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WTC Composites Day2
WTC Composites Day2
y Adhesive bonding of composites is highly desired
g g
y Reduces weight
y Eliminates stress concentrations present at the sites of
fasteners
y Reduces part count
Boeing 787 made
from 50%
composites by
weight
Basic Types of Repair Validation and Analysis
Basic Types of Repair, Validation and Analysis
Background
Non Structural Repairs
Structural Repairs
Drivers that Determine the Type of Repair
SRM Repair Types
Design for Durability, Maintainability, and
Repairability
Basic Types of Repair
Basic Types of Repair
BACKGROUND
p j g g q
y Repair has the objective of restoring the damaged structure to a required
capability in terms of strength, stiffness, functional performance, safety, service
bl f h ff f l f f
life, and cosmetic appearance.
y Repair begins only after the extent of the damage has been established by
cognizant personnel using appropriate inspection methods and damage
assessment.
assessment
y Ideally, the repair will return the structure to original capability and appearance.
y To start the repair process the structural makeup of the component must be
known and the appropriate design criteria should be selected from the
considerations
y Continuity in load transfer is re‐established in a damaged part by attaching new
material by bolting or bonding thus bridging the gap or reinforcing the
weakened portion.
y Repair is in reality a joint where a load is transferred from the parent material
p y j p
into and out of the patch.
y Repair design criteria, part configuration, and the logistic requirements will
dictate whether the repair should be bolted or bonded
Nonstructural Repairs
Non‐Patch Repair Procedures for Minor Damage
Procedure Application
Speedtape Temporary sealing, stop H20 ingress
Sealing Seal Honey Comb Panels
Potting or Skin Damage to Honeycomb Panels
Filling Core Replacement in Honeycomb
Panels
Fastener Hole Elongation
Resin Connected Small Voids
j
Injection Small Delaminations
Small Debonds
Sealing Example Repair
Sealing‐Example Repair
Repair of Composite Faced Structures Containing Tears, Cracks, or Surface
Defects.
1. Mask off an area approximately three inches
larger on all sides than the area to be repaired.
l ll id th th t b i d
2. Remove paint and/or raised or rough surface by
sanding with 100 grit sandpaper followed by 400
grit sandpaper.
3. Clean the surface with a trichloroethane or
other solvent dampened clean white cotton
cloth.
4. Cut two pieces of glass cloth so that the first will
overlay the damaged area by one inch on all
sides and the second will be one inch larger on
all sides than the first.
5. Mix an appropriate amount of the laminating
adhesive (See Table 2‐l), and impregnate the
pieces of glass cloth.
6. Apply the two layers of impregnated glass cloth
so that the first ply is centered over the damaged
area and the second ply overlaps the first on all
d th d l l th fi t ll
sides by one inch.
7. Cover the repair with a vacuum bag, apply
pressure, and cure in accordance with the
manufacturer’s instructions.
8. Remove the bag and sand to obtain a feather,
smooth the surface, paint as required.
Basic Types of Repair
Resin Injection
Resin Injection
Repair of composite faced structure containing edge voids
Ref: Handbook of Adhesive Bonded Structural Repair
Resin Injection
Resin Injection
Resin injection used to fill minor damage and seal delaminations
j g
Ref: Care and Repair of Advanced Composites
Bolted Repair
Structural Repairs
Structural Repairs
When repair action is required to restore strength and stiffness
Bolted Repairs
External
Internal
Bonded Repairs
Honeycomb
L i
Laminate
Patch
Scarf
Step
Bolted Repair
Damaged ATR 72 carbon outer wingbox. Repaired carbon spar (bolted repair)
Carbon front spar and wing skins before wing skins replaced
Bolted Patch Repairs
Bolted Patch Repairs
yThe behavior of composites in bolted joints differs considerably
from what occurs with metals.
yThe brittle nature of composites necessitates more detailed
analysis to quantify the level of various stress peaks as stress
concentrations dictate part static strength to a larger extent than in
t ti di t t t t ti t th t l t t th i
metals (no local yielding).
yComposite joint design is more sensitive to edge distances and
hole spacings than metal joint designs.
yLow through‐the‐thickness composite laminate strength has led
to specialized fasteners for composites and eliminated the use of
rivets.
Bolted Patch Repairs
Bolted Patch Repairs
For mechanically fastened joints in metal structures, local yielding,
which has the effect of eliminating stress peaks as the load
increases, can usually be depended on; such joints can be designed
, y p ; j g
to some extent by the "P over A" approach, i.e., by assuming that
the load is evenly distributed over load bearing sections so that the
total load (the P ) divided by the available area (the A )
total load (the "P") divided by the available area (the "A")
represents the stress that controls the strength of the joint.
IIn organic matrix composites, such a stress reduction effect is
i i i h d i ff i
realized only to a minor extent, and stress peaks predicted to occur
by elastic stress analysis have to be accounted for, especially for
onetime monotonic loading.
i i l di
Bolted Patch Repairs
Bolted Patch Repairs
Restore load path removed by damage
g g
Minimize changes to original load distribution
Level of recovery of operating strain by repair dependent
on stiffness of laminate
iff f l i
The Load, P, transmitted by joint is function:
The Load P transmitted by joint is function:
allowable or design strain (often 4000 microstrain)
modulus in primary loading direction
laminate thickness
Bolted Patch Repairs
Bolted Patch Repairs
Applications:
yThick laminates (t>3mm)
Stress requirements for external patches exceed capabilities of adhesives
yComplex Depot level repairs
complexity of repair and/or extensive material removal precludes
bonded scarf joints
Types:
yExternal ‐ most common, easiest
yInternal
Internal ‐ (fill damage hole with resin filler)
yCombined (external and internal)
yLoad transferred by compression (bearing) on the faces of the holes passing
through the joint members by shear. In composites, high clamping forces can
damage laminate and/or be relaxed in service therefore load transfer through
g g
f i i i l d d i d i l l i
friction not included in design calculations.
Bolted Repairs
Bolted Repairs
Bolted repairs
External Path
Internal Patch
Single lap joint
Two patches, external/internal to a double lap joint.
Load transferred through the fasteners and the patch
by shear forces
Two‐patch repair transfer load eccentricity is
minimized, but it is heavier. Access?
Disadvantages of bolted repairs
‐ new holes created in the parent structure weaken
the structure by creating stress concentrations that
become damage initiation sites.
become damage initiation sites
‐Possibility of Galvanic corrosion between composite
and Metal
‐Ti, Stainless steel or Monel required
‐Aerodynamics
Bolted Repairs Blind Side Holes
Bolted Repairs‐ Blind Side Holes
Source: Composite Materials for Aircraft Structures, 2nd Edition, Baker
.1 Bolted Repairs ‐Arrangement of Fasteners
Ref: Care and Repair of Advanced Composites
Bolted Repairs ‐Arrangement of Fasteners
Bolted Repair
‐Titanium
Monel
‐Monel
‐Stainless
Galvanic Corrosion between Aluminum and Carbon has
G l i C i b Al i d C b h
effectively eliminated Al fasteners for composite repair.
