Recently Approved Projects

Long-Life (Durable) Nonskid Coatings for Aircraft Carrier Flight Decks

Flight deck nonskid coatings on CVN and LHA/LHD platforms must withstand extreme service conditions, including impact, abrasion, exposure to organic fuels and lubricants, as well as, frequent cleaning.  The application of nonskid coatings requires care to achieve an acceptable level of performance.  Application errors include:

·        Insufficient depth of anchor pattern in the substrate

·        Trace organic contaminants on the surface prior to primer application

·        Excessive delay between final blast cleaning and primer application

·        Application of nonskid coatings outside the recommended environmental conditions

·        Inconsistent nonskid coating thickness.  

Nonskid coatings applied under appropriate environmental conditions over a properly prepared surface will generally meet the 12-month (Type “G”) and 10,000 trap (Type “L”) durability criteria of Mil-PRF-24667B.  Differences exist between approved nonskid coatings.  Not all QPL-approved nonskid coatings will meet the 10,000 trap durability criterion.  Even properly applied nonskid coatings will erode in areas underneath the wire in the landing area, typically within ~1,000 landings.  Eroded nonskid coatings have a small fraction of the performance of the as-applied nonskid.  Nonskid coatings are also damaged by tail-hook strikes in the landing area.  The coefficient of friction in catapult and staging areas of the flight deck is substantially degraded by the 3^rd or 4^th month of each deployment by the combination of wear and exposure to jet fuel, hydraulic fluid and engine oil.  These wear patterns are considered to be normal wear and tear by coating inspectors and managers, but may be unacceptable and perceived as a failure by end-users. 

Regardless of the perceived performance of a particular installation, approximately 80% CVN of aircraft carrier flight deck nonskid coatings are replaced following each deployment at a substantial cost in materials, time, and labor.  In some cases, nonskid repair must be performed while the ship is on deployment.  In either case, application and cure of nonskid coatings can interfere with flight operations.

The development of a nonskid system capable of lasting through multiple deployment cycles will require a technological leap; one that is not likely to occur through minor modifications of the current materials and processes. This project is undertaking two approaches in this development.

The NCMS contact is Steve Hale, 734-995-2195, steveh@ncms.org.

Laser Coating Removal for Helicopter Blade Refurbishment Phase II

The purpose of the CTMA Laser Coating Removal for Helicopter Blade Refurbishment Phase II project is to implement an automated production facility at NADEP Cherry Point to remove topcoat paint from composite helicopter blades.  Currently, manual hand sanding processes are utilized for blade stripping operations at NADEP Cherry Point.  Conventional manual stripping processes for helicopter blades at these facilities have many significant problems which could be mitigated by the implementation of an automated system.  Current helicopter blade refurbishment is a labor intensive, tedious operation characterized by high refurbishment repair costs, long repair lead times, significant HAZMAT costs and operator safety issues.  Additionally, the manual sanding process is intrinsically difficult to control – resulting in frequent costly damage to the underlying blade composite structure.

The intent of the Phase II project is to deliver an automated system for blade stripping which will remove the operator from this demanding repair environment while improving refurbishment lead times, costs and reducing scrap rates.  The primary activities within the project involve the design, integration, testing and final installation of the production laser stripping system for NADEP Cherry Point.  Development of the deliverable will involve the design, development, procurement, integration and testing of a variety of equipment and components.