EP1093409A4 - Edge seal and sealing methods for appliques - Google Patents

Abstract

An edge seal comprising a concentrated topcoat with suitable additives to form a caulking compound improves the performance of appliqués. Increasingly, stringent environmental restrictions make it challenging to apply coatings (i.e., paint) by conventional processes like spray painting because of the volatile solvents and hazardous pigments. The environmental scrutiny is particularly focused upon conventional corrosion protection surface treatments, especially chromated primers and conversion coatings. We apply appliqués to provide a vapor barrier over the substrate to provide corrosion protection. We can make curved appliqués on a family of molds of different Gaussian curvature and thereby avoid making a 'splash' mold of the surface of interest to create the appliqués. Using curved appliqués reduces ridges, creases, or gaps that sometimes otherwise occur with attempts to cover a surface with complex curvature with flat (planar) appliqués. Appliqués are interconnected and sealed together using a concentrated topcoat (typically a fluoroelastomer or fluoropolymer) that has volatile organic compounds stripped from it to thicken the resulting edge seal to ease its application (no drips or runs), to improve its ability to stick, and to improve its toughness and corrosion inhibiting capability. The edge seal becomes an extension of the appliqués topcoat and should possess the physical and chemical characteristics of the topcoat.

Description

EDGE SEAL AND SEALING METHOD FOR APPLIQUES

TECHNICAL FIELD

The present invention relates to sealing seams in paint replacement films, especially corrosion protection surface coatings in the form of appliques. The appliques preferably include a protective film, preferably an elastomer, as a topcoat backed with a vapor barrier that is adhered to a substrate, like the exterior of an aircraft.

BACKGROUND ART

Painting has long been the process of choice for applying coatings to surfaces especially those having complex curvature. Painting is generally a controllable, reliable, and versatile process. The paint can include additives to give the surface desired physical properties, such as gloss, color, reflectivity, or combinations thereof. The painting process is well understood and produces quality coatings having uniform properties even when the surface includes complex curvature. Unfortunately, painting is falling under closer environmental scrutiny because they use volatile solvents to carry the pigments or because of the pigments themselves. Therefore, there is a need to replace the painting process with a process that has less environmental impact. Furthermore, while painting is well defined, well understood, and common, it remains an "art" where masters produce better products than novices or apprentices without necessarily being able to account for why or to teach others how.

Painted surfaces sometimes lack the durability that quality-conscious customers demand. The surface must be treated and cleaned prior to applying the paint. The environment surrounding the part must be controlled to capture volatile organic compounds (VOCs) during the coating application, often requiring a spray booth. Painted coatings are also vulnerable to damage like cracks or scratches. Isolated damage may require the repair of a large area, such as forcing the repainting of an entire panel.

Spraying inherently wastes paint and is unpredictable because of the "art" involved with the application. Improper application cannot be detected until the spraying is complete, then rework to correct a defect usually affects a large area even for a small glitch. Spraying large objects like aircraft requires special equipment and special capital facilities, paint spray booth, in which the environment and flow conditions are controlled.

U.S. Patent 4,986,496 by Mar -entic et al. describes a drag reduction article in the form of a conformable sheet material (a decal) with surface texturing for application to aircraft flow control surfaces to reduce aircraft drag. The material fits on curved surfaces without cracks, bubbles, or wrinkles because of the paintlike properties of the basic carrier film. Marentic's decals are manufactured fiat and are stretched to the intended simple curvature. Stretching can be problematic over time if the stretched material shrinks to expose a gap between adjacent decals where weather can attack the decal-surface interface. Stretching generally limits Marentic appliques to surfaces of slowly changing curvature.

Appliques (i.e. decals) are also described in U.S. Patent 5,660,667 by Davis. Having complex curvature, the appliques form complete, bubble-free, wrinkleless coverings on surfaces of complex curvature without significant stretching. Davis applies these appliques by:

(a) analyzing and mapping the Gaussian curvature of the surface to be covered to identify lines of constant Gaussian curvature;

(b) identifying geodesic lines on the surface, such that the lines of constant Gaussian curvature and the geodesies form a mapping grid on the surface; (c) analyzing the stretchrness needed to blend between appliques of adjacent areas of different Gaussian curvature;

(d) producing appliques for each Gaussian curvature using a family of molds;

(e) identifying on the surface the grid made up of the lines of constant Gaussian curvature and intersecting geodesies; and

(f) applying appliques of a particular Gaussian curvature along the matching line of constant Gaussian curvature on the surface to produce a complete, bubble-free, wrinkleless covering on the surface comparable to a conventional painted coating and while minimizing stretcliing of any applique to complete the coating.

Identifying the grid can include physically marking the lines, displaying them with an optical template, or simply defining them in a 3 -dimensional digital data model for the surface.

The Davis method recognizes that surfaces having the same Gaussian curvature can be mapped topologically to correspond. If you have a surface of Gaussian curvature 5 ft^~2, for example, instead of making a "splash" mold of the surface to make appliques, you mold appliques to curvature 5 ft^~2 on a master curvature 5 ft"2 mold, which, for example, might be a sphere. Appliques from the master mold will fit bubble-free and wrinkleless on the actual surface.

Often surfaces must be protected against corrosion. Such protection commonly involves surface treatments or primers (i.e. chromated primers or conversion coatings) that are relatively expensive because of the chemicals involved and the time associated with their application. These traditional coatings are relatively heavy, especially when coupled with other surface coatings that must be applied over the corrosion protection coating to provide color, gloss, enhanced surface durability, abrasion protection, a combination of these attributes, or other attributes. The chemicals used in conventional corrosion protection coatings often are hazardous materials.

Appliques are of considerable interest today for commercial and military aerospace applications. Lockheed Martin and 3M are conducting flight tests on paintless aircraft technologies. These appliques (like those of Boeing) promise to save production costs, support requirements, and aircraft weight while providing significant environmental advantages. The Lockheed Martin appliques are described in greater detail in the article: "PAINTLESS AIRCRAFT TECHNOLOGY," AERO. ENG'G, Nov. 1997, p. 17. Commercial airlines, like Western Pacific, use appliques to convert their transports into flying billboards. We seek durable appliques that can replace conventional military or commercial aviation paint systems to reduce lifecycle costs, improve performance, and protect the underlying surfaces from corrosion.

The increasing interest in appliques is described in the article: "REPLACING PAINT WITH TAPE FILMS," AERO. ENG'G, March, 1998, pp. 39 and 40. All the major military and commercial aircraft manufacturers are pursuing research and development programs to perfect appliques. One important issue unresolved for appliques is edge sealing. The seams between adjacent appliques need to be treated for aerodynamic reasons. Otherwise, the step or gap can increase drag and disrupt airflow in a manner that causes the appliques to disbond and to peel. The present invention relates to a preferred edge seal and sealing method.

As described n U. S. Patent Application 08/994,837, a surface can be covered with appliques to provide a vapor barrier and corrosion protection. The corrosion protection achievable with these appliques may be adequate to eliminate altogether the need for conventional surface corrosion protection treatments, thereby, saving weight and reducing environmental concerns. Alternatively, the combination of applique corrosion protection with environmentally friendly but relatively inferior, chromate-free conversion coatings may replace the environmentally sensitive, traditional corrosion protection techniques (i.e., chromated conversion coatings and primers).

Corrosion on metal surfaces or around metal fasteners in resin composite structures produces oxidation that reduces the surface quality and that frequently can make the structural integrity suspect. Maintenance to correct corrosion or to ensure that it does not occur is costly because it is labor-intensive. A more reliable corrosion protection system would find widespread acceptance in commercial and military aerospace. The present invention relates to an edge seal and sealing method for adhering appliques together to achieve their desired function.

In addition to the corrosion protection that appliques can provide, the vapor barrier can be beneficial independently on aerospace structure to limit the migration of water through a structure. For example, with composite honeycomb sandwich structure, a vapor barrier applique coating can slow or eliminate the migration of water through the laminated face sheets into the honeycomb core.

Preferred appliques provide corrosion resistance to the underlying surface because they incorporate an intermediate vapor barrier. Preferred appliques have a 1 - 8 mil fluoroelastomer or other polymeric film as a topcoat (generally 2 - 6 mil), a vapor barrier typically about 1 - 4 mil thick (generally, 3 mil), and a 2 mil adhesive, typically pressure sensitive or thermally activated.