Also full bearing capacity of Carbon fiber/epoxy composite
may exceed that of Al fasteners
Bolted Repair
For Composite Repairs Fastener Design is Different than for Metals:
ff h f l
1. Composites do not support installation stresses of formed fasteners
‐ No rivets or blind fasteners with bulbed tails
Can cause surface damage (digging‐in to composite)
And/or subsurface damage ( matrix cracking
2. Two piece fasteners and blind fastener preferred
3. Lower through thickness strength needs to be accounted for:
L th h thi k t th d t b t d f
“Pull Thru Strength”
‐Increase the bearing area of fastener heads and tails‐reduce axial
stress against laminate when fastener subjected to tension loading
‐Tension heads 100 degree counter sunk preferred over shear heads
‐Projected area is greater‐improves pull through and delamination
4. Close tolerance desirable, but no interference fit fasteners
‐potential delamination of plies at fastener holes
potential delamination of plies at fastener holes
Bolted Repair
Patch Materials
Patch Materials
Aluminum
y Fiberglass scrim to prevent corrosion
Titanium
St l
Steel
Pre‐cured Composite
y Carbon fiber‐epoxy
y Fiber glass‐epoxy
Fiber glass epoxy
For Highly loaded components – Ti and C fiber composite preferred
For High strain structure coupled with fatigue‐
g p g C fiber composite
p
preferred
Material, shape and thickness of patch influences loading of fasteners
and bearing stresses in patch
Bolted Repair
Special Considerations
Special Considerations
Thin laminates
‐Low pull through
‐Small bearing area
G
Generally, no sandwich structure repairs with bolted patches
ll d i h t t i ith b lt d t h
Fatigue performance‐ Generally good compared to metal joints
Damage mechanism in fatigue usually hole elongation with
net section failure for static residual strength test
Other Comments ????
Typical Bolted Repair Procedure
Typical Bolted Repair Procedure
1) Patch Preparation and Pilot Drilling Holes
y Cut, from and shape patch
y Follow SRM for hole size and pattern, drill types
y Pilot holes 4 d from existing fastener, minimum 2.5 d edge distance
2)) Laying out the Hole Pattern on Parent Skin and Pilot Drilling Skin
L i h H l P P Ski d Pil D illi Ski
Holes
y Locate and mark principle load direction
y Mark edges of patch for alignment
3) Transfer of Holes in Skin if Patch Covers Existing Holes
4) Drilling/Reaming of Patch and Skin
y Composite skins should be backed‐up to prevent splitting
5) Patch and Skin Fastener Installation
y Wet fasteners with sealant before insertion
6) Sealing of Repair
y Mask around repair leaving small gap and fill gap with sealant
M k d i l i ll d fill i h l
2 Bonded Repair of Laminates
.2 Bonded Repair of Laminates
Lap Joint ‐ External Patch
2 Bonded Repair Laminates
.2 Bonded Repair ‐
2 Bonded Repair Laminates
.2 Bonded Repair ‐
2 Bonded Repair Sandwich Structures
.2 Bonded Repair ‐ Sandwich Structures
Repair of Composite‐Faced Structures
Containing Minor Core Damage
Containing Minor Core Damage
Bonded Repair
Bonded Repair
Because inspection of bonded repairs is difficult, bonded repairs,
as contrasted with bolted repairs, require a higher commitment to
quality control, better trained personnel, and cleanliness.
The four major activities to effect a bonded repair consist of:
y patch and parent surface preparation
y adhesive application
y bagging
y curing
Each of these activities may be different for the type of bonded
repair being attempted, materials used, and the part being
repaired.
p
Repair Design Considerations (cont)
Repair Design Considerations (cont)
Repair Design Consideration
Drivers that Determine the Type of Repair
D i th t D t i th T f R i
Allowable Damage Limits
Bonded or Bolted
Access to One Side or Access to Both Sides
Aerodynamic Smoothness
Repair Proximity Limitations
Repair Classification
Repair Design Recommendations
SRM Repair Types
Design for Durability, Maintainability, and
Repairability
Drivers that Determine the Type of Repair
Drivers that Determine the Type of Repair
Location Drivers:
Location of the damaged part – on the airplane or off of the
airplane, on the exterior of the airplane or in the interior of the
i l h i f h i l i h i i f h
airplane, access to both sides of the part or access to only one side,
in a confined area
Proximity Drivers:
Proximity of the damaged part – to temperature sensitive materials
(sealant coatings alloys etc) to volatile materials to electrical
(sealant, coatings, alloys, etc), to volatile materials, to electrical
components, to mechanical components, to heat sinks, to existing
repairs, to existing damages
Facilities Drivers:
Facilities available to the damaged part – equipment (hot bonders,
ovens, autoclaves, non‐destructive inspection), skilled personnel,
t l
tools, power, protection from weather
t ti f th
Drivers that Determine the Type of Repair
(cont )
(cont.)
Repair Material Drivers:
Industry standard repair materials, Material availability, import/export
laws, hazardous material controls, material handling requirements,
bolted or bonded, wet lay up or prepreg, cure temperature, engineering
bolted or bonded, wet lay‐up or prepreg, cure temperature, engineering
data
Part Configuration Drivers:
Geometry, flange/edgeband widths, removable part of built‐in structure,
heat sinks
Component Specific Drivers:
Balanced control surfaces (weight of repair from hinge‐line can impact re‐
balancing …. flutter prevention), electrical transmission efficiency (nose
radomes …. repair design must minimize impact to radar), aerodynamic
criticality
iti lit
3. Allowable Damage Limits
The definition of an allowable damage limit (ADL) is the damage size that reduces the
strength to the design ultimate strength
ADLs are used by aircraft operators to determine whether or not an aircraft can continue
operation without immediate repair. They provide operators the quickest determination
method for structural damage and the best option to avoid disrupting revenue flight
operations (refer Sections 1 6 and 1 8)
operations (refer Sections 1.6 and 1.8).
ADLs are defined in the Structural Repair Manual (SRM) for most parts that are subject
to damage
3. Allowable Damage Limits (cont.)
For a given part, ADLs are provided for each expected damage type (e.g. scratches, holes,
delaminations, dents, …… refer Section 1.4 for a complete list). The OEM uses a combination
of analysis, test, and service history to derive the ADLs. As stress levels vary across a part,
zones are defined for the part and ADLs provided for each zone to ensure they are maximized.
During day to day operation of an aircraft, visual indication of damage is the only trigger for
closer inspection. Specialist NDI personnel and equipment are not readily available in a Line
Maintenance environment so that closer inspection is limited to visual inspection (and
potentially tap test for thin skin honeycomb parts). So during part design, the OEM must
ensure that any in‐service damage that potentially reduces the strength to the design ultimate
strength must be readily detected visually by a person walking around the airplane under
g y y y p g p
normal lighting conditions.
If by close visual inspection (and maybe tap test) the damage is determined to exceed the
ADL then the damage usually requires inspection by specialist NDI personnel causing flight
ADL, then the damage usually requires inspection by specialist NDI personnel causing flight
are delays or more usually cancellations
3 Bonded Repair or Bolted Repair
3. Bonded Repair or Bolted Repair
When should I provide a bonded repair and when a bolted repair
?
