C-9B_DC-9 Aircraft Paint System MED-05_ammend_2.pdf

MED-05

Amendment 2

15 January 2006

C-9B/C-9C/DC-9

AIRCRAFT PAINT SYSTEM

(MED-05)

This document has been reviewed and modified by the PMA207 Medium Lift Engineering Department. Amendment 2 incorporates the latest changes. Portions of text modified by Amendment 2 are indicated by change bars in the margins of pages dated 15 January 2006.

Comments and corrections may be submitted to:

Attn: Medium Lift C-9 Engineering Commander, Naval Air Systems Command (PMA207) 46990 Hinkle Circle, Bldg 419 Patuxent River, MD 20670-1627

ISSUED BY NAVAL AIR SYSTEMS COMMAND PMA207

15 January 2006 Page 1 of 14

TITLE: C-9B/C-9C/DC-9 MAINTENANCE ENGINEERING DIRECTIVE

IDENTIFICATION NO.: MED (C-9)-05, Amendment 02

SUBJECT: AIRCRAFT PAINT SYSTEM

REFERENCE:

(a) C-9B-MED05-M01 (USMC)

(b) C-9B-MED05-N01 (USN)

(c) Drawing 200639042 (C-9C Exterior Finish and Markings)

APPENDIX:

A. Decal Removal B Aircraft Cleaning Procedures C. Protection of Special Areas D. Removal of Organic Coatings E. Corrosion F. Application of Coating Systems G Spray Coating Troubles, Possible Causes, and Remedies H. Aircraft Zones I. Atmospheric Conditions for Painting

1. PURPOSE. To provide instructions for stripping and repainting aircraft.

2. CANCELLATION. MED (C-9)-05, Amendment 01, dtd 20 January 1988.

3. BACKGROUND. The following includes procedures for strip and repaint of aircraft.

This repaint requirement is not intended for complete aircraft scuff, sand and/or repair operations. Work shall be accomplished in the order presented in this directive. The procedures herein emphasize surface preparation which is the most critical factor in obtaining good paint application. Surface preparation affects paint adhesion and thus the corrosion protection and life of the finish.

4. UPDATE. Pages affected by this Amendment are the following: 01, 05, 07, 10, 12 and

14.

5. APPLICATION. C-9B, C-9C, DC-9 Aircraft.

6. EFFECTIVE DATE. 15 January 2006.

7. GLOSSARY.

A. Definitions.

(1) Polish – Compound used on bare metal surface. Used only on C-9C aircraft.

(2) Sanding – Abrasive removal of as much topcoat as possible while removing as little of the primer (layer or primer next to substrate) as possible. Do not abrade the substrate.

15 January 2006 Page 2 of 14

(3) Water Break Test – Water break test will be performed using tap water. After gross amount of water has drained off of aircraft, an unbroken film of water should remain for 25 seconds after rinsing. If water gathers into separate droplets on any surface, the surface has failed the cleanliness test.

(4) Sections – Sections in this specification will be designated by Roman

Numeral characters (i.e., I, II, III).

(5) DOTCO – High speed rotary device.

(6) Rotary Sander – Low speed rotary device.

(7) Water – Water required throughout this specification is defined as tap water.

(8) Overspray – Paint that has not flowed exhibiting a rough, low gloss

(80 or lower units measured) and dusty finish.

(a) C-9B/DC-9 – overspray exists when detectable at a distance of six (6) feet perpendicular to surface.

(b) C-9C – overspray exists when detectable at any distance or angle.

(9) Nibs and Bumps – Small foreign particles imbedded in the paint system that are visually detectable at a distance of six (6) feet.

8. INSTRUCTIONS.

I. AIRCRAFT PREPARATION.

A. Fully extend flaps and leading edge slats.

B. For exceptionally dirty aircraft, clean surfaces in accordance with Appendix (B).

II. MASKING. Masking to prevent intrusion of paint strippers shall be accomplished as outlined below for all exterior surfaces to be stripped. Areas to be sanded shall not be masked but adjacent areas will be masked as necessary to prevent damage during sanding (refer to Section II.D).

