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REVERSE ENGINEERING TEAM A SUMMARY REPORT

SITE VISIT USS ABRAHAM LINCOLN (CVN 72)

MAY 28 - JUNE 5 1991

TEAM MEMBERS:

GREG P I N E R : NADEP CHERRY PT. NC (TEAM LEADER)

MICHAEL L I N N : NADEP JACKSONVILLE FL. (LMTCE)

DAVID BROCK: NADEP JACKSONVILLE FL. (LMTCE)

WALTER KOEHLER 111: NAVAIRENGCEN LAKEHURST N J

ADCS(AW) DON HENDRIX: NAMO, PATUXENT RIVER MD

ATCS (AW) JOHN L I T T L E : NAMO, PATUXENT R I V E R MD

Encl (2)

INDEX .

a

k

1. Reverse Engineering Program

2. Forward

3 . Disposal Recommendations:

a. Rags

b. Empty containers

c. Paint wastes

4 . Waste Reduction Recommendations:

a. Support equipment

b. Paints and thinners

c. Engine oil

d. Hydraulic fluid

e. Coolanol

f . Aerosol cans

g . Plastic containers

Disposal and Waste Reduction Program Implementation. 5.

6. Summary:

Appendix A - Cleaning A / C prior to paint touch-up

Appendix B - SE mechanical related recommendations

REVERSE ENGINEERING PROGRAII

The Reverse Engineering Program is part of an overall NAVAIR effort to minimize the use of hazardous materials during aircraft and SE maintenance. The program is sponsored by AIR-411 through the Lead Maintenance Technology Center for the Environment (LMTCE), located at the Naval Aviation Depot, Jacksonville. The team consists of a team leader, Mr. Greg Piner, NADEP Cherry Point, other materials engineers from the LMTCE, Jacksonville, the Naval Air Engineering Center (NAEC) and two liaison Senior Chiefs from the Naval Aviation Maintenance Office (NAMO) Senior Chiefs Don Hendrix and John Little. The Navair Program manager is Mr. Mike O'Mealy, Air-41123C.

NADEP engineering team members have technical backgrounds in maintenance processes such as aircraft cleaning, painting, adhesive bonding, and plating. The mechanical engineer from NAEC, Mr. Walt Koehler has experience in SE design and maintenance. proposed NAMP change which will provide the framework for a NAVAIR Hazardous Material Control and Management (HMC&M) program for aviation maintenance.

The NAMO representatives are currently developing a

Since aircraft maintenance processes drive the generation of industrial and hazardous wastes, altering processes and materials requirements with consideration for the wastes they produce can have a major positive impact on mininization efforts. Though the team does not have Cognizant Field activity (CFA) authority to rewrite MRC requirements, they are constantly in touch with command elements that do have the responsibility so that manual requirements can be altered through proper channels.

While environmental laws could inpect the Navy's ability to accomplish their mission, much can and is being done to minimize the impact. Engineering Team to pursue concepts that will keep the NAVAIR maintenance community compliant with existing environmental while assuring aircraft reliability and, where possible, increasing the efficiency of the maintenance process which lead to increased operational readiness.

It is the intent of the LMTCE and the Reverse

laws

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FORWARD -

During the period of May 28 - June 5, the Reverse Engineering team made a site visit aboard the USS Abraham Lincoln (CVN 72). The Lincoln embarked May 2 8 from Alameda, Ca. and brought on g Squadrons from CAG 11 during May 28-29. Squadrons included:

HS-6 VAW-117 VFA-22

VA-95 VF-114 VFA-94

VAQ-135 VF-213 VS-29

The team visited corrosion control, line, phase, avionics, composite repair, power plants, hydraulics and other maintenance shops at both the squadron and AIMD levels. A l s o , the team visited with safety and ships engineering while on board. Briefs were given to AIMD MMCO, CAGMO, Ship XO, AIRBOSS and maintenance Master Chiefs regarding the purpose for and progress during the site visit.