When making precision coatings that are important for aerodynamic drag and other considerations on modern commercial and military aircraft, spray painting is a relatively unreliable process because it is difficult to control the spray head and spraying conditions to obtain precisely the same coating from article to article. One variable in this spray process that often is overlooked is the natural variation from article to article in the vehicle to which the paint is applied. Such variation results from the accumulation of tolerances (i.e., the accumulated variation that results from variations within allowable control limits for each part in the assembly). The applique method allows better control of the manufacture of the coating so that it will have the conect spectral properties by distributing pigments, additives, and thin films properly throughout the applique and, thereby, over the surface. The benefits of appliques are further enhanced if the appliques simultaneously provide conosion protection. Difficulties in precisely manufacturing painted coatings to obtain the desired properties can be overcome without the cost of either scrapping an entire article because the coating is imperfect and inadequate or forcing costly stripping and reapplication of the coating. Sealing the appliques is important to their proper functioning.

Using appliques allows small area repair of the precision coatings on aerospace surfaces by simply cutting away the damaged area and reinserting a suitable, fresh applique patch. With paint, the spray transition between the stripped area and the original coating in such a repair is troublesome. For example, an entire panel usually needs to be re-coated with paint to fix a small area defect. Operations like paint spraying, surface preparation, masking or otherwise isolating the repair area, and the like slow the repainting process.

For thin appliques, we recommend use of single or double transfer protective paper to facilitate their application. One sheet of protective paper overlies the surface of the applique that will interface and bond with the article. This surface has an adhesive or may have inherent tackiness to allow it to stick to the metal or composite aircraft surface. The exposed surface may have similar protective paper to reinforce it and to protect it during the positioning and transfer with peeloff following proper positioning. Identifying information and instructions can be painted on the transfer papers to simplify application of the appliques. SUMMARY OF THE INVENTION

The present invention relates to a seal and sealing method especially designed for use with Boeing's corrosion protection appliques. Such appliques form a substantially complete, bubble-free, wrinkleless coating over a surface, such as the exterior of an airplane. They are a replacement for paint. The prefened applique has an integral vapor barrier to reduce substantially or to eliminate transport of water to the surface. They also include an adhesive on at least one face of the vapor barrier for adhering the vapor barrier to a surface.

The paintless coating system replaces conventional paints on metal or composite aerospace parts and assemblies, comprising a topcoat, a vapor bamer interfacing with and completely underlying the topcoat, and an adhesive for adhering the vapor barrier to the parts. Adjacent appliques are sealed together using an edge seal. The seal typically includes a concentrated topcoat resin from which volatile organics have been removed combined with a mil-spec primer or a modified primer (especially one that is free of pigment) and a curative additive for the topcoat resin. The seal might also include an effective amount of an anti-static filler.

The appliques replace conventional painted coatings on metal or composite aerospace parts or assemblies with a replaceable, resealable protective covering that, preferably, provides significant conosion protection by stopping the migration of moisture. The method involves:

(a) cutting gores of a vapor barrier into a plurality of appliques suitable for covering a predetermined surface of the part;

(b) adhering the gores to the part; and

(c) sealing between gores at edge seams to provide a continuous vapor barrier between the part and its environment.

On bare clad Al 2024, an effective vapor barrier made with appliques provides equivalent conosion protection to a part having a conventional paint, a chromated conversion coating, and a chromated primer meeting military specifications.

A method for sealing adjacent appliques on a substrate achieves an essentially continuous vapor barrier. First, we define a seam by positioning two appliques on a substrate adjacent one another in a butt joint. Each applique includes a vapor barrier made from a polymer. Then, we apply a sealing applique having a vapor barrier over the seam to form a lap joint between the sealing applique and the originally positioned, abutting appliques. Accordingly to the method of the present invention, we seal edges of the sealing applique with polymer (typically a concentrated topcoat) to bind the sealing applique to the prior positioned appliques.

In one other aspect, the present invention relates to a method for essentially stopping the progress of conosion at a site on an aircraft, comprising the step of applying a vapor barrier in the form of a plurality of appliques over the site to eliminate transport of water to the site while sealing the adjacent appliques with edge seal.

BRIEF DESCRIPTION OF THE DRAWINGS

Fig. 1 is a schematic plan view of a typical applique.

Fig. 2 is a schematic cross-section of the applique of Fig. 1 including protective paper on the contact surface and the exposed surface.

Fig. 3 and 4 are Bode plots of a vapor barrier applique showing its conosion protection.

Fig. 5 is a graph showing break frequency as a function of time for the appliques of Figs. 3 and 4.

Fig. 6 is another graph showing resistance-area as a function of time for the appliques of Figs. 3 and 4.

Fig. 7 is another graph showing constant phase element as a function of time for the appliques of Figs. 3 and 4.

Fig. 8 is another graph showing "n" parameter as a function of time for the appliques of Figs. 3 and 4. Fig. 9 and 10 are graphs showing dielectric constant as a function of time for the appliques of Figs. 3 and 4.

Fig. 11. is an isometric of an aircraft covered with appliques to provide a paintless coating.

Fig. 12 is an exploded view of the wingbox of the aircraft of Fig. 1 1 showing the location and orientation of a typical applique.

Fig. 13 is a flowchart illustrating how impedance data is used to calculate various conosion parameters.

Fig. 14 is a five-element circuit model for EIS analysis.

Fig. 15 is a series-parallel circuit model used for EIS analysis in the present invention.

Fig. 16 and 17 are Bode plots conesponding to Case 1 in Table 1.

Fig. 18 and 19 are Bode plots conesponding to Case 2 in Table 1.

Fig. 20 and 21 are Bode plots conesponding to Case 3 in Table 1.

Fig. 22 and 23 are Bode plots of a prefened applique showing outstanding conosion protection.

Fig. 24 and 25 are Bode plots of another prefened applique similar to Figs. 22 and 23 but applied wet.

Fig. 26 and 27 are Bode plots of a polyurethane control applique showing the typical performance of applique films that fail to function as vapor barriers.

Fig. 28 is a graph of break frequency as a function of time for the applique tests showing the superior performance of Boeing's prefened appliques.

Fig. 29 is a graph of resistance as a function of time for our applique tests.

Fig. 30 is a graph of constant phase element (CPE) as a function of time for our applique tests.

Fig. 31 is a graph of the "n" parameter as a function of time for our applique tests. Fig. 32 is a graph of dielectric constant as a function of time for our applique tests.

Fig. 33 is an enlarged elevation of a scribe line through a conventional military specification polyurethane paint - epoxy primer coating system on an Alodine 600 treated clad 2024 T3 aluminum test specimen showing the progress of filiform conosion.

Fig. 34 is an enlarged elevation, similar to Fig. 33, of a scribe line through a clear fluoropolymer applique on clad 2024 T3 aluminum without an Alodine 600 conversion coating or military specification primer showing the progress of filiform conosion.

Fig. 35 is a magnified plan view of scribe lines in a test specimen like that of Fig. 34 showing the progress of filiform conosion under the applique on clad 2024 T3 aluminum without a conversion coating or primer.

Fig. 36 is another magnified plan view of scribe lines of a test specimen conesponding to the specimen of Fig. 33 showing the typical progress of filiform conosion under a conventional military specification coating - primer - conversion coating system.

Fig. 37 is another magnified plan view of the conosion protection afforded by appliques on clad 2024 T3 aluminum protected with an Alodine 600 conversion coating and MIL-P-85582 primer under salt spray conditions.

Fig. 38 is another magnified plan view of scribe lines on a test specimen like that of Fig. 33 after exposure to 5% NaCl fog at 95°F and pH 6.5 - 7.2 for 2000 hours.

Fig. 39 is another magnified plan view of scribe lines on a test specimen having a gray applique covering bare clad 2024 T3 aluminum after 2000 hours of salt spray conditions like those for the specimen shown in Fig. 38.

Fig. 40 is an elevation showing a typical edge seal on an applique adhered to a substrate. Fig. 41 is another elevation showing a typical lap joint with an edge seal for appliques.