The following areas shall be masked or otherwise protected with materials approved per Appendix (C) to prevent damage during sanding. The following areas shall be masked or otherwise protected with materials approved per Appendix (C) to prevent degradation of environmental seals, fiberglass, bearings, etc., by stripping compound and/or other chemical solutions harmful to them during cleaning, stripping, or treating operations. 3M Corporation No.

Y-417 Tape shall be the only tape used for masking; no other tape conforming to MIL-T-23397, Type II, shall be used, as none will provide adequate service under depot operations.

15 January 2006 Page 3 of 14

A. Examples of areas that shall be protected from contact with stripping compound and/or other chemical solutions:

(1) Slat tracks

(2) Slat attachment area openings

(3) Landing gear and gear well areas (landing gear door hinges)

(4) Tailcones

(5) Radome

(6) Interior surface covered by radome (if radome is removed)

(7) Antennas

(8) Windows

(9) ADF sense antennas (metal sprayed surfaces)

(10) Polished bare metal surfaces

(11) Wheels and tires

(12) High strength steel surfaces

(13) Titanium (requires protection from “other chemical solutions” only, stripping compound okay)

(14) Magnesium (requires protection from “other chemical solutions” only, stripping compound okay)

B. The following areas shall be masked during chemical stripping operation.

After chemical stripping is finished, paint remaining under masked areas shall be removed per Section III.D or Section IV of this specification, as applicable.

(1) All edges and repairs on aluminum or titanium faced honeycomb structure. (Repairs shall mean patches or plugs which are used to repair pierced honeycomb skin.).

(2) All fiberglass and fiberglass faced panels

(3) Radome

(4) Interior surface covered by radome (if radome is removed).

(5) All loose or missing fasteners noted during aircraft preparation and masking procedures.

15 January 2006 Page 4 of 14

(6) All edge crevices of doors, hatches and non-sealed access panels.

C. All exterior openings, for purposes of masking or otherwise protecting prior to cleaning, shall be protected against entry of stripper, washing solution, MIL-C-38334 metal conditioner and MIL-C-5541 conversion coating, by masking or otherwise covering the openings. When this requires masking of areas which are to be stripped and repainted, the paint which was under the masking will be removed per Section III.B or IV of this work specification, as applicable. These areas shall then be protected during washing and treating of the aircraft. Screened openings in the after body and all drain holes shall be protected by masking so that no chemicals will contact interior surfaces of the aircraft.

D. The following areas shall be protected during sanding:

(1) Windows

(2) Interior surface covered by radome (if radome is removed)

(3) Polished bare metal surfaces

(4) Rubber seals and gaskets

III. CHEMICAL REMOVAL OF EXISTING PAINT SYSTEM.

A. Remove overwing walkways per TO 1C-9C-2-57, Section 57-30-4.

B. Paint will be chemically stripped from all exterior metallic surfaces.

Use stripping procedures and materials per Appendix (D). Strippers used shall conform to both MIL-R-81294, Type II, and Appendix (D), Paragraphs 2-20, a, b, and c.

C. Wash the aircraft with MIL-C-87936, Type II, per Appendix (B) and rinse. Ensure that all stripper and paint residue are removed.

D. Paint on metallic surfaces under masked areas shall be removed using MIL-A-0062 pads and solvents supplemented by brush application of paint stripper specified in appendix (D). Rinse well with water to remove stripper specified in appendix (D). Rinse well with water to remove stripping solution. This excludes flight control surface cutouts, wheels, landing gear and gear wells, radomes, tailcones and antennas.

E. Selective application of power tool in paint removal process:

(1) Piano hinges – very fine Scotch-Brite pads with DOTCO.

(2) Flap well area adjacent to control cables – feather edge and scuff sand using 320 grit sandpaper with rotary sander.

(3) Area on back side of slat adjacent to slat track fitting – very fine Scotch-Brite pad with DOTCO.

