF-23377, Type I, Class C1 or
the center of a skin panel, the involved skin section should C2 or MIL-PRF-85582, Type I, Class C1 or C2 epoxy
be prepared and maintenance painted from seam to seam. If primer and MIL-PRF-85285, Type I high solids poly-
only minor damage is found, i.e., paint chipped or missing urethane in the touch-up applicator pen. These self
from screw/rivet heads and on outer edges of skin panel(s) contained touch up applicators are available by national
the specific area may be prepared and maintenance painted. stock number under the coating specification.
Prepare damaged area(s) and paint as follows:
b. The applicator provides two-component pre-measured
5.8.1 Epoxy or Polyurethane Primer/Polyurethane materials which are separated by a barrier, Figure 5-1.
Topcoat. Proceed as follows: To mix the materials for use, displace the barrier sepa-
rating the materials by sliding the tube collar all the
a. Thoroughly clean area to be repainted. way to the back of the applicator, Figure 5-2. Shake
the applicator vigorously by hand until the materials
b. Feather edges of coating adjacent to peeled section and are thoroughly mixed (approximately 1 minute).
scuff sand the other area(s) to be coated per Chapter 3.
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b. Preval Spray Unit, 8020-01-501-3127, (Preval Sprayer (7) Use overlap stroke pattern for uniform applica-
Kit with Power Unit and Glass Bottle), or 8020-01- tion. Best performance is achieved when can is
496-2473, (Preval Power Unit only). Each power unit used in a vertical position. If can must be tilted, it
is capable of spraying up to 16 oz of liquid. may sputter. To correct, turn nozzle in 90° incre-
ments to ensure feed tube is immersed.
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5.8.4.1 Masking is minimized, and in most cases, is not light pressure in the “feathered” paint area, heavier
required at all. pressure in the bare area, and light pressure again in
the opposite “feathered” paint area.
5.8.4.2 More economical for small area and low volume
painting because much less paint is required. e. If the area is completely covered, blend the paint into
all the “feathered” edges using just the brush tip stroked
5.8.4.3 More efficient for application of stencil type mark- at several different angles across the initial stroke; and
ings and grit containing anti-slip walkway coatings. proceed to the next area.
5.8.4.4 Requirements for solvent thinners is very limited. f. If the area is not completely covered, begin the next
stroke parallel to the first stroke with an overlap of
5.8.4.5 Coating transfer efficiency is almost 100 percent about 1/4 of the brush width using the same pressure
with no over spray and very little air pollution that is gener- methods as in step d and replenishing the paint or
ated by a small amount of solvent evaporation. primer on the brush per step c as needed. When the
entire area is covered blend the paint or primer as in
5.8.4.6 Hazardous and non-hazardous waste is minimized step e.
and limited to used brushes or roller covers and small
amounts of excess primer or paint. g. If primer was applied, allow the proper cure time; then
apply the topcoat using the same brush techniques as
5.8.4.7 Can be performed in standard maintenance facili- in step a through step f.
ties without specialized ventilation and air filtering while
other maintenance is being performed. 5.8.6 Roller Application. While not as good as sprayers
for metal surfaces, rollers do provide a smoother and more
5.8.4.8 PPE is limited to chemical type gloves and eye professional appearance than brushes. Therefore, rollers may
protection (face shield or chemical type goggles). be used to touch-up large areas. The most effective roller
covers for application of primer are manufactured from ultra
5.8.5 Brush Application. It is very difficult to get a smooth high-density sponge (Table 5-4). The most effective roller
professional appearance without brush strokes with the brush covers for topcoat are manufactured from lint-free, extra-
touch-up method on metal surfaces. Therefore, brush density, high-quality, soft-woven fabric, with a maximum nap
touch-up should be limited to areas of 1 square foot or less length of 1/4 inch (Table 5-5). The core roller center should
and preferably to areas of 1 square inch or less, such as be resistant to water and solvent. Choose a handle of the
fastener heads. Use a fine, flat nylon or nylon/polyester blend proper length and a roller of the right width (3 to 9 inches)
bristle brush with a chiseled tip or a triangular tip foam brush for the job at hand, and use one with a splatter shield to
having a width appropriate for the job at hand. The applica- prevent the coating from splattering on personnel and other
tion procedure is as follows: surfaces not being coated. For large areas, power or auto-
matic feed rollers are more efficient and their use eliminates
a. Scuff sand and solvent wipe the touch-up area per the possibility of spillage from open containers. To minimize
Chapter 3. spillage when using manual rollers, use coating container
grids. Move the roller across the grid to eliminate excess
coating material. Polyurethanes and epoxy coatings require a
b. Mix and thin the primer or paint for brush application
little more paint on the roller during application to achieve a
per Chapter 6 and the manufacturer’s instructions. Mix
smooth surface and a second cross-coat may be required.
the least amount possible for the job at hand.
The application procedure is as follows:
NOTE
a. Scuff sand and solvent wipe the touch-up area per
Pint quantities are more economical than quart or Chapter 3.
larger quantities to avoid waste of the unused por-
tions when doing small touch-up jobs. b. Mix and thin the primer or paint for roller application
per Chapter 6 and the manufacturer’s instructions. Mix
c. Dip the brush to 1/2 its bristle length into the paint or the least amount possible for the job at hand. Insert the
primer and no more. Remove the brush and press it vertical, portable, metal grid into the container; or pour
lightly against the inside of the container to distribute the liquid into the power/automatic feed roller reser-
the liquid throughout the thickness of the brush and voir.
eliminate any excess. Do not drag the brush over the
container rim as this will form bubbles in liquid in the c. Dip the roller fully into the primer or paint. Withdraw
container. the roller and move the roller across the vertical metal
grid to distribute the liquid throughout the roller pile
d. Grasp the brush at the bottom of the handle as if hold- and eliminate any excess. For power or automatic feed
ing a pencil at a 60° angle to the surface. Start the rollers, depress the feed trigger until the roller is full of
brush stroke on one side of the touch-up area with liquid; and move the roller across a vertical, portable,
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metal grid mounted in an empty container after the with crisscrossing strokes of the roller moving back
initial filling only to distribute the liquid throughout across the “W” or “M” pattern and still not lifting the
the pile evenly. roller from the surface. Make sure that the entire sec-
tion is completely covered, including its “feathered”
d. Always start application in a corner of the area being edges, before moving to an adjacent section or finish-
touched up. The maximum area of coverage should be ing the touch-up of an area less than 9 square feet.
about 9 square feet before moving to an adjacent area. Always use even pressure on the roller to prevent
Place the free end of the roller about 3 feet away from bubbles and blotches in the primer or paint.
where the roller stroke will end so that it covers a
small portion of the left or right “feathered” edge of e. If the touch-up area is not entirely covered, touch-up a
the area being touched up completely and with the section adjacent to the first section making sure it over
roller at an angle to this edge. For horizontal surfaces, laps the first section about 2 inches. Application is by
always make the first stroke away from you and, with- the same techniques as in step d.
out lifting the roller from the surface, make alternate
strokes toward and away from you to form a “W” pat- f. If primer was applied, allow the proper cure time and
tern. For vertical surfaces, always make the first stroke then apply the topcoat using the same roller techniques
upward and, without lifting the roller from the surface, as in step a through step e.
make alternate up and down strokes to form an “M”
pattern. Fill in the gaps in the “W” or “M” patterns
5.8.7 Temporary Protection. When polyurethane is not 5.8.8.1 Surface Preparation. In situations where com-
available, repair of paint systems with MIL-DTL-85054, plete removal of the thermoplastic/thermoset powder coat-
Type I or II, CPC sprayed on or brushed on bare metal areas ings are required, they shall be stripped with PMB, Type II
for protection until polyurethane is available, is permissible. or Type V, using procedures listed in Paragraph 2.11. Chemi-
(See TO 1-1-691) Complete painting of aircraft with other cal paint removal procedures listed in this TO are very inef-
than polyurethane MIL-PRF-85285 is not authorized. fective at removing these coating and, therefore, should not
be used.
5.8.8 Powder Coating. New support equipment is being
delivered coated with thermoplastic or thermoset powder 5.8.8.2 Maintenance Painting. Maintenance painting of
coatings. Thermoplastic powder coatings are generally ap- thermoplastic/thermoset powder coatings shall be accom-
plied to a surface that has been preheated to a temperature plished using epoxy or polyurethane topcoat procedures listed
significantly higher than melting point of the powder, in Paragraph 5.8.
whereas thermoset powders contain a heat-activated catalyst
and are generally applied to a surface at ambient tempera-
ture. The surface and the powder are then heated and, as the
temperature rises past the melt temperature of the powder, it
melts to the surface.
TO 1-1-8
CHAPTER 6
USAF STANDARD COATING SYSTEMS FOR AIRCRAFT AND EQUIPMENT
6.1 CLASSIFICATION OF ORGANIC COATINGS. in protective primers. The particular pigment used depends
upon the metal that is to be protected, steel, aluminum, mag-
Customarily, finishing materials are classed as paints, enam- nesium, etc., and the environment to which it is to be sub-
els, lacquers, and special coatings such as epoxies and poly- jected.
urethanes. The word “paint” is loosely used to mean all fin-
ishing materials. Modern coatings now include quite different NOTE
components in combinations that do not fall into the old
categories. Coating materials used by the Air Force are gen- The theoretical function of a protective paint is to
erally identified by the basic classifications above. General physically exclude environment from the metal
information on materials in these categories used by the Air surface; but, practically, it rarely succeeds entirely.
Force is presented here. All organic films are moisture permeable to some
degree. Also, tiny physical defects in a film are
NOTE usually present to some degree or develop in time.
General practice is to supplement the physical
• National Stock Numbers (NSN) for specific protective properties of coatings with materials
coatings and related materials are to be obtained that provide electrochemical protection either by
from FSC (normally FSC 8000). Also, see the using surface conversion coating treatments (refer
current GSA Catalog and the DO43 System to to Chapter 3), or by inclusion of corrosion-inhib-
convert specification and part numbers to iting pigments in the primer coatings.
NSNs.
6.4 VEHICLE.
• To determine the proper paint system for spe-
cific equipment, refer to -23 TOs, and aircraft The vehicle is the liquid portion of the coating. It is the most
paint drawings, for aircraft; TO 35-1-3 for sup- significant part of the coating as it furnishes desired qualities
port equipment; or specific repair TOs. of adhesion, toughness, flexibility, and resistance to various
environments. The vehicle consists of non-volatile and vola-
6.2 CONSTITUENTS OF ORGANIC COATINGS. tile portions. The non-volatile includes resins, drying oils,
and plasticizers that become the binding agent in the cured
Modern paints may be a mixture of many things, but the film. Upon evaporation of the volatile portion, the non-vola-
primary constituents are pigment, vehicle (the film former), tiles form the actual film on the surface together with the
and solvents. Secondary components (although they may still pigment, if one is present. Vehicles appear in a multitude of
be of prime importance) may be extenders, driers, antioxi- combinations, containing many materials. A varnish vehicle
dants, surfactants, light-filtering agents, and/or other addi- in enamels generally contains an oil-modified alkyd resin,
tives. When special properties are required such as lumines- thinners, and driers. A lacquer vehicle consists mainly of
cence, fluorescence, fire retardant, etc., materials to provide resins, solvents, and plasticizers.
these are also added.
6.5 PREPARATION OF COATING MATERIALS FOR
6.3 PIGMENTS. USE, GENERAL.
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a. Allow materials to come to room temperature. trouble either through negligence or lack of knowledge. All
coating materials require preparation prior to application, and
b. Remove lids and inspect paint for skin-over, gelling, problems with color, gloss, hiding power, film application
lumps, etc. Skins, if present, shall be carefully removed characteristics, adhesion, and curing can be expected if ma-
and discarded, retaining liquids which drain from them. terials are not adequately prepared. For two-component ma-
Gelled, lumpy, or otherwise deteriorated paints shall terials, the components must be thoroughly mixed with each
not be used. other and in the exact specified proportions or curing and
adhesion problems will occur. Pigments, which give color
NOTE and other desirable characteristics to coatings, are generally
insoluble and heavier than the liquid portion of the coating
Cans of pigmented paint with non-resealable lids material, so they eventually settle out of suspension. The
should not be opened and inspected until after the consistency or viscosity of the liquid portion determines the
original mechanical agitation. rate of settling; for example, pigments mixed with a thinner
alone would settle out in a few minutes; but in a paint ve-
c. Thoroughly agitate all pigmented paints using a me- hicle, it might take months. The practice of thinning too
chanical agitator prior to thinning and prior to and dur- much material at a time and pouring unused portions of the
ing application. material back into the original container with unthinned ma-
terial lowers the total consistency and increases the rate of
d. Thinning shall be controlled by weight, volume, or settling and should not be done. Settled material usually re-
viscosity measurement to obtain and maintain proper disperses readily unless the material is over-aged or has be-
and uniform consistency. Thin according to manufac- come exposed to the atmosphere. In some materials, such as
turer’s instructions or the specification for the material. some vinyl based materials, settling may be accompanied by
When the volatile organic compound (VOC) content a change in chemical structure after storage of only a few
of coatings is regulated, thin only with exempt thinner months. Such changes are not reversible; therefore, judgment
or solvent, and do not use non-VOC compliant thin- should be employed whenever using them.
ners or solvents such as MIL-T-81772 to reduce high
solids primers and topcoats. Reducing with non-VOC NOTE
compliant thinners or solvents can cause high solids
coatings to exceed the maximum allowable VOC con- After a coating materials shelf life has expired,
tent in violation of air pollution regulations. thoroughly test material per Appendix A before
using it. If an aged material appears unsuitable
e. Reduction and/or catalyzation of coatings shall be in after appropriate attempts at mixing and reducing,
accordance with Paragraph 6.6, Paragraph 6.7, and the it should be discarded. If the quantity involved is
specific coating paragraph as well as the manufactur- large, laboratory tests by Robins Science and En-
er’s instructions. If this does not produce the proper gineering Laboratory to determine its continued
spraying viscosity, quality control personnel shall be conformance to specification requirements will be
consulted. required before its use or its disposal.
f. Strain all material to be used in spray equipment 6.6.1 Method of Mixing. Mixing in containers shall be
through fine-mesh strainers or cheesecloth. done per the following methods:
6.6 MIXING AND THINNING OF COATING MATERI- a. Hand-mixing of single-component materials and the
ALS, GENERAL. catalyst component of two-component materials in cans
and drums, per the manufacturer’s instructions, using
wooden or plastic paddles.
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6.6.2 Mixing Test. A simple test of complete mixing is to beyond determination in the field; hence, only
flow samples down an inclined piece of glass. Irregularities authorized thinners specifically called out for
of color or flow will indicate incomplete mixing. Compari- use with a given coating shall be used to thin it.
son of materials from the bottom and top of a container may
be made by this method. • To distinguish between “diluent” and “thinner”,
the material added by the manufacturer to ad-
6.7 SOLVENTS, DILUENTS, AND THINNERS. just viscosity is called a “diluent”, while the
same material added by the painter for the same
At ordinary room temperatures, the consistency or viscosity purpose is called “thinner”.
of mixtures of oils, pigments, and resins that make up coat-
ing materials is too high to allow spreading them effectively 6.7.1 Volatility. Volatility is the rate at which a solvent
over surfaces in the desired thickness. Also, most resins are evaporates, governs the length of time a paint film remains
solids and need to be dissolved in a liquid before they can be fluid. Thus, it affects performance characteristics of the paint
dispersed. A solvent has the essential function of reducing film when deposited, such as smoothness of flow-out, time
the viscosity of the vehicle portion of the material to the an edge remains wet to enable blending of overlapped strokes
point where it can be managed. Solvents do not react chemi- of the spray gun or brush, tendency to sag or run, drying
cally with coating constituents or dissolve pigments; and ul- time, etc. Volatility also largely governs the flash point of
timately, they are lost from the coating by evaporation hav- materials.
ing served their purpose. Most solvents are organic materials
and are classified by their chemical structure as alcohols, 6.7.2 Thinners.
esters, ketones, etc. In practice, they must be considered from
the standpoint of their powers of solvency as expressed in
reference to some material. A liquid may dissolve one sub-
stance well, another poorly, and still others not at all. There
is no universal solvent in coating technology. A liquid that The very properties that make a substance a good
does not actually dissolve a given substance may, however, solvent for organic materials tend to make it harm-
be used as a diluent or a thinner for that substance. Solvents ful to the body. Many are also hazardous due to
and diluents are frequently used together in coating formula- flammability. Use caution to avoid unnecessary
tions, and the purpose of a liquid determines whether it is and continued exposure to the volatile constituents
“solvent” or “diluent”. For example, mineral spirits is a sol- of paints either by inhalation or by skin contact.
vent for linseed oil, but not for cellulose nitrate. But solu- Precautions must be taken at all times to prevent
tions of cellulose nitrate in butyl acetate will tolerate sub- accidental ignition.
stantial amounts of mineral spirits and here the mineral spirits
is used as a diluent for the solution. Diluents and thinners Thinner is the material added to a coating material by the
are normally less expensive than solvents. Generally, the sol- painter to adjust its viscosity. The following specification
vent portion of a coating is itself a blend of solvents, each thinners are among those used in Air Force painting:
one chosen for its power to dissolve a particular constituent
of the coating, and each present in proper proportion to regu- 6.7.2.1 CID A-A-3007 is thinner for enamels, such as TT-
late evaporation to a rate that prevents premature segregation E-489, for spray applications.
of any single dissolved constituent.
