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 are used. 2. Use nonspark-producing tools. 3. Eliminate clothing that creates static elec- tricity. 4. Solvents should be used in approved ways and stored in approved containers. 5. Ensure adequate ventilation where vapors are present. 6. Ensure aircraft and equipment are static grounded. 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 fighting fires. WASTE DISPOSAL 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 water supplies. 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 properly. AIRCRAFT PAINTING Learning Objective: ldentify the procedures and equipment used in preparing and painting aircraft structures, surfaces, or components. 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 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 14-29