• Composites Research
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• v.33 no.1
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• pp.1-6
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• 2020

Dispersion and electrical resistance (ER) properties of polyurethane (PU) type topcoat were evaluated using carbon nanotube (CNT) with different CNT weight fraction. CNT was dispersed in PU type topcoat using ultra sonication dispersion method. CNT/PU topcoat was coated on carbon fiber reinforced epoxy composite (CFRC) surface using gravity feed spraying method. Static contact angles of CFRC and CNT/PU topcoat were performed using 4 types of solvents to calculate the work of adhesion between CNT/PU topcoat and CFRC surface. Surface resistance of CNT added PU topcoat was measured to determine CNT dispersion. Adhesion property between CNT/PU topcoat and CFRC was determined via cross hatch cutting test based on ASTM D3359. The optimized condition of CNT weight fraction was found.

• Journal of Adhesion and Interface
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• v.22 no.1
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• pp.16-21
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• 2021

In the aircraft industry, anti- and de-icing are one of very important techniques for the safety. The anti-icing technique had not been studied while de-icing technique had been not only researched enough but applied to aircraft industry. In this work, surface roughness and energies of polyurethane (PU) topcoat were controlled with 3 different nanoparticles which was coated to PU topcoat. It was evaluated via static contact angle using distilled water. The adhesion property of 3 nanoparticles was evaluated directly using adhesion pull-off test. The color gamut of nanoparticle coated PU topcoat was also evaluated with 3 different nanoparticles. It was determined using RGB color degree variation between neat PU topcoat and coated nanoparticle. Finally, the optimized nanoparticle was determined to manufacture hydrophobic surface and to maintain color of neat PU topcoat for the aircraft.

• Composites Research
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• v.33 no.6
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• pp.365-370
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• 2020

The icing formation at aircraft occur problems such as increasing weight of the body, fuel efficiency reduction, drag reduction, the error of sensor, and etc. The viscosity of polyurethane (PU) topcoat was measured at 60℃ in real time to set the pre-curing time. SiO2 nanoparticles were dispersed in ethanol using ultra-sonication method. The SiO2/ethanol solution was sprayed on PU topcoat that was not cured fully with different pre-curing conditions. Surface roughness of SiO2/PU nanocomposites were measured using surface roughness tester and the surface roughness data was visualized using 3D mapping. The adhesion property between SiO2 and PU topcoat was evaluated using adhesion pull-off test. The static contact angle was measured using distilled water to evaluate the hydrophobicity. Finally, the pre-curing time of PU topcoat was optimized to exhibit the hydrophobicity of SiO2/PU topcoat.

• Corrosion Science and Technology
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• v.3 no.3
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• pp.107-111
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• 2004

Corrosion resistance of coating system consisting of zinc-rich primer (ZRP) and topcoat based on polyurethane resin with the presence of 3-aminopropyl-triethoxysilan (APS) and 2-(benzothialylthio) succinic acid (BSA) was studied by electrochemical impedance and wet adhesion. The interface metal/primer/topcoat was analyzed by scanning electronic microscopy. It was found that the presence of APS and BSA improved adhesion and barrier property of the topcoats.

• Proceedings of the Korea Concrete Institute Conference
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• 2006.05b
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• pp.517-520
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• 2006

The waterproofing of Building on the roof has been exposed more underground or the other part of waterproofing than environmental factor(solar heat, UV, salt, acid rain, wind, temperature, snow, rain, etc.) or physical factor. So it must be have a waterproofing performance and it has a special technique for the maintaining of concrete durability. Therefore, exposed waterproof layer has to protected from UV, solar heat, rain and the outside environment also, to endurance durability methods spread face plate topcoat material on the waterproof layer. But, actuality faceplate waterproof layer of topcoat materials are unbearable to UV, solar heat and moisture etc. and it doesn't have adhesion with waterproof layer in the middle. So it happens to crack, separating and heaving etc. Therefore, in the study, we will suggest that using of the exposed roof waterproof layer topcoat materials test method manage rooftop waterproof layer for the durability and the stability.

