200°F or above. High-temperature resins have higher
flashpoints. Burning composite surface temperatures
can exceed 1,000° to 1,400°F and generate high
internal combustion temperatures (830°F and above).
Burning composites liberate dense smoke-drawing
particles into the air, presenting hazards to personnel.
Besides being hazardous to personnel, dust affects the
quality of repairs.
Bonding repairs will not be
performed in the same area as machining operations.
Vacuuming is used during all machining operations.
Some of the fire prevention and suppression
requirements are as follows:
1. Eliminate all flames, smoking, sparks, and
other sources of ignition from areas where solvents
2. Use nonspark-producing tools.
3. Eliminate clothing that creates static elec-
4. Solvents should be used in approved ways and
stored in approved containers.
5. Ensure adequate ventilation where vapors are
6. Ensure aircraft and equipment are static
7. Composite materials produce hot fires.
Combat fires with chemical foam, dry chemicals,
CO2, or low-velocity water fog.
8. Fight fires from the upwind position.
9. Wear self-contained breathing apparatus when
Carbon or graphite fibers cannot be disposed of
by incineration. All composite material particles and
dust must be packaged, tagged, and buried in an
approved landfill. Do not allow fibers to contaminate
Coolants used in machining composites also
contain fibers and particles. When disposing of these
particles, allow them to remain still so they will settle
to the bottom, drain off the liquid without disturbing
the particles, and then bag and dispose of them
Learning Objective: ldentify the procedures
and equipment used in preparing and
painting aircraft structures, surfaces, or
The primary objective of any paint finish is to
protect exposed surfaces against corrosion and other
forms of deterioration; however, there are other
reasons for paint schemes. The reduction of glare, the
reduction of heat absorption, camouflage, high
visibility requirements, and identification markings
are also objectives of a paint finish.
You will do some touchup painting because paint
schemes are continuously used during the
maintenance process. The publications related to
aircraft painting are Finishes, Organic, Weapons
Systems, MIL-F-18264D(AS), and Paint Schemes
and Exterior Markings for U.S. Navy and Marine
Corps Aircraft, MIL-STD-2161(AS).
You should not repaint aircraft for the sake of
cosmetic appearance only. A faded or stained but
well-bonded paint finish is better than a fresh touchup
treatment applied over dirt, corrosion products, salt
spray, or other contaminants. Refinishing should be
restricted to areas where the existing paint finishes are
damaged or deteriorated. Because of age or exposure,
some finishes fail to perform their protective function.
The maintenance and repair of paint finishes is
important. It begins when the aircraft is received and
continues, with constant surveillance, throughout the
service life of the aircraft.
Touchup painting is the repairing of small areas
where the paint has been worn or removed because of
corrosion, weathering, or erosion. The paint system
may consist of a primer, a compatible topcoat, or a
combination of primer and compatible topcoat. A
paint scheme is the arrangement and description of
the paint system.
A topcoat is the finish coating
material used over the primer. A primer is a base coat
that improves adhesion and inhibits corrosion.
Paint systems are identified by a decal or stencil
located on the right side of the aft fuselage. All
touchup and paint system maintenance procedures
should be performed according to the local
maintenance instructions and Aircraft Weapons
Systems Cleaning and Corrosion Control, N A