6.7.2.2 MIL-T-81772, Aircraft Coating Thinner, covers
NOTE three types of thinners for reducing the standard aircraft
• Although in practice the terms solvent, diluent, coatings. They are suited for, but are not necessarily limited
and thinner are often used interchangeably to to, the following applications:
describe a liquid, it should be understood that
the words have different meanings, and the 6.7.2.2.1 Type I is for thinning MIL-PRF-85285 and MIL-
mechanism of solvents and diluents or thinners C-83231/SAE AMS-C-83231 polyurethane coatings or other
are different. For example, a solvent will thin coatings, as authorized.
incidentally while performing its prime purpose
of dissolving something; whereas a diluent or 6.7.2.2.2 Type II is for thinning MIL-PRF-23377 epoxy
thinner is used to reduce viscosity and/or regu- primer, MIL-PRF-22750 epoxy coating, or other coatings, as
late evaporation and is not required to, and may authorized.
be unable to, dissolve any constituents of the
coating concerned. Of course, thinner must be 6.7.2.2.3 Type III is for thinning TT-P-1757 primer or
compatible with the coating. Compatibility is other coatings, as authorized.
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6.7.2.3 Special purpose “thinners” are often added to coat- 6.7.3.2 No. 4 Ford Cup. After the primer or paint coating
ing materials to provide good drying characteristics under is properly mixed, pour the material into the cup mounted in
abnormal environmental conditions. High boiling point sol- a stand while blocking the hole in the bottom of the cup with
vents such as diacetone alcohol (ASTM D2627) and butyl a finger. Make sure the cup is completely filled and then
alcohol (ASTM D304) are often added to prevent blushing. scrape away any excess sliding a flat glass plate across the
rim of the cup. Leave the glass plate in place and remove the
6.7.3 Viscosity. Viscosity is a measure of a liquid’s resis- finger blocking the hole in the bottom of the cup. Slide the
tance to flow. Very viscous or thick liquids such as molasses plate horizontally to remove it from the top of the cup. Us-
flow very slowly, while low viscosity liquids such as water ing a stop watch, measure the time, in seconds, it takes the
flow very quickly. Maintaining the proper viscosity is very material to flow out of the hole in the bottom of the cup
important for proper spray application of primers and paint from the moment the plate is removed to the point where the
coatings. Too high a viscosity produces poor spray patterns first break in the flow stream is noted. This time is the vis-
and poor coverage, while too low a viscosity produces a film cosity in No. 4 Ford Cup seconds.
that sags and runs easily. Many different methods can be
used to measure viscosity, but the easiest and most frequently 6.7.3.3 Adjustments. If the viscosity measured is not
used methods for primers and paint coatings are flow time within the specified range, thin the material per the thinning
measurements from either a No. 2 Zahn Cup or a No. 4 Ford instructions for the primer or paint coating listed in this tech-
Cup. Therefore, the acceptable viscosity ranges for each nical order and remeasure the viscosity after cleaning the
primer and paint coating discussed in this technical order are cup with thinner. Repeat as necessary until the viscosity is
given in flow time in No. 2 Zahn Cup and No. 4 Ford Cup within the specified range.
seconds at 75 °F. For any of these materials, the viscosity
will be somewhat higher at lower temperatures and some- 6.8 BLUSHING.
what lower at higher temperatures. Viscosity is measured as
follows: Blushing of coatings is the result of moisture condensation
from the atmosphere within or on a drying organic film. It
6.7.3.1 No. 2 Zahn Cup. (See Figure 6-1) After the occurs when the temperature of the work surface and/or the
primer or paint coating is properly mixed, fully immerse the coating material itself falls below the prevailing dew-point.
cup in the liquid so it is completely filled, and lift the cup Always look for it in production coating operations when-
out of the liquid. Using a stop watch, measure the time, in ever high humidity conditions exist. It shows as a lighter-
seconds, it takes the material to flow out of the hole in the than-normal or whitish discoloration or increased opaque-
bottom of the cup from the moment the cup clears the liquid ness of film. It may occur to the extent that a surface powder
surface to the point where the first break in the flow stream results which can be removed by a fingernail or by light
is noted. This time is the viscosity in No. 2 Zahn seconds. rubbing. Rubbing will not cure the condition. It may also be
almost imperceptible, and blush-inducing conditions may es-
NOTE cape notice on test panels sprayed prior to production coat-
ing due to their temperature differing from that of the actual
The No. 2 Zahn Cup doesn’t work well for high- work surface. Blushing most often occurs with quick-drying
solids coatings. The No. 4 Ford Cup is preferable coatings such as lacquers and only rarely with enamels. It is
for these high-solids coatings. detrimental in some degree to any coating material and will
affect adhesion of any overcoat. Any blushed areas must be
stripped and redone. Superficial blushing may occur at bor-
derline temperature and humidity conditions and subse-
quently disappear. This is not considered harmful and may
be ignored.
NOTE
Slight blushing may sometimes be detected by
noting faint dissimilarities of appearance in the
film occurring over structural members underlying
the surface such as bulkheads, ribs, etc. Skin sur-
faces in contact with internal structures may be
lower in temperature than the surrounding skin,
and this may be reflected and outlined in blushing.
6-4
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6.9.3 Vinyls. Vinyls have limited aircraft application, but Some examples of specification coatings are as follows:
where construction materials, such as metal and wood, must
be protected from high humidity, acidic, or caustic environ- NOTE
ments, vinyls are used. An example is Specification MIL-P-
15930 vinyl-zinc chromate primer. Because of the large number of Military and Fed-
eral Specifications approved for Air Force use, no
6.9.4 Phenolics. Phenolic resins are used in varnishes and attempt has been made to discuss all of them in
enamels requiring extra hardness and abrasion resistance. this technical manual. In addition, many items of
Specification CID A-A-1800 spar varnish is an example. Air Force equipment and components are coated
with proprietary materials making logistic support
6.9.5 Silicones. Silicone resins are used primarily in heat of such equipment difficult. Every effort should be
resistant coatings. They are not particularly hard surfaced made by responsible personnel to select standard
and may craze. They are usually baked to cure. Air Force approved specification material for
overcoating or replacing these proprietary materi-
6.9.6 Epoxies. Epoxies have outstanding adhesion and als.
chemical resistance. In combination with other resins, they
become baking enamels. For air drying types, catalysts are 6.12.1 USAF Standard Polyurethane Aircraft Coating
mixed with a base material prior to application, starting a System. (See Chapter 8, aircraft -23, or other weapon sys-
chemical reaction that continues after application to develop tem specific TOs, and paint drawings for schemes, colors,
a film with good performance characteristics. The Air Force and markings.) Optional standard polyurethane coating sys-
uses Specification MIL-PRF-23377 and MIL-PRF-85582 tems consist of epoxy primer MIL-PRF-23377, water reduc-
primers. ible epoxy primer MIL-PRF-85582, polyurethane primer TT-
P-2760, or polysulfide primer PR-1432GV, topcoated with
polyurethane coating MIL-PRF-85285. Additionally, a light
6.9.7 Polyurethane. Polyurethane resins are also cata-
lyzed coatings. The Air Force MIL-PRF-85285 polyurethane dust coat may be utilized for the reapplication of MIL-PRF-
coating is characterized by its very high gloss retention in
gloss finishes and its flatness in camouflage finishes, its su-
perior toughness and outdoor durability, and good chemical
resistance.
6.10 ADHESION.
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• Epoxies and polyurethanes cure (chemically re- Class N shall not be substituted for Class C1 or
act) rather than dry by evaporation. Use only C2, unless authorization is given by the engineer-
clean equipment for mixing and applying the ing authority for the system or item on which the
system to prevent contamination of the materi- primer is used.
als. Clean the equipment immediately after use
with a suitable solvent before the coatings set
up. 6.12.2.2 Uses. A primer for MIL-PRF-85285 polyure-
thane topcoat for the exterior of aircraft, components, and
• Cure accelerators are not authorized for use in other aerospace equipment, and as a stand alone primer on
painting aircraft exterior surfaces as they make interior surfaces of aircraft and components.
coatings brittle.
6.12.2.3 Mixing. Thoroughly agitate components (Epoxy
• Inadequate mixing or mixing in the wrong pro-
Resin Base Component A and Polyamide and/or amine resin
portions causes poor adhesion, slow or incom-
curing agent Component B), preferably with a mechanical
plete curing, and poor performance of the coat-
shaker, prior to mixing and, if required, pour into separate
ing.
measuring or metering containers. Using manufacturer’s di-
rections, mix proper volumes of the components A and B by
6.12.2 Primer Coating, Epoxy, For Aircraft Application, pouring B into A and thoroughly agitating. Best mixing re-
Specification MIL-PRF-23377. sults can be achieved with a mechanical shaker. Mix only
materials from the same manufacturer and do not mix more
6.12.2.1 Characteristics. This is a two-component, low material than can be used in a 4-hour period. After mixing,
VOC, solvent-borne, lead free, corrosion inhibiting epoxy allow the primer to stand 30 minutes before applying. This
primer particularly formulated for its adhesion properties. It primer must be agitated continuously during spraying appli-
is compliant with the NESHAP VOC requirements of 340 cations to prevent settlement of pigment and ensure unifor-
g/L (2.8 lbs/gal). It is very resistant to chemicals, lubricants, mity of color. If in-line or in-head proportioning equipment
and corrosive atmospheres; but it has only fair weathering is used to mix base and catalyst (curing agent) as the paint is
characteristics. Because it is an epoxy, this primer is difficult being used, a 30-minute dwell time is not required before
to remove with standard paint removers. This primer is application.
available in two different types each with two different
6-6 Change 1
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6.12.2.4 Thinning. spray gun must be kept moving to prevent excessive film
buildup with subsequent reduction of adhesion. Apply a top-
coat within 24 hours of primer application. After 24 hours,
scuff sand the entire primed surface with CID A-A-58054,
Type I, Grade A abrasive mat and solvent wipe the area per
• MIL-T-81772 is flammable and moderately Chapter 3 prior to topcoating. Discard any of this primer
toxic to eyes, skin, and respiratory tract. Eye mixed for longer than the manufacturer recommended pot
and skin protection required. life. Higher or lower temperatures shorten or lengthen the
pot life proportionally.
• Parachlorobenzotrifluoride (PCBTF), is com-
bustible and an irritant to eyes, skin, and respi- 6.12.2.6 Drying Time. Drying times will vary by the
ratory tract. Eye and skin protection required. manufacturer, temperature, and relative humidity in the paint-
Disposable 8 mil nitrile gloves, splash goggles, ing area. Lower temperatures and higher relative humidity
Tyvek™/cloth coveralls are the recommended will increase drying times while higher temperatures and
PPE. Use in well ventilated areas. lower relative humidity will decrease these drying times.
In areas where air quality regulations restrict vola- 6.12.3.1 Characteristics. This is a two-component, lead
tile emissions, do not add thinner MIL-T-81772 to free, water-reducible, corrosion inhibiting epoxy primer for-
the primer coating as that addition may raise the mulated to meet most local environmental pollution regula-
VOC content to greater than 340 g/L (2.8 lbs/gal). tions. This primer is available in two different types each
with three different classes.
NOTE
Type I Standard pigments (yellow)
PCBTF, is exempt as a VOC or HAP by the EPA
and by 48 states and will not change compliance Type II Low infrared reflective pigments (dark
of high solids coatings to air quality regulations. green)
Class C1 Barium chromate based corrosion in-
The viscosity of the unthinned primer may range up to a hibitors
maximum of 40 seconds in a No. 4 Ford Cup (56 seconds in Class C2 Strontium chromate based corrosion
a No. 2 Zahn Cup). Strain the primer through clean cheese- inhibitors
cloth, per CCC-C-440, Type I, Class 2 or a commercial paint Class N Non-chromate based corrosion inhibi-
strainer. When required, adjust the viscosity by thinning to a tors
viscosity of 8 to 19 seconds in a No. 4 Ford Cup (17 to 23
seconds in a No. 2 Zahn Cup). Use thinner per MIL-T-81772 NOTE
Type II or PCBTF, NSN 6850-01-399-0676 (5-GL) or NSN
Class N shall not be substituted for Class C1 or
6850-01-566-2678 (1-GL). Add MIL-T-81772, Type II thin-
Class C2 unless authorization is given by the pro-
ner as required to achieve the viscosity range above. In areas
curing activity or engineering authority for the sys-
where air quality regulations restrict volatile emissions, thin
tem or item on which the primer is used.
with PCBTF using up to 10 percent by volume as a recom-
mended maximum for reduction of viscosity.
6.12.2.5 Application. Apply one coat of primer to a dry 6.12.3.2 Uses. As a primer for MIL-PRF-85285 polyure-
film thickness of 0.6 to 0.9 mils, per Table 5-2. Follow thane topcoat for aircraft and a stand alone primer on interior
manufacturer recommendations for dry to tack-free times. surfaces of aircraft and components.
Tack-free is the point of time in drying at which the surface
of the film will not fingerprint; yet the film is not dry and 6.12.3.3 Mixing. See manufacturer’s mixing instructions,
hard throughout. If the primer is allowed to hard dry, solvent as different manufacturers may have different mixing ratios
wipe per Chapter 3 to reactivate before topcoating. The film and methods.
is considered hard dry when any mark left by the thumb is
completely removed by lightly polishing the contacted area 6.12.3.4 Thinning. Thin with water per the manufactur-
with a soft cloth. Since this epoxy primer has a very high er’s instructions as each manufacturer may have different
solids content, cross coating may not be required; and the thinning ratios and methods. Application viscosity will be
Change 3 6-7
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approximately 14 seconds in a No. 4 Ford Cup (20 seconds 6.12.4.1 Characteristics. This is a two-component, low
in a No. 2 Zahn Cup). Allow the mixed and thinned primer VOC, solvent borne, highly flexible elastomeric polyurethane
to stand 30 minutes prior to use. primer. The maximum VOC content of the primer coating is
340 g/L (2.8 lbs/gal). It is available in two different types
NOTE each with two different classes.
The volume of some primers may increase by 250 Type I Standard pigments (yellow or light
percent when properly thinned with water. brown)
Type II Low infrared reflective pigments (dark
6.12.3.5 Application. After thoroughly cleaning, surface
green)
treating, and solvent wiping the surface to be primed per
Chapter 3, and purging spraying equipment lines with a mix- Class C Strontium chromate based corrosion
ture of 25 percent TT-I-735 isopropyl alcohol and 75 percent inhibitors
water, apply the primer to a dry film thickness of 0.6 to 1.8 Class N Non-chromate based corrosion
mils, see Table 5-2. Follow manufacturer recommendations inhibitors
for dry to tack-free times. Tack-free is the point in time in
drying at which the surface of the film will not fingerprint; NOTE
yet the film is not dry and hard throughout. If the primer is
allowed to hard dry, the primer shall be lightly scuff sanded Class N shall not be substituted for Class C unless
with CID A-A-58054, Type I, Grade A abrasive mat, tack authorization is given by the procuring activity or
ragged and solvent wiped before topcoat application. The engineering authority for the system or item on
film is considered hard dry when any mark left by the thumb which the primer is used.
is completely removed by lightly polishing the contacted area
with a soft cloth. Areas that are not clean will not support 6.12.4.2 Uses. As a primer for MIL-PRF-85285 polyure-
the primer film, which will break into droplets; like a water thane topcoat. It is a suitable alternate for MIL-PRF-23377
break test. If this happens, the primer can be blotted up, the and MIL-PRF-85582 primers and can be used as a touch-up
area wiped clean with a clean cloth dampened with solvent primer for both MIL-PRF-23377 and MIL-PRF-85582 on
per Table 3-2, and the primer reapplied. exterior surfaces. Because of this primer’s flexibility, it is
recommended for high impact areas, such as leading edge
6.12.3.6 Drying Time. Drying times will vary by the slats, and the entire exterior surface on large, flexible cargo
manufacturer, temperature and relative humidity in the paint- and bomber aircraft.
ing area. Lower temperatures and higher relative humidity
will increase drying times while higher temperatures and 6.12.4.3 Mixing. Shake the base material (component A)
lower relative humidity will decrease these drying times. for 5 minutes on a paint shaker and stir the catalyst (compo-
nent B) with a wooden paddle prior to mixing. Pour one
6.12.4 Primer Coating, Polyurethane, TT-P-2760. volume of catalyst into one volume of base and mix the
material thoroughly following manufacturer’s instructions.
Do not mix more material than can be used in 4 hours.
