FREQUENTLY ASKED QUESTIONS

Nuvite have recently released Skyde Clear, it has been tested by Gulfstream as the existing approved product offered very little to no protection at all. Working with Gulfstream, Nuvite developed Skyde Clear. Testing by Gulfstream showed that the Skyde Clear provided protection for 6 months, during this time only cleaning was required. Skyde Clear offeres significanly more protection and reduced costs considerably. There is a bit more information on the Nuvite website HERE.

Bed bugs can be found on aircraft, but it is relatively rare. Bed bugs are small, reddish-brown insects that feed on the blood of humans and animals. They are known to infest places where people congregate or spend extended periods of time, and this can include airplanes. Bed bugs are often associated with hotels, hostels, and other accommodations, but they can also be transported on luggage and clothing, making it possible for them to infest aircraft as well.

Aircraft are generally cleaned and inspected regularly, and airlines take measures to prevent and address bed bug infestations. However, it’s still possible for passengers to unknowingly carry bed bugs onto a plane, and these pests can hide in luggage or personal belongings.

If you suspect you have encountered bed bugs on an aircraft or in your travels, it’s important to notify the airline or relevant authorities so that appropriate action can be taken to address the issue. Travelers should also take precautions, such as inspecting hotel rooms and their luggage, to minimize the risk of bringing bed bugs home with them.

Our Bacoban for Aerospace is effective against bedbugs. Tested in a laboratory in Germany, Bacoban for Aerospace was found to have a kill rate of between 80 and 100 percent when the area was fogged with our 3% solution. The test method used was BPD BioG 005-02.

When diluting concentrated cleaning chemicals for cleaning aircraft, several main parameters should be taken into consideration. These parameters include:

Concentration: The initial concentration of the aviation approved cleaning chemical is a crucial factor when diluting it. It determines the strength and effectiveness of the solution. The concentration is typically indicated on the product label or technical datasheet.

Desired Dilution Ratio: The desired dilution ratio specifies the proportion of the concentrated cleaning chemical to be mixed with a diluent (usually water) to achieve the desired strength. For example, a dilution ratio of 1:10 means mixing one part of the concentrate with ten parts of water.

Safety Precautions: Diluting cleaning chemicals often involves handling potentially hazardous substances. It is essential to follow safety precautions such as wearing appropriate personal protective equipment (PPE), working in a well-ventilated area, and avoiding contact with skin or eyes.

Container Size: The size of the container used for dilution determines the total volume of the diluted solution. Consider the appropriate container size based on the amount of diluted solution needed and the mixing ease.

Mixing Technique: Dilution should be done using proper mixing techniques to ensure a uniform distribution of the concentrate in the diluent. This can involve stirring, shaking, or using mechanical mixing equipment, depending on the volume and characteristics of the cleaning chemical.

Water Quality: The quality of the water used for dilution can affect the performance of the cleaning solution. Hard water with high mineral content may reduce the effectiveness of some cleaning chemicals. In such cases, using distilled or demineralized water is recommended.

Storage and Labeling: Properly label the diluted solution with the product name, dilution ratio, date of preparation, and any necessary warnings. Store the diluted solution in a labeled, tightly sealed container, away from direct sunlight and heat sources.

Remember to always consult the product label and any accompanying safety data sheets (SDS) for specific instructions and recommendations provided by the manufacturer.

Yes, we have a solvent free non flammable product Lotoxane HD which is ideal for this purpose.

Companies and standards use log reductions to prove efficacy of products against a variety of bacteria, fungi and viruses. It is vital that the log reductions reduce the contaminated area to below 10 particles to ensure protection. While levels of bacteria and viruses vary depending upon locations, regularity of cleaning and surface type, sneezing and coughing releases hundreds of thousands of particles and contaminated areas can carry millions of microbes. A product can kill to:

• 3-log reducing 10,000 particles to 10 but anything above that level leaves a potential for infection
• 4-log reducing 100,000 particles to 10
• 5-log reducing 1,000,000 particles to 10
• 6-log reducing 10,000,000 particles to 10
• Typically, a minimum of 5 log is required to ensure that contaminated areas can be disinfected. Speed of effectiveness and conditions are less important than the kill rate itself as these can be dealt with on site. Nothing is more important than effective kill.

