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Recently, Kristin went to Troy, Michigan to participate in the 43rd FOCUS Annual Conference hosted by the Detroit Coating Technology Association (DSCT).
This is the largest FOCUS school to date, with 320 guests and 18 exhibitors.
In addition, there are 16 student technical posters and 6 automotive design posters from the Detroit Innovation Research Center.
This is the second consecutive year that the number of FOCUS guests has exceeded 300.
In the coming year, DSCT will have to find a larger venue for this event.
Since the conference is held in Detroit, the focus is naturally inseparable from automotive coatings.
This year's report comes from Ford Motor, General Motors, Axalta, Eastman, BASF, BYK, Dürr, Covestro, University of Kentucky and California Polytechnic State University.
The report's t questions cover color development, measuring the customer value conferred by color, the corrosion protection of car fainting, the scratch resistance and scratch resistance of car varnish, the hybrid resin for high-solid topcoat, and the innovation of car body from the inside to the outside.
Curing and so on.
Although this conference focused on automotive coatings, it also involved aerospace coatings.
Jill Seebergh, senior technician at Boeing, discussed the technology and challenges of exterior coatings for commercial aircraft fuselages.
Seebergh believes that some of the challenges encountered by aerospace coatings and automotive coatings are similar.
He shared some of the problems encountered by Boeing aircraft in painting, how these problems were overcome, and what lessons were learned in the process .
For example, in promoting the replacement of hexavalent inscriptions, the aviation industry initially took a very conservative attitude, because safety and performance are the top priorities.
If any material wants to replace the keto acid salt material, the performance must first be equivalent.
They hope this transition is natural and smooth.
After testing and research, Boeing found that the combination of standard testing and cycle testing is the best.
It is not enough to conduct outdoor exposure tests in its own area.
Global testing must be conducted.
They also gained valuable experience on how surface treatment affects corrosion performance.
Seebergh said that these may be simple for the coating experts present, but not for Boeing.
Nowadays, Boeing airplanes have been using a non-ketate material for exterior paint.Another challenge Boeing faces is their new model, the Boeing 787.
In the design of the new model, the fuselage is shifted from aluminum structure to composite material.
Since aircraft can no longer use chemical strippers, new requirements have been created for spraying (and repainting) aircraft.
Boeing has developed a selective peelable system that only removes the external topcoat and the primer remains intact, so that the fuselage composite material is protected from damage and does not require sanding.
However, in terms of the durability of the paint, Boeing has also received complaints from customers about "nail rash," (paint peeling from rivet nails), rapid gloss loss and color shift.
These problems are big for airlines.
Trouble, because color and design are an important part of the aircraft logo.
In order to solve the problem of nail rash, Boeing chose a sol-gel with better adhesion instead of the existing technology.
Moreover, they also adopted a single coating The layer is replaced by a primer/clear coating system to improve gloss and color shift.
Another problem that Boeing is currently conquering is the antifouling coating used to improve the efficiency of combustion.
To prevent insects from gathering on the fuselage, airlines can Significantly improve fuel efficiency.
By 2036, the aviation industry is expected to deliver 41,000 new aircraft.
And the industry is also committed to finding anti-icing coatings that are easy to sell and can improve brand recognition.
According to such production efficiency, automated production is impossible Lack.
At present, all the painting and corresponding preparations of Boeing aircraft are completed by manpower.
This process takes 3-10 days, depending on the type of color needed and the amount of coating required.
Source: PCT
This is the largest FOCUS school to date, with 320 guests and 18 exhibitors.
In addition, there are 16 student technical posters and 6 automotive design posters from the Detroit Innovation Research Center.
This is the second consecutive year that the number of FOCUS guests has exceeded 300.
In the coming year, DSCT will have to find a larger venue for this event.
Since the conference is held in Detroit, the focus is naturally inseparable from automotive coatings.
This year's report comes from Ford Motor, General Motors, Axalta, Eastman, BASF, BYK, Dürr, Covestro, University of Kentucky and California Polytechnic State University.
The report's t questions cover color development, measuring the customer value conferred by color, the corrosion protection of car fainting, the scratch resistance and scratch resistance of car varnish, the hybrid resin for high-solid topcoat, and the innovation of car body from the inside to the outside.
Curing and so on.
Although this conference focused on automotive coatings, it also involved aerospace coatings.
Jill Seebergh, senior technician at Boeing, discussed the technology and challenges of exterior coatings for commercial aircraft fuselages.
Seebergh believes that some of the challenges encountered by aerospace coatings and automotive coatings are similar.
He shared some of the problems encountered by Boeing aircraft in painting, how these problems were overcome, and what lessons were learned in the process .
For example, in promoting the replacement of hexavalent inscriptions, the aviation industry initially took a very conservative attitude, because safety and performance are the top priorities.
If any material wants to replace the keto acid salt material, the performance must first be equivalent.
They hope this transition is natural and smooth.
After testing and research, Boeing found that the combination of standard testing and cycle testing is the best.
It is not enough to conduct outdoor exposure tests in its own area.
Global testing must be conducted.
They also gained valuable experience on how surface treatment affects corrosion performance.
Seebergh said that these may be simple for the coating experts present, but not for Boeing.
Nowadays, Boeing airplanes have been using a non-ketate material for exterior paint.Another challenge Boeing faces is their new model, the Boeing 787.
In the design of the new model, the fuselage is shifted from aluminum structure to composite material.
Since aircraft can no longer use chemical strippers, new requirements have been created for spraying (and repainting) aircraft.
Boeing has developed a selective peelable system that only removes the external topcoat and the primer remains intact, so that the fuselage composite material is protected from damage and does not require sanding.
However, in terms of the durability of the paint, Boeing has also received complaints from customers about "nail rash," (paint peeling from rivet nails), rapid gloss loss and color shift.
These problems are big for airlines.
Trouble, because color and design are an important part of the aircraft logo.
In order to solve the problem of nail rash, Boeing chose a sol-gel with better adhesion instead of the existing technology.
Moreover, they also adopted a single coating The layer is replaced by a primer/clear coating system to improve gloss and color shift.
Another problem that Boeing is currently conquering is the antifouling coating used to improve the efficiency of combustion.
To prevent insects from gathering on the fuselage, airlines can Significantly improve fuel efficiency.
By 2036, the aviation industry is expected to deliver 41,000 new aircraft.
And the industry is also committed to finding anti-icing coatings that are easy to sell and can improve brand recognition.
According to such production efficiency, automated production is impossible Lack.
At present, all the painting and corresponding preparations of Boeing aircraft are completed by manpower.
This process takes 3-10 days, depending on the type of color needed and the amount of coating required.
Source: PCT