NOTE
TT-P-2760 is moderately toxic to eyes, skin, and Some materials are mixed in a three to one by
respiratory tract. Eye and skin protection required. volume ratio.
Consult Bioenvironmental Engineering to deter-
mine need for respiratory and ventilation
requirements.
6-8
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6.12.4.4 Thinning. wetting the floor of the painting area or by equivalent meth-
ods. If the primer is allowed to hard dry, the primer shall be
lightly scuff sanded with CID A-A-58054, Type I, Grade A
abrasive mat, tack ragged, and solvent wiped before topcoat
application. The film is hard dry when any mark left by the
• MIL-T-81772 is flammable and moderately thumb is completely removed by lightly polishing the con-
toxic to eyes, skin, and respiratory tract. Eye tacted area with a soft cloth. Discard any of this primer mixed
and skin protection required. for longer than the manufacturer recommended pot life time.
• PCBTF, is combustible and an irritant to eyes, 6.12.4.6 Drying Time. Drying times will vary by the
skin, and respiratory tract. Eye and skin protec- manufacturer, temperature, and relative humidity in the paint-
tion required. Disposable 8 mil nitrile gloves, ing area. Lower temperatures and higher relative humidity
splash goggles, Tyvek™/cloth coveralls are the will increase drying times while higher temperatures and
recommended PPE. Use in well ventilated ar- lower relative humidity will decrease these drying times.
eas. Higher or lower temperature shorten or lengthen the pot life
proportionally.
• In areas where air quality regulations restrict PR-1432GV is moderately toxic to eyes, skin, and
volatile emissions, do not add thinner MIL-T- respiratory tract. Eye and skin protection required.
81772 to the primer coating as that addition Consult Bioenvironmental Engineering to deter-
may raise the VOC content to greater than 340 mine need for respiratory and ventilation
g/L (2.8 lbs/gal). requirements.
NOTE 6.12.5.1 Characteristics. This is a two-component, poly-
PCBTF, is exempt as a VOC or HAP by the EPA sulfide primer, particularly formulated for its corrosion resis-
and by 48 states and will not change compliance tance and flexibility. It is a superior material for protection
of high solids coatings to air quality regulations. of relatively flexible aircraft structures as it does not crack or
peel away from fasteners in highly stressed areas, and it will
Thinning of this primer is not required, as viscosity as manu- not crack, peel, or rupture from lap and butt joints. The
factured should be correct for spray application. If thinning physical properties of this primer on large flexible aircraft
is done, it shall be with MIL-T-81772, Type I or PCBTF, structures will increase the longevity of the paint system as
NSN 6850-01-399-0676 (5-GL) or NSN 6850-01-566-2678 well as decrease maintenance and corrosion rework during
(1-GL). Use thinner in the least quantity necessary to get the the life cycle of the coating system.
proper viscosity. The application viscosity will be approxi-
mately 14 seconds in a No. 4 Ford Cup (20 seconds in a No. 6.12.5.2 Uses. As a primer for MIL-PRF-85285 polyure-
2 Zahn Cup). thane topcoat on aircraft exterior surfaces. The Weapon Sys-
tem Manager shall specify when this primer is to be used.
6.12.4.5 Application. After thoroughly cleaning, surface
treating, and solvent cleaning the surface to be primed per 6.12.5.3 Mixing. Adequate curing of sealant and sealant
Chapter 3, apply one coat of primer to a dry film thickness based coatings depend on proper and controlled component
of 1.0 to 1.5 mils, per Table 5-2. This primer will not adhere mixing by weight. This ensures that the component ratio is
to an improperly prepared or contaminated surface. Allow to as close as possible to that specified by the manufacture.
dry tack-free. Follow manufacturer recommendations for dry When mixing partial kits, an accurate scale is required that
to tack-free times. Tack-free is the point of time in drying at will weigh up to 2.6 kilograms to the nearest 0.1 of a gram.
which the surface of the film will not fingerprint; yet the film One scale meeting these requirements is the Triple Beam
is not dry and hard throughout. The coating must be applied 760-W Balance made by Paul N. Gardner Co., Inc., 316
in a relative humidity range of 30 percent to 80 percent. If N.E. First St., Pompano Beach FL 33060. Mix the base com-
humidity is below 30 percent, add moisture to the air by pound and (component A) and the accelerator (component
Change 3 6-9
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B) in the proportions of 15 to 1 by weight. Always properly • Some orange peel appearance in the coating
mix in the correct proportions by the manufacturer’s direc- system is inherent with this primer and is ac-
tions for optimum results. ceptable.
Fast and longer mixing decreases application time 8010-01-482-8620 Aeroglaze 9741 (light gray) U/I GL
(pot life). High humidity (70 percent RH or above) 8010-01-483-4363 Aeroglaze 9743 (red) U/I GL
at time of mixing decreases application time (pot
life). 8010-01-483-4365 Aeroglaze 9744 (dark gray) I/I GL
6.12.5.4 Thinning. If thinning is required, follow manu- 6.12.6.1 Characteristics. This is a two-component, VOC,
facturer’s instructions. Acetone or OxSolv may also be used. solvent-borne, lead and chromate free epoxy coating particu-
larly formulated for its adhesion properties to other coatings.
6.12.5.5 Application. The primer can be applied by HVLP, It is compliant with the NESHAP VOC requirements of 340
airless spray, or air-assisted airless spray. The primer has a g/L (2.8 lbs/gal). It is very resistant to chemicals and lubri-
2-hour pot life at 75 °F temperature and 50 percent relative cants, but it has only fair weathering characteristics. Because
humidity. For every 18 °F rise in temperature, the applica- it is an epoxy, this coating is difficult to remove with stan-
tion time (pot life) is reduced by half; and for every 18 °F dard paint removers.
drop in temperature, the application time is doubled. The
polysulfide primer shall be applied to a wet film thickness of 6.12.6.2 Uses. As a tiecoat over existing coating systems
3.0 to 4.0 mils which results in a dry thickness of 1.0 to 1.2 for the reapplication of MIL-PRF-85285 polyurethane top-
mils. The polyurethane topcoat, MIL-PRF-85285 can be ap- coat on the exterior of painted aircraft and other aerospace
plied anytime after the polysulfide primer is tack-free up to equipment.
24 hours if no moisture or dirt is on the aircraft, the aircraft
is kept in an environmentally controlled hangar, and no 6.12.6.3 Mixing. Thoroughly agitate components (Epoxy
maintenance or walking has been done on the aircraft. Resin Base Component A and Polyamide or amine resin cur-
ing agent Component B), preferably with a mechanical
6.12.5.6 Drying Time. At 75 °F, the tack-free time is ap- shaker, prior to mixing. If required pour into separate mea-
proximately 6 hours, 3 hours at 90 °F, and 12 hours at 60 °F; suring or metering containers. Using manufacturer’s direc-
however, high humidity at time of application will shorten tions, mix equal volumes of the components A and B by
the tack-free time. Follow manufacturer’s instructions for pouring B into A and thoroughly agitating. Best mixing re-
specific drying times. sults can be achieved with a mechanical shaker. Mix only
materials from the same manufacturer, and do not mix more
NOTE material than can be used in a 4-hour period. After mixing,
allow the primer to stand 30 minutes before applying. This
• The material shall be applied to test panels as primer must be agitated continuously during spraying appli-
specified in Paragraph 5.5.5 so that any defects cations to prevent settlement of pigment and ensure unifor-
can be corrected prior to production spray ap-
plication. The correct line and pot pressure can
be determined at this time.
6-10 Change 1
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mity of color. If in-1ine or in-head proportioning equipment 23 seconds in a No. 2 Zahn Cup). Use thinner per MIL-T-
is used to mix base and catalyst (curing agent) as the paint is 81772 Type II or PCBTF NSN 6850-01-399-0676 (5-GL) or
being used, a 30-minute dwell time is not required before NSN 6850-01-566-2678 (1-GL). Add MIL-T-81772, Type II
application. thinner as required to achieve the viscosity range above. In
areas where air quality regulations restrict volatile emissions,
6.12.6.4 Thinning. thin with PCTBF using up to 10 percent by volume as a
recommended maximum for reduction of viscosity.
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6.12.7.2 Uses. Type I and Type IV are intended for use shall be specified by the local medical service
on aerospace weapon systems and other applications. Type II based upon the process evaluation by Bioenvi-
is intended for use on ground support equipment and shall ronmental Engineering. Also, it is important
not be used on aircraft due to its very low flexibility. that all the precautions required for spray paint-
ing as outlined in AFI 91-203 be rigidly en-
6.12.7.3 Advanced Performance Coating (APC). MIL- forced. Personnel with histories of allergies or
PRF-85285, Type IV, Advanced Performance Coating (APC), asthma shall be cleared through the base medi-
also known as Extended Life Topcoat (ELT), is a chemically cal services before using any material contain-
cured, two-component polyurethane topcoat formulated with ing diisocyanates.
fluorinated polyol resin to provide a protective coating with
exterior durability and cleaning efficiencies superior to MIL-
PRF-85285, Type I or Type II. APC, when used over MIL-
PRF-23377 or MIL-PRF-85582 epoxy primer, provides fade
resistance superior to conventional polyurethane topcoats. Since the polyurethane is sensitive to moisture,
Although some degradation in fade resistance will occur if ketones, and alcohols, use only clean, dry equip-
APC is applied over PR-1432 GV elastomeric polysulfide ment for mixing and keep the mixed material in
primer, color retention still exceeds MIL-PRF-85285 require- closed containers. Use adequate oil and water
ments. separators between the air supply and pressure pot
to exclude water. Water reacts with the catalyst
6.12.7.4 Mixing. and liberates carbon dioxide, causing bubbles and
craters in freshly applied polyurethane paint. In
addition, blow down air lines at least every hour
to remove water. Reaction of catalyst with water
is evident by an accelerated rate of increase in
• The catalyst portion of polyurethane topcoat viscosity.
contains a resin that may contain up to one per-
cent Hexamethylene Diisocyanate (HDI). This Thoroughly agitate the resin component (preferably with a
material is a sensitizing agent and in low atmo- mechanical shaker) and stir the catalyst with a wooden
spheric concentrations is a strong respiratory paddle in an exhaust ventilated booth or a well ventilated
and skin irritant. After the catalyst portion con- area and pour into separate metering containers. Mix three
taining HDI is mixed with the polyester resin parts resin (component A) with one part catalyst (component
base component, the HDI reacts chemically B) by volume, unless otherwise specified by the manufac-
with the resin base and the potential for genera- turer, and agitate thoroughly. Induction time (dwell time) or
tion of HDI is significantly reduced. Personnel a waiting period is not required before applying the coating.
mixing the isocyanate catalyst component with Use only catalyst and resin from the same manufacturer and
the polyester resin base component must avoid the same lot, and do not mix more material than will be used
the vapors and skin contact of these materials. in a 4-hour period. It is preferable, however, that the amount
Mixing shall be done in exhaust ventilated of material mixed at one time be limited to that usable in 2
booth or well ventilated area. hours. This polyurethane coating requires continuous agita-
tion during spraying application to prevent settlement of pig-
• Personnel shall wear plastic or rubber gloves, ment and ensure uniformity of color.
plastic apron, and a face shield. Requirement
for respiratory protection during mixture and 6.12.7.5 APC Mixing. Follow mixing instructions in Para-
application procedures shall be determined by graph 6.12.7.4.
Bioenvironmental Engineering.
NOTE
• Even after the polyurethane components have
been mixed as noted below, painting with the Do not use catalyst (component B) from MIL-
polyurethane paint, Specification MIL-PRF- PRF-85285, Type I or Type II, coatings or catalyst
85285 still may result in a significant health from other APC colors.
hazard to the painter. Respiratory protection
6-12 Change 7
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(2) Skin panels less than 9 square feet, fasteners, rivet b. Sift the zinc dust pigment slowly into the mixed ve-
heads, screw heads, and minor chipped and hicle while stirring continually. Use either hand paddles
scratched areas less than 36 square inches, 30 or a small powered stirrer. Do NOT use a powered
hours minimum. shaker type paint agitator to disperse zinc dust in the
vehicle.
6.12.9 Primer, Coating, Inorganic, Zinc Dust Pig-
mented, Self-Curing, for Steel Surfaces, Specification c. If it is required to mix batches smaller than the full
MIL-P-38336/SAE AMS-P-38336. unit size, strictly maintain the proportions of vehicle
and pigment specified by the manufacturer.
6.12.9.1 Characteristics. This is a ready-to-mix, two-
component, inorganic zinc, corrosion inhibitive primer con- NOTE
sisting of a liquid inorganic vehicle and zinc dust pigment in
separate containers. It is intended for use on steel and galva- Proportions customarily are given by weight. If
nized surfaces, above or below grade, that are subjected to mixing less than a full kit, it can be done by using
damp or wet environments, i.e., high humidity of 70 percent the volume of the vehicle and the weight of the
or above, water condensate or splash, and marine or severe zinc pigment. Determine the fraction of the total
weather environments. It has high resistance to hydrocarbon kit volume of the vehicle being used and multiply
solvents and withstands temperatures up to 750 °F. It pro- the total weight of the zinc pigment in the kit by
vides galvanic protection to steel surfaces. Thorough clean- this fraction, and weigh out that amount of zinc
ing is required to remove rust, scale and oil from surfaces so pigment and mix with the volume of vehicle being
the primer can make intimate electrical contact with the steel. used. An accurate scale is required that will weigh
up to 2.6 kilograms to the nearest 0.1 of a gram. A
6.12.9.2 Uses. The primer is for application directly to scale which meets these requirements is the Triple
steel surfaces with or without phosphoric acid treatment (ref- Beam 760W Balance made by Paul N. Gardner
erence TO 1-1-691) which have been roughened mechani- Co., Inc., 316 NE First St., Pompano Beach FL
cally, preferably by abrasive blasting. It may be applied to 33060.
damp, but not too wet, surfaces and may be used alone or
with a variety of proprietary items, applied in accordance d. Stir until zinc pigment is thoroughly wetted and the
with vendor’s instructions. Inorganic zinc primer may appear mixture is free of lumps. If small lumps persist, strain
in versions requiring water as a diluent. Storage stability or the mixture through a 30-mesh wire screen or through
“Shelf Life” is 1 year in an unopened package. It is not for double or triple thickness of cheesecloth before using.
use in direct contact with acids, alkalis, or salts. MIL-P-
38336/SAE AMS-P-38336 inorganic zinc primer is the pre- e. When application is by brush, stir moderately and of-
ferred primer for use in high humidity application. ten to maintain a homogeneous mixture throughout ap-
plication.
6.12.9.3 Mixing.
6.12.9.4 Thinning.
a. Mix the vehicle portion thoroughly until all solids are • The proprietary thinner(s) called out by the manu-
in suspension using hand paddles, mechanical devices, facturer.
or any powered stirrers available.
• Either CID A-A-59282 ethyl alcohol, (NSN-6810-
00-127-4532) or CID A-A-59106 ethylene glycol
monoethyl ether.
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6.12.9.5 Application. HVLP spray application is the pre- such as on steel that is normally subjected to outside expo-
ferred method; however, the material can be applied by sure, condensing moisture, or corrosive atmospheres. If color
brush. Airless spraying methods are not recommended, as or finish texture is important, overcoat with one coat of
the higher pressure involved (1200-2200 PSI) can result in MIL-PRF-85285, Type I, II or III polyurethane.
the rapid packing of the zinc pigment at valves and orifices.
6.12.10.3 Mixing. Mix in accordance with manufacturer’s
6.12.9.6 Drying Time. On dry surfaces at 75 °F, it is tack- instructions. To prevent settling of the pigment, continuous
free in 30 minutes and fully cured in 4 hours. On wet sur- agitation of the coating is necessary during application.
faces at 75 °F, it is tack-free in 1 hour and fully cured in 6
hours. Follow manufacturer’s recommended instructions to 6.12.10.4 Thinning. Package viscosity is generally appro-
determine actual dry times. priate for brush application. Adjust viscosity of the primer
for spraying by thinning in accordance with the manufactur-
NOTE er’s instructions.
• Materials can vary to some extent under the 6.12.10.5 Application. Apply by spray (hot or cold
controlling MIL-P-38336/SAE AMS-P-38336. method) to solvent cleaned, phosphoric acid treated, or sand-
The specification requires inclusion of mixing, blasted steel. HVLP spray application is the preferred
thinning, application and curing instructions in method; however, the material can be applied by brush, but
the package. Where the manufacturer’s appli- only to small areas. Airless spray methods are not recom-
cation instructions differ appreciably from these mended, as the higher pressure involved (1200-2200 PSI)
general supplementary instructions, the manu- can result in the rapid packing of the pigment at valves and
facturer’s instructions shall apply. orifices.