Most of the time aboard the Lincoln was spent listening to the concerns, recommendations and thoughts of the petty officers that perform the maintenance tasks in order to find "real world11, workable solutions for reducing and disposing of hazardous waste. The cooperation, enthusiasm and professional attitudes of these men as well as the outstanding support received from squadron MOs, AIMD, CAG and the Bridge can not be overemphasized. It is apparent that the professionals aboard the USS Abraham Lincoln can and will find solutions to overcome the constraints of dealing with hazardous waste. It is hoped that the recommendations provided by the Reverse Engineering Team in this report will be of some assistance.

Note: Recommendations that are marked with an asterisk are those which could be initiated during the next 5-6 months.

The Reverse Engineering team will carry other actions to NAVAIR for completion.

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DISPOSAL RECOMMENDATIONS

A. RAGS

What to do with rags is a major issue in all work centers. -All used rags are being held as HW. The Reverse Engineering Team does not know the international laws governing disposal of materials from ships. A priority action for the team is to seek clear, specific answers to these questions from higher command. The Reverse Engineering team observed used rags in all of the following categories:

a. Rags used for general or A/C cleaning

b. Rags soiled with oils and fluids

c. Rags saturated with oils and fluids from cleaning spills

d. .Rags used for solvent wiping A/C prior to paint

* A reasonable course of action may be to wash and reuse rags that meet requirements for category a. and b., and bulk store in 55 gal drums rags that are oil saturated or solvent saturated. The work center supervisor would, through shop experience, separate the two types. Washing rags that fall into category a. and b. would be no different than presently washing soiled coveralls. Currently, used rags are double or triple bagged and tossed into a triwall. Each bag has a DOD 1348, profile sheet and MSDS attached. B u l k storage of category c. and d. rags would reduce plastic waste from double bags, reduce paper work by filling only forms for one drum rather than many plastic bags, decrease the volune of waste, and improve safety by keeping saturated rags in a closed metal container in lieu of a triwall. The Reverse Engineering Team has outlined a p r o t o t y p e process to clean A / C prior to paint without solvent wiping. T h i s would drastically reduce or eliminate category d. rags.

B. EMPTY CONTAINERS

All work centers had questions and concerns abou t disposal of empty cans. The Reverse Engineering Team observed the following:

a. Synthetic oil and hydraulic fluid cans (NIL-L-23699 and MIL-L-83282)

b. Aerosol cans of A / C cleaner and TwV-L-i300

c. Aircraft cleaner 5 gallon cans (?4IL-C-85570)

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d. Paint and solvent cans (aeroso1;and quart size)

A s with rags, a priority action for the Reverse Engineering Team will be to seek specific answers from higher command for proper disposal of empty cans.

The following comments and recommendations are offered for review:

* 1. Dedicate a 55 gal drum or plastic lined triwall for drained and crushed MIL-L-23699 and MIL-H-83282 cans. It would be the responsibility of the work center supervisor that cans be properly drained and crushed. One disposal form would be completed for each filled drum or triwall.

* 2 . The Reverse Engineering Team has outlined a prototype process to use high quality pump bottles and bulk W- L-800 and A / C cleaner. This would eliminate disposal of hundreds of aerosol cans now used for these purposes. Efforts will be made to supply bottles and NSNs for bulk materials for this prototype before the end of this cruise. Until the prototype begins, it is recommended that a triwall be dedicated for empty W-L-800 aerosol cans and empty aerosol A/C cleaner cans. One disposal form would be completed for each filled triwall.

* 3 . Cleaned empty five gallon A/C cleaner cans (MIL-C- 8 5 5 7 0 ) should not be considered hazardous and should be rinsed and reused to contain other fluids.

* 4 . Guidelines already exist for disposal of empty dried paint cans. The Reverse Engineering Team has outlined a prototype process that would drastically reduce or eliminate aerosol paint cans.