Advantages / Disadvantages of Bonded Repairs
Advantages / Disadvantages of Bonded Repairs
Advantages of Bonded Repairs
Enables joining of thin sheets ‐ minimal stress concentrations
Aerodynamically smooth
Aerodynamically smooth ‐ repaired area has few irregularities
Aesthetically good ‐ looks like new when painted
Minimal weight increase ‐ structurally efficient
Control of joint and repair stiffness
Disadvantages of Bonded Repairs
Surface preparation is critical ‐ sometimes difficult
Processing and material storage is environmentally sensitive ‐
g g y temperature, time,
p , ,
humidity
Requires specialist personnel
Non‐Destructive Inspection required ‐ cost: skill, equipment, time, availability
Sometimes severely size restricted ‐ sometimes requirement imposed for residual
Sometimes severely size restricted
limit load capability
Difficult to visually locate ‐ recurring inspections, repair spacing
Design to carry shear only ‐ bonded joints are weak in tension
D d
Deep damages require removal of a lot of undamaged parent material ‐
i l f l t f d d t t i l scarf joint
f j i t
Must elevate repair area to a uniform temperature ‐ beware of heat sinks
3 Heat Sinks
3. Heat Sinks
Repair area needs uniform
temperature during cure
Areas of low thermal mass
A f l h l
heat up quickly
• Areas of high thermal mass
heat up more slowly
• May be able to alleviate heat
sink by adding insulation
and/or an additional heat
source local to high thermal
mass area
Advantages / Disadvantages of Bolted Repairs
Advantages / Disadvantages of Bolted Repairs
Advantages of Bolted Repairs
Skills and processes similar to repair of metal structure
Materials, equipment and skills more readily available
Good confidence in process
Design both shear and tension joints
Opportunity to save considerable time with non‐flush patch
Disadvantages of Bolted Repairs
Difficult to design repairs for sandwich structure (not recommended practice) –
environmental deterioration, core crush
Difficult to design repairs for thin sheets – bearing stresses
Dissimilar material – potential for thermal stresses, stiffness and strength
mismatches, environmental deterioration
g
Increase in weight – less structurally efficient
y
Aerodynamic smoothness more likely to be compromised – even for “flush” repair
designs
Edge distances required – even greater than bolted repairs in metal structure
Drilled holes through complete thickness regardless of damage depth – if repair is
not permanent then could create further work later if permanent bonded repair is
desired
Bonded Repair or Bolted Repair Summary
Bonded Repair or Bolted Repair ‐
Both bonded repairs and bolted repairs have their use
For any given structural part, the respective advantages of both bonded and
bolted repairs can be used to optimize repairs for differing scenarios
y Full thickness damage vs partial depth damage
y During manufacture vs In In‐service
service
y Line Maintenance vs Base Maintenance
y Permanent vs temporary
y Solid laminate vs sandwich
In‐service repairs contained in the SRM typically have both bonded repairs and
bolted repairs for solid laminate structure. Sandwich structure usually only has
bonded repairs
Bolted repairs are unlikely to be performed to the exterior of the airplane during
manufacture due to customer sensitivity. Refer section 1.7 regards customer
y 7 g
sensitive items and the Significant Rework Log
3 Access to One Side vs Access to Both Sides
.3 Access to One Side vs. Access to Both Sides
When should I provide a repair than needs access to one side of the part
and when should I provide a repair that needs access to both sides ?
Advantages / Disadvantages of Access to One
Side Only
Side Only
External Surface
Advantages of Single Side Access
Physical access to both surfaces not required
(avoid time consuming removal of avionics,
lavatories etc to gain internal surface access)
May be the only option to perform a repair in‐
situ
External Surface
Relatively quick and simple to perform repair
Disadvantages of Single Side Access
Bolted repairs are very visible when performed
on exterior of airplane
External Surface
Inspection of blind fastener heads more difficult
Increased drag and noise
Potential for damaging unseen items located on
the inside surface of the skin (e.g. wiring, sound
deadening tiles )
deadening tiles, …)
Often less structurally efficient
Bonded Repair of Full‐Thickness Damage
Need to create back‐up surface to support repair
plies and form vacuum seal
p p p
•Elliptical shaped non‐structural patch inserted
through elliptical hole in laminate
•Bonded to far side with paste adhesive, held in
p
place during cure with improvised spring
g p p g
•Seal hole in patch, lay‐up of repair can
commence
Single lap joint is not as structurally efficient as scarf joint
Bonded Repair of Thick Sandwich Panels
If access is to one side only, the temperature gradient through thickness can be
a problem
•If repair materials have a similar
cure temperature to the material of
h i l f
manufacture there is danger that
the surface of the part will be heat
da aged a d d sbo ded. S ou d
damaged and disbonded. Should
add insulation under heat blanket
and monitor surface part surface
temperature
•If bondline is more than one inch
from heater blanket then
temperature gradient is very severe
and may not reach cure
temperature
•Need to specify low temperature If access to one side
cure materials for core plug only
l
installation that can also survive
repair ply cure
Advantages / Disadvantages of Access to Both
Sides
Advantages of Requiring Access to Both Sides
Best option for providing bolted repairs that are
flush and hence minimize visual, drag, and noise
impacts
Not limited to blind fasteners
Usually most structurally efficient
For composite parts, if a scarf joint or stepped lap
joint is performed on both the internal and external
surfaces then the overall diameter of the repair can
be significantly reduced
Disadvantages of Requiring Access to Both Sides
Gaining physical access to both surfaces can be very
G i i h i l b h f b
time consuming that can require removal of
avionics, lavatories, interior structure etc
Gaining physical access to both surfaces may
G i i h i l t b th f
require cutting additional holes in the structure
thus increasing the size of the area that needs
repair
Access to One Side vs Access to Both Sides ‐
Summary
Both types of repairs have their use
y Minimize disassembly necessary to effect repairs.
y All human factors should be considered when evaluating repair and inspection
access.
access
In‐service repairs contained in the SRM typically provide repairs that require one‐sided
access for most of the exterior of the airplane to minimize repair time. If these repairs are
time‐limited or interim then permanent repair options must also be provided (which may
require access to both sides but at least there is the opportunity to schedule the extra
i t b th id b t t l t th i th t it t h d l th t
downtime at a later date).
If the one‐sided access repairs are not flush with the exterior surface then the SRM typically
provides a flush repair option also (which may require access to both sides but at least there
p p p ( y q
is the opportunity to schedule the extra downtime at a later date).
h h d l h d l d )
All bolted repairs to external surfaces inevitably have access issues as the tail of the fastener
will be on the interior surface. However, a bonded repair is straightforward to perform with
just access to one side (when the damage does not extend through the full thickness of the
just access to one side (when the damage does not extend through the full‐thickness of the
part). So consideration of one side access verses access to both sides inevitably also involves
consideration of whether the repairs are bolted or bonded.
Bolted repairs are unlikely to be performed to the exterior of the airplane during
manufacture due to customer sensitivity Refer section 1 7 regards customer sensitive items
manufacture due to customer sensitivity. Refer section 1.7 regards customer sensitive items
and the Significant Rework Log.
Aerodynamic Smoothness
Aerodynamic Smoothness
Aerodynamic smoothness requirements are derived from:
Flight Safety
y Extra Critical – forward of static pressure ports and angle of attack sensors
y Critical – areas requiring a high level of smoothness e.g. all leading edges
Flight Economics
y Non‐critical ‐ Minimize drag and noise
For flight safety items, the following needs to be considered when assessing ADLs during
For flight safety items the following needs to be considered when assessing ADLs during
airplane design:
y Effect of the damage surface on aerodynamics
y Effect of any additional contour deviations under to flight loads due to potential
change in stiffness
Extra critical, critical, and non‐critical areas must be defined in the Structural Repair
Manual
Smoothness can be achieved by
y Edge chamfering protruding edges
y Shaving fastener heads
y Shim
y Sweep fair, gap filling
y Omit overlay ply(s) if appropriate
Repair Proximity Limitations
Repair Proximity Limitations
Overlapping repairs and repairs within repairs are generally not permitted
SRM typically defines minimum spacing requirements between repairs and sometimes between
repairs and stress risers such as allowable damages and attach fastener holes where critical
If damage occurs at the site of an existing bonded repair, or within the minimum spacing
requirements then the original repair can be removed and replaced with a larger repair that also
requirements, then the original repair can be removed and replaced with a larger repair that also
incorporates the new damage site
In areas that are highly structurally critical (e.g. adjacent to highly loaded attach fittings) the SRM
may define zones where repair is not permitted using SRM OEM will design a repair on demand
may define zones where repair is not permitted using SRM. OEM will design a repair on‐demand
for a specific damage incident. Increased airplane downtime so should avoid defining no repair
zones wherever possible.
Repair Classification
Repair Classification
Major Repair
y A major repair, as defined in 14 CFR 1.1, is a repair that, if improperly done, might
appreciably affect weight, balance, structural strength, performance, powerplant
i bl ff t i ht b l t t l t th f l t
operation, flight characteristics, or other qualities affecting airworthiness; or that
is not done according to accepted practices or cannot be done by elementary
operations
y The responsibility for determining whether a repair is major or minor rests with
airplane operators, repair stations and holders of an inspection or maintenance
authorization
y Classification of a repair as major or minor is not a 14 CFR 25 requirement. Boeing
role is to provide approved data so that the operator or repair station can show
compliance to 14 CFR 121.379 or 145.201
y Repair must be done in accordance with data approved by the FAA (for US
certified civil aircraft) or by the Type Certificate holder or EASA (for European
certified civil aircraft)
Minor Repair
y Any repair other than a major repair !