Fig. 42 is another elevation showing an edge seal applied to a butt joint between appliques on a substrate.

Fig. 43 is another elevation showing an edge seal on a tapered butt joint between appliques.

Fig. 44 is another elevation showing sealing of a butt joint between appliques using a tape and edge seals.

Fig. 45 is another elevation showing sealing of the vapor barrier created with appliques by applying an applique tape over the vapor barrier with the topcoat removed and edge seals for the tape.

Fig. 46 and 47 are Bode plots for salt spray tests on a polyurethane coated, epoxy primed, conversion coated clad 2024 T3 aluminum specimen discussed in Example 2.

Fig. 48 and 49 are Bode plots of another Boeing applique in salt spray tests.

Fig. 50 is an isometric view showing the pattern of appliques used on the turtleback section of an F- 18.

Fig. 51 is a plan view of the pattern of gores to be cut from applique sheetstock using computerized cutting equipment.

Fig. 52 is an isometric of an applique having a vapor barrier adhered to a composite honeycomb sandwich panel to reduce migration of water through the face sheet to the honeycomb core.

DETAILED DESCRIPTION

Before discussing edge seals, we will discuss appliques, especially those we prefer to use. U.S. Patent 4,986,496 teaches the making of flat appliques for covering flow control surfaces, and the applique manufacturing techniques are applicable to the present invention. U.S. Patent 5,660,667 (Davis) describes the manufacture of curved appliques especially suited for use on complex (i.e. compound) curved surfaces common in aerospace. We typically form a vapor barrier into sheetstock and, then, roll coat the topcoat and adhesive onto this film.

The external film or topcoat 20 (Fig. 2) for the applique 10 is typically an organic resin matrix elastomeric composite, particularly a fluoroelastomer about 0.001 - 0.004 inch (1 - 4 mils) thick. A vapor barrier 30 (particularly a fluorinated terpolymer, a metallized polymer especially one having a continuous aluminum thin film metallized surface, or another fluoropolymer), and an appropriate adhesive 40, especially a pressure-sensitive or thermally activated adhesive (particularly 3M's 966 adhesive) applied as a separate layer complete the three layer structure of our prefened appliques. The adhesives are commonly acrylic-based materials or rubbery polymers or copolymers. The fluoroelastomer should be tough, durable, and resistant to weather.

The prefened adhesive provides complete adhesion between the vapor barrier and the underlying substrate. Any disbonds provide sites where conosion in the form of pitting can initiate and propagate. In addition, it should be slow to absorb water.

The vapor barrier adhesive combination apparently is the key to our conosion protection enhancement because it eliminates or greatly reduces the transport of water to the underlying metal surface. The prefened vapor barrier should be durable to provide long life in the field. It should be stable in hot-wet conditions up to at least about 250°F. It should be tatterable so that it will shred to limit the progress of rips and peels that occur during use. It should be peelable by stretching for removal, when desired, for inspection or replacement, but it should remain adhered during flight. The prefened topcoat provides increased durability and hardening to the vapor barrier. It can provide anti-static properties to the applique paintless coating by including dispersed carbon or graphite fibers. The topcoat provides color and gloss through appropriate pigments. It preferably is markable so that removable indicia can be imprinted on the topcoat. It preferably is UV-resistant. Our fluoroelastomer satisfies these criteria as well as or better than any materials we have found.

The topcoat and vapor barrier combination should be durable but also should tear and tatter in the event that a peel initiates during flight.

The appliques can be protected prior to being adhered to a surface with single or double transfer protective paper (50, Fig. 2) to facilitate their application. One sheet of protective paper overlies the surface of the applique that will interface and bond with the article. This surface has an adhesive or inherent tackiness to allow it to stick to the metal or composite aircraft surface. For very thin appliques, the exposed surface of the topcoat may also have similar protective paper to reinforce it and to protect it during the positioning and transfer. We peel off this protective paper following proper positioning. Identifying information and instructions about how, where, and in what order to apply the appliques can be printed on the transfer papers (or directly on the topcoat of the applique) to simplify placement and positioning.

The benefits of paintless coatings made from appliques for aerospace include: (1) reduction of hazardous materials and waste both during initial application and during stripping and replacement, (2) mitigation of conosion which would in turn reduce requirements for conosion inspection, repair, and replacement, (3) potentially increased aircraft life, and (4) significant lifecycle cost savings for application and maintenance. As shown in Fig. 1 1, concunent maintenance can occur on the aircraft 1 10, in the cockpit, for example, while the appliques are inspected, repaired, or replaced on another portion of the aircraft. While the curvature dictates the size and shape of an appliquέ, a typical applique 120 applied to the upper wing skin 130 might be rectangular as shown in Fig. 12. To replace paint, the appliques cover all, substantially all, or merely a part of the aircraft surface where paint would be used. Hot areas or areas particularly prone to erosion might require traditional treatments or coatings in addition to the common appliques.

The gores which we apply are generally 2-dimensional, flat panels that are sized to conform to a 3-dimensional surface, similar to the sections of a baseball. During installation, trimming often is required for achieving the final fit. The gores may have different thicknesses depending upon their intended location on the object. We usually use thicker gores in areas exposed to high wear or in impact zones.

Decals and appliques normally are manufactured as flat material that is flexible and readily bent. Material of this form can easily be applied to both flat surfaces and simple curved surfaces such as cylinders, cones, and rolling bends. More complicated surfaces involving compound curvature can only be covered if the material can be stretched or compressed to avoid wrinkling and tearing. If the material is not sufficiently elastic, cutting to permit overlapping, or wedge removal, as well as addition of darts, can be useful to extend coverage with a nominally flat applique or decal material. Such approaches can be time consuming, damaging to the applied material, and of questionable use if the material has any prefened orientation (as, for example, with riblets.)

Presuming that a material is somewhat elastic, Davis describes that a decal graded according to Gaussian curvature (GC) would be suitable for surfaces within a certain range of Gaussian curvature. A given complex curved surface can be divided up into zones with conesponding Gaussian curvature ranges. Within each zone a single premolded decal can be used. As with surfaces suitable for covering with flat materials, each zone could involve a great variety of surface shapes subject only to the specified range of Gaussian curvature.

We generally make the appliques entirely from flat (GC=0) material and accommodate curvature by the inherent stretchiness and resilience of the appliques. Our appliques are primarily made from fluoroelastomers that are relatively forgiving and easy to work with. Molded appliques like Davis suggests may be desirable for surfaces where the curvature is changing rapidly, but they generally are not required.

Our studies of paintless coatings achievable with appliques included evaluation of many different films, coatings, and adhesives. We selected vapor barrier films and humidity resistant adhesives for use in our paintless coatings. We evaluated the ability of vapor barrier films to improve conosion protection significantly compared with paint. Our hypothesis was that conosion of metal and other surfaces is inhibited by preventing the dynamic transport of water to and from the surface. Potentially, selective use of our vapor barrier films could prevent or mitigate internal aircraft conosion. They could also slow or prevent the migration of water through resin composite laminated face sheets 102 into underlying honeycomb core 106, a problem that leads to excessive weight. (Fig. 52)

Our tests to evaluate the appliques included standard salt immersion and salt spray with scribed and unscribed panels. We followed changes in the surfaces as a function of salt exposure using microscopy and electrochemical impedance spectroscopy (EIS). These tests indicated outstanding conosion protection (negligible change in the surfaces) of panels coated with a vapor barrier adhered to the surface during and following completion of 2,000 hours of salt spray exposure, while significant conosion damage occurred to the painted surfaces that we used as a control for comparison. Many of the scribed test panels with these appliques over MIL-P-85582 (a chromated epoxy) primer showed little or no observable degradation of the surface or the scribe line. We also have demonstrated benefits of a paintless coating on untreated aluminum of various types to panels which were chemically or electrochemically treated, and plan to test performance of the appliques when the surface are treated with various non-chromated primers. Vapor barriers provide surface conosion benefits. It may be possible to forego primers altogether while maintaining improved conosion protection.

