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Airframe structures are coated internally and externally to provide protection from
corrosion effects, and from deterioration caused by solar UV radiation, biological attack or
trapped moisture. The latter not only because of deterioration/corrosion of metal structures
or biological attack or swelling/shrinking of wood structures, but also because water
seeping into control surface interiors can lead to control flutter. Internal ventilation plus
properly applied and maintained paint is one of the main forms of corrosion inhibition, the
other is plating steel components with a sacrificial metal.
In addition, various fillings and coatings are applied to the external surface contours to
promote a non-turbulent airflow that remains attached to the skin. Final colour finishes are
applied for both protection and aesthetic reasons. Regular polishing of some finishes will be
necessary for maintenance of the finish. Some owners of aluminium-skinned aircraft polish
and seal the bare external metal in preference to painting.
In some types of airframe construction the amount of labour-intensive surface preparation
necessary before and during the application of the various coatings comprises a
considerable part of the total construction task; in other types there may be little need for
surface preparation and coating.
the vehicle, the paints are referred to as water-borne rather than solvent-borne.
After application a chemical reaction occurs while the solvent/water evaporates, leaving the resin as
a solid film that binds the pigment particles together. Some pigments add excellent ultraviolet [UV]
insolation protection, particularly aluminium flakes in powder or paste form. In addition to the main
components, small amounts of particular purpose additives are included in the paint formulation
either at the factory or by the user at the time of application. For example:
surface activation agents or surfactants decrease the surface tension of the liquid
UV stabilisers inhibit UV radiation damage
plasticisers soften and improve flexibility and are particularly used for fabric coatings
hardeners accelerate cure time and raise gloss
retarders extend solvent evaporation time
flatteners lower gloss.
When applied to a surface, the water/solvents evaporate at rates dependent on solvent type
and ambient temperature. If the vehicle evaporates too quickly the coating will skin over
before the surface cures, thus forming surface wrinkles and other defects. Conversely if the
coating surface gels before the vehicle is fully evaporated then bubbles of trapped vapour
will appear under the skin or the solvent vapour will pop through, leaving surface defects.
Acetone evaporates within one minute and methyl ethyl ketone [MEK] within two minutes, so
these solvents generally only appear in products such as fabric cements. They are also
extensively used for removal of oils and greases from surfaces prior to coating because they
evaporate without leaving a film. Methylbenzene (toluene) and dimethylbenzene (xylene) are
commonly used paint solvents evaporating in about four minutes and ten minutes,
respectively.
The latent heat for vaporisation is drawn from the surface that the solvent is touching, so
those surfaces will be cooled; the degree of cooling is dependent on the rate of evaporation
which, for a particular solvent, is affected by temperature. Atmospheric water vapour will
condense on the cooled area (the degree dependent on relative humidity) and, if retained,
will cause white or cloudy areas in the paint film blushing which will be difficult to
avoid if working in conditions of high temperature and high relative humidity.
Solvents are expensive, so cheaper and less volatile diluents thinners or reducers
may be added to the formulation during manufacture to lower the viscosity of the paint or,
when appropriate to the intended application or method, may be added by the user. (The
paint formulation supplied by the manufacturer is usually 'thicker' than generally required,
because it is much easier for the user to thin a 'thick' mix than it is to thicken a 'thin' one to
get the viscosity appropriate to the atmospheric conditions, the job and the method.) Diluents
do not dissolve the binder/resins; rather they promote the ability of the solvent to absorb
more resin (and perhaps accelerate the cure time a little). There may be a stage where
excessive addition of diluent causes the resin to precipitate from the solution, thus rendering
the paint useless.
between the substrate and the initial coating/treatment being applied; i.e. the substrate surface
must be cleaned so that it is completely free of contaminants, corrosion and foreign matter and
kept that way until the final completion of the coating task.
After initial cleaning, the surface energy of aluminium substrates is usually increased by light
abrasion perhaps with Scotchbrite pads (constructed from nylon fibres coated with very fine
aluminium oxide grit) and an acid etching/cleaning solution such as Alumiprep 33. This is done so
that metal oxides are removed, some of the surface molecular bonds are temporarily broken and,
rather than being dead smooth, the surface is roughened to provide a greater attachment or 'keying'
area. The surface preparation should not be started unless all machining (hole drilling,
countersinking, edge chamfering, bending) is completed.
All substrates must have sufficient surface energy to overcome the natural surface tension of the
liquid solution being applied to it, thus encouraging the liquid to spread evenly and adhere to the
substrate. The lower the surface tension of the coating liquid the higher its wetting ability.