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(4) Metallic areas within ½ inch of fiber glass surface - very fine

Scotch-Brite pad with DOTCO.

CAUTION

DO NOT ABRADE ANODIZED SURFACES.

F. The aircraft will be kept in an enclosed hangar after removal of the existing paint system. A 72-hour out-of-hangar time is allowed for operational checks. Out-of-hangar time for this purpose during adverse weather condition is not allowed.

IV. REMOVAL OF EXISTING PAINT SYSTEM ON NON-METALLIC SURFACES.

A. Do not accomplish this section on those surfaces which have been chemically stripped. Those non-metallic aircraft surfaces which will be sanded shall be washed per Appendix (B) before sanding. The areas to be sanded shall be completely free of any grease, dirt or wax.

B. On fiberglass panels, tailcones and antennas which may be painted, sand to completely remove outer layer of topcoat sanding grit shall not be coarser than 220. Do not abrade the substrate. Featheredge all chips, scratches, defects and discontinuities. Repair any damage to the exposed fiberglass per TOs 1C-9C-3 (Section 51-70-1), 1-1-24, and 1-1-690. Sanding materials shall be P-P-101 abrasive paper, P-C-451 abrasive cloth or MIL-A-9962 Class 1 or 2, Grade C abrasive mats.

C. On the radome, the heavy rain erosion anti-static coating will be removed to expose polyurethane topcoat. Initial sanding of radome shall be accomplished by sanding with a grit no coarser than 120 to remove the rain erosion coating exposing the topcoat at several locations. After topcoat has been exposed, sand per para. B. above to remove remaining erosion coating and outer layer of topcoat.

V. POST PAINT REMOVAL INSPECTION – REPAIR.

After completion of stripping, remove access panels held with quick release fasteners and inspect for intrusion of paint stripper. In addition, inspect the following interior surfaces of each aircraft for possible stripper intrusion:

A. Baggage Compartment B. Flight Control Cutouts/Wells C. Gear Wells

Where effects of paint stripper are visible, wash the area thoroughly with water.

Wash the paint stripper out of faying surfaces. After washing, dry the area with a clean rag and dry air. Next, apply corrosion prevention compound (CPC), MIL-C- 81309, Type I, Class 2, to those interior surfaces affected by paint stripper. The CPC

15 January 2006 Page 6 of 14 shall be thoroughly introduced into the faying surfaces. Allow the MIL-C-81309 to dry two hours, then apply CPC MIL-C-16173, Grade I, to the same area.

VI. CORROSION CONTROL AND PREPARATION OF AIRCRAFT FOR

PAINTING.

A. Inspect all exterior surfaces for corrosion. Clean and treat corrosion per Appendix (E) and accomplish any necessary repairs as outlined in TO 1C-9C-3 and Boeing Commercial C-9 Structural Repair Manual (SRM) on CD.

B. Inspect all exterior surfaces for loose or missing fasteners. Repair per TO 1C-9C-3 and Boeing Commercial C-9 Structural Repair Manual (SRM) on CD.

C. Inspect all exterior surfaces for loose or damaged environmental sealant and aerodynamic smoothers. Include all seam and faying surface seals.

NOTE

Sealant is adversely affected by stripping chemicals. Remove and replace any sealant that is damaged by stripper.

Use MIL-S-81733 Corrosion Inhibiting Sealant per Section XIV of Appendix (E). Replace deteriorated material. Treat corrosion in the repair area and apply MIL-C-38334 and MIL-C-5541 per Section VI of Appendix (E) prior to installation of the new sealant.

D. Example of areas that shall be masked prior to washing and application of MIL-C-38334 and MIL-C-5541:

(1) Slat tracks

(2) Slat attachment area opening

(3) Landing gear and gear well areas (landing gear door hinges)

(4) Tail cones seams

(5) Radome

(6) Interior surface covered by radome (if radome is removed)

(7) Antennas

(8) Windows

(9) Polished bare metal surfaces

(10) Wheels and Tires

(11) High strength steel surfaces

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(12) Titanium surfaces

(13) Magnesium surfaces

(14) All exterior openings

E. Wash the exterior of the aircraft per Appendix (B).

Thoroughly rinse off all residue and detergents with water.