• It is difficult to impossible to measure viscosity
of inorganic zinc primer using the standard au- NOTE
thorized measuring devices; therefore, it will • Vendor’s materials can vary to some extent un-
not be done. Use the proportions of thinner rec- der the controlling Specification MIL-PRF-
ommended by the manufacturer, adjusting fur- 26915. The specification requires inclusion of
ther in small degrees to suit special conditions mixing, thinning, application, and curing in-
using the painters judgment. Just prior to spray- structions in the package.
ing, wet or damp surfaces shall be wiped clear
of moisture films and, where possible, then sol- • It is very difficult to measure viscosity of this
vent wiped with clean cloths wetted with CID primer by means of the standard authorized
A-A-59282 ethyl alcohol (NSN 6810-00-127- measuring devices; therefore, it will not be
4532) or TT-I-735 isopropyl alcohol. When us- done. Use the proportion of thinner given by
ing spraying technique, adjust material tank the manufacturer, adjusting further in small de-
pressure as recommended by the manufacturer grees to suit special conditions in accordance
or, in absence of this information, to 12-15 PSI with judgment of the painter.
or less.
6.12.10.6 Drying Time. At 75 °F and 50 percent RH, it is
6.12.10 Primer Coating for Steel Surfaces, Specifica- tack-free in 1 hour and is fully cured in 2 hours. It can be
tion MIL-PRF-26915. This specification covers two types topcoated after 1 hour and up to 24 hours drying. Follow
of primer, each with two different classes for use on steel manufacturer’s recommended instructions to determine ac-
surfaces. Both types and classes are compatible with MIL- tual cure times.
PRF-85285 polyurethane topcoat material.
6.12.11 Paint, Aluminum, Heat Resisting (1200 °F) TT-
6.12.10.1 Characteristics. Traditionally, this has been an P-28.
organic zinc dust pigmented primer used for galvanic protec-
tion of steel surfaces on ground support equipment. This 6.12.11.1 Characteristics. This is heat resistant alumi-
primer is furnished in two types and two classes: Type I, num paint capable of withstanding temperatures of 1200 °F.
non-water reducible, Type II (DEFT Corp., PN 44-GY-16, It is not intended to provide protection against corrosion as a
CAGE 33461) water reducible, Class A maximum VOC con- primary function. In high temperature areas on aircraft where
tent of 340 g/L (2.5 lbs/gal); and Class B, maximum VOC other paints will not survive, it will provide limited protec-
content of 250 g/L (2.1 lbs/gal). This primer may come in tion, primarily for steel components.
two-, three-, or four-component kits.
6-15
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6.12.11.2 Uses. Can be used on superheated steam lines, 6.12.13.3 Thinning. As recommended by the manufac-
boiler casings, boiler drums, superheated headers, other simi- turer.
lar high temperature applications, and areas on aircraft where
operating temperatures exceed 400 °F. 6.12.13.4 Application. Apply by brush method as issued
or by HVLP spray methods after thinning as required.
6.12.11.3 Thinning. As recommended by the manufac-
turer. 6.12.13.5 Drying Time. Drying times will vary by the
manufacturer, temperature, and relative humidity in the paint-
6.12.11.4 Mixing and Application. Because the pigment ing area. Lower temperatures and higher relative humidity
settles out of suspension and cakes in the bottom of the can, will increase dry times while higher temperatures and lower
this coating requires thorough mixing on a mechanical paint relative humidity will decrease dry times.
shaker before application. Apply by brush or by spraying
after thinning as recommended by the manufacturer. 6.12.14 Coating, Sprayable, Strippable, Protective,
MIL-PRF-6799.
6.12.11.5 Drying Time. When air drying at 75 °F, it is
tack-free in 1 hour, full hard in 3 hours, and fully cured in 24 6.12.14.1 Characteristics. This is a water emulsion, pro-
hours. Baked at 400 °F, it is fully cured in 1 hour. Follow tective, strippable, sprayable, multi-coat coating for applica-
manufacturer’s recommended instructions to determine ac- tion over metallic, painted, and plastic surfaces that comes in
tual cure times. one type with several classes.
6.12.12 Enamel, Alkyd, Gloss, Low VOC Content, TT- Type II, Class 1 Base coat (black)
E-489. Type II, Class 5 Topcoat (white or olive drab)
Type II, Class 6 Topcoat (white)
6.12.12.1 Characteristics. This is a high-gloss, air-dry-
ing, alkyd enamel with excellent weather resistant proper- Type II, Class 7 Topcoat brushable
ties. It is flexible and has satisfactory gloss and color reten-
tion. It is lead and chromate free and VOC compliant with a 6.12.14.2 Uses. These materials are used to protect equip-
maximum of 420 g/L (3.5 lbs/gal). ment and aircraft during shipment and storage.
6.12.12.2 Uses. It is used on properly pretreated and 6.12.14.2.1 Type II, Class 1. This is a black material
primed exterior and interior metal and wood surfaces. Its intended for use as a strippable, protective coating for acrylic
main use is for refinishing automobiles, construction equip- plastic bulk materials and assemblies containing acrylic plas-
ment, machinery, gasoline pumps, trucks, buses, passenger tics when the protected item is shipped fully covered or
and freight railway cars, metal drums (exterior), metal signs, stored under cover; and as a base coat for Type II, Class 5
metal railings and fences, and marine use (above water). and Class 6 materials.
6.12.12.3 Thinning. Use enamel thinner conforming to 6.12.14.2.2 Type II, Class 5. This is a white or olive
CID A-A-3007. Add one pint of thinner per gallon of enamel drab material intended to be used only as a topcoating for
or the amount recommended by the manufacturer. Type II, Class 1 material. This combination protective sys-
tem serves as a sprayable, strippable, protective coating for
6.12.12.4 Application. Brush-apply as issued. Spray by application on metallic, painted, and plastic surfaces, such as
HVLP methods after thinning. entire aircraft, missiles, rockets, and transportation vehicles,
during outdoor storage and overseas deck-loaded shipments.
6.12.12.5 Drying Time. Drying times will vary by the This material should be applied to a dry film thickness of
manufacturer, temperature, and relative humidity in the paint- 3±1 mils.
ing area. Lower temperatures and higher relative humidity
will increase dry times while higher temperatures and lower 6.12.14.2.3 Type II, Class 6. This is a white material
relative humidity will decrease dry times. intended to be used only as a topcoating for Type II, Class 1
material. This combination protective system serves as a
6.12.13 Enamel, Heat Resistant (204 °C or 400 °F), sprayable, strippable, protective coating for applications on
CID A-A-3054. metallic, painted, and plastic surfaces, such as entire aircraft,
missiles, rockets, and transportation vehicles, during outdoor
6.12.13.1 Characteristics. This is a one-component, heat- storage and overseas deck-loaded shipments. This material
resistant paint. should be applied to a dry film thickness of 6 ±1 mils.
6.12.13.2 Uses. For coating metal surfaces subjected to 6.12.14.2.4 Type II, Class 7. This material is intended as
temperatures not higher than 400 °F. Typical uses are steam a brushable coating for patching or repairing damaged Class
pipes, boiler fronts, automotive engine parts, and similar ap- 5 or Class 6 coatings.
plications.
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6.12.14.3 Thinning. Thin as required per the manufactur- 6.12.16.1 Characteristics. This is a kit containing a
er’s instructions. primer and a topcoat, each of which are two-component kits
of epoxy coatings. This coating is for protecting interior sur-
6.12.14.4 Application. Apply by HVLP spray methods. faces of steel tanks used for transportation and storage of
Class 5 material may be applied at 75 ±15 °F and 50 ±10 fuels. It is lead and chromate free and has a maximum 340
percent RH. Class 6 material may be applied within a tem- g/L (2.8 lbs/gal) VOC content.
perature range of 50 °F to 115 °F and 50 ±10 percent RH,
but the pot life and cure time will be much longer at the 6.12.16.2 Uses. This coating is intended for protection of
lower temperature and much shorter at the higher tempera- sand blasted interior surfaces of mobile and stationary mild
ture as compared to those at 75 °F. steel tanks and auxiliary handling equipment used for the
storage and transportation of military fuels and oils.
6.12.14.5 Drying Time. Drying times will vary by the
manufacturer, temperature, and relative humidity in the paint- 6.12.16.3 Mixing. Thoroughly mix component A, prefer-
ing area. Lower temperatures and higher relative humidity ably using mechanical agitation, and then add one part com-
will increase dry times while higher temperatures and lower ponent B to four parts by volume of component A.
relative humidity will decrease dry times.
6.12.16.4 Thinning. Thin as recommended by the manu-
6.12.15 Resin Coating, Unpigmented, for Engine facturer.
Components and Metal Parts, MIL-PRF-3043.
6.12.16.5 Application. Apply by HVLP spraying methods
6.12.15.1 Characteristics. This is a permanent thermo- (hot or cold method) or as recommended by the manufac-
setting resin coating free from drying and non-drying oils turer within the 6 hours at 75 °F/24 °C pot life of the mate-
and cellulose. The resin coating is baked on and provides a rial.
transparent green film on the surface.
6.12.16.6 Drying Time. Set-to-touch - 5 hours and dry
6.12.15.2 Uses. The coating is used as a permanent cor- hard - 18 hours. Follow manufacturer’s recommended in-
rosion preventative, oil resistant coating for metallic non- structions for detailed information on dry times.
bearing surfaces of engine parts, airframe components, mag-
nesium parts, gun mounts, gear housings, and other 6.12.17 Coating, Corrosion Preventive, for Aircraft In-
components. The material is specifically used on the interior tegral Tanks, MIL-C-27725/SAE AMS-C-27725.
surfaces of droppable steel tanks and tubing of methylbro-
mide or trifluorobromethane fire extinguishing systems. 6.12.17.1 Characteristics. This is a polyurethane mate-
rial available in two types each with two classes. It is fuel
6.12.15.3 Thinning. As recommended by the manufac- resistant and is used to provide protection of aircraft fuel
turer. tanks against corrosion from contaminants and water in fuels.
6.12.15.4 Application. Apply by dip or spray at room Type I A one-part formulation polyurethane
temperature. coating
Type II A two-part formulation polyurethane
6.12.15.5 Drying Time. The coating air dries to handle in coating
30 minutes at room temperature. Fully cure by baking in oil
Class A General use (does not comply to most
or by oven baking. Follow manufacturer’s recommended in-
air pollution regulations, may be used
structions for detailed information on dry times.
only where not prohibited)
6.12.15.5.1 Baking in Oil. Air dry for 16 to 24 hours and Class B Limited use (for areas requiring regula-
immerse in MIL-PRF-7808 hot lubricating oil for 15 min- tion of air pollution caused by emis-
utes. sions of certain solvents that produce
smog)
6.12.15.5.2 Oven Baking. Air dry for 1 hour followed by
30 minutes baking at 325 °F. Follow manufacturer’s recom- 6.12.17.2 Uses. This coating is intended for the protec-
mended instructions for detailed information on dry times. tion of aircraft integral fuel tanks against corrosion in a ser-
vice temperature range of -65 °F to +250 °F.
6.12.16 Coating Kit, Epoxy, for Interior of Steel Fuel
Tanks, MIL-PRF-4556.
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6-18
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6.12.17.4.2 Spray Application. Use a HVLP spray gun. 6.12.18.3 Thinning. If thinning is necessary, use the sol-
Use a pressure feed tank with 5 PSIG and an atomizing air vent recommended by the manufacturer. Adjust the viscosity
pressure of 35 PSIG. Pressure tanks shall be equipped with for spray application by thinning to 21 to 27 seconds in a
an agitator to provide proper pigment suspension. Immedi- No. 2 Zahn Cup (16 to 21 seconds in a No. 4 Ford Cup).
ately after use, the equipment shall be thoroughly cleaned
with MIL-T-81772, Type II. 6.12.18.4 Mixing and Application. Walkway coatings are
applied to primed surfaces prior to application of final top-
6.12.17.4.3 Brush Coating. A fine camel hair or soft hog coat of aircraft coating systems. The topcoat applied over
bristle brush shall be used when applying this coating by walkway coating shall be a single mist coat to reduce dis-
brush. The material shall be stirred with a metal spatula ev- tinctive difference in color while not causing loss of nonslip
ery 3-5 minutes. features. Only the Type II (rough) coating shall be used un-
der the topcoat of aircraft coating system. Type II walkway
6.12.17.5 Drying Time. Curing MIL-C-27725/SAE AMS- coating need not be topcoated on interior walkways, ramps,
C-27725 coating will be tack-free in 4 hours under normal steps, and doorways in high traffic areas. Before applying the
conditions (75 °F and 50 percent humidity). Cure may be nonslip coating, wipe primed surface with a clean lint-free
accelerated after a minimum of 4 hours cure at 75 °F by cloth with solvent per Table 3-2, if necessary. Thoroughly
adding heat up to 120 °F. The state of cure can be tested by mix the material, preferably with a mechanical shaker. The
rubbing a test spot with a gauze pad wet with MIL-T-81772, coating will normally have the proper viscosity for brush
Type II thinner. If bare metal is exposed after 50 double application. Application by brushing is recommended as the
strokes of the pad at moderate pressure, the coating is not material is primarily formulated for this. Apply quickly and
completely cured. avoid brushing previously coated areas that are wet. Allow
to dry at least 30 minutes but not more than 45 minutes
6.12.18 Coating Compound, Nonslip (for Walkways), between coats. Apply by spraying only when large areas are
CID A-A-59166. involved. Apply the coating (Type I and II) to a dry film
thickness of 10 to 12 mils on aircraft exterior surfaces which
6.12.18.1 Characteristics. A nonslip compound formu- weights 15 to 20 ounces per square yard for a Type I coat-
lated in a hand brushable consistency that is fuel and fluid ing, and 20 to 25 ounces per square yard for a Type II coat-
resistant. These coatings are available in several colors. This ing. A 30 to 40 mil thick coating is recommended for non-
material is compliant with the NESHAP VOC requirements aeronautical interior surfaces.
of 420 g/L (3.5 lbs/gal).
6.12.18.5 Drying Time. Type I and Type II coatings dry
tack-free in 15 minutes, for re-coating in 30 minutes, through
Type I This is a smooth coating without grit
in 6 hours, and to full hardness in 24 hours. Follow manu-
formulated primarily for brush appli-
facturer’s recommended instructions for detailed information
cation.
on dry times.
Type II This is a rough material formulated pri-
marily for brush application contain-
6.12.19 Coatings, Polyurethane, Rain Erosion Resis-
ing grit as an integral part of the
tant for Exterior Aircraft and Missile Parts, MIL-C-83231/
coating.
SAE AMS-C-83231.
6.12.18.2 Uses. A nonslip is used on aircraft exterior 6.12.19.1 Characteristics. This material is available in
walkway surfaces to protect personnel from falling while two types each with two classes. Type I is an electrically
walking on aircraft surfaces. May also be used on vehicles, non-conductive rain erosion resistant coating, and Type II is
maintenance ramps, steps, ladders, and similar areas. an antistatic rain erosion resistant coating. Class A material
is not dependant on moisture or high relative humidity for
Type I Used along leading edges of aircraft curing and Class B is dependent on them. Primer and top-
that fly less than 250 mph and on coat components are furnished together as a kit. Specific air-
other adjacent surfaces of aircraft craft directives specify the area to be coated and the materi-
where the roughness of the Type II als to be used.
coating is undesirable due to aerody-
namic considerations. 6.12.19.2 Uses. Classes A and B, Types I and II coatings
Type II Material used along trailing edges and are intended for protection of exterior laminated plastic parts
adjacent surfaces in cases where of high-speed aircraft and missiles from rain erosion while
maximum nonslip qualities are essen- in flight. Classes A and B, Type II coatings also discharge
tial and aerodynamics are not and dissipate static electricity to prevent radio and radar in-
affected. terference.
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6.12.19.3 Thinning. Thin as recommended by manufac- • Use only the tapes specified in Table 6-1 for
turer and/or TO 1-1-24. application on aircraft exterior surfaces.
6.12.19.4 Application. Apply per TO 1-1-24 and/or as • Adhesion promoters in Table 6-1 cannot be
recommended by the manufacturer. substituted. If not available, do not apply tape.
6.12.20.2 Uses. This coating is intended to protect exte- b. Using the template fabricated per Table 6-1, align its
rior laminated plastic parts of high speed aircraft and mis- centerline with the centerline of the leading edge. Mark
siles from rain erosion and thermal energy while in flight. the location of the top and bottom of the tape every 2
This coating cannot be used on radomes and other plastic feet of the length on the leading edge component re-
parts that have a requirement for protection against static ceiving tape.
electrical charges, because it is not electrically conductive.
NOTE
6.12.20.3 Thinning. Thin as recommended by manufac-
turer and/or TO 1-1-24. Varying widths of tape can be used depending of
the amount on leading edge to be covered.
6.12.20.4 Application. Apply as recommended by the
manufacturer and/or TO 1-1-24. c. Mask using above marks as guides.
6.12.21 Leading Edge Polyurethane Rain Erosion Re- Final sanding with anything coarser than CID
sistant Tape. A-A-58054 Type I, Grade A abrasive (very fine
240-320 grit) will adversely affect bond of tape.