(Break-out or water break free test: if pure water is placed on a low surface energy substrate a
newly waxed and polished car is a good example the water will not spread out evenly but will
form into globules and rivulets. The test for acceptable surface energy after cleaning and prior to
initial coating is to dribble pure water onto the surface. If it spreads in an unbroken film, the surface
is ready. Mylar laminated fabrics used for aircraft wing covers or leading edges on trike wings have
very low surface energy; rather than sheeting over the surface rain will form into globules and
rivulets, tripping the intended laminar boundary layer flow at the leading edge. This decreases wing
performance, unless a surfactant, such as a kitchen detergent mixture, is wiped over the leading
edge.)
Chemical conversion coatings for aluminium alloys react with the substrate to accelerate the
formation of the passive oxide barrier integral to the metal. This improves the adhesion of
subsequent primer/ paint coatings and corrosion resistance. Chromic acid-based coating chemicals
may change the substrate colour, Alodine 1201 for example produces a light gold chromate
conversion coating when applied to aluminium alloys, which is a useful means of checking for a
consistent result. If the colour tends towards brown, the conversion coating may be excessive and
perhaps inhibit adhesion of the next coating. Of course after all machining is completed airframe
components could be sent to a commercial facility for anodising. This would give the best result, but
the process is expensive and probably impractical except for a few major structural parts.
The phosphoric acid-based conversion coating system usually applied to chromemolybdenum steel in aircraft structures converts to a zinc phosphate crystalline layer which
chemically bonds to and passivates the metal so that corrosion is inhibited. Zinc phosphate also
provides a suitable foundation for adhesion of primer, paint or powder coatings.
The metal conversion coatings are applied by brush, wiping pad, spray or for smaller
components dipping in the solution.
There are quite a number of proprietary conversion coating solutions available and the
instructions regarding pre-cleaning, acid etching solutions, conversion coating, application
times, rinsing and drying, plus compatible primers and top coats, must be followed
otherwise the entire surface finish could be an expensive failure.
Zinc chromate primers (green or yellow in colour) are applied over conversion coatings on steel or
aluminium alloy substrates, but are best used as a stand-alone interior anti-corrosion coating rather
than as a base for further coating. Topcoats add weight, are costly, entail a lot of work, are
unnecessary for enclosed interiors and may mask corrosion development. Zinc chromate should
not be used under a polyurethane top coat. Zinc chromate has been in use since at least the 1940s,
and is the yardstick by which modern primers are measured. Epoxy strontium chromate primers are
commonly used in the aircraft industry. All chromates are thought to be carcinogenic so appropriate
precautions must be taken.
Some types of phosphoric acid-based two-pack primers are designed to be applied as a very thin
wash coat to penetrate and fill any microscopic pits in the substrate before applying a normal
viscosity primer.
Two-pack epoxy primers are very durable and suitable for steel, aluminium alloy, wood or
composite substrates. They are commonly used under urethane/polyurethane, acrylic lacquer and
most other top-coats. Two-pack epoxy primers are generally applied as a low-viscosity first coat
followed by two normal-viscosity coats. There will be an optimum minimum/maximum time period
between application of the primer and the application of the topcoat. Most two-pack epoxy primers
are not easy to sand and may be used as a stand-alone interior protective coating. Most other
primers are formulated with the expectation of top coats being applied to complete surface sealing.
Two-pack urethane primers are particularly formulated for use under urethane/polyurethane
finishes. Epoxy chromate primers are suitable for metal and composites.
Note: two pack products are sometimes referred to as '2K'.
Faying metal surfaces should be conversion-coated and primed before riveting/assembly, and the
joint edges or gaps sealed with a sealant to inhibit crevice or galvanic corrosion.
Acrylic polyurethane enamels are available in many formulations including single-pack prereacted polyurethane and two-pack catalyst/polyurethane topcoats. DuPont's Imron is a tough,
durable and flexible two-pack acrylic polyurethane enamel developed for car refinishers. Polyester
polyurethane enamels are generally more expensive, but tougher and more resistant to
chemicals. Pigmented polyurethanes have a high degree of UV resistance, which can be reinforced
with a UV inhibitor and provide a deep, high-gloss finish. (Manufacturers may toss in a few
adjectives such as 'aliphatic', 'linear', and 'isocynate' when referring to their two-pack acrylic
polyurethane or polyester polyurethane products; but the properties referred to are generally
common to both types. Polyurethanes are also described as 'urethanes'.)