C. PAINT WASTES

A great deal of concern has been expressed by squadron personnel regarding the current approach to paint waste collection. These concerns include:

a. Potential fire hazard when storing paint and solvent waste in w c r k centers for extended periods of time (1-3 days).

. b. Potential :_re hazard when storing paint wastes in plastic baqs and triwall boxes in hangar bay three.

c. The need to conplete paperwork - profile sheets, 1348 documents for small amounts of materials.

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d. Space consumption using the curr4nt storage method. Paint and related solvent wastes are not consolidated into drums for disposal.

After discussing these problems with squadron personnel and personnel from the CAG and AIMD, are given:

t A centralized system should be developed for paint and

the following recommendations

related solvent waste disposal and storage. The system should be designed using a PAT (see section 5) comprised of members that can execute the logistics and policy necessary to implement and manage the system. Some considerations are offered regarding the features of a centralized collection system by the Reverse Engineering Team:

* Utilize two 55 gallon drums, one for water reducible primer, MIL-P-85582 and one for solvent reducible primer, MIL-P-23377, epoxy topcoats MIL-C-22750 and all other solvent reduced paints. Paint thinners such as MIL-T- 81772 and other paint related solvents such as MEK, toluene, acetone, naphtha can also be disposed of in this second drum. IT IS RECOMMENDED THAT ALCOHOLS BE DISPOSED OF INDEPENDENTLY OF PAINT WASTES.

* The responsibility for overseeing disposal of wastes into the drums and individuals manning the drums should reside with one department. site should receive hazardous waste storage/handling training.

Individuals manning the disposal

* Drums should be clearly marked with hazardous waste labels conforming to DOT requirements.

* Profile sheets and MS,DS documentation for the materials deposited into the two drums should be kept readily available at the disposal site.

* A log should be kept with the following information which is gathered each time a disposal is made into the drum: Origin (Squadron), Date, Type of Waste, Volume of Waste.

* A locking mechanism for each drum should be installed. The key should be kept by the site custodian; disposal access should be on a 24/day hour basis.

* The location of the-drums should be on a sponson to provide maximum ventilation and fire protection.

* The drums should sit on pallets located on a bermed platform. A 1-1/2 to 2 inch overflow for the berm should be provided in case of accidental drum puncture. Suggest that the overflow be plumbed over the side (if practical)

to help assure that the volume of fluid would be handled in case of drum puncture.

* As drums are filled they should be checked f o r proper labeling by supply and removed to a material store room or sponson. Storage in an area already equipped to handle flammables is recommended vice the hanger deck. This will reduce the possibility of accidental drum puncture and provide a mechanism f o r security in case of an accidental spill of the material.

WASTE REDUCTION RECOMMENDATIONS

A. SUPPORT EQUIPMENT

Based on evaluations of the support equipment shops, the following is a list of items identified.

NOTE - Recommendations regarding SE changes not effecting waste reduction are included as Appendix (B) .

1. NAEC will study use of re-cycled hydraulic fluid in support equipment jacks.

2. NAEC (code 5274) will study the requirement for NDI on aircraft slings every 52 weeks, regardless of utilization. Possible recommendation would be to visually inspect every 52 weeks and NDI every 104 weeks. This will reduce the need to strip and repaint the slings for NDI.

3. NAEC (code 5276) will study the requirement for NDI on MD-3 tow tractor wheels in accordance with SEB-406. Will recommend that this requirement be canceled immediately. This will eliminate the need to strip and repaint wheels.

* 4 . Will recommend AIMD reuse antifreeze that is drained during unscheduled or periodic maintenance. It can be reused if still within its service life and hydrometer density readings are within the specified tolerance. Recommend that antifreeze be drained into a clean container and sealed. Service the unit with the stored antifreeze from same support equipment by pouring through cheese cloth.