6.12.21.1 Description and Use. This tape is used to pro-
vide rain erosion protection for the wing, vertical and hori- d. Abrade the masked off area to a smooth surface using
zontal stabilizer, and any other leading edges aft of the en- CID A-A-58054, Type I, Grade B followed by Grade
gine intakes. Material and tools to be used are listed below A abrasive mat.
in Table 6-1.
6.12.21.2 Installation.
• Materials to make repairs or remove the tape f. Fill all seams and fastener heads with MIL-PRF-81733,
must be available in case of errors in applica- Type I, Class 2, Grade A sealant to eliminate any pos-
tion.
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g. Use CCC-C-440, Type I, Class 2 cheesecloth to apply m. Repeat process above removing the next liner section
thin, but thorough coat of adhesion promoter per Table and continue until film is completely bonded.
6-1 to all application areas, including sealant, in the
masked off area used to smooth seams and fastener n. Inspect work for air bubbles. Pierce bubbles with a
heads. needle or pin, and press air out before removing tool.
h. Remove masking tape. o. Trim excess at the beginning and end of chip strip
where adhesion promoter was not applied.
i. Let adhesion promoter dry for 20 minutes.
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c. Apply heavy coat of edge sealer per Table 6-1 into 6.12.21.5 Tape Removal. Remove tape by either of the
seams and trowel flush with a razor blade. following methods:
d. Apply edge sealer to all vertical edges exposed to air 6.12.21.5.1 Removal Disc.
stream with an acid brush.
a. Using a pneumatic drill and 3M Adhesive Removal
e. Allow edged sealer to cure 24 hours before painting. Disc (NSN 3460-01-447-8021), remove both tape and
adhesive from damaged area.
6.12.21.4 Repair of Damaged Area. Proceed as follows:
b. Trim edges as required.
a. Measure 2 inches either side of damage and apply
masking tape along this line. c. Wipe work area with CCC-C-440 Type I, Class 2
cheesecloth moistened with TT-I-735 isopropyl alco-
b. Trim loose film from damaged area. Cut new film to fit hol, turning cheesecloth frequently. Continue until cloth
area to be repaired. no longer shows residue.
c. Scuff entire area with an CID A-A-58054, Type I, 6.12.21.5.2 Scraping and Solvent Removal.
Grade A nylon abrasive mat.
a. Remove the tape by peeling it off. For repairs, remove
tape 1/2 inch on either side of damage.
d. Wipe area thoroughly with TT-I-735 isopropyl alcohol.
b. Remove residual edge sealer by chipping with a plastic
e. Apply adhesive promoter per Table 6-1 to entire area.
scraper.
Allow to dry for 20 minutes.
c. Mask work area.
f. Apply film and rub thoroughly.
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d. Apply adhesive remover per manufacturer’s instruc- a. Scuff tape surface with CID A-A-58054, Type I, Grade
tions. B nylon abrasive mat.
e. Allow to dwell long enough to soften adhesive. b. Saturate a clean, lint-free, cotton rag with ASTM D
329 acetone and lightly wipe the tape surface.
f. Remove old adhesive with plastic scraper. Repeat as
necessary. c. Wipe surface dry with a clean, lint-free, cotton cloth
before the acetone evaporates.
g. Using an CID A-A-58054, Type I, Grade A abrasive
mat soaked with TT-I-735 isopropyl alcohol, scrub area d. Paint tape surface with MIL-PRF-85285, Type I or
to remove all adhesive. Type IV, color to match area, per Chapter 5.
h. Wipe work area with CCC-C-440 Type I, Class 2 e. Air dry paint a minimum of 72 hours at 75 °F before
cheesecloth moistened with TT-I-735 isopropyl alco- flying the aircraft.
hol, turning cheesecloth frequently. Continue until cloth
no longer shows residue.
TO 1-1-8
CHAPTER 7
APPLICATION AND REMOVAL OF DECALS AND SILK SCREENING
7.1 DECALS - GENERAL. NOTE
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7.2 SMALL DECALS AND MARKING STRIPES. a. Tape decal into position with small pieces of masking
tape (See Figure 7-3) as Step 1.
7.2.1 Decals Up to 12 Inches x 2 Inches. Remove en-
tire backing from adhesive, align decal, and press on one
edge to surface with the finger. Hold the remainder of film
taut and slightly away from surface until pressed down with
plastic squeegee using firm, overlapping strokes (See Figure
7-1).
7.3 LARGE EMBLEMS AND LETTERS USING Figure 7-4. Applying Large Emblems (Step 2)
HINGE APPLICATION METHOD.
7-2
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7-3
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7-4
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7-5
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7-6 Change 17
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CHAPTER 8
EXTERIOR FINISHES, INSIGNIA, AND MARKINGS APPLICABLE TO USAF
AIRCRAFT
8.1 GENERAL. 8.1.6 Paint Scheme and Marking Approval Process.
All changes to approved schemes and markings will be sub-
8.1.1 Purpose. The purpose of this chapter is to standard- mitted to the MAJCOM Aircraft Structural Manager (ASM)/
ize the painting, marking, and exterior configuration of all Corrosion Manager (CM). The ASM/CM will coordinate the
Air Force, Air Force Reserve, and Air National Guard air- changes within the command structure and ensure surviv-
craft. This chapter describes Air Force policy on the paint- ability analysis is completed as necessary. The ASM/CM will
ing, marking, and exterior configuration of aircraft. Also de- work with the SPD to ensure the applicable technical docu-
scribed in this chapter are common internal markings and ments are changed and develop a method to implement the
standardized international markings. In the event of a tech- changes. A copy of the approved change package will be
nical conflict between this chapter and the weapon system forwarded to HQ USAF/A4. USAF/A4 will acknowledge re-
specific manuals, the weapon system specific manuals shall ceipt of the package and will retain the authority to require
take precedence. Conflicts concerning safety, health, or envi- changes to the package. Exceptions are as follows:
ronmental issues shall be resolved locally and through the
MAJCOM headquarters. Only the types of finishes and in- 8.1.6.1 89th AW, 201AS, and the 1st Helicopter
signia described in this chapter shall be applied to USAF Squadron. Deviations from standard paint schemes and
aircraft. Refer to AFI 20-114 with MAJCOM supplements, markings are authorized and shall be approved by HQ USAF/
weapon system manuals, and weapon system drawings for A4.
specific paint schemes and marking applications.
8.1.6.2 U.S. Air Force Aerial Demonstration Squadron
8.1.2 Responsibilities. HQ USAF/A4 is responsible for “The Thunderbirds”. Paint schemes and markings shall be
coordinating Air Force painting and marking policy with the approved by HQ USAF/A4.
various international organizations, and is the focal point for
all Air Force painting and marking issues. The MAJCOM 8.1.6.3 76th Airlift Squadron. Aircraft assigned are au-
logistics and maintenance function is responsible for imple- thorized radio call numbers on each side of the vertical sta-
menting the policy as described by USAF/A4. System Pro- bilizer, American flag, and United States of America mark-
gram Directors (SPD) are responsible for maintaining accu- ings with no other external USAF markings authorized (i.e.,
rate technical data depicting approved paint schemes and USAF, stars and bars, organizational markings, fuel grade
markings for their assigned aircraft. SPDs shall be respon- markings under pilot’s window) Painting and marking of
sible for assuring compliance with AFI 20-114 and Air Force these aircraft will be as specified by USAFE/CC. Informa-
policy promulgated by USAF/A4. tion copies of all approved paint schemes and markings will
be forwarded to HQ USAF/A4.
8.1.3 Maintenance and Application. The MAJCOMs and
using organizations are responsible for the application and 8.1.6.4 Low Observable Aircraft. HQ ACC is responsible
maintenance of coatings and markings for all assigned air- for developing paint schemes and markings for low observ-
craft listed in TO 00-25-4. AFMC shall be responsible for able aircraft.
the overcoating or strip and repaint of aircraft listed in TO
00-25-4. 8.1.6.5 Aircraft Received from Other Services. When
types and models of aircraft not previously in the Air Force
8.1.4 Major Command Instructions. Each major com- inventory are acquired from other military departments, the
mand shall prepare a supplement for AFI 20-114 pertaining MAJCOM and SPD will develop paint schemes and marking
to painting and marking of aircraft. The supplement will be patterns for the aircraft. The SPD will be responsible for
limited to distinguishing insignia, markings, and finishes as developing special purpose markings for servicing and per-
authorized in this chapter and other Air Force directives. sonnel safety.
8.1.5 Authorized Deviations. All requests for deviations 8.1.7 Service Tests. Approved service test programs will
from the standard exterior paint and marking configuration be implemented by coordinated effort, monitored by the ap-
in this TO will be sent to HQ USAF/A4. HQ USAF/A4 will propriate engineering function, SPD, AFRL, and the request-
coordinate with HQ USAF/XO and maintain copies of draw- ing MAJCOM.
ings and photographs.
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8.1.8 Decals. Decals are special prepared film containing will be painted in accordance with a service life program. A
designs, words, letters, or numerals and are intended to be coordinated paint/depaint program will be established and
permanently affixed to the aircraft. Decals may be used in kept current for each weapon system. Where possible, a
lieu of paint for all external markings and insignia where the scoring system should be used to determine painting require-
contact surfaces are of sufficient smoothness to permit good ments. The scoring system should account for paint condi-
adhesion. Decals used shall meet specification Commercial tion, local corrosion severity index (Refer to TO 1-1-691),
Item Description (CID) A-A-59485 or 3M Scotchcal 220. and calendar time. The MAJCOM and SPD will determine
when an aircraft is to be stripped and repainted. Maintenance
8.1.9 Applicable References. The application of North painting will be used to enhance and preserve coating sys-
Atlantic Treaty Organization (NATO) code numbers cited in tems.
TO 42B1-1-15 shall supplement the applicable service points
prescribed in this TO. The codes will be applied immediately NOTE
adjacent to the symbol as considered most practical. NATO
code numbers may be omitted when not reflected in TO Aircraft Structural Maintenance Sections will
42B1-1-15 or may be omitted on training type aircraft and score assigned aircraft. All other equipment scor-
other aircraft not subject to being serviced at overseas loca- ing programs will be scored and managed by
tion. Additional instructions and directives applicable or al- owning work center.
lied to the application and maintenance of the finishes and
markings of aircraft are contained in the following: 8.2.4.1 In determining the requirements for sectional over-
coating, total overcoating, or strip and repaint, the following
general technical criteria should be considered in the devel-
CENTO STANAG #3230 Emergency Marking on
opment of the weapon system paint plan.
Aircraft.
NATO STANAG #3109 Servicing and Ground
8.2.4.1.1 Sectional or total overcoat if the paint is oxi-
Handling Codes.
dized, discolored, stained, chipped, scratched, or peeled from
NATO STANAG #3230 Emergency Marking on the primer and the primer remains adhered to the aircraft
Aircraft. surface. If the condition is extensive, consider a total over-
coat.
8.2 STANDARD EXTERIOR FINISHES, MARKINGS,
AND INSIGNIA FOR USAF AIRCRAFT. 8.2.4.1.2 Strip and repaint if the following defects or
combination of defects exists: areas which have been over-
Standard finishes are applied as either glossy or camouflage coated (primer plus topcoat) at least three times; primer is
topcoats. All topcoats, painted markings, and painted insig- not adhering to the substrate; or the paint system is peeled to
nia will be applied using high-solid polyurethane, MIL-PRF- the substrate.
85285.
8.2.4.2 When applying the above criteria to determine
8.2.1 Metal Exterior Finishes. Metal exterior finishes painting requirements and a combination of defects for strip
other than titanium and Corrosion Resistant Steel (CRES) and overcoating exists, the following general economic
require surface protection from corrosive elements and, guidelines should be considered in the development of the
therefore, will be painted. weapon system paint plan.
8.2.2 Titanium and Corrosion Resistant Steel. These 8.2.4.2.1 When determining sectional or total overcoat and
materials usually make up a small portion of the exterior a combination of defects exist, overcoating may be accom-
surface. Titanium and CRES will be painted to match the plished if the time or man-hour requirements for surface
rest of the exterior of the aircraft providing temperatures per- preparation (mask, sand, or clean) do not exceed 70 percent
mit. of the time or man-hours for a complete strip/repaint.
8.2.3 Treatment of Metal Exteriors. Treatment of metal 8.2.4.2.2 Sectional stripping may be required, as deter-
exteriors and corrosion control are specified in TO 1-1-691 mined by deteriorated areas, on aircraft designated for com-
and weapon system specific manuals. plete overcoat. Complete overcoating may be accomplished
if the combined time or man-hours for sectional stripping
8.2.4 Policy Guidance. It is a general policy that all Air and surface preparation for overcoat do not exceed 70 per-
Force aircraft will be painted equally as a prime means of cent of the time or man-hours required for complete strip/
corrosion protection and prevention, appearance, and surviv- repaint.
ability. Painting for professional appearance is an integral
part of a well-managed corrosion control program (AFI 20- 8.2.4.2.3 Complete strip/repaint should be accomplished
114). The requirement to paint must be tempered with good in lieu of overcoating whenever the time or man-hours for
judgment. Mission requirements, environmental concerns,
and resources must be considered prior to painting. Aircraft
8-2 Change 20
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masking, sanding, and cleaning for the total or sectional 8.3 MARKINGS AND INSIGNIA FOR USAF AIR-
overcoating exceed 70 percent of those to accomplish strip/ CRAFT.
repaint.
8.3.1 General. The markings and insignia contained in
8.2.4.3 In the absence of a tailored weapon system paint the manual will be applied to all USAF aircraft. Markings
plan, the above criteria will apply to all aircraft. and insignia will vary depending on the paint system being
applied and the MAJCOM to which the aircraft is assigned.
8.2.5 Camouflage. Camouflage is used for the purpose of Standard Markings are as listed in Table 8-1. The above
deception, to conceal material from undesired observation, standard insignia and markings will not be altered in loca-
or to confuse and mislead observers as to the identity and tion, dimension, or configuration to accommodate any other
number of assets available. Camouflage may be either pat- insignia or marking.
tern or non-pattern. Pattern camouflaging is based on optical
principals that dictate certain non-reflective colors, color 8.3.1.1 National Star Insignia. The National Star will be
configurations, and color portions. Arbitrary application of installed on all aircraft. Specific instructions for installing
markings and color schemes other that those approved will the National Star and approximate dimensions are shown in
defeat the purpose of the camouflage and is not authorized. Figure B-1 and in Paragraph 8.3.1.3.
8.2.6 Special Purpose Exterior Solar Resistant Fin- 8.3.1.2 The National Star Insignia on Aircraft Fuse-
ishes. For the purpose of this manual, solar resistant finish lage. The star insignia will normally be applied to the air-
is defined as a white cap painted on the top surface of the craft fuselage midway between the wing trailing edge and
aircraft to reduce interior temperature. The solar resistant the leading edge of the horizontal stabilizer.
finish is only authorized on aircraft used primarily as troop
carriers or those that carry heat sensitive equipment. In ei- 8.3.1.3 The National Star Insignia on Aircraft Wings.
ther case, the MAJCOM supplement to AFI 20-114 or The star will be applied to the upper surface of the left wing
equivalent MAJCOM instruction will authorize the applica- and the lower surface of the right wing. (See Figure B-2)
tion of a solar resistant finish.
8.3.1.4 The National Star Insignia on Helicopters. The
8.2.7 Paint Facility/Finish Identification Block. (See Fig- star shall be applied on the fuselage. The insignia shall be
ure B-4) All aircraft receiving a new paint finish will have a located so that it is visible from each side, above and below.
contrasting color or black (color 37038) block of no less Because of helicopter design configuration, the insignia shall
than 2 1/2 inches, applied to the right side fuselage on the be located so as to provide maximum identification. Such
underside even with the leading edge of the horizontal stabi- locations shall be standardized on like MDS helicopters.
lizer or wing by the activity that applied the paint. Stencils
or decals may be used for the paint block. Figure B-4 shows 8.3.2 “USAF” Wing Marking. On aircraft identified by the
an example of a typical paint block, MAJCOMs may allow MAJCOM requiring USAF wing markings, the USAF mark-
different designs. The block will contain: ing shall be applied to the lower surface of the left wing and
upper surface of the right wing. The height and location of
• The name of the activity, plus the CAGE code the USAF will correspond with the National Star insignia.
The top of the letters shall be towards the leading edge of
• Date of completion (DD, MMM, YY) the wing.
• Identification by specification of all coatings used 8.3.3 American Flag Marking. The display of the Ameri-
can Flag on aircraft exteriors is intended for specific uses
• For non-standard or unique coatings, add manufac- which have national significance or U.S. diplomatic conno-
ture product code and CAGE Code tations. The use of the flag will be restricted and approved
only by HQ USAF/A4. Routine or occasional overseas flight
NOTE of aircraft, assignment of aircraft to foreign soil, or intra-
theater travel of overseas based aircraft are not sufficient rea-
All full scuff sanded and overcoated aircraft re- sons for use of the American Flag marking. The National
quire an additional paint identification block for Star insignia and USAF markings painted upon aircraft ex-
each coating system applied (in addition to the teriors will adequately identify USAF aircraft. Table 8-2 lists
original paint identification block). It shall contain all aircraft authorized the American Flag marking.
the same information as required above and will
be placed adjacent to the original paint identifica-
tion block.