While rinsing off the surface of the aircraft, verify that surface is free from contaminants (i.e., stripper residue, oil, etc.). If water flashes or beads, rewash areas until surface is clean.

F. Following cleaning, apply MIL-C-38334 metal conditioner by spray, agitating vigorously with fine grit Scotch-Brite pads, per Appendix (E), Section VI to all aluminum surfaces to be painted. Sanded areas are included in this treatment. Keep the material away from confined areas. Application should be by spray and/or soft bristle brushes or fine grit Scotch-Brite pads (3M Company) working bottom to top. Thoroughly rinse with water. Immediately (before surface dries), apply Oakite 34 Deoxidizer (Oakite Products, Inc.). Lightly agitate Oakite 34 with fine grit Scotch-Brite pads (3M Company). Do not allow deoxidizer to dry (total elapsed time should not exceed 15 minutes). Remove deoxidizer by high pressure rinsing with clean water. Joints and fastener areas receive special attention to ensure that all deoxidizer has been removed. Do not get MIL-C-38334 or deoxidizer of high strength steel surfaces.

G. Following rinse and while aircraft is still wet, apply MIL-C-

5541, Class 1A conversion coating to all exterior aluminum surfaces which will be painted. Sanded surfaces are included in the treatment. Application shall be under Section VI of Appendix (E). The use of clear conversion coatings is prohibited. All coated surfaces shall be inspected for complete development and uniformity of color. Those areas which are light or non-uniform in color shall be repaired per Appendix (E), Section 6-13. Thoroughly rinse the MIL-C-5541, Class 1A off the surface. Perform a water break test using tap water per Appendix (E). If water flashes or beads, rewash and retreat the area per Section VI.E, F and G of this specification. The primer shall be applied only on a completely dry surface, and shall be applied within 48 hours after application of MIL-C- 5541 conversion coating. If more than 48 hours have elapsed since the application of MIL-C-5541, repeat wash, MIL-C- 38334/Oakite, and MIL-C-5541 process.

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H. Titanium surfaces shall be prepared for painting per procedures in Appendix E.

I. Remove masking from high strength steel surfaces (which are to be painted). Wipe these surfaces with a clean cheesecloth dampened with MEK to remove all masking residue.

VII. APPLICATION OF PAINT.

A. Process Control. Paint shall be applied under process control requirements contained in Sections VII, paragraph I and VIII of this specification.

B. Masking. Example of areas that shall be masked prior to painting:

(1) Windows

(2) Slat tracks

(3) Slat attach area openings

(4) Wheels and tires

(5) Landing gear and wheel well area

Ensure that all masking is intact and will provide a barrier during painting.

C. Test Panels. Prior to spraying operations, the suitability of materials for the entire system including each color used shall be determined experimentally on a panel approximately 10x32 inches in size and follows:

(1) The panel shall be coated in the same location and under the same environmental conditions that the finish system is to be applied to the aircraft.

(2) Check paint applied to test panels for any noticeable problems. If no problems are observed, begin full scale painting of aircraft.

(3) Independent of the full scale painting of aircraft and after a minimum of 72 hours curing time of paint on test panels, perform wet tape adhesion test on test panels per Section VII, paragraph I(12)b of this specification.

(4) Test panels are not required for component or maintenance painting (touch up).

15 January 2006 Page 9 of 14

D. Epoxy Primer.

(1) Each vendor production batch of MIL-P-23377 primer shall be inspected prior to use for compatibility with MIL-C-83286, paragraph 3.7.3.5e, after topcoating with MIL-C-83286. Any blistering or other defect detected by this test shall prevent the vendor’s batch from being used.

(2) Sanded Surfaces. Solvent wipe surface with MEK. Apply one coat of MIL-P-23377 Epoxy Primer per Appendix (F).

