All said that fogging an airplane with an FTFC is most inexpensively done when it's opened up and the interior is out--such as during an annual or 100-hour inspection.
I was also told that if an owner is considering painting his or her airplane that it would be wise to wait at least a year or so after the last FTFC treatment because there may be difficulties with paint adhesion.
Based on what I learned preparing this article, if your airplane is older than 15 years and it has not had an FTFC treatment in at least five years, it would be wise to seriously consider fogging it at the next annual.
The effectiveness of FTFCs has caused them to supplant virtually all other methods of corrosion prevention for aircraft owners (not manufacturers--different prevention techniques are used when assembling airplanes).
FTFCs are compounds created by clever scientists and that consist of complex molecules that have one end that attaches to metals and the other that blocks moisture and electrolytes.
FTFCs are not like previous barrier products in that they do not remain on top of existing corrosion and keep further moisture out--they penetrate through existing corrosion to the metal.
FTFCs are fogged in using high-pressure through slim application wands, which means they can reach nearly every crevice of the aircraft.
On the plus side, FTFCs often smoothen cable and control freedom as they act as a lubricant.
What's far more important for your long-term satisfaction than choosing Brand X or Y is getting a shop that has experience in applying FTFCs.
After talking to application shops, we're convinced this is due to poor application rather than something intrinsic in using FTFCs.
The thin of FTFCs means they spread out to about 3/10,000 of an inch thick.
FTFCs are fogged into the airframe in a uniform mist, settling on all the interior surfaces, and then flowing into small spaces, between skins and ribs, between lap joints and even along rivet shanks.