Transcript Document

Used in construction on new
technology aircraft and considerations
in their use
Péter Marosszéky FRAeS MIFA MAOPA (USA)
Adjunct Senior Lecturer & Research Fellow
University of New South Wales
School of Aviation
Faculty of Science
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The areas that need to be considered:
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Occupational Health and Safety
Advanced composites
Damage tolerance and assessment
Repair Assessments
Repair schemes & processes
Specialized equipment & tooling
Approved MRO’s
Training
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Risks & hazards can be controlled
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Use of MSDS data
A wide range of safety procedures
have been developed and approved
Current FAR 145.163 and EASA
Advisory Circular 65-33 requirements
High overheads & retraining
Manufacturer programs ie: Boeing’s
“Gold Care” program
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A range of advanced composites in
use on new generation aircraft
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Two primary advanced composites are in use
on the Boeing 787 and the Airbus A350XB
• Boeing have opted for the Torayca 3900series highly toughened carbon fibrereinforced epoxy prepreg – unidirectional
tape (various widths) & narrow slit tape (for
fibre replacement) and woven fabric forms
Majority of the 3900 – series made from
intermediate modulus T800S fibre.
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Boeing continued:
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The surface finishing provides resistance
against moisture and contaminant
ingress: Cytec SurfaceMaster 905.
A high-temperature bisaleimide
composite material, that allows
application & removal of paint without
compromising the integrity of the substructure
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Other primary structures
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Window frames & Engine Nacelles use
Hexcel HexMC trademarked as HexPly
AS4 carbon fibre prepreg (350°C/177°F
cure) 8552 epoxy prepreg resin (Nordam)
Wing & Trailing edge components use
Hexcel’s HexFlow RTM6 with Cytec
Surface Master 905
Some landing gear components utilize
Hexcel IM-7 fibre.
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Primary structure:
Empennage – Carbon fibre reinforced plastic
(CFRP)
• Fin leading edge – Glass fibre reinforced
plastic (GFRP)
• Radome – Quartz fibre reinforced plastic
(QRFP)
• Upper sections of fuselage – Glass reinforced
Aluminium Laminate (GLARE)
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Airbus have selected the Hexcel HEXPLY M21E Carbon fibre toughened epoxy
prepreg composite for primary structures
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Advanced composites have Significant
weight, stiffness and strength
advantages over Aluminium
Advanced composites are susceptible to
damage with greater resistance than
Aluminium
Advanced composites are susceptible to
sunlight (infra-red) exposure, however
pre-spun prepreg carbon fibre is less
affected due to the tight weave reducing
surface area of resins/catalysts
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Boeing and Airbus tests have been
validated by the ASTM
Advanced Carbon fibre in use on the 787
and A350 has been certified to allow
continued airworthiness if impact contact
does not leave a visible sign, no further
action need be taken
If damage is visible then action must be
taken in accordance with the respective
SRM (Structural Repair Manual)
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An example of the effects of damage and
subsequent fatigue propagation, tests
have shown that in tight weave carbon
fibre a breach of the structure not
exceeding 2.54cm/1.0in. Will not
propagate any further
Larger areas of damage repaired and
processed in accordance with
manufacturer specifications will have
permanent repair status.
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Airbus research and assessment (validated
by (ASTM) has shown the damage
tolerance of GLARE is significantly better
than Aluminium, however not as resistant
Carbon fibre prepreg
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Electrical and Fluid exposure damage.
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Electrical:
Advanced Carbon composites are
electrical conductors
Copper mesh is embedded in the
structure to provide for conductivity
and earth return for electrical systems
as the “earth return”
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Fluid exposure:
Coatings applied during
manufacture provide protection
against phosphate ester fluid
(Hydraulic fluids) ingress
Water and waste protection against
ingress
Corrosion is prevented by the use of
Titanium fasteners
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Considerations of damage assessment
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Area of damage
Location
Structural requirements
Type of material
Equipment and materials available
at location
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Repair must be in accordance with
manufacturers SRM
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Must consider:
Proximity to major structural
elements
Aerodynamic cleanliness especially
for RVSM and RNP factors
Repair permanency
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Portable FTIR4100 Fourier Transform InfraRed (FTIR) spectroscopy to measure the
effect of heat damage caused by lightning
strikes, fire and engine exhaust
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Olympus NDT35RDC hand held device
check for possible impact damage include
sub-surface damage
BondMaster1000e multi-mode test device
to check for disbonding & delaminations.
OmniScan MX and Epoch 1000i using two
similar ultrasonic phased array device to
detect cracks, delaminations and inclusions
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Most repairs envisaged for in-service will
be conducted in-situ, manufacturers have
designed specific repair schemes for the
range of materials & structures
MRO’s are developing processes for repair
& maintenance of advanced composites eg;
Lufthansa Technik AG has developed a
method for the semi-automated repair of
fibre composites, process uses scanning to
within 1/100th of a millimetre using optical
measurement techniques & computer
controlled milling machine to create the
bonded surface & perfectly matched precuts of individual composite layers.
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Some of these include:
The HEATCON HCS9200B Dual zone
hot bonder
• The HEATCON HCS9000B Single zone
hot bonder
• The HEATCON HCS2046-02
Phosphoric Acid Containment System
(PACS)
• A range of Composite Cutting Tools
(CCT) for accurate and damage free
machining & shaping
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Currently most MRO’s and airline MRO’s
are gearing up for regulator &
manufacturer accreditation
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OEM’s also provide after market
services for operators that do not have
access to approved organizations.
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There are a number of training
organizations that provide Advanced
Composite training in addition to OEM’s.
This type of training is referred to as
Advanced Skills training, requiring ongoing refresher training to retain
qualifications and proficiency.
A Part 145 organization must receive
training from a Part 147 training
organization.
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Thank you
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