Topcoating shall be accomplished within eight hours after application of primer.

(3) Paint Stripped Surfaces. Apply MIL-P-23377 Epoxy

Primer per Appendix (F). Topcoating shall be accomplished within eight hours after application of primer.

(4) Primer dry film thickness should be Appendix (F).

E. Overwing Walkways. Install walkways per TO 1C-9C-2-57, Section 57-30-4.

F. Polyurethane Topcoat. Apply two coats of MIL-C-83286 Polyurethane per requirements in Appendix (F) and Section VII, paragraph I of this specification. Primers and topcoats peculiar to C- 9C aircraft are identified within reference (c), and shall be applied per published manufacturers instructions. Four additional coats of topcoat are required on high impact areas identified within reference (c).

G. Markings. After topcoating, markings required by C-9 paint drawings (references (a) through (c) shall be applied using MIL-C-83286. Decals are permitted on C-9C, per TO 1C-9C-2-11.

For C-9B/DC-9, decals are only authorized for the forward stairway operating instructions, stairwell door release handle, external power receptacles, flux valves, main cargo door lock/unlock and earth ground. For minor markings on C-9C, refer to TO 1C-9C-2-11.

H. Touch-Up. Small areas, less than four square feet, requiring repaint shall be featheredged and touched-up per Appendix (F), Section 4-12. For C-9B/DC-9 aircraft, small area topcoat repair need not extend from seam to seam but may be blocked off. If repair area is greater than four square feet, repair seam to seam using one of the following methods:

(1) Defects in the primer and topcoat including excessive thickness after repair.

a. Strip the finish and primer in affected areas by scuff sanding using sanding grit no coarser than 220 or per

15 January 2006 Page 10 of 14

Sections II, III, IV and V of this specification as applicable.

b. Featheredge adjacent painted surfaces, replace damaged sealant, and perform surface preparation of Section VI of this specification.

c. Apply primer and topcoat, and perform inspections per Sections VII and VIII of this specification.

(2) Defects in the Topcoat.

a. Remove the defective topcoat by sanding, using sanding grit no coarser than 220. Do not sand through the primer to bare metal or fiberglass. If bare metal is showing, treat it per Section VI of this specification. Repair fiberglass per Section IV, paragraph B of this specification.

b. Remove sanding residue by wiping the sanded areas with MEK.

c. Immediately apply a thin (approximately 0.4 – 0.7 MIL) coat of primer over the sanded surfaces by this

d. Apply topcoat and perform inspections per Section

G of this specification. The total dry film thickness of the repaired area shall be 2.0 to 6.0 MILS.

Thickness readings shall not be taken within 2 inches of the boundary of the repaired area.

I. Quality Criteria. Criteria for the following defects are defined in Appendix

(G). Unacceptable defects shall be repaired per Section VII, paragraph H of this

(1) Blisters. None are acceptable.

(2) Fish Eyes. None are acceptable.

(3) Runs. None are acceptable.

(4) Sags. None are acceptable.

(5) Pinholes. None are acceptable.

(6) Overspray. Overspray shall be held to a minimum and overspray areas shall meet thickness requirements. See para. 7 of this specification for overspray definition.

(7) Sandpaper Finish. None is acceptable.

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(8) Roughness, Dirt or Dust Inclusions. Nibs and bumps from included particles shall be visually evaluated at a distance of (6) feet as follows:

a. For C-9B/DC-9 aircraft, use the following criteria:

a.1 Above the window belt and on top of the horizontal stabilizer – a maximum of four (4) particles per square foot is allowed.

a.2 On the tail cone and the slat black area of the nose – a maximum of four (4) particles per square foot is allowed.

a.3 Lower fuselage and radome – a maximum of one (1) particle per square foot is allowed.

b. For C-9C aircraft – a maximum of one (1) particle per square foot is allowed. This condition cannot exist on more than 25% of the upper surface.

NOTE

Upper aircraft surfaces are as follows: Fuselage above the window belt, upper surfaces of wings, and horizontal stabilizers. All other surfaces shall not be contaminated.