Davis suggests that flat material can wrinkle or tear when applied to surfaces of complex curvature because the material is insufficiently compressible or stretchable. While darts or wedge removal, like the techniques used in tailoring clothes, does permit some contouring to complex curvatures, these tailoring techniques require complicated planning and skilled labor to produce a seamless, complete, bubble-free, and wrinkleless coating. It, too, wastes material and does not deal with the unique inegularities of an actual article. That is, tailoring presumes that each article of the same nominal type will have identical surface contours. That is, the technique relies on their being essentially no variation from article to article. In reality, with hardware as complex as aircraft, each aircraft has subtle but significant differences in their surface curvature and characteristics. These subtle changes dictate individual tailoring rather than mass production. Individual tailoring, however, is too labor intensive and requires skilled technicians to perform field repairs.

If we elect to make curved appliques like Davis recommends, we make an article-by-article evaluation of the surface curvature to identify lines of constant Gaussian curvature. Otherwise, we analyze the surface curvature to design flat gores of appropriate size and shape to cover the surface (Fig. 51). This analysis is simplified to some degree if the article is designed to permit digital preassembly of solid models of the respective parts (as available for Boeing's 777 aircraft), but the curvatures can be identified as well using profilometry with conventional laser coordinate measuring apparatus, photogrammetry, or the like. Surface profiles permit identification of the actual curvature of the surface of interest rather than the theoretical curvature that the design data suggests. Profilometry likely is necessary for precise coatings. The equipment to plot the profile also is useful for the marking of lines of constant Gaussian curvature and geodesies on the surface of interest so that the respective appliques can be laid down in a "color-by- number" process. By "marking," we mean that the locale for each applique is identified. Such marking can be done with projection lights or with more traditional marking methods (chalklines, pencil, etc.)

The surface analysis allows us to decide the size and shape of applique gores needed to cover the surface of interest. It also allows us to decide which appliques will be made from flat sheetstock and which will be molded to a complex curvature. We determine the order in which we will apply the gores and can apply numbers or other instructions to the applique itself or to the transfer paper to order gores in the coating kit. Curved surfaces may dictate curved appliques or smaller, flat appliques that can accommodate the curvature. We prefer to make each applique as large in area as possible while still having the appliques be easily handled by a single worker. Large area appliques reduce part count in the kit. Our appliques are generally two - four feet wide and five - eight feet long, although the size and shape can vary depending on the shape and curvature of the surface to which the appliques are applied. One pattern of appliques is shown in Fig. 50 wherein the alphanumeric designations identify separate gores. Our appliques typically have considerable stretchiness, especially if they are thin, so they can conform to curved surfaces.

Gaussian curvature is a surface property for measuring of compound curvature. This topic is normally discussed in texts on differential geometry and is not widely known in the engineering community. The concept is best understood by considering a mathematical plane that includes the surface normal vector at a particular point on a curved surface. The curve formed by the intersection of the plane with the curved surface is known as a normal curve. If the plane is spun around the axis defined by the surface normal, an infinite family of normal curves is generated. In some particular orientation, a maximum curvature will be obtained. A surprising result from differential geometry is that a normal curve with minimum curvature occurs when the plane is turned by 90°. These two curvatures are known as principal curvatures, and can be used to describe the curvatures for other normal plane orientations via a simple formula. Each principal curvature can be expressed as the reciprocal of the local radius of curvature. The Gaussian curvature is simply the product of the two principal curvatures. Two elementary examples help to illustrate the concept. For a point on a cylindrical surface, one principal curvature is zero (that is, travel along the surface in the direction of the longitudinal axis is travel on a straight line). The Gaussian curvature is also, zero, since it is the product of the principle curvatures where one principle curvature is zero. The Gaussian curvature is also zero for all other surfaces that can be formed by bending a flat material, since these shapes can be transformed into one another.

Another simple example is a sphere. The entire surface has a Gaussian curvature equal to the inverse square of the radius. Saddle-shaped surfaces will have a negative Gaussian curvature since the centers of curvature occur on different sides of the surface. In the most general case, the Gaussian curvature will vary across a surface. A good example of the more general case is a (footballlike) prolate ellipsoid, which has its highest Gaussian curvature at its ends.

A decal or applique with a particular Gaussian curvature (GC) can be formed on a symmetrical mold such as a sphere (or symmetric saddle). Provided that it is flexible, the applique or decal will fit without wrinkling onto any other surface with the same GC, even if it is bent and asymmetric. The molded material in this case also can be applied on the actual surface in any desired orientation rather than in a particular orientation (like a jigsaw puzzle piece would require). If the material is able to stretch (or to compress), it should be suitable for covering some range of GC values. An ellipsoidal mold can be used to create transitional decals which have a gradient (i.e., a known variation in GC).

Premolded appliques can be applied to aircraft markings on complex curved surfaces and offer an alternative to painting. While valuable on commercial aircraft, appliques are especially well suited to military aircraft where there is a need to change camouflage and other low signature coverings to suit the theater of engagement. Appliques could be commercially valuable in many other areas, such as automobiles, boats, and other commercial products.

Davis describes ellipsoidal mold that has lines of constant Gaussian curvature in a symmetrical pattern running from the center to the ends. The lines are "straight" lines on the surface that extend parallel to one another in a transverse direction on the ellipsoidal mold. The lines conespond with global lines of latitude on common maps. Geodesies marked on the surface extend longitudinally in graceful curves from pole to pole analogous to lines of longitude on global maps. Davis 's appliques are centered on each constant GC line, and usually are diamond-shaped. We can use a similar plotting protocol to position our flat gores in the appropriate location and orientation.

For purposes of this discussion, a geodesic is the shortest line extending on the surface between two points. On a sphere, a geodesic would be the "great circle" connecting the two points. A geodesic has a curvature vector equal to zero and has the principal normal coincide with the surface normal.

Davis 's appliques having one nominal GC are placed along the conesponding line of constant GC while appliques having a different nominal GC are placed along their conesponding lines of constant GC. The bodies of the appliques stretch to make the transition between curvatures. The ends of an object often are covered with relatively large cup or tulip shapes. The various appliques fit together to cover the entire surface without wrinkles, gaps, or bubbles. Appliques of constant Gaussian curvature can be made on a mold and transfened to aircraft, boats, trucks, or the like by placing applique on lines of conesponding GC on the surface of interest. Other appliques are selected and placed in similar fashion to cover the entire surface. Each applique has substantially one Gaussian curvature along one characteristic, primary axis and transitional fingers or extensions of the applique extending outwardly from the primary axis. The fingers have varying Gaussian curvature because they stretch or because of their molding for placement along the geodesies.

The primary size of the appliques depends on the severity of the curvature of the surface they will cover. Smaller pieces are required if the gradient of the curvature is large, that is, where the GC changes over a short distance. Flat appliques of GC 0, of course, can be used for cylindrical solids, flat surfaces, and any other large areas of GC 0. A family of molds of differing size would supply appliques of positive GC. A similar saddle mold family provide conesponding appliques having negative GC's.

The appliques can be applied wet or dry using squeegees, mat knives, rubber rollers, wallpaper tools, and the like to place and smooth the films, can be Extracting the trapped air or water with a hypodermic syringe eliminates bubbles. Interfacing appliques usually are overlapped ^lA to Vi inch or more, but butt joints are possible. The extent of overlap is limited because of weight and cost factors but also because the appliques stick more securely to the substrate than to one another. Overlaps can be a source of peeling in flight, because of the poorer applique-to-applique adhesion.

As described in U. S. Patent 4,986,496, the appliques can include surface patterns, and might include plasticizers, extenders, antioxidants, ultraviolet light stabilizers, dyes, pigments, emissivity agents (like silicon carbide), chopped or continuous fiber reinforcement, or the like, to provide the desired color, gloss, reflectivity, or other surface characteristics. Chopped fibers can provide improved toughness and anti-static properties, for example.

Generally the pigments are metal flakes, metal oxide particles, or organometallic particles, and typically are mixtures of several types of material. Suitable aluminum flake pigments include the Aquasil BP series of pigments available form Siberline Manufacturing Co. The pigments might be glass, mica, metals (like nickel, cobalt, copper, bronze, and the like available from Novamet) or glass flake, silver coated glass flake, mica flake, or the like available from Potters Industries, Inc. These flakes typically are about 17 - 55 μm for their characteristic dimension. In some applications, ceramic pigments may be appropriate. Of course, the pigments can be mixed to provide the desired characteristics for the coating.