Permanent (Category A) Repair
Permanent repairs are repairs which meet all regulatory
requirements and for which existing inspections are adequate to
ensure continued airworthiness (inspection schedule is the
same as the original structure).
y Existing inspections include, but are not limited to, inspections required by the
g p p q y
M i
Maintenance Planning Document, Maintenance Manuals, Service Bulletins, Airworthiness
Pl i D M i M l S i B ll i Ai hi
Directives, the SRM, or an operator’s inspection or maintenance program
The term Category A applies when the repair has been evaluated
and analyzed for damage tolerance capability
Interim (Category B) Repair
Interim repairs are repairs which meet all regulatory
requirements but require supplemental or different inspections
beyond a specified inspection threshold to ensure continued
airworthiness.
y Provided that the repair does not exhibit any signs of deterioration or degradation at the
specified inspection intervals it can remain on the aircraft indefinitely
The term Category B applies when the repair has been evaluated
and analyzed for damage tolerance capability
Time‐limited (Category C) Repair
y Time‐limited repairs are repairs which meet regulatory ultimate strength
requirements (14 CFR 25.301, 303, 305 and 307) but may lack the durability
needed to allow the repair to remain on the aircraft indefinitely.
d d t ll th i t i th i ft i d fi it l
y Time‐limited repairs allow the continued operation of an aircraft until the
repair can be replaced or reworked during scheduled maintenance.
The SRM contains time limits for up to a maximum of 24 months duration
The SRM contains time limits for up to a maximum of 24 months duration
from the date of repair installation. In addition to the time limit, a flight
cycle based limit can also be imposed
y Time‐limited repairs must be replaced with a permanent or interim repair or
reworked to a permanent or interim condition within a specified time
y Periodic inspection requirements may be imposed to ensure the integrity of
the repair
y Regulatory agencies can approve a time‐limited repair for more than 24
months, or a purely cycle based time‐limited repair
y The term Category C applies when the repair has been evaluated and
analyzed for damage tolerance capability
analyzed for damage tolerance capability
Repair Design Recommendations
Repair Design Recommendations
Reference reading:
“Care and Repair of Advanced Composites” 2nd edition
Core Repair Design
Sections 17.3.3
Bonded Joint Repair Design
Sections 17.4.7 and 17.4.8
Bolted Joint Repair Design
Sections 17.5.12 and 17.5.14
75 75 4
SRM Repair Types
B d d R i
Bonded Repairs
Categorized by Material System
• Wet Lay‐Up
Wet Lay Up
• Prepreg
• Pre Cured Doubler
Pre‐Cured Doubler
Categorized by Joint Configuration
• Stepped Lap Joint
pp pJ
• Scarf Joint
• Single Lap Joint
Bolted Repairs
• Hardpoint
• 100% Load Transfer
SRM Repair Types:
Material System Wet Lay‐Up Repairs
Material System ‐ Wet Lay Up Repairs
Low Temperature Wet Lay‐up (less than 150F cure)
• p g
Not used for structural repair designs
• Much lower durability and strength (especially hot/wet capability)
than original material of manufacture.
• Oft
Often considered “cosmetic”
id d “ ti ”
Moderate Temperature Wet Lay‐up (200/230F cure)
• Preferred repair system by operators
• Generally lower strength, stiffness and durability than original
material of manufacture
• Fabric form limits suitability for tape dominate structure repair
SRM Repair Types:
Material System Prepreg Repairs
Material System ‐ Prepreg Repairs
Low Temperature Prepreg (200F cure)
y Limited number of repair materials available, not yet common place in
SRM
y CACRC developing ‘industry standard’ material spec and processing
Moderate Temperature Prepreg (250F cure)
y Helps prevent “blown facesheets” on 350F cure honeycomb
components
y Lower strength (hot/wet capability) when used on 350F cure
components
p g (35
High Temperature Prepreg
g p (350F cure))
y Highest combination of durability, strength and stiffness
y More difficult to achieve proper cure in‐situ
y Preferred by OEMs on 350F cure components
SRM Repair Types: Material System ‐ Pre‐Cured
Doubler Repairs
Pre‐Cured Doubler Repairs
y Traditionally limited to repairing lightly loaded parts such as
floor panels and cowls
y Becoming more widespread in both military and civil aircraft
due to speed of repair but only applicable to flat and gently
curved surfaces
y Good process control for doubler as it is cured in advance –
usually using an autoclave
y Bondline thickness is critical to strength, can be controlled by
methods such as
y Adhesive characteristics
y Adhesive application method
y Glass beads
y S i l th
Scrim cloth
Stepped Lap Joint
Each ply in the laminate is removed sequentially in decreasing diameter so that an
exposed area of each ply remains for the corresponding repair ply to overlap. The
size of the overlap varies widely in different SRMs due to historical availability of
test data. Stepped lap joints take a long time to make and can be impossible in
some materials due to difficulty of identify the interface between plies.
REPAIR
PLIES
STEP SANDED FACE
REPAIR
PLIES
Repair plies are laid‐up starting with the smallest repair ply and ending with the
largest
SRM Repair Types: Joint Configuration – Scarf
Scarf Joint
Scarf Joint
The joint face is sanded to a constant taper ratio (different OEMs use
different taper ratios but are typically between 20:1 and 50:1).
Thickness of laminate and predominant nature of loading (tension or
Thickness of laminate and predominant nature of loading (tension or
compression) impact the optimal taper ratio, however, OEMs usually
simplify things and base all their repairs upon a single taper ratio. It is
not possible to make scarf joints in aramid plies as the surface will
become fuzzy Scarf joints are relatively quick and simple to produce
become fuzzy. Scarf joints are relatively quick and simple to produce.
TAPER SANDED FACE
REPAIR
PLIES
Repair plies are usually laid‐up starting with the smallest repair ply
and ending with the largest. However, at least one OEM also allows
operators to reverse the ply sizes (though the largest ply is still the last
operators to reverse the ply sizes (though the largest ply is still the last
one laid‐up)
REPAIR
PLIES
SRM Repair Types: Joint Configuration – Single
Lap Joint
Lap Joint
Surface is merely cleaned and lightly abraded prior to laying‐up the repair. If
uncured plies are laid‐up (prepreg or wet‐lay‐up) this is known as an overlay
repair. When completed this repair is not flush and is clearly visible so is generally
i Wh l d hi i i fl h d i l l i ibl i ll
not preformed on exterior surfaces of the aircraft. Single lap joints are also used
when repairing through punctures to sandwich panels when only single sided
access is available and also when pre‐cured doublers are used. Single lap shear
p g p
joints are not as structurally efficient as scarf joints or step joints
Single Lap Joint
SRM Repair Types: Bolted Repairs
p yp p
AC 20‐107A Composite Airplane Structure: 7. Proof of
7 p p 7
Structure – Fatigue/Damage Tolerance (4) ( )
…inspection intervals should be established as part of the
maintenance
program In selecting such intervals the residual strength level
program. In selecting such intervals the residual strength level
associated with the assumed damages should be considered.