Our Aerowash is very good at softening and removing deicing fluid residue. We recoment spraying a liberal amount onto the surface, allow to soak before agitating with one of our scrub pads. This will redissolve the fluid allowing it to be easily wiped away.

The answer to this will depend on a few required outcomes. A cleaner or degreaser will remove any dirt, skydrol, dust or oil on the aircraft, this is often the first stage when cleaning an aircraft underbelly, under wings etc as these areas are usually the worst due to landing / take off when water is thrown up carrying dirt etc onto these areas. Once clean, it is often the case that a cleaner with a polymer or wax is use all over the aircraft. With the polymenrs / waxes, the surface is left with some additional protection. This can be an easy clean surface, added UV protection etc. Most importantly is that these paroducts will leave the surface smooth redusing drag. When drag is reduced, fuel consumption is reduced – fact!

No, tyre manufacturers recomend using soap and water only for cleaning, the silicones used in dressings will dry the rubber of the tyre which accelerates cracking and possible pressure leakage. Here is an extract from the Goodyear Tyre maintenance manual.

Protecting Tires From Chemicals and Exposure

Tires should be kept clean and free of contaminants such as oil, hydraulic fluids, grease, tar, and degreasing agents which have a deteriorating effect on rubber. Contaminants should be wiped off with denatured alcohol, then the tire should be washed immediately with soap and water and inspected for surface damage such as blistering or softening. When aircraft are serviced, tires should be covered with a waterproof barrier. Tire coatings or dressings: Goodyear adds antioxidants and antiozonants to the sidewall and tread to help prevent premature cracking from ozone and weather exposure. There are many products on the market that are advertised to clean tires and to improve appearance and shine. Since many of these may remove the antioxidants and antiozonants, we do not endorse any of them unless the tires are to be used for display purposes only. Aircraft tires, like other rubber products, are affected to some degree by sunlight and extremes of weather. While weather-checking does not impair performance, it can be reduced by protective covers. These covers (ideally with light color or aluminized surface to reflect sunlight) should be placed over tires when an aircraft is tied down outside. Store tires away from fluorescent lights, electric motors, battery chargers, electric welding equipment and electric generators, since they create ozone which can have a deteriorating effect on rubber.

You can view the manual HERE

No, It is physically impossible to coat an aircraft with Teflon. Teflon has to be melted on to the substrate (eg frying pan) at 700 degrees centigrage, it then cools down and adheres to the sand blasted surface. Bear in mind that not much sticks to teflon, so how does Teflon stick to paint! Here is an exert from DuPont, the manufacturer of Teflon and the company that invented it:

Although Teflon® is an exceptional product when used as intended; it provides no benefit in a wax or polish. According to G.R. Ansul of DuPont’s Car Care Products, Specialty Products Division, “The addition of a Teflon® flouropolymer resin does nothing to enhance the properties of a car wax. We have no data that indicates the use of Teflon® fluoropolymer resins is beneficial in car waxes, and we have not seen data from other people that support this position.” Manufacturers of gimmick and over-hyped products sometimes claim that their products contain Teflon®, hoping that the consumer will believe there is something special about that product. Ansul also notes that, “Unless Teflon® is applied at 700 degrees F, and using a dissolving chemical C8, it is not a viable ingredient, and is 100 percent useless in protecting the paint’s finish.” This is hot enough that your car’s paint (let alone your car) wouldn’t survive. Information resource- Grisanti, Stephen “The Truth About Teflon®”

One other very important point to remember is that Teflon is banned in many countries but only in the making of cookware. And its primary component, PFOA, has been wholly removed from cookware since 2013. Both DuPont and 3M knew about the harmful effects of using PFOA in Teflon production, but they still used it. After knowing that chemicals of Teflon are not safe for human health, many countries have banned the use of chemicals like C8 in the production of Teflon. With the UK being one of the leading countries to ban it in 2005. Other countries, such as the United States, also banned it in 2014.
Teflon might be banned from these countries, but it is still produced to this day and is still used in making some other materials such as wires, clothing, etc

The simple answer is no. Silicone, or more specifically ‘free silicone’ is a major concern for all industries including aerospace as it createsissues with adhesion and apperarance when applying coats of paint onto the surface. A typical problem faced in aviation is ‘rivet pop’ where contaminants ingress into the hole where rivets are. This caused delamination issues resulting in the applied paint ‘popping off’. Other issues which can be caused are ‘pinholes’ and ‘fisheye’ defects in the paint.

