Painting the town red, and the aircraft – Part 2

In a previous post we explored some of the aspects of the livery application and why it is an integral part of many airlines corporate branding. This time we explore the options and qualification of a new paint and the associated paint scheme

A paint system is a combination of the paint layers from a specific paint provider that creates the final livery. Each paint system and in some special cases individual paint layers, require their own verification and approval. The approval process can involve extremely technical research and testing to ensure they paint layers don’t react with each other or the underlying aircraft structure, whether that is various types or metal and composites.

Various practical testing takes place to ensure the product can withstand the environmental rigours of an operating aircraft. With temperature changes from +50°c to -50°c while at cruise altitude, adding to that the constant blasting of 500mph wind, frequently carrying contaminates like sand or ice an rain drops. Then there is the need to test the capability to withstand chemicals and mechanical processes. In cold weather aircraft often have de-icing fluids applied or there might be a hydraulic spillage, so the paint has to be resilient enough. Other testing will include an abrasion test in order to replicate the action of a brush during a normal aircraft wash process. Finally, practical testing is carried out to establish the best application process to achieve the defined finish. Each step takes significant time and money, all part of the approval of a new paint system.

In the world of aircraft paint there are a number of options available. Typically, included in the cost of an aircraft is an amount for a basic livery. A basic livery is a solid colour in a simple colour scheme. A solid colour, looks like the regular gloss paint you find in the DIY store but with all things aviation it is an advanced polyurethane product proving a simple hardwearing livery that is the choice for the vast majority of airlines. Those operators who choose to upgrade they can opt for a Mica product. This is just like choosing metallic paint on your new car. Choosing a Mica option from the catalogue does provide an amazing livery that just pops in the sunlight, a favourites for aviation photographers however it does come with negatives as discussed below:

• Increase cost – As the product is more complex it does cost more to physically make the paint. In addition, the product requires a clearcoat application to make it more resistant to operational exposure.

• Increased labour – As detail above the product requires an additional clearcoat layer resulting in a longer application process. Additionally, the paint process is more complex to apply thus taking more time to achieve optimum results.

• Increased maintenance – In service the problems outlined above continue but it is further compounded which colour matching a Mica product during repair and refurbishment as it be hard to get a perfect colour match.

The two options outlined above cover 99% of the world’s aircraft there are some specialist paint options that increase costs and application complexity. Examples of these are usually limited to bespoke VIP jets but can be seen in commercial aviation such UK airline, Virgin Atlantic Airways which uses a Nano-pigment paint technology, known as ‘Andaro’ combined with advanced mica processes to make the red and aubergine - purple of the branding to ‘pop’ like a candy ‘toffee / taffy’ apple.

Once the livery has been agreed and now it’s time to agree the colours. Just in the catalogue there is a multitude of options for white only, so once the full palette of the colour spectrum is added there is thousands of possible variations. The paint supplier will typically provide a paint sample of each final colour, one for customer and another for the aircraft manufacturer, each signed by all parties. These control samples will be used later during the application and inspection process

While every operator’s livery being different; some generic options need to be specified through the catalogue of aircraft options. You may need to specify elements such as the language of the mandatory marking or other items such as painted windows, which are blank windows that are painted a dark colour, rather than matching the fuselage colour. Take a look at the British Airways A350-1000 where the forward cabin has 30% of painted blank windows.

Once the approval and qualification process for the paint product is complete then it’s onto the overall paint scheme. While most operators apply a standard livery that allows minor changes for things such as registration markings sometimes an operator may need to customise the aircraft. These can be minor changes to apply a small sponsorship logo, like the Royal Mail logo adjacent to the fuselage registration, or possibly an alliance logo near the main boarding door. These are simple changes that are easily accommodated.

Things get much more complex, (read expensive) when the entire livery is tweaked as a one-off design. Due to the impact and cost from an OEM approval for this change many operators opt custom liveries on established aircraft within the fleet but sometimes they are applied by the manufacturer, most notably the Star Wars livery applied a few years ago to a new B787 and B777 or the Emirates A380 world expo liveries, by way of a corporate sponsorship. Such liveries can be very lucrative but the consideration needs to be made to the alignment of the brand values, reducing visibility of your own brand, although at times it can be enhanced and finally the cost to maintain and ultimately remove, if required.

Outside of these bespoke corporate branding opportunities there are also more generic ones available to be considered as part of the aircraft and engine purchase agreement. With the right airline liveries both engine and airframe manufacturers are keen to ensure they have a piece of marketing on each aircraft with the manufacturers name or logo on the aircraft and engine. This is certainly something to consider when negotiating terms for the purchase but keep in mind that certain constraints may apply. For example, one Engine manufacturer will only have their logo in very specific colours so may be a significant contrast to the overall livery and additionally you will see Boeing typically apply their aircraft name in the Boeing typeface which may clash with the operators own corporate branding, take time to look at your local airport as only a few airlines have an aircraft manufacturers name in their own type face, have you seen one?

The final flourish of any livery maybe a complex artwork, or logo that cannot be applied as part of the spray painting process. There is some amazing spray painting artists, such as the tiger nose on the TransAero B747-400, even the complex China Airlines flower on the tail is actually sprayed in by a specialist but in most cases and for operation ease, a Decal can be applied. There are usually some requirements outlined by the OEM on these to ease installation such as specific materials. You also may not be aware that most large aircraft decals have tiny pin holes in them to allow for easier application, allowing the decal to breathe, producing less bubbles during the application helping adhesion throughout its life.

One final and most important element is the mandatory and service markings. These are fairly generic but options are available within the selection process such as dual language marking. Other important considerations maybe regional requirements as certain countries require a registration on the upper wing surface and other require fuselage ‘cut in’ marks to help emergency services in an accident.

As you will appreciate it certainly pays to consult an expert in the field and it pays dividend to validate the livery through an inspection which we will cover in greater detail in a future blog.