In addition to the following slides I recommend reading:
“Care and Repair of Advanced Composites” 2nd edition
Section 17.1.3, Repair Philosophy and Design Requirements
(Note: The definition of CDT given on page 503 is incorrect, the correct definition is given on slide 39 of
this class material)
Items to Consider in Defining Damage and
Defect Threats
Defect Threats
• Impact damage resistance • Product size/damage
location
• Manufacturing mistakes
M f t i i t k – Structural design detail
• Growth potential (including • Design criteria
synergistic relations with fluid Damage detection and
• Damage detection and
ingression & environments) characterization methods
– Environmental effects • Production quality control
– Production technician
– High temperature zones training
– Fluid resistance • Repair quality control
• Repair mistakes
R i i k – Maintenance technician
M i h i i
training
• UV & lightning protection
– Inspector training
• Discrete source threats • Operations awareness
Applying the FAA Requirements
Applying the FAA Requirements
Applying the FAA Requirements
Applying the FAA Requirements
Category 1 Damage
Barely Visible Impact
Damage (BVID), minor
environmental degradation,
manufacturing defects, minor
service damage
Assume damage is never
detected during life of aircraft
Retain ultimate load and
reliable service life
NDI & C
NDI & Compliance check
li h k
Applying the FAA Requirements
Applying the FAA Requirements
Category 2 Damage
Visible Impact Damage (VID)
( )
and major environmental
degradation
Demonstrate reliable inspection
and define intervals
R i Li i L d
Retain Limit Load capability
bili
Demonstrate no or minor growth
p g
under repeated loading
(inspection interval)
Applying the FAA Requirements
Applying the FAA Requirements
Category 3 Damage
p y
Retain Limit Load capability
Define Critical Damage
Threshold (CDT). CDT is the
damage size that reduces the
residual strength to the
design limit strength
Demonstrate quick detection
D i k d i
capability
Applying the FAA Requirements
Applying the FAA Requirements
Category 4 Damage
Damage in flight from events that
are obvious to flight crew (rotor
b
burst, bird‐strike, lightning)
bi d ik li h i )
Defined discrete‐source events
Retain “Get Home” capability
Applying the FAA Requirements
Applying the FAA Requirements
Applying the FAA Requirements Summary
Applying the FAA Requirements ‐
Drilling Procedures
Drilling/Machining Metals
y Titanium can be no more difficult to machine than other materials
y Titanium’s reputation for being difficult to machine, in many ways,
undeserved
y Done properly ( right approach, the right tools and the right
parameters), it machines as easy as other materials
y Compared to steel, titanium alloys offer several advantages
y Density is half that of steel, so parts weigh roughly half as much as steel
parts
y Strength exceeds steel's with twice the elasticity; this makes them ideal
for applications that require flexible materials that don't crack or
rupture
y Titanium's work hardening rate is less than stainless steels
y Titanium requires low shearing forces and is not notch sensitive
y Titanium alloys resist corrosion better than the best stainless steels
y Like steel, titanium alloys are widely available to the industrial market
, y y
Drilling Procedures
Drilling/Machining Metals (Titanium)
( )
Classified as difficult to machine due to its physical
properties
y Most titanium alloys are poor thermal conductors
y p
y Heat generated during cutting doesn't dissipate through the part, but
tends to concentrate in the cutting area. High temperatures; 2000 deg. F
in some cases
y Dull cutting edges occur; these dull edges generate even more heat,
further shortening tool life. Cutting temperatures can get so high that
chips sometimes burst into flames.
y Titanium ‐ strong alloying or chemical reactivity with material in the cutting tools
y This causes rapid destruction of the cutting tool
y Titanium alloys' elasticity modulus makes it difficult to machine.
y Under cutting pressures, the "springy" materials move away from the tool
d h " " l f h l
y Consequently, the cutting edges rub rather than cut, particularly when
making light cuts. The rubbing process generates more heat,
compounding problems caused by poor thermal conductivity unless
heavy cuts are maintained or proper back‐up is employed
Drilling Procedures
Drilling/Machining Metals (Titanium)
y Lack of static metal mass built‐up ahead of cutting tool
y A high shearing angle is formed, this causes
y A thin chip to contact a relatively small area on the cutting tool face
A thi hi t t t l ti l ll th tti t l f
and results in high bearing loads per unit area. The high bearing
force combined with the friction developed by the chip as it rushes
over the bearing area results in a great increase in heat on a very
localized portion of the cutting tool
y High bearing forces and heat produces a cratering action to the cutting edge
y Results in rapid tool breakdown
y Titanium alloys tend to work harden during the normal cutting process
y If the wrong tool is applied. Instead of cutting the part, the wrong
f h l l d d f h h
tool "pushes" it, straining the alloy. As the material moves away from
the cutting edge it deforms plastically rather than elastically. Plastic
deformation increases the material's strength and, unfortunately, its
hardness at the point of cut. As the alloy reaches a higher level of
hardness ‐ at the point of cut As the alloy reaches a higher level of
hardness and strength, cutting speeds that were appropriate at the
start of the cut become excessive, and the tool wears dramatically.
y Titanium alloys can be machined successfully
y If you use the right approach, right tools and right parameters
If you use the right approach right tools and right parameters
Drilling Procedures
Illustration from UW/Ramulu
Metal Cutting Process
Drilling Procedures
Drilling/Machining Metals (Titanium)
y Basic rules:
y Use low cutting speeds
y A change of 20 surface feet per minute to 160 surface feet per
A h f f f t i t t 6 f f t
minute using carbide tools results in a temperature change from
800 to 1700 F
y Maintain high feed rates.
y Temperature is not affected by feed rate as much as by speed, and the
highest feed rates consistent with good machining should be used
y Use the right amount of cutting fluid.
y Use sharp tools and replace them at the first sign of wear. Tool failure
occurs quickly after a small initial amount of wear.
y Never stop feeding tool; allowing a tool to dwell in moving contact causes
work hardening and causes seizing and tool breakage
Drilling Procedures
Drilling Equations
sfm = [Pi] x Cutter Dia. (in.) x rpm x 1 (ft.) / 12 (in.) Where
These simplified formulas can also be used: [Pi] = Pi (3.14159)
sfm = 0.26 x Cutter Diameter x rpm sfm = surface feet per minute
Or rpm = revolutions per minute
p p
rpm = 3.82 x sfm / Cutter Diameter
Illustration from Cooper Tools/UW‐Ramulu
Drilling Procedures
Drilling/Machining Metals (Titanium)
ll h l ( )
Key elements
y Applying the proper tools and operating at the correct cutting parameters
y Different Ti alloys are machined differently; users must be able to identify the alloy to be
cut
y Titanium alloys in four groups, classified by their alloying elements and microstructures
Ti i ll i f l ifi d b h i ll i l d i
y Pure titanium (unalloyed)
y Alpha‐phase
y Alpha‐beta
y Beta
y Pure titanium is the easiest to machine and presents no real problems.
P tit i i th i t t hi d t l bl
y Limited use ‐ lacks beneficial properties inherent in its alloys ‐ strength and flexibility
y Most commonly used alloys are the alpha‐beta group
y Ti‐6Al‐4V, comprises more than 50 percent of all titanium alloys used today
y The more alloying elements added to a particular grade, the more difficult it is to machine
y Beta alloys present the most problems because they contain high percentages of
B ll h bl b h i hi h f
vanadium, molybdenum, and chromium
y The Ti alloy determines the proper cutting speed needed to cut it
y Unalloyed titanium can be machined at speeds up to 180 sfm, compared to tougher beta
alloys that require speeds as low as 30 sfm.
y In general, the more vanadium (V) and chromium (Cr) in a particular alloy the lower the
cutting speed needed. In all cases, titanium alloys demand heavy chip loads to overcome
rubbing and the consequent work hardening
Drilling Procedures
Drilling/Machining Metals
Tool Selection
y The three major factors determining a cutters performance are:
y Raw material (HSS, premium cobalt HSS, Powder Metallurgy, Carbide, etc.)