Yes, the US EPA approval is only applicable to disinfectants sold in the USA, it does not apply to the UK or European countries. Typically, an EPA approval can take 2 years or more to achieve and will cost many millions of dollars. In reality, when virus outbreaks occur, the EPA approval process can be a hinderance.

Nuvite Rid (Galley and lavatory surface cleaner/deodoriser) – Used for cleaning and deodorising galley surfaces and lavatory areas – metal, laminates and plastics.  Supplied as concentrate – dilute 1:10 parts water for use.

Nuvite C-49 (General use cleaner) – Used for cleaning all types of surfaces generally found in aircraft cabins: effective and safe for cleaning carpet, fabrics, plastics, leather, vinyls, metals and laminates.  Supplied in concentrate – dilute 1:8 with water, or dilution can be varied for spotting needs without safety problems for user or materials.

Airlines advocate using a variety of measures to improve aircraft fuel efficiency. One of the engine adjustments that can be made on non-FADEC powerplants is a variable stator vane optimum rig, which can reduce engine fuel consumption up to 0.5 percent. Airlines also “dry wash” some airplanes, which involves applying a special polishing powder to the exterior rather than washing it. It is believed that the smoothness of the dry wash finish has a positive influence on fuel consumption. Mickey Cohen, vice president of operations and engineering for AAR, said that his people always are on the lookout for maintenance issues that could affect fuel consumption. “We tell our inspectors to pay particular attention to misalignment of body panels, doors and closure panels. If a door is inset up to a quarter inch, it could function properly and there would be no airworthiness issues, but it would cause additional fuel burn because of additional drag.” Cohen said that jetliners tend to gain up to 150 pounds of weight because of accumulating moisture, dust and dirt. He suggested that operators periodically clean out the wheel wells and other nooks and crannies of airplanes. “With fuel at the price that it’s at, you look at everything you can,” he said. Achieving optimum fuel savings requires cooperation between aircraft manufacturers, airlines and MRO providers, but the efforts clearly are worthwhile. “A lot of these programs seem small,” said American’s Chealander. “But when you add them up, you can save millions of gallons [of fuel] just by being conscientious about the little things.” In 2005, American saved 84 million gallons, and this year the carrier expects to save close to 100 million. At more than $2 a gallon, those are impressive savings.

The two basic types of exterior wash services are Wet Wash and Dry Wash (Rinseless).  Often the Dry Wash process is referred to as a Wax process.  Conversely, the chemicals used in Nuvite Drywash (NuPower) programs will not form the build-up associated with wax based agents.  Additionally, the Nuvite Drywash agents will not create the static concerns of a teflon treatment or the repaint concerns of a silicone based polish.

Dry Washing is accomplished by applying the drywash compound on the aircraft surfaces (both painted and bare metal) and agitating for removal the soils as outlined in the General Cleaning procedures outlined below. This process is designed to lift the soils, oxidation and stains from the surface.  After the drywash agent is applied and agitated, it is then either hand or machine buffed from the surface.  This buffing or detailing action completes the deposition of the polish and protective agents onto the surface. Resultingly, enhancing the gloss factor while protecting the paint coating.

The Dry Wash Process is performed for six basic reasons:

1.Removal of oxidation and other stains that normal wet or waterless washing does not remove.

2. A protective coating is left on the paint surface that will retard oxidation, weather wear and re-deposition of soils.

3. Environmental concerns are relaxed where Wet Wash rinsing is prohibited.

4. Does not interfere with maintenance functions that are in process.

5. An aerodynamically clean surface creates less drag and increases fuel efficiency

6. An aircraft whose appearance is more appealing to eye of the consumer, promotes confidence in the professionalism of his chosen airline.

All of our products are technically Nano or Nanotech. The term ‘Nano’ means that the particle size is measured in Nanometers. All of our cleaners, and cleaner polish products fall into this catagory. Unfortunately many companies are misusing the term ‘Nano’ to make claims about their products which may not be true or relevant. It is unfortunately a marketing ploy to get customers to believe that their product is something special or different to other suppliers.