5. NAEC (code 5224) will study the standardization of

6 . NAEC (code 5276) will study the possible use of Mobile I or other synthetic oils for lubrication. It has been suggested by this and other AIMD, SE shops that the use of synthetic lubricants will reduce the volume of waste oil. life.

lubricants and the consolidation of greases.

Such synthetics have a significantly longer service

7 . Use of particle counters vice currently required patch test for accessing the contamination level of hydraulic fluid will be investigated. Particle counters can provide faster turnaround times for the test and do not require the use of FREON 113. Freon 1 1 3 is expensive ($40/gal) to procure and to dispose of ($20-$30/gal) and

will no longer be manufactured after the year 2 0 0 0 . Particle counters will also be investigated f o r use by AIMD hydraulics shops and llOtl level maintenance.

8. Use of a commercially available parts washer in AIMD's SE shop will be investigated. need for solvent cleaning. This equipment has the capability of separating oils and greases from the detergent on a continuous basis, utilizes only small volumes of water, and is sufficiently compact for ship board use.

Parts washers eliminate the

B. P A I N T S AND THINNERS

Hazardous waste generation due to aircraft corrosion control operations would be reduced approximately 50% by the adoption of one goal, that being to maintain good-looking, corrosion free aircraft without overpainting the entire aircraft. obtain full benefits of such a philosophy, buy in must come from the top down. radical departure from current practice; others will hardly notice the change. The following 8 specific guidelines are given:

In order t r

For some work centers this mind set will be a

* 1. USE NO AEROSOL P A I N T ON AIRCRAFT. There are two reasons:

a. Acrylic lacquers packaged in aerosol cans offer little to no corrosion protection. Physical properties such as elongation, adhesion, W light resistance, and solvent resistance are among the l o w e s t of any paint. If lacquers are applied and then painted over with MIL-C-22750 or MIL-C-85285 there is a high probability failure will occur in the lacquer causing the freshly applied coating to peel. In most cases where aerosol lacquers are used for t'smalltt touchups to save time, the corrosion treated will have to be retreated at the very next inspection period. using aerosol lacquers is therefore negated. When this cycle occurs repeatedly, corrosion which should have been stopped with one treatment requires multiple treatments, and may still persist.

A typical aerosol can contains much less than one half its volume in actual product. This means the volune of waste left by an aerosol can is at least txo tirnes the volume of useful product it once contaiced. This fact alone makes aerosol paints a very h 1q.h priced shipboard convenience item.

The perceived time savings associated with

* 2 . M I N I M I Z E THE AREA O F POLYURETHANE THAT I S O V E R P A I N T E D WITH MIL-C-22750 EPOXY. MIL,-C-85285 or MIL-C-83286 polyurethane has better elongation and W light resistance than MIL-C-22750 epoxy. Overpainting

polyurethane with epoxy causes:

a. A decrease in coating flexibility which results in increased cracks around fasteners, rivets, and high strain areas.

b. A 100% chance that the epoxy will form a white chalky film on its outermost surface due to poor W light resistance.

An increased chance corrosion will occur under the epoxy.

c.

* 3. MINIMIZE CORROSION/CEIPPED PAINT REPAIR SIZE BY HAND SANDING THE MINIMUM AREA REQUIRED. Currently, jitterbug sanders/flapbrushes are used to sand/feather damaged areas. This sander has a 3" X 5" (15 sq.in) sanding area. (0.5 sq in). results in a repair that is typically 6-10 inches in diameter. smaller sander or by hand sanding so that the repair size is roughly one inch diameter. not likely be visible from a distance of 10 feet.

A typical chip may be the size of a pencil eraser Sanding such damage with a jitterbug

The same repair could be made with either a

Such a small repair would

* 4. USE OF BRUSHES IS RECOMMENDED AS THE PREFERRED METHOD OF TOUCH UP FOR SMALL REPAIRS SANDED AS DESCRIBED IN ITEM 3. This action would support items 1-3 and directly reduce hazardous material generated by requiring less paint for a given repair and less clean up. are currently in NA-01-1A-509 chapter 7.