Raw material (HSS premium cobalt HSS Powder Metallurgy Carbide etc )
y Geometry (angles, shapes, accuracy)
y Treatment (heat treatment, tempering, coatings)
Raw Materials
y The tool material chosen should be relatively common, inexpensive, and have good wear
resistance, high hot hardness, and adequate toughness.
y Toolmakers have promoted cutting tools made from expensive special
raw materials, including powdered metal, 12‐percent‐cobalt steel, and
high hardness (70 Rc) HSS, for machining titanium alloys.
y Tool material is important to machining these alloys, but tool geometry is most important.
y Titanium alloys respond far better to HSS tools with proper geometries
than to exotic material tools with improper geometries. With sharp edges
and higher helix, rake, and relief angles, even ordinary HSS cutters can
provide acceptable results.
id bl l
Drilling Procedures
Drilling/Machining Metals
Raw Materials (continued)
y High‐grade tool materials can cause problems.
y A high cobalt content gives HSS higher hot hardness, but it also increases the tool's
tendency to chip. Titanium alloys require heavy cuts. Highly alloyed tools, when ground
with the optimum geometry for cutting titanium alloys, tend to chip and microchip
under the severe cutting conditions encountered during machining.
y Today, the most cost‐effective, readily available tools for machining titanium alloys have the proper geometry and are
made from specially heat treated M‐42, 8‐percent‐cobalt HSS.
y Cutting tool technology is on‐going……..things are always looked at more closely.
y Treatment
y TiN‐coated HSS tools don't do any better than uncoated ones when machining titanium, for the most part.
y On the other hand, TiN‐coated C‐2 carbide tools do an excellent job on titanium alloys.
In Ti‐6A1‐4V, these tools can be run at cutting speeds higher than 150 sfm
y HSS & carbide tools coated with Titanium Carbonitride (TiCN) and Titanium Aluminum Nitride (TiAlN) have some
success.
y Combined with the appropriate geometry, the extreme hardness of these coatings
provide a tool the ability to run at significantly higher surface speed, without creating
excessive heat.
y Quality differences found with the quality of coating services, the user should evaluate
different coatings then decide
Drilling Procedures
Drilling/Machining Metals
‐ Cutting Parameters
y Cutting speed selection is critical to machining titanium alloys
y This is especially true because of the heat generated at higher speeds
y The best speed depends on the particular part's hardness
y Select the right speed
y Ti‐6AL‐4V (alpha‐beta alloys) are used for titanium bolted repairs.
4 ( p y) p
Cut at continuous feed rates; never allow the tool to "dwell" in the
work piece
y It's better to use a lower spindle rpm with the recommended feed rate
y Unlike cutting speed, the selected feed has an optimum range.
Unlike cutting speed the selected feed has an optimum range
y Feed rates directly affect tool life; low feed rates can cause tools to wear as fast as
high rates
y Proper tool geometry and feed rates, ample chip clearance are necessary
y A rigid machine tool is necessary, accurately leveled
A i id hi t l i t l l l d
Drilling Procedures
Drilling/Machining Metals
y Cutting Speeds
NAS data
Drilling Procedures
Drilling/Machining Metals
y Tool Life
y When cutting titanium alloys, it's important to know when to resharpen the tool
y Wear process is nonlinear, but predictable
p , p
y The tool dulls and "pushes" material rather than cutting it,
building up excess heat
y The tool breaks within minutes, and sometimes the part is
g
damaged as well
y Some indicators of tool wear are:
y Burrs on the upper edges of the workpiece
y A change in chip color from white to gray, black, or blue
y A dimensional change in the workpiece
g p
y Noise and or smoke suddenly generated at the point of cut
y Bottom Line ‐ machining titanium alloys doesn't have to be a problem
y Titanium responds to appropriate feeds, speeds, and tool geometries, just
like other materials
Drilling Procedures
Drilling CFRP/Composites
y Hole Generation is dependent on the materials in the joint and their stack‐up
y 4‐flute drills used with drill motors at about 3000 rpm
Illustration from Boeing
Drilling Procedures
Drilling CFRP/Composites
y Feed control is critical in hand drilling/reaming
y CFRP is susceptible to fiber breakout and delamination
y Prevention ‐ Control power feed w/ hydraulic dash point
y Restricts drill surging as the drill exits the backside
y Prevention ‐ Backup material in design or as part of drilling
process
Drilling Procedures
Drilling CFRP/Composites
y Aluminum repair doublers
y A fiberglass isolation ply between the aluminum doubler and CFRP
y Isolation ply provides corrosion protection and reduces fiber
l l d d d fb
breakout
y When no fiberglass isolation ply exists on the backside
y Use an aluminum sheet as backup to avoid fiber breakout
Without Backup With Backup
Drilling Procedures
Drilling CFRP/Composites
y Backcounterboring – CFRP/Metallic stackups
CFRP/Metallic stackups
y Back edge of hole is eroded/radiused by metal chips pulled through
CFRP
y Occurs when there are gaps between parts or
Occurs when there are gaps between parts or
y Occurs when metals chips are large/long NOT small
y Can be minimized or eliminated by
y changing speeds, feeds, cutter geometry, better part clamp‐up, final
ream, using a peck drilling or peck drilling technique or any
combination of these
Drilling Procedures
General Drilling – Best Practices
y Test hole (s) should be drilled and checked before drilling into production parts.
T h l ( ) h ld b d ill d d h k d b f d illi i d i
Steps for Hand Drilling ‐ Basics
y Use the recommended drills and drilling procedures, if possible
y Determine the necessary drill motor
y Use a hand held drill guide whenever possible or a drill template with drill
bushings, if available; this will ensure hole perpendicularity
y Determine the recommended feed rate range; apply a medium feed force with the
drill point on the material then start the drill motor
y Use enough positive pressure to cut through the material and feed the drill bit into
the material; let the cutter do the work; maintain feed rate range !
y Drill chatter is unavoidable in some situations, but inadequate pressure will result in
chatter and an unacceptable hole
y Too much pressure can stall the drill motor, break drills, separate parts, produce exit
burrs and out‐of‐round holes or oversized holes
y Ease up on drill pressure as drill exits material
y Release drill trigger just after tapered point exits material
y Use a drill stop to prevent damage to backside structure
Drilling Procedures
Steps for Drilling Titanium ‐ Basics
y Use the correct drill, drill motor and speed
Use the correct drill drill motor and speed (rpm)
y Titanium will work harden if not drilled correctly; prevention is by using:
y Slower motor speeds
y Constant feed rate
y Backing off the feed during drilling results in work hardening
y D ill i t ill b d t
Drill point will be destroyed right away
d i ht
y Feed rate is critical; enough feed to cut through work‐hardened
surface, but not too much to generate excessive heat and poor drill
life.
y Sharp tools
y Well supported, rigid setup
y Adequate cutting fluid; use the specified type and amount (not too much and
not too little)
y Stop drilling and replace the cutter if excessive heat is generated or results in sparks
or discoloration. The heat discoloration must be within the acceptable levels.
y Titanium chips will burn resulting in a fire hazard; use adequate safety
procedures
y HSS drills must be refurbished properly after used to hand drill titanium
Drilling Procedures
Steps for Drilling Composites ‐ Basics
y Use the correct drill/sharp, drill motor and speed (rpm)
y Composites will delaminate & result in fiber breakout, if not drilled correctly
y A backup material (soft metal like Al) can help prevent delamination and fiber
breakout in CFRP
y CFRP unidirectional tape (more than CFRP fabric) has a tendency for delamination
and fiber breakout
y Lubricants (boelube or cetyl alcohol) can be used to prevent excessive heat buildup;
however, lubricants can result in possible absorption into the drilled material
y If lubricants are needed then ensure the flutes of the drill are not full of lubricant
y CFRP materials are highly abrasive; carbide or polycrystalline diamond cutting faces are
recommended
y High Strength Steel (HSS) and colbalt drills dull quickly
y In addition, carbide drills are recommended for drilling CFRP/Titanium stackups
y Includes other CFRP/(hard high strength metals, like CRES) stackups
y Drill life is very limited on CFRP or CFRP/Al (soft metal) stackups
y Tool quantity estimating guidelines are as follows:
oo qua t ty est at g gu de es a e as o ows:
y Average carbide drill life is 50‐100 holes
y HSS cutters produce 5 to 10 holes
y Colbalt cutters produce 5 or fewer holes
Drilling Procedures
Steps for Drilling Composites – Basics (continued)
y Drill life varies with stackup thickness and different CFRP material forms
y Drills need to be replaced when the hole quality decreases or defects/rework will
result
y Fiberglass and especially graphite produce dust and fine particles that can be health
hazards and/or damage equipment
y Drill motors should have vacuum shrouds and/or handheld vacuums should be used.