Titanox 2020 titanium oxide pigments are available from NL Industries. Copper oxide or iron oxide pigments are available from Fischer Scientific. NANOTEK titania, zinc oxide, or copper oxide pigments are available from Nanophase Technologies Corporation. These pigments are generally spherical with diameters in the range form about 30 nm (for the NANOTEK pigments) to micron sizes.

Prefened pigments are essentially pure metals (with suitable surface conversion coatings) having a substantially uniform thickness of about 1000 A ± 5 - 10% (i.e., 900 - 1100 A and, preferably, 950 - 1050 A). These pigments otherwise should meet the conventional specifications for paint pigments. In that regard the pigments (also called particulates or flakes) must be thick enough to provide opacity while producing minimum edge effects (scattering). A characteristic dimension, then, for either the length or width would be 20 - 100 μm, and, preferably, 30 - 50 μm. We target particulates of characteristic nominal dimensions of 50 μm x 50 μm x 1000 - 10,000 A ( i.e. 0.1 - 1 μm). Metal flakes of this general type are described in U. S. Provisional Patent Application 60/089,328, filed June 15, 1998, entitled "Method for Making Particulates of Controlled Dimensions."

Films of the pure metals of the desired thickness can be prepared by sputtering the metal onto two mil thick fluorinated ethylene propylene (FEP) sheetstock. Making this film product is done according to the conventional processing steps for making food or vacuum bagging materials. The method of the present invention removes the metal from the metallized film in two, simple and quick immersion steps. First, the metallized roll is immersed in a caustic (basic) bath for about 15 sec to loosen the metal. Then, we immerse the roll again for about 15 sec in a dilute acid solution to neutralize the base and to separate the metal. We brush the particulates from the FEP, and precipitate the particulates in the acid solution prior to filtering, rinsing, and drying.

To separate the metal from the FEP, we generally contact the metal with counter rotating cylindrical nylon bristle brushes. We sometimes use ultrasonic vibration alone or in combination with the bmshing. For brushes, we prefer 3 inch nylon bristle (0.010) diameter) spiral wound brushes available from Richards Brush Company.

For aluminum thin films, we prefer to use 7 wt % Na2Cθ3 as the base, but can use NaHCθ3, NaCθ3/NaHCθ3 mixtures, or conventional alkaline or alkaline earth hydroxides diluted to about a pH of 9.0. The acid solution preferably is 0.01 - 0.1 N acetic acid at pH 3.4 - 3.6, but could be phosphoric acid or a dilute mineral acid.

For germanium thin films, we prefer to use 2.5 N NaOH as the base with acetic acid or with ultrasonic vibration replacing the acid solution.

The base immersion takes about 15 seconds. Prior to the acid immersion, we allow the base-treated metallized film to be exposed to air for about 25 seconds. The acid immersion lasts about 15 seconds before we brush the particulates from the FEP. We tow the metallized roll through the several operations in a continuous process, as will be understood by those of ordinary skill.

We monitor the pH of the acid tank with conventional pH or ORP meters and add acid as necessary to maintain the desired pH and redox potential.

We recover the particulates from the acid bath by filtering, rinsing, and drying. We size the particulates. Then, we usually conversion coat the particulates using conventional aluminum treatments like chromic acid anodizing, phosphoric acid anodizing, alodine treating (particularly using either alodine 600 or alodine 1200); cobalt-based conversion coating as described in Boeing's U.S. Patents 5,298,092; 5,378,293; 5,411,606; 5,415,687; 5,468,307; 5,472,524; 5,487,949; and 5,551,994; or sol coating. The sol coating method creates a sol-gel film on the surface using a mixed organozirconium and organosilane sol as described in Boeing's U.S. Patents 5,849, 110 or 5,789,085.

The different treatments can impart different tint to the flakes. Alodine imparts a yellow or greenish-yellow tint. The cobalt treatments impart blue tints.

The sol coating is preferably a mixture of organometallics wherein the zirconium bonds to the aluminum flake covalently while the organic tail of the organosilane bonds with the paint binder. The anodizing treatments prepare the surface to achieve adhesion primarily by mechanical surface phenomena. The sol coating provides both mechanical adhesion (surface microroughening) and adhesion through chemical affinity, compatibility, and covalent chemical bonds.

The topcoat forms a protective film over the vapor barrier, and should be selected from suitable materials to retain the conosion protection properties of the applique system. The conosion protection performance is illustrated in Figs. 3 - 10 and 22 - 32 for our prefened vapor barrier. Even if the appliques perform only as well as standard paints and, therefore, are not optimized for eliminating conosion, the applique coating should still improve lifecycle costs and maintenance by allowing simpler coating replacement and zonal overhaul (concunent maintenance) of the aircraft in its regular depot maintenance. Engines can be overhauled, for example, on one side of the aircraft while inspection, patching, and repair of the paintless coating can proceed on the other side of the aircraft as shown in Fig. 11. Normal paint repair requires that the aircraft be isolated in a spray booth where other maintenance or inspection cannot be conducted simultaneously.

The prefened topcoat is a fluoroelastomer, especially a modified CAAPCOAT Type III or Type IV rain and thermal resistant fluoroelastomer available from the CAAP Company suitable for roll coating in the appropriate colors and with appropriate additives as previously described. The prefened vapor barrier is a fluoropolymer from 3M, especially a terpolymer derived from tetrafluoroethylene, hexafluorpropylene, and vinylidene fluoride (THV). This terpolymer is resistant to aerospace fluids, especially skydrol, and is relatively stretchy. It suffers from a tendency to gouge, has limited resistance to rain erosion, and softens at relatively low temperature. However, it is readily commercially available. Metallized thin-film vapor barriers have also shown promise as the vapor barrier, especially aluminum vapor depositions. The vapor barrier's function is to eliminate active transport of water vapor or other conosive agents to the surface. The appliques reduce leading of chromates from the underlying primer by reducing the migration of water to this surface.

The prefened adhesive is a pressure-sensitive acrylic adhesive designated as product 966 or other experimental adhesives available from 3M. The adhesive should hold the appliques on the surface during normal operation of the vehicle, but should be peelable without leaving a residue for replacement of the applique inspection of the underlying surface. It should have low eletrolytic (ion transporting) properties for the best conosion performance. Additives common used in adhesives to improve tack might degrade the conosion protection. The applique may be re-adhered to the surface is some cases, especially if the area uncovered is small.

Pigments and other additives can be incorporated into the topcoat, vapor barrier, or both. An anti-static layer generally is incorporated into the exposed surface.

Seams between appliques in lap joints or butt joints are sealed with a seal bead 400 made from topcoat applied like caulk to adhere the adjacent appliques together, as shown in Figs. 40 to 45 for lap and butt joints with flat and tapered edge appliques. Figs. 44 and 45 show sealing anangements using seam tapes. In Fig. 45, the topcoat 20 is removed so that the tape adheres to the vapor barrier 30.

A thicker vapor barrier or multiple vapor barrier layers might assist in its retaining its conosion protection integrity. Typically the vapor barrier is about 1 to 4 mils thick, and generally 3 mils. Thicker films add weight, but the appliques are still likely to be lighter than multiple paint coats that are commonly used today. The appliques initially are about the same weight to slightly heavier than an ordinary, single coat, paint-primer coating system, like MIL-C-85285 polyurethane over MIL-P-25377 epoxy primer.

The vapor barrier might include a metallized film on one or both surfaces (generally, on the surface adjacent the adhesive, if metallization is used). Such barriers appear to provide significant conosion protection, perhaps by providing a sacrificial film, but, more likely, by reducing the permeability of the organic resin film that otherwise constitutes the barrier.

The appliques have the potential to eliminate the need for chromated primers on the substrates. For example, when tested on clad 2024 T3 aluminum alloy test plaques, the appliques provided equivalent conosion protection to using both a chromated primer and a chromated conversion coating on the 2024 aluminum. Comparative results for filiform and salt spray tests are shown in Figs. 33 - 39. In all our tests, the appliques were never less than equivalent to and typically were better than paint in providing conosion protection.