Procedures for this

* 5. IF PAINT MUST BE SPRAYED USE ONLY TOUCH-UP GUNS AND NOT FULL SIZE PRODUCTION GUNS. Production guns are designed to paint large areas using a fan pattern size of 6-12 inches, although pattern size can be adjusted down to a one inch spot this can be difficult to control. option is to use a touch-up gun designed to spray small patterns.

A better

* 6. UTILIZE PROTOTYPE DETERGENT WASH PROCEDURE (GIVEN AS APPENDIX A) PRIOR TO PAINTING VICE A SOLVENT WIPE. Many aircraft continually leak fluids which makes cleaning sufficiently to ensure paint adhesion difficult (especially on the hanger deck). hydraulic fluids, greases or oils will cause paint to peel. which are xaterbreak free. Minimizing repair size makes proper surface preparation prior to paint more feasible. Use of the detergent washing procedure will reduce the use of s o l v e n t s and the volume of solvent soaked rags.

Very small amounts of

Every effort should be made to paint on surfaces

AIRCRAFT THAT NEEDS CLEANING NOTOONE WHICH NEEDS PAINTING. MIL-C-85570 type 111, (gloss paint cleaner) and type IV (tactical paint cleaner) are both designed for spot cleaning severely stained areas. These detergents work best used full strength on a sponge or cleaning pad. Check NA 01-1A-509 for a N S N .

Example uses for MIL-C-85570 types I11 and IV

TYPE I11 - E2C WING AND RUDDER AREA EXHAUST RESIDUE.

TYPE IV - SH-60 STABS AND RUDDER AREAS FOR REMOVAL O F EXHAUST RESIDUE.

TYPE IV - F/A-18 HEEL MARKS ON LEX AND F-14 W A L K AREAS.

* 8. CONSOLIDATE THINNERS TO MIL-T-81772 ONLY. While moving around the hangar deck many (MEK, MIBK, MEK/TOLUENE, TOLUENE, ACETONE, NAPTHA) solvents can be observed all being used for similar purposes (thinning paint/solvent wipe/gun cleaning) consolidate to MIL-T-81772. This will minimize the items required to be tracked in inventories and help prevent squadrons going home with illegal materials.

* AIMD SE shop uses a number of aerosol cans for touchup on various aircraft support equipment. As detailed earlier, aerosol lacquers do little to protect this equipment. Areas with damaged paint should be touched up using a brush or roller. Use MIL-P-53030 to prime and top coat with MIL-C- 22750. While brush marks may be visible they will not effect fit, form, or function and will provide significantly more corrosion resistance than aerosol lacquers. In addition, the volume of.hazardous waste will be reduced.

* Squadrons continually run out of distilled water. The Reactor room, phone no. 7930, stated they could supply 15-20 gallons per day with out impacting other operations. Use this existing on board capability to:

- Reduce the number of empty 5 gallon plastic distilled water buckets on board.

- Reduce the cost of distilled water by not purchasing it from an outside source.

Recommend a point of contact be established for squadrons to obtain distilled water from ship board existing capability.

THE USE OF UNICOAT PAINT FOR AIRCRAFT AND SE TOUCH UP. The Reverse Engineering Team will investigate CAG 11 prototyping this material. This will eliminate the need for priming and paint thinning. Unicoat is a polyurethane, use of this new material

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for spraying may be prohibited. However; if painting is limited to small areas which can be brushed or rolled, the positive impact of this material on waste volumes will be significant.

USE OF AUTOMATED PAINT DISPENSING EQUIPMENT. The Reverse Engineering Team will investigate the purchase of this equipment. This action would utilize paint storage, reduce mixing time and encourage the use of reactive paints (epoxy or unicoat) vice aerosol lacquers.

C.

D.

E.

F.

ENGINE OIL

Reverse Engineering Team will outline a process to reuse MIL-L-23699 drained from engines to be used in CSD's and SE equipment. It is requested that AIMD be a test area for this process.

