On one hand with incidents on Qantas A380 (repair cost equal to a significant part of the purchasing price of this aircraft) or Ethiopian B787, question of the most appropriate methodology to repair large damages on primary principal composite structures was outlined mainly to know if finally it's, or not, a more complex problem than for a metallic structure (e.g. versus Non Destructive Tests methods (NDT), damage mapping, material removal, patch rebuilding, assemblies, etc.). This question is strategic for airlines and Maintenance, Repairs and Overhauls (MRO) companies as well as for airworthiness authorities. On the other hand due to legitimate constraints imposed by airworthiness authorities, repairs which are implemented today don't take the best benefit from the composite solution. One limitation is that it is impossible to provide, to airworthiness delegate, proof that on the concerned aircraft (not a mock-up or a demonstrator) at any Unitary Representative Volume (URV) of the bonding zone between the patch and the safe structure bonding joint (adhesive and interfaces) mechanical properties are higher than the necessary minimum to transfer flux from ultimate loads up to the end of potential life of aircraft. Since 2006 through a strong collaboration between CES and ICA lab, we studied parameters and associated variabilities which pilot a full repair process from the damage detection and mapping up to the final approval by airworthiness delegate to quantify influence of each of them and associated variabilities to be able to compare common processes and innovative ones imagined to optimize the repair phase, which globally means downtimes and manufacturing costs reductions. As today, industrial NDT methods, even the newest ones, cannot measure real limit and ultimate mechanical properties at any URV of the bonding joint concerned by the certification, we also work on new methods to be able, by the end, to visualize loads flux transfer in all URVs and analyse possible local gap between a numerical nominal solution and recorded data to catch properties variations potentially linked to weak points. This paper is focused on large damages on composite primary structures (e.g. wing or fuselage) which mean that loss of repair patch is synonym of aircraft loss and critical injuries or death for people. It seeks to provide a synthesis of scientific, industrial and economical bottle necks and challenges linked to common and innovative large repairs process.


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    Titel :

    Large repairs of composite primary structures - Strategic challenges


    Beteiligte:


    Erscheinungsdatum :

    2014


    Format / Umfang :

    10 Seiten, 7 Bilder, 9 Quellen



    Medientyp :

    Aufsatz (Konferenz)


    Format :

    Datenträger


    Sprache :

    Englisch




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