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8.3.3.1 The American Flag shall have a height, width ratio 8.3.3.2 The flag or emblem of other countries/(non-Air
of 0.52 to 1, and be located on each side of the vertical fin Force) organizations shall not be displayed on USAF aircraft
above all other markings of significance. The flag shall be for any reason.
positioned horizontally such that the union shall be upper-
most with the bars appearing to be trailing at all times. (See
Figure B-5)
Air Attache
MAAG
USAF Mission
Apollo Range Instrumentation Aircraft, EC-135 (AFMC-ARIA) and NKC-135A SN 53-3132 (BIG CROW)
89th Airlift Wing/201AS
Air Force Section Mission (U.S. Military Group Aircraft in Latin America)
AMC/ACC Airlift Forces Aircraft
76th Airlift Squadron, USAFE
AFRC and ANG Airlift Aircraft for which ACC/AMC are the Gaining Command
EC/RC-135
E-4 Aircraft
All Transport and Tanker Aircraft
8.3.4 United States of America Marking. The words Table 8-3. Aircraft Autho-
“UNITED STATES OF AMERICA” are authorized to be rized United States of America Markings
painted on the fuselage exteriors of aircraft authorized the - Continued
American Flag listed in Table 8-3 . When authorized, the
marking “UNITED STATES OF AMERICA” will be applied
on both sides of the aircraft fuselage, parallel to and above 89th Airlift Wing
the top of the cabin windows (See Figure B-5). The fuselage Air Force Section Mission (U.S. Military Group Air-
marking “U.S. AIR FORCE” shall be removed from the craft in Latin America)
aircraft. 76th Airlift Squadron, USAFE
E-4 Aircraft
Table 8-3. Aircraft Autho-
rized United States of America Markings
8.3.5 Aircraft Radio Call Numbers. The radio call num-
ber will be applied to each side of the vertical stabilizer. On
Air Attache aircraft with multiple vertical stabilizers the radio call num-
ber will be applied to the outboard side of the outer most
MAAG
vertical stabilizer. AMC and ACC each use a different method
AFMC-ARIA to mark the vertical stabilizer with the radio call number.
USAF Mission
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8.3.6 AMC Standard Radio Call Numbers. The radio 8.3.6.2 All radio call number placards within the aircraft,
call number consists of five numbers usually derived from including helicopters, shall reflect the same radio call num-
the aircraft serial number. The first numeral of the contract ber as applied to the aircraft exterior.
number and the hyphen will not be used (e.g., SN 63-
545134A will be 35134 and 62-3467 will be 23467) (See 8.3.7 ACC Standard Radio Call Numbers. ACC uses a
Figure B-5). distinctive two-place alphanumeric in conjunction with the
first two and last three numbers of the aircraft serial number.
8.3.6.1 In the event five numerals are not available, the When duplicate last three digits exist among aircraft with the
radio call number will include the second numeral of the same distinctive unit designator, the last four numerals of the
contract year followed by a sufficient number of zeros to serial number shall be used (See Figure B-6).
provide five numerals (e.g., SN 73-23A will become 30023).
TO 1-1-8
8.3.7.1 Distinctive Unit Identifiers. The identifier is two 8.4.3 Aircraft Names. All requests for applying aircraft
numbers, two letters, or one number and one letter. Any names to the exterior of aircraft shall be coordinated through
MAJCOM may authorize the use of the identifier. HQ ACC the appropriate MAJCOM/CC and forwarded to HQ USAF
will be the approving authority and maintain a registry of the for CV approval. Send justification to HQ USAF/A4. Excep-
identifiers. When the identifiers are no longer required, the tion: Units may transfer a previously coordinated/HQ USAF
respective command will notify HQ ACC. Distinctive iden- approved name from one aircraft to another (same MDS
tifiers shall not be removed or installed without the expressed within their unit) when transferring aircraft to another unit.
knowledge and approval of HQ ACC. Similarly, only ACC Information on approved names, colors, sizes, and locations
may authorize changes in the identification code assignments. shall be included in the MAJCOM’s supplement to AFI 20-
114 or equivalent MAJCOM instruction.
8.4 ORGANIZATION INSIGNIA OR EMBLEMS.
8.4.4 Local Station Numbers and Markings. Where air-
All proposed organizational emblems and insignia will be in craft may have a duplication of the last three digits of the
accordance with the MAJCOM supplement to AFI 20-114 or aircraft serial number or atmospheric conditions may hinder
equivalent MAJCOM instruction. The MAJCOM or ANG visibility at a station, the MAJCOM may authorize local sta-
will be the approving authority for these insignia and em- tion numbers.
blems. Only ANG aircraft are authorized the state name and
ANG Minuteman emblem. Application location and size will 8.4.4.1 Station Numbers. Station numbers shall be lo-
be in accordance to the MAJCOM supplement to AFI 20- cated on the nose section of fixed wing aircraft and on the
114 or equivalent MAJCOM instruction. Standard markings/ deflector shields or other forward component of rotor wing
insignia shall not be altered to accommodate any organiza- aircraft. Numerals will not be more than 8 inches tall and
tional markings/insignia. When the aircraft is being proportionate to the aircraft size. Station numbers shall be
transferred, the transferring unit will remove its markings removed prior to transfer of the aircraft.
and insignia. Aircraft being processed for storage are exempt
from the requirement to remove markings/insignia. 8.4.4.2 Tail Stripe. MAJCOMs may authorize a distin-
guishing colored horizontal stripe for application to both
8.4.1 Outstanding Unit Award Marking. A replica of the sides of the vertical fin. The stripes shall not be applied over
“Outstanding Unit Award” ribbon earned by an organization apex antenna.
may be installed on the sides of the fuselage in accordance
with the MAJCOM supplement to AFI 20-114 or equivalent 8.4.5 Propeller Markings. All Air Force propeller blade
MAJCOM instruction. The marking shall not exceed 12 tips will be painted in a contrasting color. All blades will be
inches in length. The size ratio shall be 4:1. checked for balance after application of blade markings. For
blades less than 15 feet in diameter (measured from the tip
8.4.2 Crew Names. The names of the pilot, crew chief, of the blade to the hub center) the stripe will be 4 inches
or other members of the flight or ground crew shall be ap- wide. Larger diameter blades will have 6-inch stripe.
plied to the aircraft in accordance with the MAJCOM supple-
ment to the AFI 20-114 or equivalent MAJCOM instruction. 8.4.5.1 Propeller tips may be marked with light reflective
yellow or a contrasting color when it is necessary to define
NOTE the blade track in the dark.
Transient aircraft, as defined by TO 00-20-1, crew 8.4.5.2 Aircraft whose primary mission is transportation
names shall be applied in accordance with the re- of VIPs are authorized to have red, white, and blue stripes
spective MAJCOM’s supplement to AFI 20-114, applied to the propeller tips. Approval authority for this
or equivalent MAJCOM instruction. marking is the MAJCOM. The occasional transport of VIPs
in not sufficient justification for multicolored blade tips. Each
8.4.2.1 Combat Deployment Requirements. Aircraft blade will be painted red, white, and blue in this order with
deployed to combat zones are not authorized to have any red being the color closest to the blade tip. For blades 15
crew markings. All exterior crew markings shall be com- feet in diameter and less each stripe will be 1 1/2 inches
pletely removed from the aircraft prior to deployment to wide. Larger diameter blades will have a 2-inch stripe. Table
combat zones. No visible outline (shadowing) or glue shall 8-4 lists aircraft authorized multicolored blade tips.
remain on the aircraft. Names shall be reapplied as soon as
practical following redeployment from the combat zone. Table 8-4. Aircraft Authorized Multi-Col-
ored Blade Tip Markings
NOTE
Air Attache
Crew name background blocks may need to be
completely repainted to ensure the names are not MAAG
recognizable, distinguishable, or visible in any USAF Mission
form on the exterior of the aircraft.
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Table 8-4. Aircraft Authorized Multi-Col- 8.4.8.1 Canopies. The radio call number shall be sten-
ored Blade Tip Markings - Continued ciled in 1-inch letters 6 inches from the forward left-hand
end, on either the inside or outside of the canopy frame.
89th Airlift Wing
8.4.8.2 Ejection Seats. All ejection seats shall have the
radio call number stenciled on the seat back near the top
8.4.6 Helicopter Main Rotor Blade Markings. Classifi- edge. If the aircraft is equipped with more than one seat, the
cation numbers shall be stenciled on the inboard (butt end), flight crew position (i.e., pilot, NAV, GUNNER, etc.) shall
flat surface of the ground side of each main rotor blade by be stenciled under the radio call number. The numbers and
facilities authorized to balance and alter the rotor blades. letters shall be 1 inch high and positioned to avoid contact
Three numbers in decimal format shall be utilized: the first with parachute gear.
shall be weight in pounds; the second shall reflect the dis-
tance in inches from the center of rotation to the center of 8.4.8.3 Jettisonable Components. Where jettisonable
gravity of the blade; and the third number shall be the dis- components, such as external tanks, are interchangeable and
tance in inches from the leading edge of blade to the center are frequently removed and create a problem of stockpiling
of gravity for the blade chord-wise (e.g., 57.2-75.2-5.2 indi- components for a specific aircraft, the base supply account
cates the blade weighs 57.2 pounds, with a center of gravity number will be applied to the component. The stencil will be
75.2 inches from the center of rotation and chord-wise center 1 inch high and applied near the component center on both
of gravity is 5.2 inches from the leading edge.). Contrasting sides.
coloring stenciling shall be 3/4 inch in height. Color bands
installed by the contractor on the tip of the blade shall be
8.4.9 Markings for Servicing, Ground Handling, and
maintained along with matching colors on the housing. Dif-
Hazard Warning. (See Figure B-7 through Figure B-12)
ferent colors are required on the blades for tracking pur-
The markings shall be in contrasting colors. Lettering shall
poses.
be in accordance with Appendix B. Symbols for the identi-
fication of service points, ground handling, and hazard warn-
8.4.7 Helicopter Tail Rotor Blade Markings. To promote ings shall be applied to the required locations on all USAF
safety, all tail rotor blades, except Sikorsky blades utilizing aircraft. Location is dependent on the amount of available
B and B bonding or having vinyl plastic tape installed, shall space. The marking may be on or adjacent to the equipment
be marked using MIL-PRF-85285 and a compatible primer or service point. Symbols and markings may be applied us-
coat as follows: ing paint or decals. Symbols shall be approximately 4 inches
in size but may be smaller depending on the area or item
a. Prime surface with a light coat of primer. being marked. The markings provide:
b. Apply a 6-inch band of red (color 31136) to the tail • Rapid identification of servicing points
rotor tip followed by a 6-inch band of white (color
37925) followed by another 6-inch band of red (color • Identification of the type of ground servicing re-
31136). quired
c. Following the second band of red, apply a black band • Hazard warning or safety precautions which will
(color 37038) to within 6 inches of the hub. Paint the prevent injury to personnel or damage to equipment
remaining 6 inches of the tail rotor red (color 31136).
• Rapid exit from air vehicle under emergency
d. Identifying color bands painted by the contractor shall conditions
be maintained and an identifying dot, approximately
1/2 inch in diameter of the same color as appears on
8.4.10 Markings for Engine Compartment Fire Access
the housing, shall be painted on the butt end of the
Panel. The fire access panel or doors in the engine compart-
blade for matching purposes.
ments shall have contrasting color boarder and identifying
text.
e. Balance the blades as necessary.
8.4.11 Ejection Seats. A contrasting color equilateral tri-
8.4.8 Identification Markings of Jettisonable Aircraft angle with the sides up to 9 inches long, with the apex point-
Components. All jettisonable components will be stenciled ing downward, shall be applied on each side of the fuselage
using MIL-PRF-85285. The color will be selected to provide adjacent to the explosive device.
the greatest contrast with the surrounding base color of the
component.
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8.4.12 Identification of Ballistic Hose Assemblies. Bal- propriately marked. Suitable descriptive wording, read-
listic hose or tubing assemblies leading to the ejection seat ily visible, shall be applied to the door or structure of
or catapults shall be marked for ground rescue purposes. The the aircraft, whichever is nearest the emergency re-
area selected shall be easily visible and readily accessible lease, to identify and explain its operation. This word-
and as close as possible to the catapult (See Appendix B). ing should be approximately 1 inch high. Use Standard
English terminology such as PULL, TURN, SLIDE, or
8.4.13 Markings for Tank Filler Areas. Fuel filler caps PUSH.
shall be painted red. A red band, 1 inch wide, around and 2
inches away from the fuel fill cap or over the cover door is 8.4.17.2 External Markings. Markings for the identifica-
optional. tion of escape hatches, doors, and exits on the exterior of the
aircraft shall be painted orange-yellow (color 13538) or a
8.4.14 Marking of Emergency Lighting (Flashlight) for contrasting color. Use MIL-PRF-85285. The words EMT
Cargo and Transport Aircraft. Aircraft which have flash- RELEASE, shall be applied on the outside of the aircraft to
lights adjacent to natural or emergency exits will have a 1/2 facilitate quick identification. Suitable descriptive wording
inch yellow band around the base of the flashlight mount. shall be applied to the door or structure of the aircraft,
The band may be applied to the sides of the light holder if whichever is nearest the emergency release, to identify and
the material cannot be applied around the base. The band explain its operation. This wording should be approximately
may be formed from 3M retro reflective or 6900 photo lumi- 1 inch high. Use Standard English terminology such as
nescent paint (TT-P-54), or reflection tape (ASTM D4956). PULL, TURN, SLIDE, or PUSH. Letters should be approxi-
mately 2 inches high.
8.4.15 Markings for Walkways and Steps. In cases
where walkways don’t contrast with surrounding areas, the 8.4.18 Markings for Unmanned Aerial Vehicles.
walkway will be bounded by a contrasting color line. The
word “WALKWAY” shall be stenciled at sufficient intervals. 8.4.18.1 Target Drones. Target drones for crew training,
Step areas shall be indicated at all points on the aircraft. weapons evaluation, etc., shall be painted International Or-
ange (color 12197) using MIL-PRF-85285.
8.4.16 Markings for Composite/Honeycomb Panels.
Composite or honeycomb panels on upper surfaces shall be 8.4.18.2 Other Unmanned Aerial Vehicles. All other
distinctly marked by contrasting color 1 1/2 inch wide hash UAVs, RPVs, and drones may be painted with a color scheme
marks. Each hash mark shall be 2 inches long and separated to suit the mission requirement. The schemes and markings
by 2 inches. The marks shall slope 45 degrees. shall be approved in accordance with the MAJCOM supple-
ment to AFI 20-114. MIL-PRF-85285 shall be the standard
8.4.17 Removable Escape Panels. topcoat.
8.4.17.1 Internal Markings. Marking for the identifica- 8.4.19 Conspicuity Markings. Conspicuity Markings
tion of escape hatches, doors, and exits on the interior of the (MIL-PRF-85285, color 12197) may be used under special
aircraft shall be painted orange-yellow (color 13538). Use conditions on non-camouflaged aircraft and are intended to
black (color 17038) on yellow surfaces. Use MIL-PRF- enhance air-to-air visual detection for safety purposes. Con-
85285, 3M retro reflective or 6900 photo luminescent paint spicuity markings will be approved by HQ USAF/A4 for
(TT-P-54), or reflection tape (ASTM D4956). aircraft engaged in special missions. Aircraft required to have
conspicuity markings:
a. Apply an intermittent band to mark the periphery of
the personnel escape exit. The segments of the band • Aircraft used primarily as target
will have a minimum width of 1 inch and a length of 2
inches, divided equally, possible and practical between • Aircraft specifically designated by the MAJCOM
the door mounting and the escape door itself. Where due to special requirements of research and devel-
the lining will cover the identification marking band opment. Included may be director and drone aircraft
inside of the aircraft, continue the marking onto the
lining. • Special conspicuity markings are authorized only
when 75 percent or more of the mission flying hours
b. The words EMERGENCY EXIT shall be applied on are utilized en route/on facility time
the escape hatch door or exit or any covering thereof
in the most readily visible location. Letters should be 8.4.20 Arctic Markings. The use of arctic markings (MIL-
approximately 2 inches high. PRF-85285, color 12197) is intended to facilitate the loca-
tion of aircraft downed in regions covered by ice and snow.