HYDRAULIC F L U I D

MIL-H-83282 A/C HYDRAULIC FLUID

The Reverse Engineering Team will recommend that a PALL HYDRAULIC fluid purification unit be obtained by the AIMD SE work center to recycle hydraulic fluid. These units are available in the supply system. The units filter particulates and remove water and freon, supplying a Class I fluid. The key to success of this prototype is reasonable care in transfer of MIL-H-83282 from the drained units to the purification unit. A procedure for this transfer will be a Reverse Engineering Team action. The team will also investigate the use of drained Mil-H- 83282 in lieu of W-L-800 now used for F-14 corrosion (daily) wipedown.

COOLANOL

The Reverse Engineering Team will supply information concerning a simple transfer pump that will reduce the amount of coolanol waste. This system has substantially reduced the coolanol waste at A I M D Oceana. Savings for FY 91 at AIMD Oceana have to date exceeded $20,000. (5 months)

AEROSOL CANS

* Two major uses of aerosol cans aboard ship are the line crews use cf W-L-800 for corrosion wipe down, and A/C spray clearer for spot cleaning of A/C surfaces. The Reverse Enq:neering team will recommend the prototype of bulk use Oi rhese materials along with a high quality reusable puzp spray bottle. Work centers using these materials would be issued pump bottles. Fifty-five gallon drums of W-L-800 and pre-mixed MIL-C-85570 would be located near the hanger bay and flight deck. A

dispenser on these drums would aflow easy filling of the pump bottles. Waste aerosol cans would be eliminated. cost of the material would be substantially reduced. Bulk detergent cans should be made of plastic (polyethylene) .

G . PLASTIC CONTAINERS

* The Reverse Engineering Team has noticed large numbers of general purpose cleaner plastic pump bottles disposed with plastic waste. It is recommended that this material be purchased in bulk and used to fill existing empty GP bottles.

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DISPOSAL AND WASTE REDUCTION PROGRAM IMPLEMENTATION

The use of the Total Quality Leadership (TQL) approach for implementing recommendations for waste disposal and reduction is suggested. the command visible for evaluation and provides the framework necessary to bring ideas to fruition. The following suggestions are provided for implementing the TQL approach:

The TQL approach makes ideas from all levels within

RECOMMENDATION

* USS ABRAHAM L I N C O L N request that the Naval Aviation Maintenance Office (NAMO) bring aboard their Total Quality Leadership (TQL) staff. This training will provide the tools necessary for various departments to solve their most difficult problems quickly and

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efficiently. The following is a brief summary of the benefits gained by this instruction:

An Executive Steering Committee (ESC) will be formed consisting of the commanding officer and all department heads that should meet at least monthly to discuss areas for improvement in this command.

Under the ESC is the Quality Management Board (QMB) which is made up of all the division heads. they should meet monthly as well to discuss areas for improvement in their respective areas.

As with the E S C

Under the QMB are various Process Action Teams (PAT) which-are assigned as required by the QMB. A member of the QMB will function as the PAT team leader. The PAT will consist of as many members as required from the people that are affected most by the problem to be analyzed. The team will research the areas for improvement by surveying as many people as necessary which are also affected and, through the use of analytical and problem solving tools, bring to the QMB detailed alternatives.

This type of approach will not only provide viable solutions to difficult problems areas such as those dealing with hazardous waste and handling but provide a sense of team spirit as well.;

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SUMMARY

It is the opinion of the Reverse Engineering Team that the uss ABRAHAM LINCOLN could be a model program for the Navy concerning the efficient management of shipboard HW. The goal for HW management should be to improve operational readiness while minimizing HW and environmental threats. Every work center supervisor should realize that reducing HW will make it easier to do the job at hand: producing safe, reliable, quality, aircraft ready to perform their mission. The following comments are offered for review when establishing a team for HW reduction:

* Reduction of HW is everyones job. Key departments must cooperate to reduce non-value added paperwork and handling requirements.