(9) Paint Thickness. A minimum number of measurements, as specified in Appendix (H), for total dry film thickness, shall be taken per zone of the aircraft per Appendix (F). The readings shall fall between 2.0 – 5.0 mils.

a. No reading shall be taken within 2 inches of the boundary of a repair area, nor over a rivet.

b. No two readings shall be closer than one foot apart.

c. Thickness test will be conducted on high impact areas as identified within reference (c). No reading shall be less than

4.0 mils nor greater than 6.0 mils, for high impact areas.

d. For readings outside of allowed range (other than high impact areas), proceed as follows:

d.1 Layout a three-foot radius circle centered at the out-of-range reading.

d.2 Take multiple readings within the circle.

d.3 Progressing from circle center to perimeter in any direction if the readings show that the paint thickness returns to within-range limits.

15 January 2006 Page 12 of 14

(See Figure 2), the reading is an isolated defect. No corrective action required.

d.4 Progressing from circle center to perimeter in any direction, if the readings show that the paint thickness remains outside range limits within any segment portion of the circle (See Figure 3), continue taking readings expanding out around circle center until out-of-range paint thickness area is defined. Repair this area per Section VII, paragraph H of this specification.

(10) Gloss. Gloss of the final topcoat shall be measured per ASTM

D523 using a 60 degrees geometry. The minimum acceptable gloss measurement is 90 units for C-9B/DC-9 aircraft and 95 units for C-9C aircraft. If unacceptable gloss is found, the area to be repaired shall be determined by retesting in the quadrants around the first failure in increasing increments of four foot radius until acceptable gloss is encountered. The minimum repair area shall be circular with a four foot radius. Perform a minimum of eight glass meter readings randomly spaced, on the fuselage. Also perform a minimum of two gloss meter readings on each wing, horizontal stabilizer, vertical stabilizer and each engine nacelle.

(11) Orange Peel. Orange peel on more than 5% of the topcoat surface or any area of topcoat that exceeds three square feet is not acceptable on C-9B/DC-9 aircraft. No orange peel is acceptable on C-9C aircraft. The test for orange peel shall be conducted in the following manner. This test is to be accomplished in a closed hangar or enclosed building out of direct sunlight.

a. Obtain a solid, smooth, pure white panel, 6 inch square.

Paint a black dot, 1 inch in diameter, in the center of the panel. The dot must be circular and well defined. Paint a black ring, of three inches outer diameter and ½ inch wide, concentric with the one inch diameter dot.

b. Place the panel with the black dot towards the topcoat surface, parallel to, and six to eight inches from the topcoat surface. (See Figure 4).

c. With a flashlight, illuminate the area within the ring. (See

Figure 4).

d. If the reflection of the border of the black dot or ring viewed on the topcoat is broken by waves in the paint (not aircraft skin irregularities) orange peel is present.

(12) Adhesion Test. Following 72 hours cure time, begin adhesion test.

The adhesion test consists of dry tape tests and for areas failing the dry tape tests, wet tape tests shall be performed. Perform a minimum of four dry tape tests on the fuselage, one on each wing, horizontal

15 January 2006 Page 13 of 14 stabilizer, vertical stabilizer, and each nacelle. Also perform one dry tape test immediately adjacent to the main passenger entry door. Do not extend the test into the doorway.

a. Perform the dry tape test as follows:

a.1 Allow the topcoat to cure for at least 72 hours.

a.2 Apply a six inch length strip of tape (Code No. 250, 3M Corporation, age of tape not to exceed three years), adhesive side down, to the topcoat. Press the tape down, using two passes of a four and ½ pound rubber, covered roller or employ firm pressure with the hand.

a.3 Remove the tape in one abrupt motion and examine the tested area for any paint damage such as removal of paint layers or the entire paint system from the metal surface.

b. Perform the wet tape test as follows:

b.1 Perform the wet tape test within six inches of the failed dry tape test(s).