c. Paint handles, releases, catches, and knobs for inside Aircraft in the following categories are exempt from compli-
hatches and exit doors. Where lettering or marking ar- ance with arctic markings:
eas are covered by lining, the lining shall also be ap-
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APPENDIX A
SHELF-LIFE EXTENSION PROCEDURES
A.1 GENERAL TESTING PROCEDURES. d. To perform base level tests where laboratories are not
available or sending the material for laboratory testing
802 MXSS/MXDT is the AF executive agent for the Shelf- is not economically feasible, the following are neces-
Life Extension Data (SLED) program, reference DoD sary: an approved paint spray booth, disposable vol-
4140.27-M and the DoD Shelf-Life Program website ume measuring containers either fluid ounces or milli-
(www.shelflife.hq.dla.mil). The SLED program is managed liters (these may be available from medical
by 802 MXSS/MXDTD at Robins AFB, GA (DSN 468-8590, organizations), a powered stirring device of 140 RPM,
COM (478) 926-8590, or FAX (478) 926-1276 or FAX DSN and either No. 2 Zahn or No. 4 Ford viscosity measur-
468-1276. Under their authority, the following test proce- ing cup. Each material must be accurately mixed and
dures are provided for the testing of the most commonly sprayed on test panels to perform the test. Each coat-
used coatings in this technical order under the 8010 NSC. ing must be evaluated for its condition in the container,
viscosity, pot life, curing (drying) time, and surface
a. These procedures are authorized for use to supplement appearance.
the test requirements of DoD 4140.27-M and the DoD
Shelf-Life Program website (www.shelflife.hq.dla.mil) e. These materials chemically react when mixed and they
for MIL-PRF-23377, TT-P-2760, MIL-PRF-85582, and are temperature sensitive. The coating components
MIL-PRF-85285. When any of the above materials must always be allowed to warm to room temperature
have reached their established shelf-life, they must be for up to 24 hours, as necessary. Tests shall not be
tested per the requirements of DoD 4140.27-M and the performed at temperatures below 70 °F or above 80 °F
DoD Shelf-Life Program website (www.shelflife.hq.d- as the temperature will impact viscosity, pot life, and
la.mil) at AFMC Laboratories, commercial laborato- curing time. The components must be mixed accu-
ries, or at bases with the means to test these materials rately. When the manufacturer’s instructions are to mix
using the procedures established here. by ratio, such as 3 to 1 (3 parts component A to 1 part
component B) and the quantity to be mixed for testing
b. The information contained in the SLED program is is 16 fluid ounces, mix 12 fluid ounces of part A to 4
advisory in nature; however, it may be used to assist in fluid ounces of part B. Manufacturer’s instructions for
the management of shelf-life extension for MIL-PRF- mixing ratios of these materials is always by volume
23377, TT-P-2760, MIL-PRF-85582, MIL-PRF-85285 and not by weight; therefore, quantities to be measured
(and other 80 FSG materials not discussed here, refer- for mixing can always be determined by using dispos-
ence DoD 4140.27-M and the DoD Shelf-Life Program able measuring cups.
website (www.shelflife.hq.dla.mil)). This information
may be used to extend the inspection and test date for A.2 MIL-PRF-23377 EPOXY PRIMER.
material under the same NSN and manufacturer’s batch
and lot number. Additionally, condemning material A.2.1 Condition in the Container. Using a kit of material
shall be per the requirements of DoD 4140.27-M and from each batch or lot number to be tested, allow both com-
the DoD Shelf-Life Program website ponents A and B to stand until reaching room temperature,
(www.shelflife.hq.dla.mil) or results of testing of local and open each container and examine. Mix each component
stocks, either by a laboratory or the tests provided here. vigorously by hand (using a paddle) or with a mechanical
shaker. Each component shall be capable of being mixed
c. Testing shall be accomplished on or before the initial within 5 minutes. Each component shall be smooth, homog-
expiration date and on or before each extension expi- enous, and pourable. The material shall be free of grit, skins,
ration date. Initial shelf life extensions is for full pe- seeds, lumps, abnormal thickening, or livering. In addition, it
riod of the original shelf-life (i.e., Original shelf-life 1 will reincorporate into a smooth, homogeneous state by mix-
year, initial extension 1 year). Subsequent shelf-life ing with a hand paddle without exhibiting pigment flotation
extensions will be for one-half of the original assigned or excessive settling. The containers shall not exhibit defor-
shelf-life (i.e., Original shelf-life 1 year, second and mation due to internal pressure.
subsequent shelf-life extensions will be for 6 months).
Reference DoD 4140.27-M and the DoD Shelf-Life A.2.2 Viscosity and Pot Life. To test the viscosity and
Program website (www.shelflife.hq.dla.mil) for further pot life, mix an adequate quantity of the primer per the
instruction. This is the maximum allowable update for manufacturer’s instructions (measuring each component).
each retest.
Change 9 A-1
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Check viscosity of the unthinned coating with either a No. 2 A.3.4 Surface Appearance. When sprayed on a vertical
Zahn or No. 4 Ford cup for conformance with the maximum surface to a thickness of 0.0006 to 0.0018 inch, the primer
viscosity ratings given in Table A-1 at the times specified in coating shall not sag, run, or streak, and shall dry to a smooth
the table. uniform surface free from grit, seeds, craters, blisters, and
other irregularities.
A.2.3 Drying Time. Mix an adequate quantity of the coat-
ing for spray application of test panels per the manufactur- A.4 TT-P-2760 POLYURETHANE PRIMER.
er’s instructions (measuring each component) and spray the
primer on the test panels. Test panels shall be aluminum A.4.1 Condition in the Container. Using a kit of material
measuring approximately 3 inches x 6 inches. The primer from each batch or lot number to be tested, allow to stand
coating shall be set-to-touch (when touched, no material until reaching room temperature, and open each container
transfers to finger) within 5 hours, and dry-hard (finger ap- and examine components A and B. Mix each component vig-
plied with reasonable force and turned with no deformation orously by hand (using a paddle) or with a mechanical
of coating) within 8 hours after spray application. shaker. Each component shall be capable of being mixed
within 5 minutes. Each component shall be smooth, homog-
A.2.4 Surface Appearance. When sprayed on a vertical enous, and pourable. The material shall be free of grit, skins,
surface to a thickness of 0.0006 to 0.0018 inch, the primer seeds, lumps, foreign contaminants, abnormal thickening, or
coating shall not sag, run, or streak, and shall dry to a livering. In addition, it will reincorporate into a smooth, ho-
smooth, uniform surface free from grit, seeds, craters, blis- mogeneous state by mixing with a hand paddle without ex-
ters, and other irregularities. hibiting pigment flotation or excessive settling. The contain-
ers shall not exhibit deformation due to internal pressure.
A.3 MIL-PRF-85582 WATERBORNE EPOXY
PRIMER. A.4.2 Viscosity and Pot Life. To test the viscosity and
pot life, mix an adequate quantity of the prime per the manu-
A.3.1 Condition in the Container. Using a kit of material facturer’s instructions (measuring each component). Check
from each batch or lot number to be tested, allow to stand viscosity with either a No. 2 Zahn or No. 4 Ford cup for
until reaching room temperature, and open each container conformance with the maximum viscosity ratings given in
and examine components A and B. Mix each component by Table A-1 at the times specified in the table.
hand or mechanical shaker. Each component shall be capable
of being mixed within 5 minutes. Each component shall be A.4.3 Drying Time. Mix an adequate quantity of the coat-
smooth, homogenous, and pourable. The material shall be ing for spray application of test panels per the manufactur-
free of grit, skins, seeds, lumps, abnormal thickening, or liv- er’s instructions (measuring each component), and spray the
ering. In addition, it will reincorporate into a smooth homo- primer on the test panels. Test panels shall be aluminum
geneous state by mixing with a hand paddle without exhib- measuring approximately 3 inches x 6 inches. The primer
iting pigment flotation or excessive settling. The containers coating shall be set-to-touch (when touched, no material
shall not exhibit deformation due to internal pressure. transfers to finger) within 5 hours, and dry-hard (finger ap-
plied with reasonable force and turned with no deformation
A.3.2 Viscosity and Pot Life. To test the viscosity and of coating) within 8 hours after spray application.
pot life, mix an adequate quantity of the coating per the
manufacturer’s instructions (measuring each component). A.4.4 Surface Appearance. When sprayed on a vertical
Thin the coating as required per the manufacturer’s instruc- surface to a thickness of 0.0012 to 0.0025 inch, the primer
tions. When the mixed primer is diluted to application vis- coating shall not sag, run, or streak, and shall dry to a
cosity with water, there shall be no evidence of incompatibil- smooth, uniform surface free from grit, seeds, craters, blis-
ity and the material shall be suitable for spray application. ters, and other irregularities.
Measure the viscosity and record the results. Place the mixed
coating in container and stir at 140 RPM ±30 RPM for 4 A.5 MIL-PRF-85285 HIGH SOLIDS
hours. After 4 hours, the viscosity shall not increase more POLYURETHANE.
than 8 seconds through a No. 4 Ford cup or 9.5 seconds
through a No. 2 Zahn cup. A.5.1 Condition in the Container. Using a kit of material
from each batch or lot number to be tested, allow to stand
A.3.3 Drying Time. Mix an adequate quantity of the coat- until reaching room temperature, and open each container
ing for spray application of test panels per the manufactur- and examine component A and B. Mix component A vigor-
er’s instructions (measuring each component), and spray the ously by hand using a paddle or with a mechanical shaker. It
primer on the test panels. Test panels shall be aluminum shall mix to be smooth, homogenous, and pourable condi-
measuring approximately 3 inches x 6 inches. The primer tion. The material shall be free of grit, seeds, lumps, abnor-
coating shall be set-to-touch (when touched, no material mal thickening, or livering. In addition, it will not show pig-
transfers to finger) within 1 hour, and dry-hard (finger ap- ment flotation or excessive settling which cannot be easily
plied with reasonable force and turned with no deformation reincorporated to a smooth, homogenous state. Component
of coating) within 6 hours after spray application.
A-2 Change 9
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B shall be homogeneous, clear, free from gelation or detect- The coating shall be set-to-touch (when touched,
able particulate matter either suspended in solution or settled no material transfers to finger) within 4 hours, and
on the inner surface of the container. dry-hard (finger applied with reasonable force and
turned with no deformation of coating) within 12
A.5.2 Viscosity and Pot Life. To test the viscosity and hours after spray application.
pot life, mix an adequate quantity of the coating per the
manufacturer’s instructions (measuring each component). A.5.4 Surface Appearance. When sprayed on one verti-
Check viscosity with either a No. 2 Zahn or No. 4 Ford cup cal and one primed horizontal mounted panel to a thickness
for conformance with the maximum viscosity ratings given of 0.0017 to 0.0023 inch, the coating shall dry to a smooth,
in Table A-1. uniform surface free from runs, sags, bubbles, streaks, haz-
ing, seeding, dusting, floating, mottling, or other defects and
A.5.3 Drying Time. Mix an adequate quantity of the coat- irregularities.
ing for spray application of test panels per the manufactur-
er’s instructions (measuring each component), and spray the
coating on the test panels. Test panels shall be aluminum
measuring approximately 3 inches x 6 inches.
NOTE
For this coating, test panels must be primed with
either MIL-PRF-23377 or MIL-PRF-85582 primer
applied to a thickness of 0.0006 to 0.0009 inch.
Coating and Primer Check Time After Mix (Minimum) Maximum Time
No. 4 Ford Cup No. 2 Zahn Cup
Initial 40 48
MIL-PRF-23377 4 hours 70 84
Initial 30 36
TT-P-2760 4 hours 60 72
(closed container)
Initial 30 36
MIL-PRF-85285 4 hours 60 72
Type I 8 hours shall not gel shall not gel
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APPENDIX B
STANDARD AIR FORCE AIRCRAFT MARKINGS
B.1 NATIONAL STAR INSIGNIA. (4) The National Star Insignia selected for the wing
shall not exceed a maximum diameter of 60 inches
a. Dimensions. (Figure B-1) The dimensions of the insig- nor have a minimum diameter of less than 20
nia shall be determined by the diameter of the circum- inches (excluding border). The diameter of the
scribed circle which is standardized in multiples of 5 circumscribed circle will be the standard size
inches. closest to but not exceeding 75 percent of the
distance between the wing leading edge and the
(1) The width of each end of the rectangle shall equal moveable surface cutout at the point of applica-
1/2 the radius of the circle; the length shall equal tion.
one radius (excluding border).
c. National Star Insignia on Aircraft Fuselage. The insig-
(2) The width of the horizontally centered stripe at nia may be moved forward or aft the minimum dis-
each end of the rectangle, shall equal 1/6 of the tance required to avoid transparent material or areas
radius of the circle (excluding border). exposed to extreme heat or fluids which would scorch,
deteriorate, or otherwise damage the insignia. The in-
(3) The width of the insignia outer bar shall equal signia may extend over doors and emergency exits, but
1/8 the radius of the circle (excluding border). the insignia shall not extend over the window areas or
other such openings which would change the design of
(4) Construction of the five-pointed star may be ac- the insignia.
complished by marking off five equal distant
points on the circumscribed circle and connecting NOTE
each point to the non-adjacent points.
The insignia will be the standard size closest to,
but not exceeding, 75 percent of the fuselage
b. National Star Insignia on Aircraft Wings. Each insig- height at the point of application. The diameter of
nia will be positioned at a point inboard from each the blue circle will not exceed 50 inches nor be
wing tip equal to 1/3 the distance from the wing tip to less than 15 inches. Symmetry will be maintained
the wing-fuselage mating point. The border of the in- when applying the insignia on each side of the
signia will be tangent to the movable control surface fuselage.
cutout.
d. National Star Insignia on Helicopters. The National
(1) The wing insignia may be moved in the mini- Star Insignia will be applied on vertical surfaces so
mum required distance to avoid structures which that in normal flight attitude the top point of the star
would alter the insignia pattern. However, sym- points upward; on horizontal surfaces the top point of
metry will be maintained with the USAF marking the star will point forward in the direction of flight.
on the opposite wing surface.
B.2 U.S. AIR FORCE MARKING.
(2) Normally, the wing insignia shall be positioned
so that in normal flight attitude the top point of a. Letter width shall be equal to 2/3 the letter height ex-
the star points forward and a line through the cept that the width of the letter “I” shall be equal to
center of the insignia and the top star point is 1/6 of the letter height.
parallel to the direction of flight.
b. Letter stroke and spaces shall be equal to 1/6 the
(3) On swept wings or wings of variable sweep air- height, except that the space between “period” and “A”
craft, the National Star Insignia shall be posi- shall be 1/3 letter height.
tioned as illustrated in Figure B-2. The insignia
or any part thereof shall not extend to movable
c. The space between AIR and FORCE shall be one letter
flight control surfaces. The insignia shall be ap-
width.
plied so that the line through the center and the
top point of the star is perpendicular to the con-
stant 50 percent chord line of the wing.
B-1
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B-2
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B-3
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B-4
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NOTE
Change 20 B-5
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Figure B-5. “UNITED STATES OF AMERICA” AND AMC Standard Marking Sample
B-6
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Figure B-6. Distinctive Unit, Serial Number, and ACC Standard Sample
B-7
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B-8
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B-9
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B-10
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B-11
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B-12
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APPENDIX C
RESPIRATOR PROTECTION EQUIPMENT
C.1 INTRODUCTION. only general information for respiratory safety devices. See
the manufacturer’s technical data for detailed operating
Table C-1 provides a list of respirator equipment and related maintenance instructions. See the DO43 System for proper
materials for use in aircraft, missile, and equipment corro- NSNs and to convert part numbers to NSNs.
sion prevention and control processes. This table provides
C-1
C-2
Table C-1. Respirator Protection Equipment
TO 1-1-8
Item Nomenclature Specifications/PN National Stock Number Unit Issue Intended Use
No.
Personnel protection from
Particulate Respirator (1/2
3M Co. (CAGE Code BX (80 inhalation of dust particu-
1 Facepiece Mask), Disposable 4240-01-247-2348
#50378) PN 8511 EA) lates during light sanding
Type
and grinding operations
3M Co. (CAGE Code Personnel protection from
#50378) inhalation of organic va-
Full Facepiece Respirator, Air
PN 7800S-S (Small) 4240-01-314-2780 EA pors, dust, particulates, and
2 Filtering (w/o Cartridges or
paint spray in non-confined
Retainers) PN 7800S-M (Medium) 4240-01-342-5239 EA areas during spraying, sand-
PN 7800S-L (Large) 4240-01-301-3200 EA ing, and grinding operations
3M Co. (CAGE Code Personnel protection from
#50378) inhalation of organic va-
Full Facepiece Respirator, Air pors, dust, particulates and
3 Filtering (w/o Cartridges or PN 6700 (Small) 4240-01-454-8531 BX (4 EA) paint sprays in non-con-
Retainers) PN 6800 (Medium) 4240-01-454-8535 BX (4 EA) fined areas during spraying,
sanding, and grinding op-
PN 6900 (Large) 4240-01-454-8538 BX (4 EA) erations
3M Co. (CAGE Code
#50378) Personnel protection from
BX (24 inhalation of organic va-
Half Facepiece Respirator, Air PN 6100 (Small) 4240-01-342-2852 pors, dust, particulates and
EA)
4 Filtering (w/o Cartridges or paint sprays in non-con-
Retainers) BX (24 fined areas during spraying,
PN 6200 (Medium) 4240-01-342-2853
EA) sanding, and grinding op-
BX (24 erations
PN 6300 (Large) 4240-01-342-2854
EA)
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Item Nomenclature Specifications/PN National Stock Number Unit Issue Intended Use
No.