* A disposal and storage system for HW similar to the CAG HM storage locker should be evaluated.

* Squadrons should be encouraged to share HW minimization successes with other departments.

Respectfully submitted by:

Greq Piner David Brock

\

ichael EiRn Walter Koehler I11

*

APPENDIXA

CLEANING AIRCRAFT PRIOR TO PAINT TOUCHUP

1.

2.

3.

4 .

5.

6.

7.

8.

(PROTOTYPE)

Position a drip pan below the surfaces to be cleaned to contain any excess water or detergent.

Note: UTILIZE NA 01-1A-509 WARNINGS AND CAUTIONS WHEN USING MATERIALS OUTLINED IN THIS PROCEDURE.

If grease, coolanol or preservative are present, clean the area to be reworked and 6" beyond in all directions using Mil-C-85570 Ty I11 (gloss) or Mil-C-85570 Ty IV (tactical) and a non-abrasive pad, Mil-A-9962 (white). Remove the bulk of the detergent with a damp rag and rinse immediately with distilled water sprayed from a cup gun

Feather the paint surrounding bare metal areas and slightly beyond using 2 4 0 grit paper. dust with a clean paper towel.

Remove sanding

Using a paint cup gun, spray distilled water or tap water onto the surfaces to be painted and observed for water- break free condition. If a water-break free condition exists, the area is sufficiently clean for priming/painting. If water-break appears, wash and rinse surface IAW para 5. thru 7.

Mix MIL-C-85570 TY I or TY 11, 1:15 with tap water. This mixture may be stored for further use in closed plastic bottles. Assure proper labeling and storage.

Pour the MIL-C-85570 water mixture in a spray bottle, NSN 8125-00-488-7952 or equivalent. Spray a light film on the surface to be cleaned. Scrub the surface with a non abrasive pad, MIL-A-9962 (white) and immediately rinse with distilled water sprayed from a paint cup gun. Rinse from top to bottom using enough volume to assure detergent removal. Visually check the surface for water- breaks. If no water-breaks appear, the surface is sufficiently clean to paint. If water-breaks appear, rewash, rinse and retest the surface.

Allow surface to thoroughly dry, (no evidence of moisture). This can be accelerated by using compressed air applied through the paint gun.

Treat bare metal, prime and paint IAW NA 01-1A-509.

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. APPENDIX B

SE MECHANICAL RELATED RECOMMENDATIONS

Naval Air Engineering Center recommendations. evaluations of the support equipment shops overall SE problems. The following is a list of mechanical related items identified.

Based on

1. NAEC (code 5276) will study the steering gear box problem on the MD-3 tow tractor. Gear box becomes lose and damages the radiator if not corrected. solution would be an access panel on the left fender so ail four bolts can be tightened; a lso investigation of the type of bolts used to fasten the gear box would be appropriate.

possible copper tubing problems.

A possible

2. NAEC (code 5276) will study the MD-3 brake system SEC for

3. NAEC (code 52811) will study the MD-3 method of stocking the power steering pump, pulley and adapter. A major problem occurring on the USS ABRAHAM L I N C O L N is the long lead time to acquire the pulley and the adapter. be recortmended that all three i t e m s be stocked as one assembly.

It will

4 . NAEC (code 5 2 6 3 ) will provide the USS ABRAHAM L I N C O L N with the schematic for wiring harness for the brake lights on turbine start w i t used on the MD-3 tow tractor. The turbine start unit technical manual lists the wirina harness as a MD SM&R code which means it is to be manufactured by AIMD. AIMD needs schematic and part number or stock number for rubber connector that plugs into the brake light of turbine unit-

hose carrier. The grating is damaged to easily and when hose is taken out grating tears rubber pieces off the hose. Possible solution would be to remove grating.

5. NAEC (code 5263) will study the turbine air start unit