b.2 For 24 hours, attach a wet compressed over the coating system and seal with tape and plastic barrier material.

b.3 After the 24 hour wet time, wipe up excess water and scribe through the coating to the bare metal to produce two parallel lines to inches long and one inch apart. Join these lines by two “V’s” at each end of the lines pointing in the same direction.

b.4 Immediately apply 3M P/N 250 tape over the scribe marks and pull against the direction of (V’s) in one abrupt motion.

b.5 Continue wet tape tests until the defective area can be outlined.

c. After the defective areas have been identified, strip the area to bare metal per Section III and inspect per Section VI of this specification. Featheredge adjacent surfaces, re-accomplish surface preparation, repaint the area per Section VI and VII of this specification, and perform post-paint inspection per Section VII, paragraph I of this specification.

d. Any areas that failed the dry tape test, but passed the wet tape test shall be repaired. The repair shall include treating bare metal surfaces per Section VI of this specification, 15 January 2006 Page 14 of 14 feather edging the paint edges, re-priming and topcoating per Section VII of this specification and Appendix (F).

VIII. PROCESS CONTROL.

A. Record Keeping. A written log will be maintained for recording date, time, measured results and location for each measurement made. Measurement results collected by this specification will be submitted with the final report to the aircraft logbook.

B. Epoxy Primer Inspection. Each vendor batch of MIL-P-23377 primer received will be tested for blistering per MIL-C-83286, paragraph 3.7.3.5.e, including topcoating with MIL-C-83286.

Written results of each test will be recorded.

C. Temperature and Humidity Recording. For each aircraft processed, measurements of temperature and humidity will be made at vertical and longitudinal extremes of the aircraft commencing 30 minutes before starting paint application and every two hours thereafter.

Painting will be stopped during any time the measurements exceed the limits in Appendix (I). A written log of the measure values and locations will be maintained.

D. Paint Mixing and Application Recording. For each aircraft processed, a written log will be maintained for recording the following paint data: Type of paint (MIL-P-23377 or MIL-C- 83286), manufacturer, and batch number.

E. Acceptance Testing. For each aircraft processed, measurements of dry film thickness, gloss meter readings, and the location of adhesion (tape) tests specified in the Section VII, paragraph I(12) of this specification will be recorded.

APPENDIX I

ATMOSPHERIC CONDITIONS POR PAINTING

I-I

AT~PHERIC OONDmONS FOR PAu.TING.3-44.

3-45. CoatlOC8 normally 8Muld not be a~l1ed laDder unfavorable atmo.pheric conditione 8uch u high bwnldlty, strong draft. or extremes of temperature.

Paintinr Ihould be aceompli.lled whenewr pouible in an enYiromentaUv eonb'oUe-d racility capable or maiDtainin, a fanle or 30 to 80 percent relati.e hunidity aDd 50 to 80 derreel Fahrenheit. Some a)8tinp may be applied outaide or tIIeM rancel without ad.er8e errecta; howewr, paint penonnel ahould watch ror .d.e~ errerta when applyinf paint outaide or theM RDI- and dew lop paint-in, deciaionl bued upon local ezperieD~1 ror the per-ticuw type. or coatin,. uNd and the local climate.

Facton to be conlidered are:

a. The temperature o( IUdaeel to be painted Ihould be conaide~d to any paintin, decilion lince that .iD be the eontroUinI (actor in the dryin, or eu~ o( the applied eoatinp.

b. Low humidity may retard the cu~ or moiatu~ curin, (addition curin,) coatin,a.

Co Hilh humidity may felUlt in blush or lacquen and aIIo may introduce a rilk or condensation or aweatine should the temperatuft drop to the dew point.

d. Low &.mperatunl may result in lIow df}'inl. lIow cure. loftier taek time. or incomplete '.'\1ft.

e. Hip temperaturel may reault in too rapid an e,...

poratton of aomnt wGich m.y lead to premature Ikinnin8.

pinho blilters. or c-acked finiah. 01' ezcelaiYe dry apray.

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