We believe that the appliques can be used on most aerospace metals, including 2024, 6061, 7075, and other aluminum alloys; all titanium alloys; high strength (low carbon) steels like 4130, 4340, and 9310; nickel alloys like INCONEL 718, and magnesium alloys protected with a Dow conversion coating. Our tests have focused on 2024 and 7075 aluminum alloys that are the standard materials used in aerospace applications to assess conosion protection. In addition, the appliques can be used on composite structures. At the interface between carbon fiber-reinforced composites and metallic structure, the appliques reduce galvanic conosion by reducing access of electrolytes to the metal surfaces. That is, the appliques seal moisture and aircraft fluids away from the metals (conductors).

The substrates are clad. They can be anodized and treated with a chemical conversion coating, especially a chromated conversion coating like Alodine 600, 1000, or 1200. Our tests with nonchromated primers have shown uneven or poor conosion protection performance, but the fault lies with the nonchromated primers. We speculate that the primer in these tests is attracting and capturing conosive agents in contact with the metal surface. We sometimes achieve better results by eliminating the primer altogether.

Standard filiform conosion tests show that the conosion does not progress from its original state after the conosion is covered with an applique. This fact means that an applique over the conosion can stop minor conosion pitting.

We conducted rain erosion tests at the Univ. of Dayton for the appliques and discovered that the best edge seal was filled with chopped fibers to improve its strength and resistance to tearing. We also learned that the appliques were comparable to or far better than standard coatings. The appliques provided protection at 500 mph comparable to special rain erosion coatings in some conditions. We noticed delamination between the topcoat and vapor barrier on several test specimens. Lap joints and butt joints had comparable survivability. Tapered edges out performed flat edges. The appliques appear to provide at least the equivalent protection as paint even without adding a special erosion coating.

In patching areas, it may be desirable to create a butt joint with the vapor barrier layers while cutting back the topcoat. A thinner vapor barrier-topcoat film may fill the area over the vapor banier where the topcoat is selectively cutaway, as shown in Fig. 45. In this way, a vapor barrier bridges the gap where the adjacent vapor barriers abutt, thereby providing a continuous vapor barrier.

Edges of the appliques preferably are tapered (Figs. 40, 41, and 44) to improve aerodynamics.

Now we turn to edge seals of the present invention.

The edge seal preferably is a concentrated formulation of the topcoat from which volatile organic compounds (VOCs) have been stripped. Our goals for the edge seal are that we be able to apply it in one-step, that it stick to old primer, that it also stick to "dirty" substrates or appliques so that we can avoid special surface cleaning, and that it be tougher than the standard appliques. The edge seal should also be sufficiently thick to stay in place as a bead when applied. If the topcoat is CAAPCOAT, one formulation includes a mixture of the CAAPCOAT topcoat (stripped of the VOCs) mixed with chromated, epoxy/polyamide Mil-P-23337 primer available from Courtaulds or PRC DeSoto (or a Dexter equivalent). This edge seal also may include a CAAP curative.

A second formulation of the edge seal includes the concentrated - CAAPCOAT topcoat with an effective amount of a pigment-free Mil-P-23337 primer and, optionally, an effective amount of an anti-static filler, such as E3. The formulation with the anti-static filler provides the highest toughness.

The volatiles are removed to leave a paste-like composition that can be applied as a caulking compound. The edge seal stays in place and dries quickly to complete the sealing. Added primer provides enhanced conosion protection at the edge seal through the chromates and to increase the tack of the edge seal so that it adheres better to the appliques or the underlying substrate. We remove the pigments from the primer because they are unnecessary in this application, they compete with pigment that we include in the concentrated topcoat, and they appear to reduce toughness of the edge seal.

The anti-static filler can be any suitable material, including carbon fibers, to make the electrical conductivity of the edge seal comparable or substantially equal to that of the bulk topcoat. The anti-static filler appears to improve toughness of the edge seal. We include the additives for color, tint, etc. previously described for the topcoat in the edge seal, since the edge seal effectively becomes an extension of the topcoat upon drying.

If the topcoat is the fluoropolymer different from CAAPCOAT, the edge seal is a conesponding, concentrated fluoropolymer topcoat formulation. That is, for the edge seal, we usually match the polymer in the edge seal with that in the bulk topcoat. The edge seal is simply thickened or concentrated by removing VOCs.

We generally do not add a curative to the edge seal because we have found that it is unnecessary. Additives like a curative, however, can be included so long as the edge seal retains the properties we seek and have described. The foremost objective is to enhance adhesion between the appliques or the applique and the underlying substrate at an edge of the applique otherwise exposed to the airstream.

We have experimented also with a topcoat made from a Boeing Material Specification (BMS) 10-60 "paint" topcoat available from PRC DeSoto or Dexter. This topcoat is susceptible to cracking.

Repair of the applique coating requires cutting through the appliques, preferably without scribing the underlying substrate. To cut the appliques, we need a controlled depth, adjustable cutter. Setting the depth of cut and holding that depth is a challenge, especially when working with depths measured in mils (0.001 in). We control depth using a rolling cutter that has a follower wheel to ride on the substrate behind the cut to set the depth of cut.

Next, we present test data describing the use of our appliques as a replacement for paint in aerospace applications. Our appliques adhered over a primer perform better than paint in the same environment. They prevent conosion or stop its progress. We have yet to measure comparatively the performance of the appliques around microcracks. We begin with tests concerning conosion protection.

EXAMPLE 1

The Electrochemical Impedance Spectroscopy (EIS) system we used for our conosion tests included an EG&G Princeton Applied Research (PAR) model 273A potentiostat-galvanostat, a Schlumberger model SI 1260 impedance/gain-phase analyzer, and a personal computer. We then measured appropriate characteristics using the open circuit potential (OCP). EIS measurements applied an alternating voltage of 15 mV for non-painted and 15 and 40 mV for painted specimens, and took measurements over a frequency range of 1.6E-2 to 1.0E+5 Hz with five frequencies, evenly spaced logarithmically, per decade.

The specimens were also tested in PAR model K0235 Flat Cells that included a glass cylinder with three electrodes:

• a platinum-clad niobium screen counter

• the test specimen as the working and

• a Ag/AgCl/KCl reference electrode (in a central glass well; a Luggin probe, a capillary tube extending nearly to the specimen, is located on one side of the well).

The test area was 16 cm². The cell was filled with a fresh 5% NaCl solution for each specimen. For each run, the computer tabulates the real and imaginary components of impedance (Z' and Z" , respectively) for each frequency. From this data, we calculate other parameters indicative of conosion. Fig. 13 is a flowchart showing how we manipulate the impedance data to calculate the desired parameters. The absolute impedance, |Z| (ohms), for example, is calculated from

|Z| = V(z^* )^{2 +}(z")² and the phase shift, φ (degrees), is calculated from

. 180 _t Z" φ = arctan — . π Z'

Bode plots show |Z|-A (ohm-cm², where A is the specimen area, usually 16 cm²) versus frequency and phase shift as functions of the input frequency. We used DeltaGraph^® software to generate three-dimensional Bode plots as a function of exposure time, when appropriate.

Boukamp equivalent circuit analysis (ECA) software fits the Z' and Z" data. A five-element-circuit model (Fig. 14) is commonly used. Rj is the solution resistance, C₄ is the capacitance of the coating, and R₄ is typically called the pore resistance that represents either pinhole defects or other inhomogeneities which provide an electrical short circuit pathway through the coating to the substrate. C is the double layer capacitance, and R₂ is polarization resistance of the conosion process occurring beneath the coating, particularly at pinhole defects or other inhomogeneities. In conosion studies, the polarization resistance is inversely proportional to the conosion rate of the process; in other words, the higher the polarization ^"resistance, the lower the conosion rate.

Figure 15 shows the series-parallel (SP) circuit model we used. The R values are resistors and Q values are constant phase elements (CPE). Rl represents the solution resistance. R2 and Q2 represent the polarization resistance and the non-ideal double layer capacitance of the conosion process, respectively. R3 and Q3 represent the resistance and the non-ideal capacitance of either the conosion products or the anodization. R4 and Q4 represent the resistance and the capacitance of the primer.