Note that the polyurethane enamels formulated for use on metal or composite substrates are not
flexible enough to topcoat fabric skins; they require a plasticiser additive.
Some two-pack polyurethanes are applied as a single-stage 'topcoat' system while others are
applied as a 'basecoat/clearcoat' system pigmented flat 'base' coatings finished with high gloss
'clearcoat'. The latter provides the lustre and 'wet-look' sheen. Thet are more likely to be used for
trim/accent colours rather than the main surface coating because the clearcoat adds weight, with
the only return being the sheen .
Polyurethanes may be applied as an initial 'tack' coat followed by one or two coats as needed to
attain the desired finish; a thick coat may crack. After curing, 'topcoats' are fine-sanded by hand to
obtain a very smooth surface, then polished (but not waxed) for a 'perfect' finish.
There is some difference in the thickness of the paint coat as applied. Polyurethane enamels
formulated for automotive use (where weight is not a particular problem) tend to be thicker, and
thus heavier, than enamels specifically formulated for aircraft. There are various pigment powders
marketed that provide metallic and other finishes; for example titanium dioxide-coated mica
platelets (pearls) which provide apparent depth and diffraction effects pearlescence.
Computer-generated colour accents. Rather than painting trim colours the use of computer-
generated vinyl trim and graphics saves a lot of masking and preparatory work. This requires
cooperation between the builder and a commercial supplier to select designs and colours that suit
the aircraft before the trim [(and registration number) decals are delivered.
Temperature reached
White
68 C
Yellow / pink
72 C
76 C
Blue / purple
80 C
Light green
84 C
Orange / tan
88 C
Green / red
100 C
Black
110 C
Heat soaking can have a deleterious effect on composite structures; the problem is related to the
glass transition temperature and is discussed in the post-curing section of the module 'Plastics and
thermosets'. White is the only suitable overall finish for composite aircraft and care must be
taken in the choice of trim colours to minimise differential heating of the structure.
Heat soaking also affects wooden aircraft. The strength of wood is inversely proportional to the
temperature about a 1% reduction in the ultimate strength and stiffness values for each 1 C
increase in wood temperature. So if the temperature of the internal structure is increased from 20
C to 50 C, the strength is reduced by 30%. Short-term heat soaking will not permanently affect the
strength of wood structures but long periods at high temperatures will reduce the ultimate modulus
of rupture and modulus of elasticity values. See effects of heat in the module 'Properties of wood'.
Heat soaking problems are not confined to composite or wood aircraft structures. Aluminium aircraft
can also be affected as Lynn Jarvis found when he chose a deep blue pearlescent polyurethane
18.6 UV inhibitors
Composite and fabric substrates can be protected from the effects of solar radiation in the
ultraviolet range by adding an ultraviolet light stabiliser and/or a specialist pigment or metal powder
into the primer and finish coatings. The coating layers themselves also require protection from solar
radiation and when a manufacturer states that the product provides UV protection the reference
may not be to the substrate, just the coating!
Screening pigments and metal powders, such as titanium dioxide or aluminium flakes, reflect UV
radiation. In addition there are two types of stabilising or UV-inhibiting additives in general use:
UV absorbers, which absorb UV radiation and dissipate the energy as heat but only
protect the substrate not the coating binder
antioxidants such as 'hindered amine light stabilisers' [HALS], which protect both the
substrate and the coating binder.
It is possible that screening pigments, UV absorbers plus antioxidants will all be used in the
one paint formulation to provide an optimum level of UV protection.
to fine finishing. These rubbing or polishing compounds remove the surface corrosion and
fine scratches from bare aluminium to leave a mirror-like finish on the bare metal, which is
usually maintained by application of a wax or sealer.
Extract from Lynn Jarvis's Sonex construction log.
Polishing
Polishing is another story altogether. I bought the
recommended 'Nuvite' kit from Sonex but wasn't
prepared for the time it would take. Hours of
buffing to get the mirror finish I wanted. I was
about to give up many times but stuck at it and
saw it through. Here is the front fuselage side
partially polished. At this stage I only had a
mind's eye view of the total effect.
'Nuvite' polish has several grades, the first
compounding stage is applied with a large rotary
buff and is the most time consuming. Then there
are two or three other grades for final polishing.
Never go on to the next grade until the one you
are using is complete. It takes perseverence to
get to the final grade I never did.
sanding, the required base for the topcoat (probably single-stage two-pack polyurethane) is
achieved. After application the top-coat is buffed to achieve the finish required.
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