Standard routine procedures do not recommend the dilution of the NuPower  II, NuPol for the following reasons:

1. The effectiveness of the Ultra Violet protection barrier could be reduced significantly.
2. The ability to directly clean the more complex soils and stains will be adversely affected.
3. Drying time required for the protective barrier to satisfactorily adhere to the painted surface of the aircraft will also be increased.

Note:  However, it is acknowledged that during extremely hot and dry weather the elevated aircraft skin temperature &/or air temperature will drastically reduce the time involved in drying phase. Which may create adverse conditions for the cleaning phase by not permitting enough time for effective surface soil agitation. Hence a dilution ratio of 4/1 (Nuvite drywash to water) will affectively lengthen the cleaning time to permit proper agitation of the surface before the drying phase begins.

If the drying phase begins, it may interfere with the effectiveness of cleaning the surface for proper and uniform deposition of the protective barrier.  It is better to maintain a wet surface till all cleaning agitation is accomplished.  A wet working surface is simply maintained by additional application of drywash product.

The drying (hazing) phase in any quality drywash process is critical for proper deposition and the chemical attachment of the polish/UltraViolet protection component to the painted surface. Agitation of the surface, while the formula is wet, is used to free and encapsulate soils to control safe removal with the resulting haze.  A dust build up or particulate settling during removal of the residual haze is a result of excessive chemical application and/or improper procedural practice. Excessive application of drywash chemicals may be the result of the misguided perception that if “a little amount of chemical is cleaning good a greater amount of chemical will clean faster and easier”!! The Nuvite drywash formulas are designed to clean specific volumes of soil with specific amounts of chemicals.  It is best to remember that more chemical can be added when and if needed.  If an excessive amount of drywash chemical is used to clean a small soiled surface area – the result will be a thick build up of unused, wasted drywash material. Improper procedural steps will create the same build up effect, resulting in an inefficient, unnecessary amount of dried residual haze.  As the Nuvite training steps advise, surface agitation should be finished by feathering or thinning the surface of excess wet chemical to the next overlapping, adjoining area to be cleaned. Thus leaving behind, only a thin effective film of polish/UV protectorant to affectively attach to the underlying (cleaned and prepped) paint surface.  The potential for airborne dust particles being the result of an excessive layer of residual haze. Proper procedures will have the mopheads capturing and containing surface soils encapsulated within the residual haze being removed. Routine changing of mopheads will reduce surplus build up that can result in free dust particles. NOTE:   Mopheads should never be unloaded of residual haze by banging them on the stands or manlifts!!

Our Tek Wash performs exactly the same, it is very difficult to see the difference between the products.

All Nuvite drywash products conforms to OEM specifications, namely the Boeing D6-17487, McDonnell-Douglas CSD-1, Airbus NTO and SAE AMS-1650 for safety to acrylics, plastics, paint, metal, etc..  NuPower II is approved for direct in-house use by Boeing, McDonnell-Douglas (now Boeing), Airbus, Bombardier, Raytheon, etc. Regarding the question about the specific affect of Nuvite drywash products on radomes, the product line in the Nuvite Drywash program is based directly on the NuPower II formulation.  Since the introductory approvals, in 1980, NuPower II has been utilized by major airlines and aerospace clients without health, environmental or structural incident. To the best of our knowledge, no masking or protective action of radomes(or seals) against exposure to any of the Nuvite Drywash products has ever been required or even proven necessary. Nuvite continually forwards samples of all significant Nuvite product lines, as requested, to Boeing Materials Technology(BMT) and Scientific Material International(SMI), for updated testing and concurrence for conformance to all aircraft structural and surface certification requirements.

The affects of moisture are varying to any process associated with Drywash (waterless cleaning) process.

Fog:  A high concentration of humidity in the air will obviously retard the ability of any wet material to dry, hence increasing the amount of time for a drywash chemical to haze.  A simple increase of the area size being cleaned will allow extended drying time.  It is advised in Nuvite cleaning procedures that areas as large as forward of the wing be cleaned at one time before back tracking with personnel and equipment for the removal phase.