The impedance of a constant phase element (CPE) is defined by

Z - ¹

^CPE Q(jω)ⁿ where Q is the CPE parameter, j = V^rϊ, ω is angular frequency, and n is the phase coefficient. Using this definition, the CPE unit is mho-sec".

• When n = 0, the CPE unit is mho, which is the inverse unit of resistance (that is, R = 1/Q).

. When 0<n<l, the CPE unit is "CPE mho" (mho-sec"), which in the SP model is interpreted as a non-ideal capacitance.

• When n = 1, the CPE unit is mho-sec (farad), which is the unit of capacitance (that is, C = Q).

To validate the SP model, we generated three cases of Bode plots using both the SP model and the five-element model using selected R and C values. For solution resistance, Ri = 30 ohm-cm². For break frequency, f₂ = (2pR₂C₂)^"' and f, = (2pR C₄)^"\ The cases are summarized in Table 1.

Table 1

Figures 16 - 21 are Bode plots using the SP and five-element models for the three validation cases. These graphs show the general conespondence between the SP model we selected and the more common five-element circuit model. In Case 1, (Fig. 16 and 17), the conosion process is nearly masked by the coating. If either the polarization resistance R₂ was lower or the coating resistance R» was greater, the conosion process would probably go undetected beneath the coating. The Bode plots from both models are essentially the same. The break frequencies, f₂ and f_t, differ by four orders of magnitude. In Case 2, (Fig. 18 and 19), the highly resistive conosion process is quite evident in the presence of the marginal coating. Again, the Bode plots from both models are essentially the same.

Only in Case 3, (Fig. 20 and 21), does a difference occur between the two models; the difference is particularly evident in the phase plot (Fig. 21). The magnitudes of the Rs and Cs are the same as the other two cases; the major difference is that the break frequencies, f2 and f4, are within an order of magnitude of each other. When break frequencies are similar, the R and C values will depend on which model is used. The probability of obtaining similar break frequencies as in Case 3 is relatively small in view of the wide range of break frequency values for the various conosion processes, conosion products, and coatings. Therefore, the SP model is essentially an equivalent for the five-element circuit model.

Along with the SP model producing similar Bode plots to the common five- element model, the SP model allows the primer, applique, topcoat, conosion products, and conosion processes to be uniquely separated into individual R and Q elements that can be easily identified, sorted, and monitored with exposure time. Further, the break frequency, fRQ, of each RiQi circuit can be monitored with exposure time. In this study, it is an integer identifying an electrical element, either 1, 2, 3, or 4. Break frequency is an important intrinsic property that is not dependent on surface area. The ^R,Qι is taken from the time constant, ^R|Qι , of the i th parallel RiQi circuit where

^,_Qi = (Ri^Qi r

When the appropriate units are substituted, the τ_{R Q} unit is

(ohm mho- sec"' )"' - sec. Since τ_R n = 7^ — and ω = 2πf, then

' ' R,Q,

1

R Q ^— T^~

^{' '} 2π(R_iQ_i )"' A generalization to be used cautiously is that the f_{R Q} in the range of 1E+1 to

1E+5 Hz is associated with the anodization, conosion products, and organic coatings such as primer; while an f_{R Q} in the range of 1E-2 to 1E+1 Hz is associated with conosion processes.

Once the CPE of the appliques and coating systems is determined from the EC A, the dielectric constant can be calculated from the following relationship: d C ε = ^■ εo where d is the thickness of the coating and εo is the permittivity of free space (8.85E- 14 farad/cm).

Fluoropolymer (FP) and polyurethane (PU) appliques were applied, respectively, to 3-in x 6-in panels of clad 2024-T3 Al that were chemical conversion coated with Alodine 600. Prior to the application, at one end of the panel, the surface was scribed with an "x"; the length of the leg from the center point of the x was 0.75 in. The FP applique was placed over the x scribe to simulate patching a damaged area: this was not done for the PU applique.

Two application methods were used to apply the fluoropolymer (FP) applique to the Alodine-treated surface. In the wet application method, the surface is lightly sprayed with water. The FP applique is then placed on the surface. The water allows the applique to be easily positioned on the surface, and is acceptable provided that care be taken to remove excess water from beneath the applique. Otherwise, trapped water will produce bubbles. The polyurethane (PU) applique, which served as a baseline, was applied using the dry application method. The appliques were placed over the entire surface including the scribe and was sealed along the edge with a fluoroelastomer to eliminate seepage of the salt solution from the edge.

Fig. 22 - 25 show Bode plots of our wet and dry appliques as a banier and as a patch over a scribe. These plots are similar to the data presented in Fig. 3 - 10. The increase in impedance (|Z|) with decreasing frequency is attributed to the electrical properties (i.e., resistance and capacitance) of the applique as a barrier coating. The negative phase of nearly 90 degrees (Figs. 23) shows the very capacitive nature of the applique. The patched scribe behaved the same as the barrier. Over the 53 days of exposure, the impedance remained essentially constant except for the slight tapering off at very low frequencies. Retention of the impedance indicates that hardly any conosion occuned under the appliques during the duration of the test. The appliques were among the best treatments available to prevent conosion.

Figs. 24 and 25 are Bode plots of our applique applied wet as a barrier and as a patch over a scribe. The method of application had no significant effect on the applique as a barrier coating to prevent conosion.

Figs. 26 and 27 are Bode plots of the polyurethane applique control applied dry. At 4 days, the impedance increase with decreasing frequency is attributed to the electrical properties of the applique. The smooth increase in impedance begins to reduce at about 10 Hz. The resistance of the coating is lower than our prefened appliques that function as a vapor barrier. Conespondingly, the negative phase also decreases much sooner. With continued immersion time, the impedance of the coating continues to decrease. A second rise in impedance is observed that is particularly evident in the phase plot. For example, at 51 days, the phase decreases to a minimum at 100 Hz, rises to a maximum, and then decreases to a minimum again. The second increase in the impedance and phase maximum is attributed to conosion beneath the polyurethane applique.

Figs. 28 - 32 show the ECA results (the derived parameters, Fig. 13) of our appliques that include the break frequency, resistance-area, constant phase element and the n parameter. In Fig.28, the break frequency for our prefened fluoropolymer applique was in the vicinity of 1E-2 whereas the break frequency of the polyurethane control was 1E+2 Hz. The break frequency for the conosion occurring beneath the coating was about 5 Hz. The lower break frequency of our prefened fluoropolymer applique is attributed to the higher resistance to conosion. Though much scatter exists in the data, the break frequencies are not significantly dependent on time.

In Fig. 29, the resistance (often called the pore resistance) of the FP applique is 1E+11 ohm-cm, which is very high for any of the organic coatings commercially available; it is also not dependent on application method. The resistance value for our applique of 1E+7 ohm-cm is more typical of the commercial organic coating systems. The better conosion resistant barrier coatings will normally have a resistance greater than 1E+7 ohm-cm. Our applique has a resistance several orders of magnitude greater than the commercial organic coating systems indicating a very good potential for conosion barrier applications. In addition, the polarization resistance of the conosion process beneath the coating is significantly high, which indicates that conosion is proceeding slowly-, if it is occurring at all.

A very small constant phase element (CPE) of IE- 10 CPE mho/cm² and "n" parameter of nearly 1.0 shown in Figs. 30 and 31 represent the capacitance of the appliques. The CPE value of 1E-6 to 1E-9 CPE mho/cm² and n parameter of 0.6 to 1.0 represents the non-ideal capacitance of the conosion process occurring beneath the polyurethane control applique. The large scatter for the polyurethane control results from the difficulty in deconvoluting the EIS data in the presence of the impedance high.

Fig. 32 plots the dielectric constant (DE) of the appliques versus time. The DE for the appliques magnitude of 2 to 3 is about the same as Teflon^®. How the appliques were applied (wet v. dry) had no significant effect on the DE. The DE of the polyurethane control applique is slightly lower than the reported values of 4 to 8. Our prefened appliques were quite stable while immersed in the salt solution over the test period.