In other words, an efficient vacuum system is recommended to collect dust from
drilling, countersinking or any other cutting of composites
y The recommended protective equipment needs to be used
y Cured, untrimmed CFRP parts have very sharp edges or burrs; gloves and protective
Cured untrimmed CFRP parts have very sharp edges or burrs; gloves and protective
clothing can prevent injury
Steps for Drilling Composite/Metal Stackups – Basics
y Drill type and process selected based on the hardest material to drill
yp p
y Issues/Concerns that need to be addressed are:
y Excessive heat develops
y Metal chips pulled through the composite material
y Can cause the composite hole enlarged beyond max allowable
Drilling Procedures
Procedures to Drill Holes in Titanium/CFRP Repair
y Drill pilot holes in titanium and CFRP separately or as an assembly
Procedure to drill pilot holes in Ti & CFRP separately (Recommended)
y Hand drill No. 30 diameter pilot holes in the titanium part
y ST10‐907‐J2 or NAS 907, Type D short fluted cobalt twist drills (with a quick change
adaptation) are recommended; they are more rigid than standard cobalt drills and
p ) y g
thus prevent drill breakage
y Lubricant provides better hole quality; apply lube or cetyl alcohol to the drill
y Hand drill No. 30 diameter pilot holes in the CFRP part
y Use the holes in the titanium part as a reference. Install temporary fasteners.
p p y
y ST10‐907‐H and ST1241BAC general purpose carbide insert drills (used only for pilot
holes) or ST1257B solid carbide drill are recommended.
y Apply Boelube or cetyl alcohol to the drill, as applicable
y Hand drill the holes separately or together to 1/16 inch undersize diameter
p y g
y Procedure to hand drill the holes separately
Drilling Procedures
(Continued)
( d)
Procedure to drill pilot holes in Ti & CFRP separately
(Recommended)
y Hand drill the holes in the titanium to 1/16 inch undersize diameter
y Hole sizes can be increased by 1/32 or 1/16 inch diameter
H l i b i d b / / 6 i h di
y Use ST10‐907‐J2 or NAS 907, Type D short fluted cobalt twist drills
y Apply Boelube or cetyl alcohol lubricant to the drill
y Hand drill the holes in the CFRP to 1/16 inch undersize diameter
y Hole sizes can be increased by 1/32 or 1/16 inch diameter
y Use ST1257B solid carbide drills
y Apply Boelube or cetyl alcohol lubricant to the drill
y Assemble Ti repair doubler(s) to the CFRP; use temporary fasteners
y Use a ST1864P solid carbide single step reamer or ST1864R solid carbide double
4 g p 4
step reamer to ream the hole through the structure to full size. The hole can be
reamed in 1/64 inch or 1/32 inch steps. The ST1864R reamer will make the full
ream in one step.
y Clean the lubricant from the parts with an applicable solvent
Drilling Procedures
Procedures to Drill Holes in Titanium/CFRP Repair
Procedure to drill pilot holes in titanium and CFRP as an assembly
y ST7096BM carbide tipped oil feed HSS drills are used to drill deep holes (0.5”‐
ST 6BM bid i d il f d HSS d ill d d ill d h l ( ” 1.125”) ”)
in Ti/CFRP (0.125”‐ 0.250”/0.375”‐ 1”) assemblies with power feed drill motors; it is
NOT recommended for hand drilling
y A peck drill process is used with the power feed machine for Ti/CFRP stackups to
reduce heat build‐up and chip size which helps prevent material and drill damage. It
d h t b ild d hi i hi h h l t t i l d d ill d It
is recommended that the hole is enlarged at 0.10 inch increments at low spindle
speeds.
Drilling Procedures
Illustration from UW
Drilling Procedures
Carbide step reamer; manual or positive feed (w/ oil hole) methods; Polycrystalline diamond countersink (PCD countersink); manual method;
CFRP, CFRP/Alum, CFRP/Ti applications; ST1864P procurement; CFRP application; ST1223CD procurement; High cost; Low per hole cost
Low cost; Available in 1 or 2 step configuration, 1 step with or (long life), unique pilot required; can be re‐sharpened
Without oil hole; can be re‐sharpened
Illustration from UW
Drilling Procedures
C bid d bl
Carbide double margin drill; power feed or positive feed method;
i d ill f d iti f d th d C bid d bl
Carbide double margin step drill; power feed or positive feed method;
i t d ill f d iti f d th d
CFRP, CFRP/Aluminum, CFRP/Ti applications; ST7101H CFRP, CFRP/Aluminum, CFRP/Ti applications; ST7101F
procurement; High cost; Moderate hole quality, reduced rake procurement; High cost; Excellent hole quality, potential for one
for titanium; can be re‐sharpened Shot hole preparation for titanium; can be re‐sharpened
Ill
Illustration from UW
i f UW
Drilling Procedures
PCD Insert Twist Drill (Polycrystalline diamond or PCD twist drill);
Power feed, positive feed, automated machines; CFRP application;
P
Procurement per supplier part number; High cost;
t li t b Hi h t
Precorp #BJ84 series drills “insert” is sintered with carbide;
can be re‐sharpened
Illustration from UW
Drilling Procedures
Drilling Procedures
Drilling Procedures
Illustration from Cooper Tools
Drilling Procedures
Types of Hole Quality Issues – Improper Drilling
Illustration from Cooper Tools
Drilling Procedures
Defects – Drilling Composites
‐ Delamination
‐ Fiber Breakout or Fraying
‐ Laminate damage due to metal chip extraction
‐ Burrs on metal parts
‐ One‐shot drilling desired
(No disassembly for deburr)
‐ Proper depth of countersinks
Illustration from Cooper Tools
Drilling Procedures
y DEFINITIONS OF DEFECTS
y Delamination – A separation between plies of the composite structure as a result of
internal stresses within the structure; the procedures used to drill, cut or machine
i t l t ithi th t t th d d t d ill t hi
composite laminates can cause internal stresses in the composite structure.
Delamination between plies can occur on the entrance or exit side surface around the
hole or within the composite structure around the hole
y Fiber Breakout ‐ A splintering effect that breaks one or more plies in the laminate; the
procedures used to drill or cut composite laminates can cause fibers to break on the hole
exit side or on the cut edge
Drilling Procedures
y DEFINITIONS OF DEFECTS (Continued)
y Fiber or resin pullout – Occurs when small pieces of resin or composite fibers are pulled
away from the matrix during the cutting or drilling procedures
y Microcracks – Intralaminar cracks that typically occur parallel to the cutting direction or
along the ply direction. Microcracks can be difficult to find with a visual inspection
Drilling Procedures
Finished Hole Quality Requirements
y Finished Hole Quality Requirements for Composites
y Figure 1 – Final Hole Quality Requirements
y Table 1 ‐ Allowable Limits for Defects
y Table 2 ‐
Table 2 Rework Criteria for Defective Holes in Composite Structures
y Final fastener hole sizes per OEM or industry approved documentation
y Finished Hole Quality Requirements for Composites/Metallic Stackups
y Final hole sizes per OEM or industry approved documentation
y Holes with a tolerance of 0.004 inch or less in diameter must be within 2 degrees of
4 g
perpendicular to the drilled surface
y Burrs, lubricant and fay surface sealant that prevent the approved installation procedure of
the fastener must be removed
y Allowable limits for hole defects in metals per OEM or industry approved documentation
y Countersink data and procedures for metals per OEM or industry approved
documentation
y Procedures to Repair an Incorrectly Drilled or Countersunk Hole in Composite or Composite/Metal
Assemblies
y Repairs must be approved per OEM or industry approved documentation; it is a good idea
to use a tool to identify the center of the countersink hole location when doing the repair
Drilling Procedures
Finished Hole Quality Requirements
y Do a General Visual Inspection and/or Detailed Inspection of the fastener
holes for defects.