3M Co. (CAGE Code
#50378)
BX (25
Lens Covers for 3M Co. Full PN 7899-25 4240-01-248-4634 7800S Series Lens Covers
EA)
7 Facepiece Respirators (Peel-
Away Plastic Film) BX (100
PN 7899-100 4240-01-248-6435 7800S Series Lens Covers
EA)
BX (100
PN 6885 4240-01-455-2787 6800 Series Lens Covers
EA)
3M Co. (CAGE Code
#50378)
Inhalation Valve for 3M Co. Open Purchase BX (200 7800S Series Replacement
8 PN 7282
Full Facepiece Respirators EA) Valves
4240-01-455-2811 BX (200 6800 Series Replacement
PN 6893
EA) Valves
3M Co. (CAGE Code
#50378)
Exhalation Valve for 3M Co. 4240-01-248-2608 BX (50 7800S Series Replacement
9 PN 7283
Full Facepiece Respirators EA) Valves
PN 6889 4240-01-455-2809 BX (10 6800 Series Replacement
EA) Valves
3M Co. (CAGE Code Used with full Facepiece res-
#50378) pirators to protect the head
Tyvek™ Shroud for 3M Co.
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Table C-1. Respirator Protection Equipment - Continued
C-4
Item Nomenclature Specifications/PN National Stock Number Unit Issue Intended Use
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No.
Used to supply breathable air
Rhine Air, Inc. (CAGE to hoods and full Facepiece
Code #58501) respirators for abrasive
blasting and other corrosion
Pump/Compressor, Breathable PN NF-1100 4240-01-363-4699 EA removal operations. These
13 Air, Pneumatic (Air Motor)
Bullard Co. (CAGE Code small, air-driven, portable
Driven, Portable
#09729) compressors are very con-
EA venient as they may be eas-
PN ADP-16/ADP-20 4310-01-168-7302 ily transported and set up
almost anywhere
NOTE
Use MIL-PRF-32033 oil (NSN 9150-00-231-6689/1 QT CN) or MIL-H-17672 hydraulic fluid/10 wt. oil equivalent (NSN 9150-00-985-7231/1 QT CN)
to fill in-line oiler of air motor after each use, as required, to maintain lubrication and prevent motor oxidation.
TO 1-1-8
GLOSSARY
A BINDER — The non-volatile portion of a coating vehicle. It
generally consists of drying oils, resins, or combinations
thereof.
ACCELERATOR — A substance which speeds up the po-
lymerization of a synthetic resin.
BLEEDING — A condition caused by pigments or dyes in
the under surfaces floating up into the top coating. Bleeding
ACRYLIC RESIN — Any of a group of transparent thermo- may occur when material is applied with unclean spraying
plastic resins formed by polymerizing esters of acrylic acid equipment or when a topcoat/second coat is applied too soon.
or methacrylic acid.
BLISTERING (OR BUBBLING) — Blistering may occur
ALIPHATIC — An organic chemical whose carbon atoms when there is poor air circulation during drying of the coat-
are not in a ring form. A straight-chain compound. Mineral ing. Unbalanced solvents in the structure of the coating will
spirits, some naphthas, and kerosene are typical aliphatic also cause this effect. Temperature differences between the
compounds. part being sprayed and the coating will also cause air pock-
ets or blisters. Water in air lines can cause blistering, and
daily draining of the water filters on air lines will help mini-
ALKYD RESIN — One of the major synthetics formed by mize this problem.
polybasic acid reaction with polyhydric alcohols. Primarily
used in enamels but also in combinations in some other types
of coatings. BLOOMING (OR HAZING) — The appearance of bloom-
ing is similar to blushing, though the underlying reasons are
different. Blooming is the result of rubbing the finish too
ALLIGATORING — A condition where cracks in the film soon after application, the use of too coarse an abrasive or
are caused by contraction of the coating when a sudden too hard a rubbing stroke. When blooming does occur, it
change in temperature occurs during drying. It may also oc- may be removed by washing with a mild soap solution and
cur because of insufficient drying time between lacquer coats, warm water, followed by chamois skin. Properly dried and
or because of poor penetration or wetting, or when a hard hardened surfaces will not bloom when rubbed or polished.
topcoat has been applied over a soft undercoat. These cracks
usually penetrate to the metal surface.
BLUSHING — Commonly referred to as clouding or whit-
ening, blushing is the result of moisture being present on the
AMINE — An organic chemical containing carbon hydro- film surface during the drying period. Although the fault
gen and nitrogen. Certain amines may be used as convertors commonly lies in improper drainage of the air line during
for epoxy resins. finishing operations, the condition is also caused by high
humidity conditions within the finishing room. Improper se-
ANHYDROUS — Containing no water. lection of solvents will also cause blushing.
AROMATIC — An organic chemical possessing the ben- BODY OF PAINT — The liquid portion without the vola-
zene ring structure. Benzene and toluene are typical aromatic tile solvents and water.
hydrocarbons.
BODYING — See Gelling.
B
BROWN SPOTS — Spots which occur in a lacquer film
BAKING FINISH — Any paint or varnish which requires when oil is permitted to get into the material. As a precau-
temperatures in excess of 150 °F for the development of tionary measure, drain the water and oil separators daily.
desired properties. The usual baking difficulties are the result
of over-baking or under-baking schedules. Over-baking will
result in a hard, brittle film with less adhesion than require- BUBBLES — When improper quality or quantity of thinner
ments demand. Proper correction of baking faults demands is used, bubbles often occur (also known as “solvent pop”).
strict adherence to the instructions of the manufacturer. To help prevent this defect, use correct proportions of thin-
Glossary 1
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ner at all times. Application of a topcoat before the initial CRACKING — Cracking occurs when the various compo-
coat has cored properly or at too high a temperature can also nents of a lacquer are not blended or mixed properly, or
cause bubbles. when coatings not compatible with one another are used to-
gether.
BUCKLING — A nitrocellulose lacquer film may shrink or
buckle when sprayed over an oil base undercoat. If neces- CRATERING — A defect in a coating resulting in craters
sary to overcoat oil paint with lacquer, make the first top or fish eyes. Most often caused by the presence of grease,
coat as light as possible. oil, silicone polishes or other similar contaminants on the
surface.
C
CRAWLING — The reverse of crazing, that is, a more flex-
CASE HARDENING — The formation of a hardened top ible coating is applied over a hard or brittle film.
surface with a soft underbody. Proper relative humidity con-
ditions within the drying room will assist in eliminating this CRAZING — When lacquer films expand and contract, a
condition. series of fine hair line cracks (crazing) results. Crazing fre-
quently occurs when a very heavily pigmented surface coat
CATALYST — A substance which changes the rate of a is applied over a more flexible undercoating. The elastic
chemical reaction without itself undergoing permanent coating of lower filler content will expand and contract more
change in its composition. easily than the heavily pigmented coating.
CHALKING — Deterioration of an organic coating upon CRYSTAL LACQUERS — A decorative finish which is
exposure that results in a powdery, chalky residue on a achieved by re-cyrstallization of dissolved lacquer bases. It
painted surface. occurs after the thinners have evaporated. Pearl essence or
mother of pearl finishes may be produced in this fashion.
COBWEBBING — Filaments of paint which appear as cob- CURDLING — Curdling usually occurs when a high evapo-
webs instead of fine droplets. rative but weak solvency thinner is used with a lacquer or
enamel. Control of solvency and evaporation rate will pre-
vent curdling.
COLLOID — A very finely divided (but not molecular) dis-
persion of a solid in a liquid. Colloidal dispersions do not D
settle and the particles are too small to be observed by ordi-
nary microscope.
DECAL — A plastic film with an adhesive on one side that
adheres to glass, wood, metal, etc., that transfers decorative
CONSISTENCY — Consistency is another word for viscos- pictures or designs printed on the specially prepared film to
ity of a wet material. The term may also be applied to the the surface.
resistance to deformation of a cured film.
Glossary 2
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coat is applied by a double or cross pass of the gun followed FLASH POINT — The minimum temperature at which the
by a second similar application after the first coat has set up. vapors of a liquid will ignite. An indication of the flamma-
bility of a product; the higher the flash point, the safer the
product.
DRIER — A catalytic material which when added to a dry-
ing oil or drying oil modified coating accelerates the rate of
drying. A substance which speeds the reaction of a binder FLATTENING AGENT — A material added to a coating
with oxygen. Naphthenates of cobalt and manganese are to reduce the gloss of the cured film.
common driers.
FLOODING — A change in color of a coating from the
DRYING OIL — An oil which readily absorbs oxygen from time it is applied until the time it sets caused by fines in the
the air to form a durable film. pigment portion floating to the surface. The result is a final
shade different from the original.
DRYING TIME — The time required for a coating to attain
various stages of dryness. Three commonly referred to dry- FORCE DRYING TEMPERATURE — A temperature be-
ing times are: dry to touch, dry to handle, and dry hard tween room temperature and 175 °F to which a coating is
(recoat). Drying time is greatly affected by temperature, hu- exposed to accelerate curing.
midity, and air movement.
G
DUST COAT — a very light coat of a coating, which will
improve adhesion. GELLING — The irreversible transformation of a liquid to
a solid without the loss of weight through evaporation.
E
GLOSS, SPECULAR — The luster, shininess, or reflective
EMULSION — An intimate suspension of two or more liq- ability of a surface; or the ability of a surface to reflect light
uid substances which are not mutually soluble but which do regularly when light strikes the surface at a 60-degree angle.
not ordinarily separate. Examples: milk (butterfat and wa- It is based upon the degree of optical smoothness of a sur-
ter), self-polishing floor waxes (wax, solvent, water), vehicle face, variations in smoothness being microscopic. Values
for water-thinned latex paints. above 90 are classified as high gloss, 80 to 90 as full gloss,
35 to 45 as semi-gloss, 5 to 7 as flat or camouflage, and 3 or
less as gunship quality. Seven or less is also classified as
ENAMEL — A coating characterized by an ability to form lusterless.
an especially smooth finish film.
H
EPOXY RESIN — A synthetic resin produced by the reac-
tion of epichlorohydrin and bisphenol. Epoxy resins may be
used alone (unmodified) or modified with drying oils (epoxy HIDING POWER — For an organic coating, it is either the
esters) for coating vehicles. degree to which the base material has been obliterated from
view or the relative smoothness or surface leveling a coating
may produce.
EXTENDER PIGMENTS — Pigments used to provide tex-
ture, bulk or hardness to a coating. Also known as inert pig-
ments. Magnesium silicate and diatomaceous silica are ex- HOLIDAY — An unintentional skipped area, missed while
amples of extender pigments. applying a coating. Holidays can be avoided by using con-
trasting colors for alternating coats.
F
HYGROSCOPIC — The ability to attract or absorb water.
FERROUS — Magnetic metals derived from steel or iron.
I
FILLER — A material of pigmented composition used to
fill irregularities and undesirable depressions after a primer INFRARED LAMP — A heat lamp commonly used in paint
coating is applied and prior to finish coating application. drying operations that emits infrared light.
FILLING POWER — The degree a filler material hides ir- INHIBITOR — A substance which slows down a chemical
regularities of texture. reaction.
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LATEX — A water suspension of fine particles of rubber or NON-FERROUS — A description of metals other than iron.
rubber-like materials.
NON-VOLATILE VEHICLE — The liquid portion of a
LEVELING — The degree to which a film will smooth out paint, enamel, varnish, or related products not including the
after application is its leveling ability. Improper solvent or volatile thinners and water.
driers may prevent proper leveling.
O
LEAFING — The ability of an aluminum or gold bronze
paint to exhibit a brilliant or silvery appearance. This occurs ORANGE PEEL — Pebble effect appearance caused by too
when the flat pigment particles align themselves parallel with high an air pressure during spraying, the spray gun being
the coated surface so as to give the appearance of a solid held too close to the surface, or using a highly volatile thin-
sheet of metal. ner which prevents the normal flow of lacquer solids.
LIFTING — Separation of a coating film from a surface ORGANIC — Chemical compounds chiefly composed of
when solvents from a topcoat penetrate an existing coating carbon, hydrogen, and oxygen in a multitude of molecular
which has not dried sufficiently to permit proper adhesion. In arrangements. The term organic was established when it was
all instances where one finish is applied over another it is thought that organic compounds could be produced only by
important that the undercoat be sufficiently dry; otherwise, living organisms. Many organic compounds are produced
poor adhesion will result. synthetically today. However, even these are derived from
former living plants and animals (coal and oil are the chief
sources of raw materials for organic chemicals). Examples
LIVERING — Gelling of a paint that occurs when the pH of organic compounds: gasoline, alcohol, sugar, fish oil,
of a paint is lowered, such as when acid-producing reactions glycerin.
occur in the material. In many cases, this difficulty can be
remedied by slowly stirring into the livered material a very
slow evaporating paint reducer.
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ORGANIC COATING — A finish/paint system such as a PSI — Pounds per square inch. A measure of pressure of
lacquer or an enamel that cures/dries by solvent or volatile fluids and gasses.
component evaporation only and not by chemical reaction.
R
ORGANISOL — Finely divided or colloided dispersion of
a resin in a plasticizer with solvents or other materials. RAISING — The appearance of wrinkles or blisters in a
film; often due to a reaction of lacquer solvents with unoxi-
OXIDATION — A chemical reaction involving the reaction dized oil films in oil base undercoats.
of a substance with oxygen. Iron rusts by oxidation. Oil-
containing coatings dry or cure by oxidation. RELATIVE HUMIDITY — The ratio of the actual amount
of moisture in the air to the maximum amount it could con-
P tain at the same temperature, expressed as a percentage.
PERMEABILITY — The extent to which a coating or other RESIN — A natural or synthetic substance usually organic
film will allow air or water to pass through it. in composition, characterized by being amorphous (noncrys-
talline), isotropic (properties being the same in all directions),
plastic, often sticky and usually fusible and soluble at some
PH — A term used to indicate acidity or alkalinity. The pH stage in its manufacture or processing.
scale runs from 0 to 14; pH 7 is neutral, less than 7 is acid, 7
to 14 is alkaline. The further the rating is from seven, the
greater the acidity or alkalinity. RUNS — Rivulets in a coating caused by too much organic
coating material or thinner being applied to an area at one
time.
PIGMENT — The solid particles used in the preparation of
paints, lacquers and enamels which are substantially in-
soluble in the vehicle and provide color, under film protec- S
tion and special effects.
SILOXANE — A compound composed of alternating sili-
PITTING — A condition which occurs when a lacquer is con and oxygen atoms with hydrogen side chains. Cyclic
sprayed at high pressures and at temperatures below 65 °F. It siloxanes are used for environmentally preferred cleaner al-
will occur if a lacquer used in spraying has been stored in a ternatives for dry cleaning and industrial cleaning applica-
cool place and has not been allowed to attain room tempera- tions.
ture.
SOLVENT — Any liquid which will dissolve another sub-
PLASTICIZER — Substances added to soften or otherwise stance. Solvent power of a liquid is specific, that is, it can
modify the properties of a finished resin without excessive dissolve certain substances but not others.
sacrifice of strength and rigidity.
SOLVENT RESISTANT COATING — A finish/paint sys-
PLASTISOL — Colloidal dispersion of a resin in a plasti- tem such as an epoxy or a polyurethane that is catalyzed and
cizer without solvent. cures by chemical reaction in conjunction with solvent
evaporation. These coatings are highly resistant to solvents/
thinners after they completely cure.
POCK MARKS — Marks caused by bursting of trapped air
bubbles in a porous film. Too high an air pressure or too
thick a coating can result in pock marks. To overcome this SPRAY DUST — Paint dust that causes surface roughness
condition, apply thinner coatings, use less air pressure, and when a spray gun is held too far from the work, especially
use a high solvency thinner. when a highly volatile thinner is used. This is caused by
solid particles in the coating material drying up while trav-
eling from the nozzle to the surface being sprayed. Insuffi-
POLYMER — A substance composed of large molecules cient thinning or too high air pressure may also cause spray
formed by the combination of a number of simple molecules dust. Correct by spraying at lower air pressures, adjusting
with one another by chemical reaction. distances to between 6 to 10 inches from the work, and/or by
increasing the thinner content.
PRIMER — A coating applied directly to the basic metal or
pretreated metal and upon which a subsequent coating or STRIPPING — Removal of paint from a surface.
topcoat is applied.
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SURFACE TENSION — The property of a liquid by which VEHICLE — The liquid carrier portion of a paint/coating.
the surface film of a liquid tends to form into a sphere. Sur-
face tension affects the ability of a liquid to wet a surface. W
The higher the surface tension, the poorer the wetting.
Glossary 6 Change 4