EXAMPLE 2

We also tested the performance of our prefened appliques against a conventional, aerospace coating used for painting commercial aircraft. For a control, we used a BMS 10-60 polyurethane topcoat over a BMS 10-79 epoxy primer on 3 -inch by 6-inch 2024-T3 clad aluminum panel treated with Alodine 600, a chemical conversion coating. The coated panels were exposed to a salt spray environment in accordance with ASTM Bl 17. Periodically, the panels were removed for visual examination and EIS testing.

Figs. 46 and 47 are Bode plots of the painted coating as a function of time up to 24 days. After 5 days of salt spray exposure, the impedance increases with decreasing frequency to about 1 Hz. The increase in impedance begins to taper off. At longer exposure times, the impedance begins to taper off at higher frequencies. The barrier coating resistance decreased with exposure time.

Figs. 48 and 49 are Bode plots of our applique for 11 days of testing. The impedance increased with decreasing frequency. The impedance remained constant. The negative phase of nearly 90 degrees shows the retention of the capacitive nature of the applique. In comparison to the painted coating, the applique was significantly more resistant to the salt spray exposure, showing essentially no conosion under our appliques because the appliques are a vapor barrier.

While we have described prefened embodiments, those skilled in the art will readily recognize alterations, variations, and modifications that might be made without departing from the inventive concept. Therefore, interpret the claims liberally with the support of the full range of equivalents known to those of ordinary skill based upon this description. The examples are given to illustrate the invention and not intended to limit it. Accordingly, limit the claims only as necessary in view of the pertinent prior art.

Claims

CLAIM OR CLAIMS

We claim:

1. A conosion protection system formed with appliques to make a substantially complete, bubble-free, wrinkleless coating to a surface, comprising a plurality of appliques forming a vapor barrier over the surface to substantially reduce or to eliminate transport of water to the surface, each applique including an adhesive substantially continuously coating one face of the vapor barrier for adhering the vapor barrier to the surface, the appliques being sealed along their edges with an edge seal to interconnect the appliques.

2. The system of claim 1 further comprising a topcoat made from a fluoroelastomer or fluoropolymer topcoat over the vapor barrier, wherein the edge seal is also a fluoroelastomer made from a material conesponding to the topcoat.

3. The system of claim 1 wherein the vapor barrier is a fluorinated terpolymer derived from tetrafluoroethylene, hexafluoropropylene, and a vinylidene fluoride or a metallized polymer.

4. The system of claim 3 wherein the topcoat, edge seal, and vapor barrier are fluoropolymers and the topcoat, edge seal, or both includes anti-static additives.

5. The system of claim 2 wherein the edge seal is a concentrated formulation of the topcoat having volatile organic compounds stripped from the topcoat formulation.

6. The system of claim 5 wherein the edge seal includes a primer to improve conosion inhibition.

7. The system of claim 6 wherein the primer includes chromates.

8. Surface covered with the system 1.

9. A surface covered with the system of claim 7.

10. A coating system for replacing conventional paints on a metal or composite aerospace part or assembly, comprising:

(a) a vapor barrier made from a plurality of overlapping or abutting appliques interfacing in a predetermined area with the part or assembly;

(b) an adhesive substantially covering the predetermined area for adhering the appliques to the part, and

(c) an edge seal for interconnecting margins of the appliques wherever adjacent appliques overlap or abut.

11. The system of claim 10 further comprising, in each applique, a topcoat over the vapor barrier wherein at least one of the topcoat and the vapor barrier includes an effective amount of at least one pigment to provide at least one predetermined physical or chemical property to the system, wherein the edge seal is a concentrated formulation of the topcoat.

12. A part or assembly coated with the system of claim 10.

13. A method for replacing conventional painted coatings on metal or composite aerospace parts or assemblies with a replaceable, resealable protective covering, comprising the step of:

(a) cutting gores of a vapor barrier into a plurality of appliques suitable for covering a predetermined surface of the part; and

(b) adhering the gores to the part to cover the surface; and

(c) sealing between gores at margins where the gores overlap or abut with an edge seal to provide a continuous vapor barrier between the part and its environment. wherein the vapor barrier provides equivalent conosion protection on clad Al 2024 to a part having paint, a chromated conversion coating, and a chromated primer, and wherein the edge seal is a fluoroelastomer or fluoropolymer.

14. The method of claim 13 wherein the vapor barrier includes a topcoat made from at least one overlying organic matrix resin, the topcoat including the same fluoroelastomer or fluoropolymer as the edge seal.

15. The method of claim 14 wherein the edge seal is a concentrated formulation of the topcoat having volatile organic compounds stripped.

16. The method of 14 wherein the topcoat, vapor barrier, or both includes at least one pigment, plasticizer, extender, antioxidant, ultraviolet light stabilizer, dye, emissivity agent, fiber reinforcement, or mixture thereof.

17. The method of claim 14 wherein the topcoat and the edge seal include at least one additive selected from the group consisting of pigment, plasticizer, extender, antioxidant, ultraviolet light stabilizer, dye, emissivity agent, fiber reinforcement, or mixture thereof, edge seal having every additive that the topcoat has to provide substantially the same physical or chemical properties to the edge seal as these additives provide to the topcoat.

18. A method for sealing adjacent appliques on a substrate, comprising the step of: applying an edge seal to a seam between the adjacent appliques formed by overlapping or abutting the appliques, the edge seal binding the appliques together, the edge seal being a concentrated formulation made from a fluoroelastomer or fluoropolymer topcoat with volatile organic compounds stripped from its formulation when the topcoat is used for roll coating.

19. A method for sealing adjacent appliques on a substrate at a butt or lapjoint to achieve an essentially continuously vapor barrier from the plurality of appliques to protect the substrate, comprising the steps of:

(a) defining a seam by positioning two appliques on the substrate adjacent one another, each applique including a vapor barrier made from a polymer;

(b) applying a sealing applique having a vapor barrier over the seam to form a lap joint between the sealing applique and the positioned appliques; and

(c) sealing edges of the sealing applique with concentrated topcoat polymer to bind the sealing applique to the positioned appliques.

20. An edge seal for interconnecting appliques, comprising:

(a) a concentrated topcoat having volatile organic compounds stripped to provide a paste or caulk consistency;

(b) optionally, a primer in sufficient amount to improve the conosion inhibition character of the topcoat; and

(c) optionally, an effective amount of an anti-static filler.

21. The edge seal of claim 20 wherein the topcoat is a fluoroelastomer or a fluoropolymer.

22. The edge seal of claim 21 wherein a primer is added and wherein the primer is pigment free.

23. The edge seal of claim 20 wherein the primer includes chromates and is free of pigments.

24. An edge seal for sealing adjacent appliques, comprising:

(a) a concentrated fluoroelastomer or fluoropolymer having volatile organic compounds stripped from a roll coating formulation to provide a paste or caulk consistency suitable for application without runs or drips along a seam between appliques;

(b) a pigment-free chromated primer in sufficient amount to enhance the conosion inhibition character of the edge seal; and

(c) optionally, an effective amount of an anti-static filler.

25. An applique coating for a substrate to provide a vapor barrier, comprising: (a) overlapping or abutting appliques defining a seam and providing the vapor barrier; and

(b) an edge seal bead along the seam, wherein the edge seal provides a substantially uniform electrical conductivity to the coating.

26. A method for making an edge seal for interconnecting appliques, comprising the steps of:

(a) stripping volatiles from a roll coating formulation of a polymer to produce a paste or caulk suitable for applying as a bead without runs or drips along a seam between the appliques;

(b) optionally adding a primer to the caulk of step (a) in sufficient amount to enhance the conosion inhibition character of the edge seal; and

(c) optionally, adding an effective amount of an anti-static filler to the caulk of step (a) or step (b) in sufficient amount to provide substantially uniform electrical continuity to a surface bearing the appliques and edge seal.

27. An edge seal made by the method of claim 26.

28. An assembly comprising at least two appliques defining a seam and an edge seal of claim 27 along at least a portion of the seam.

29. A toughened, concentrated fluoroelastomer or fluoropolymer edge seal formulated to a paste or caulk consistency by removal of volatile organic compounds, the seal being adapted for applying to a seam between two appliques with a bead without runs or drips and for conespondence with a top coat on the appliques in physical, chemical, and electrical continuity characteristics.