h l f d f
y For metal/composite stackup or a repair with metallic doubler(s), the finished
hole requirements for specific metals must be met
hole requirements for specific metals must be met.
y Use fiber breakout limits for CFRP for the GFRP outer ply (bagside and/or
toolside) when it is used as an isolation ply or to minimize fiber breakout from
drilling
y Drilled holes in composite laminates with burn marks are not allowed; burn
marks can be caused by the use of dull tools, incorrect drill types, and excessive
speed/feed rates
Drilling Procedures
FIGURE 1 ‐ FINAL HOLE QUALITY REQUIREMENTS FOR COMPOSITES
FL 1 Fiber breakout and delamination to the external ply must be within allowable limits
FL 2 The countersink axis must be parallel to the hole within 1 degree AND countersinks must be
concentric to the hole axis within 0.003 inch
FL 3 No evidence of delamination, scratches or tool marks on the surface of the hole or
countersink with a General Visual Inspection
FL 4 Burrs, dust or fiber particles that prevent the part surfaces from touching or seating
properly must be removed.
FL 5 Breakout damage at the edges of the hole must be within allowable limits; breakout
damage includes chipping splintering or broken fibers
damage includes chipping, splintering, or broken fibers
FL 6 100 degree or 130 degree countersink holes must be within +/‐ 2 degrees tolerance
Drilling Procedures
y Any drilling damage must be within OEM limits
Effects of Moisture on Bonded Repair
Effects of Moisture on Bonded Repair
Sources of moisture:
y Liquid in porosity, voids, delaminations, or honeycomb cells
y Water absorbed within epoxy resins and adhesives
b b d i hi i d dh i
y Condensation on the surface of repair materials if improperly thawed after
removal from freezer storage
Moisture present during the cure cycle can have negative consequences:
y Disbonded facesheets ‐ sandwich parts end up with larger damage than they
started with !
y Core tension failure ‐ sandwich parts end up with larger damage than they
started with !
y Porous bondlines
Porous bondlines ‐ reduced bond strength (sandwich and laminate parts),
reduced bond strength (sandwich and laminate parts)
potential for water ingress in‐service (sandwich parts)
y Reduction in bond strength and/or durability ‐ cannot be detected by NDI
Facesheet Disbond & Flatwise Tension Failure
350oF cure repair
F
Increase cell pressure
due to heating
pair
250oF cure rep
without water vapor
is negligible
ure repair
Boiling point
of water
150oF cu
Increase cell pressure due to
heating with water vapor is
significant
Facesheet Disbond & Flatwise Tension Failure
(continued)
Moisture Removal
Moisture Removal
Liquids should be removed via absorption
When the liquid is not water, contamination must be
Wh th li id i t t t i ti t b
removed from repair area
y Removal of contaminated material (recommended
(
method, only practical way to remove contamination from
some aerospace fluids such as skydrol)
y Cleaning (general cleaning procedures given in the SRM,
Cleaning (general cleaning procedures given in the SRM
broader industry guidance provided in ARP4916)
Repair area must be dried
Drying of Repair Area
A li i f Diff i E i ( f f i i ) d i f i
Application of Diffusion Equation (see notes from manufacturing section) to drying of repair area
Do not need to dry part all the way through‐just a layer deep enough so that moisture level at bond is
maintained below given level during cure
“Drying Depth” reduce moisture level to ½ of equilibrium value at a depth twice the diffusion distance
for the cure
Diffusion Equation
For C=Co/2 , time,t =X2/D
Example: Repair bond cure cycle 120C for 1 hour.
If D120 C = 2x10‐6 mm2‐sec‐1 then
(t/D)1/2=[(1 hour x 3600sec/hr)/2x10
X =(t/D)
X [(1 hour x 3600sec/hr)/2x10‐6 mm2‐sec
sec‐1 ]1/2= 0.085 mm
0.085 mm
So moisture can come from a depth of 0.085 mm.
Suggested drying depth =2X=0.17mm
For 105C drying cycle, how much time is required?
If D105 C = 3x10‐77 mm2‐sec
sec‐1 1 then
Drying time= (0.17mm)2/ 3x10‐7 mm2‐sec‐1 = 96,333 secs =26.7 hours
Bonded Repair Materials Aspects
h f l h d
Choice of repair material when designing a composite repair:
y It is important to understand the original design criteria, operating
temperature environment, material properties, and loads for the part. Reverse
engineering a repair in composites is not as practical as it is in metals.
y If the repair material is different than the material of manufacture, a good
guideline is to choose adhesives and resins which have a glass transition
temperature in the saturated condition Tgwet at least 50oF above the operating
temperature. However, the deciding factor will be the materials mechanical
ability tested at elevated temperature. If the part is subjected to sustained high
temperatures, the extended high temperature performance of the repair
material should also be assessed for potential degradation.
y When designing wet lay‐up repairs it is important to remember that uni‐
When designing wet lay up repairs it is important to remember that uni
directional tape cannot be used for wet lay‐up, wet lay‐up repairs use fabric
only. Check stiffness of the repair patch in all directions compared to the
original part to minimize additional loads being pulled into the repair.
g p gp p
Bonded Repair Materials Aspects (continued)
Bonded Repair Materials Aspects
Choice of repair material for/from the SRM:
y Material handling:
y Prepregs, film adhesive, and foam adhesives require refrigerated storage, records of
P fil dh i d f dh i i fi t d t d f
out time, need thawing prior to use, and have limited shelf life. Airline base
maintenance facilities may have some commonly used prepreg materials available but
they are expensive to maintain inventory. OEMs and some third party organizations
p p q p q
can drop ship small quantities of repair materials to airlines when required but
customs delays (usually a week or more) impede international logistics.
y Wet lay‐up materials do not require refrigerated storage. Resins and adhesives have a
limited shelf life but are relatively cheap and readily available in small quantities.
Relatively cheap and practical for airlines to maintain inventory.
y The original material of manufacture will usually offer the largest repair size.
y Wet lay‐up repairs are usually heavier than prepreg repairs due to a higher resin
Wet lay up repairs are usually heavier than prepreg repairs due to a higher resin
content and fabric for tape substitution. This can be an important consideration
for repair of balanced control surfaces.
Bonded Repair Materials Aspects
p p (continued)
Choice of repair material for/from the SRM (cont.):
p
y Cure temperature:
y Proximity of repair area to temperature sensitive materials (sealant, coatings, alloys
etc), to volatile materials, to electrical components and to heat sinks. Close proximity
to any of these elements could drive need for lower cure temperatures.
y For sandwich parts, the risk of causing further damage during the cure cycle due to
For sandwich parts the risk of causing further damage during the cure cycle due to
steam pressure needs to be assessed.
y Method of applying heat:
y A heat source such as an oven or autoclave will raise the complete part to cure
temperature (eventually !) and so provide the most uniform temperature distribution
throughout the repair.
y A heat source that just applies heat locally (i e electric heater blanket heat lamp hot
A heat source that just applies heat locally (i.e. electric heater blanket, heat lamp, hot
air blower) provides more variation in temperature distribution and is more
susceptible to heat sinks. These effects are more pronounced at higher cure
temperatures and so the risk of an unsatisfactory repair are greater …. Use as many
thermocouples as possible and supervise complete cure so corrective action can be
taken if required.
Bonded Repair Post Repair Inspection
Bonded Repair ‐ Post Repair Inspection
Bonded Repair Post Repair Inspection
Bonded Repair ‐ Post Repair Inspection (continued)