Condensaton:  Water collection on the crown of an overnight aircraft presents the largest problem to a drywash cleaning task.  The parameters that must be evaluated involve the amount of moisture, atmospheric air movement and surface soil conditions.  Moisture can be dealt with by:

Excess moisture may be handled through a simple wipe down to reduce the amount of water prior to drywash application, being sure to start at the top working down. Moving onto new zones before moisture reforms that will require further removal.

Relative amounts of moisture can be absorbed into the drywash chemical during the application phase but the surface will require a longer drying phase (as outlined in hot weather applications in question 5 below). Light soil cleaning performance is unaffected by dilution of Nuvite drywash formulas.

Direct application of drywash chemical can be applied to wet surfaces, agitated, then followed by a quick dry mophead wipe removal of saturated chemical on the surface. Then allowing time to dry and remove residual haze as per normal procedures.

Approved chemicals have been tested by an accredited laboratory on various aircraft substrates to ensure that no damage or corrosion is caused on an aircraft. Typical car care products contain chemicals like ammonia and sodium hydroxide to boost the cleaning power of the product. These chemicals do no harm to cars etc, however they are both very corrosive to aluminium. Corrosion on aircraft can cause an aircraft to crash resulting in possible fatalities.

Fortunately, NuShine ll’s graded system of metal polishing compounds tackles a variety of surface conditions, from heavily corroded to lightly oxidized, and on to that final, mirror-finish shine. Where you begin depends on the severity of your metal problem. For example… let’s follow the system using NuShine IIF7 for metal surfaces discolored by heavy oxidation, some corrosive pitting, and in need of scratch repair. NuShine II compounds burnish metal through a synergetic chemical/mechanical process where NuShine IIF7’s powerful abrasive formula is actioned using a circular/rotary buffer. Following the process in repetition via NUVITE’s recommended SHOULDER ZONE polishing technique, blends the edges of the corrosive pitting with the shallow angle of pit walls and scratches. With a level metal surface moisture and foreign material that perpetuate corrosion are locked out. The next polishing step calls for NuShine IIC for oxidation removal and repolish. Applied and worked similarly to NuShine IIF7, NuShine IIC will eliminate the remaining very small pits that trap black polish residue and prepare the surface for final finish with NuShine IIS, which is the key to that showroom, mirror-image shine.

No, there is no specific procedure to follow as such. The reason is that there will be different degrees of oxidation present on the aluminium. The level of oxidation on the leading edges, intakes or even if polishing Airstream Caravans will be different all the time. The degree of oxidation will dictate which product (Nuvite NuShine) to begin with. Coursed grit particles will remove deeper more extensive corrosion on the aluminium. The finer grades will reduce the swirl marks which will eventually result in the mirror finish. We have a large collection of instructional videos, downloadable guides on our website to assist you with your polishing process.

A cleaner / degreaser will clean and degrease the aircraft fuselage removing insects, oil, skydrol, pollutants, dust etc etc as you would expect from any cleaning compound. The Cleaner /polish will do the same cleaning, however it will leave behind either a wax or a polymer protective layer on the painted surface. This layer offers a number of benefits, the layer is sacrificial and will reduce damage by harmful rays from the sun which will fade paint, the surface will take longer to become dirty again and most importantly, the surface of the paint will become smoother which reduced drag and improves the fuel efficiency of the aircraft.

Quite simply, non-approved cleaning products. Different chemicals have different approvals depending on which part of the aircraft is being cleaned, ensure you use the correct chemical for the application. Additionally to this, do not clean pitot tubes, static wicks, angle of attack sensors etc. These should be kept clean by the engineers. Many years ago there was an incident where aircraft cleaners masked the holes of one of the sensors, after cleaning the tape was not removed. The instruments ended up displaying incorrect information to the pilots which resulted in the aircraft crashing. Another area be aware of are the aircraft brakes. Never spray anything into them, if hot they can crack, if cold the chemical can remain there and freeze during flight. When landing tires can be blown again resulting in an accident.

As the aircraft cabin is relatively small and cramped, viruses and bacteria will be carried on board by passengers all the time. Food and drink is consumed at the seat, multiple people use a number of limited rest room facilities. All these factors are not ideal for passengers health, it is the duty of care of airlines to ensure that passengers well being is a priority. It is important to maintain a clean exterior of the aircraft to ensure that maintenance can be carried out effectively, dirt and contaminants can cause damage to the aircraft, clean aerodynamic fuselage surfaces have shown that fuel savings can be made, and importantly it is the airline image, a clean shiny aircraft will appear to be safer than a dirty grubby aircraft.