• Corrosion Science and Technology
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• v.13 no.1
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• pp.1-5
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• 2014

A low carbon steel, Fe-2.25%Cr steel (ASTM T22), and Fe-2.25%Cr-1.6%W steel (ASTM T23) were aluminized by hot dipping into molten Al baths. After hot-dipping, a thin Al-rich topcoat and a thick alloy layer formed on the surface. The topcoat consisted primarily of a thin Al layer that contained a small amount of Fe, whereas the alloy layer consisted of Al-Fe intermetallics such as $Al_5Fe_2$ and AlFe. Cr, Mo, and W in T22 and T23 steels reduced the thickness of the topcoat and the alloy layer, and flattened the reaction front of the aluminized layer, when compared to the low carbon steel.

• Composites Research
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• v.37 no.3
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• pp.204-208
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• 2024

De-icing/anti-icing fluid is essential for removing ice formation on aircraft. It chemically removes ice using organic solvents, which can cause damage to the topcoat surface in the process. In this study, glycol-based deicing/anti-icing fluid was used to remove ice, and the resulting damage to the topcoat was examined. USB microscope was used to observe the formation and growth of ice, while a confocal microscope was employed to observe the surface morphology after treatment with de-icing/anti-icing fluid. Additionally, coating thickness measurements and Fourier transform infrared (FT-IR) analysis were conducted to investigate the physical and chemical changes on the surface. The repeated application of de-icing/anti-icing fluid showed a reduction in the ice formation rate and an increase in the growth rate. Damage during the pressurization process and surface damage to the polyurethane topcoat caused by ethylene glycol were observed during the de-icing process. Although no chemical changes were detected, the analysis revealed that surface uniformity decreased, with physical damage such as cracks and undulations forming on the surface. It was confirmed that while de-icing/anti-icing fluid is effective in removing ice, it also causes surface damage.

• Corrosion Science and Technology
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• v.20 no.4
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• pp.169-174
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• 2021

In this study, performance tests, a field evaluation, and a life cycle cost (LCC) analysis for high performance coating systems were conducted to prepare a plan to reduce the cost of maintenance coating and contribute to the service life extension of steel bridges by applying high performance coatings to steel bridges that will be constructed in the future. From the deterioration models based on the field evaluation for chlorinated rubber and urethane topcoat systems, which have been applied often, the mean service lives were derived as 20.8 and 26.6 years, respectively. For the other coating systems that have not been applied in practice, the coordination factors were differentially applied with evaluation items. The most durable coating system was predicted to be thermal spray coating (TSC) primer/epoxy intermediate coat/fluoride resin topcoat, with a predicted value as long as 42.2 years. The LCC analysis indicates that partial application of high performance coating, such as TSC and fluoride resin, to specific parts vulnerable to corrosion and ultraviolet ray (UV) is more advantageous than the use of general coating systems.

• Corrosion Science and Technology
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• v.6 no.5
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• pp.261-268
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• 2007

Embedded sensors were used as an in-situcorrosion-sensing device for aircraft and vehicular structures protected by organic coatings. Results are presented changes associated with a standard Airforce aircraft coating and a standard Army vehicle coating were monitored by embedded sensors. These coatings consisted of a polyurethane topcoat and an epoxy primer, however are formulated to provide different characteristics. The ac-dc-ac testing method was used to accelerate the degradation of these coatings while being immersed in a NaCl medium. Electrochemical impedance spectroscopy and electrochemical noise measurement experiments were used to monitor the induced changes. A comparison of the results between coatings subjected to the ac-dc-ac exposure and coatings subjected to only constant immersion in the NaCl medium is presented. The results were used to demonstrate the effectiveness of the ac-dc-ac method at accelerating the degradation of an organic coating without observably changing the normal mechanism of degradation. The data highlights the different features of the coating systems and tracks them while the coating is being degraded. The aircraft coating was characterized by a high-resistant topcoat that can mask corrosion/primer degradation at the primer/substrate interface whereas the vehicle coating was characterized by a low-resistant topcoat with an effective corrosion inhibiting primer. Details of the ac-dc-ac degradation were evaluated by using an equivalent circuit to help interpret the electrochemical impedance data.

• Proceedings of the Materials Research Society of Korea Conference
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• 2007.11a
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• pp.123.1-123.1
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• 2007