Our Tek Wash performs exactly the same, it is very difficult to see the difference between the products.

Technically, a ‘Dry Wash’ is where the cleaning chemical is applied by various means, the surface is agitated and then the chemical with the dirt is manually removed with a cloth. Nothing lands onto the airport apron or goes into the storm water drain causing pollution. A ‘Wet Wash’ is similar, except that the chemicals and dirt are washed off the fuselage with a hose pipe of high pressure wash onto the airport apron. They then run off into storm water drains causing pollution. With the current environmental issues, Dry Washing will save many thousands of litres of water per aircraft. This runs into thousants of tons of water wasted per year! Traditional wet wash can consume 8000 litres of water per aircraft. With a Dry Wash, this is reduced to only a few litres.

The short answer is ‘No’. Physically, it is impossible to apply Teflon or PTFE onto a painted surface. If nothing sticks to Teflon, how can it stick to paint is the logical thought process. Manufacturers can add micronised Teflon into ther wax polish, the wax will hold the Teflon in place on the aircraft paint. The problem is that the longevity of this will rely totally on the quality of the wax used. Here is an excerpt from an article which may add more light to this subject:

This will depend on the hours flown by the aircraft. Regular cleaning will always be a benefit, keeping the aircraft looking new will help with maintenance, fuel efficiency and longer term resale value.

No. Windex contains ammonia which is corrosive to aluminium which is the main metal used to manufacture aircraft. Only approved products must be used. Aircraft cockpit windows have a special coating called ‘Rain-ex’ which is a hydrophobic coating repelling water during flight through rain as due to the airspeed, wipers if present, cannot be used.

Our Tek Wash is the same technology as used in XE3, for more information visit our website here.

Yes, simply use our Nuvite NuImage. Use “as is” (do not dilute) to a terry cloth towel. Dried bugs can be safely loosened by allowing them to liquefy before rubbing. Keep surface wet with material until bugs are removed. When fully dry, clean with a cotton towel or flannel cloth on polished metal.

Granitize AECI 3 X20-18 is used to apply to polished aircraft aluminium surfaces to delay oxidation on leading edges, inlets and tail surfaces. Granitize AECI 3 X20-15 is the same product, with a slightly adjusted solid content and it is applied to painted surfaces.

Yes, our Bacoban for Aerospace has been tested with live bedbugs and showed good efficacy on non-porous glazed tiles against Bed bugs, Cimex lectularius, when tested fresh, with on average 100 % mortality after 24 hours. The efficacy decreased after 10 days of ageing with on average 33 % mortality after 24 hours, 60 % after 48 hours and 87 % after 72 hours. For more information, look through the test report HERE

The cleanliness of an aircraft fuselage can indeed affect its fuel efficiency. When an aircraft is in flight, it encounters resistance from the air, known as drag. Drag can be classified into two main types: parasite drag and induced drag. Parasite drag is caused by factors such as air friction and form drag. Air friction occurs when the air molecules rub against the aircraft’s surface, and form drag is caused by the shape of the aircraft. A clean and smooth fuselage reduces parasite drag by minimizing air friction and optimizing the aerodynamic profile of the aircraft. Any dirt, grime, or roughness on the fuselage surface can disrupt the smooth flow of air over the aircraft, leading to increased parasite drag. This increased drag results in higher fuel consumption as the engines have to work harder to overcome the resistance. Studies have shown that a dirty aircraft can experience a significant increase in fuel consumption compared to a clean one. Furthermore, the accumulation of dirt and contaminants on the fuselage can also impact the performance of the wing surfaces, particularly the wings’ leading edges. These areas are critical for lift generation. Contaminants can disrupt the smooth flow of air over the wings, leading to reduced lift and increased drag, further decreasing fuel efficiency. Airlines are aware of the impact of fuselage cleanliness on fuel efficiency and, therefore, invest significant effort in keeping their aircraft clean. Regular washing and maintenance procedures are carried out to remove dirt, grime, and contaminants from the fuselage surfaces, ensuring optimal aerodynamic performance and fuel efficiency