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Advances in the Bonded Composite

Repair of Metallic Aircraft Structure

VOLUME 1

A

Edited by

Alan Baker

Francis Rose

Rhys Jones ELSEVI ER

ADVANCES IN THE BONDED COMPOSITE

REPAIR OF METALLIC AIRCRAFT

STRUCTURE

Volume 1

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ADVANCES IN THE BONDED COMPOSITE

REPAIR OF METALLIC AIRCRAFT

STRUCTURE

Volume 1

Editors

A.A. Baker

Defence Science and Technology Organisation,

Air Vehicles Division,

Victoria, Australia

L.R.F. Rose

Department of Defince,

Dqfence Science and Technology Organisation,

Air Vehicles Division,

Victoria, Australia

R. Jones

Mechanical Engineering Department,

Monash University, Victoria, Australia

2002

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First Edition 2002

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A catalog of record from the Library of Congress has been applied for.

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A catalogue record from the British Library has been applied for.

ISBN: 0-08-042699-9

@ The paper used for this publication meets the requirements ofANSI/NISOZ39.4&1992 (Permanence of Paper).

Printed in The Netherlands.

Dr. Alan Baker

Dr. Alan Baker is Research Leader Aerospace Composite Structures, in Airframes

and Engines Division, Defence Science and Technology (DSTO), Aeronautical and

Maritime Research Laboratory and Technical Adviser to the Cooperative Research

Centre-Advanced Composite Structures, Melbourne Australia. He is a Fellow of

the Australian Academy of Technological Sciences and Engineering and an

Adjunct Professor in Department of Aerospace Engineering, Royal Melbourne

Institute of Technology. Dr. Baker is a member of the International Editorial

Boards of the Journals Composites Part A Applied Science and Manufacturing,

Applied Composites and International Journal of Adhesion and Adhesives.

He is recognised for pioneering research work on metal-matrix fibre composites

while at the Rolls Royce Advanced Research Laboratory. More recently, he is

recognised for pioneering work on bonded composite repair of metallic aircraft

components for which he has received several awards, including the 1990 Ministers

Award for Achievement in Defence Science.

Dr. Francis Rose

Dr. Francis Rose is the Research Leader for Fracture Mechanics in Airframes and

Engines Division, Defence Science and Technology (DSTO), Aeronautical and

Maritime Research Laboratory. He has made important research contributions in

fracture mechanics, non-destructive evaluation and applied mathematics. In

particular, his comprehensive design study of bonded repairs and related crack￾bridging models, and his contributions to the theory of transformation toughening

in partially stabilised zirconia, have received international acclaim. His analysis of

laser-generated ultrasound has become a standard reference in the emerging field of

laser ultrasonics, and he has made seminal contributions to the theory of eddy￾current detection of cracks, and early detection of multiple cracking.

He is the Regional Editor for the Znternational Journal of Fracture and a member

of the editorial board of Mechanics of Materials. He was made a Fellow of the

Institute of Mathematics and its Applications, UK, in 1987, and a Fellow of the

Institution of Engineers, Australia, in 1994. He is currently President of the

Australian Fracture Group, and has been involved in organising several local and

international conferences in the areas of fracture mechanics and engineering

mathematics. He currently serves on the Engineering Selection Panel of the

Australian Research Council and of several other committees and advisory bodies.

vi Biographies

Professor Rhys Jones

Professor Rhys Jones joined Monash University in early 1993 and is currently

Professor of Mechanical Engineering, and Head of the Defence Science and

Technology Organisation Centre of Expertise on Structural Mechanics. Professor

Jones’ is best known for his in the fields of finite element analysis, composite repairs

and structural integrity assessment. Professor Jones is the Founding Professor of

both the BHP-Monash Railway Technology Institute and the BHP-Monash

Maintenance Technology Institute. He is heavily involved with both Australian

and overseas industry. In this context he ran the mechanical aspects of the

Australian Governments Royal Commission into the failure at the ESSO plant in

Victoria, and the Tubemakers-BHP investigation into the failure of the McArthur

River gas pipe line in the Northern Territory.

He is the recipient of numerous awards including the 1982 (Australian)

Engineering Excellence Award, for composite repairs to Mirage 111, the Institution

of Engineers Australia George Julius Medal, for contributions to failure analysis, a

TTCP Award, for contributions to Australian, US, UK, Canada and NZ Defence

Science in the field of composite structures, and a Rolls-Royce-Qantas Special

Commendation, for his work on F-111 aircraft. Since 1999 Professor Jones has

been Co-Chair of the International Conference (Series) on Composite Structures.

Acknowledgement

The editors are very pleased to acknowledge their appreciation of the great

assistance provided by Drs Stephen Galea and Chun Wang of the Defence Science

and Technology Organisation, Aeronautical and Maritime Research Laboratory,

who made important contributions, in the collation and editing of this book.

FOREWORD

The introduction of the technology for bonded composite repairs of metallic

airframe structures could not have come at a more opportune time. Today, many

countries are facing the challenge of aging aircraft in their inventories. These

airframes are degrading due to damage from fatigue cracking and corrosion.

Repair with dependable techniques to restore their structural integrity is

mandatory. The concept of using bonded composite materials as a means to

maintain aging metallic aircraft was instituted in Australia approximately thirty

years ago. Since that time it has been successfully applied in many situations

requiring repair. These applications have not been limited to Australia. Canada,

the United Kingdom, and the United States have also benefited from the use of this

technology. The application for the solution of the problem of cracking in the fuel

drain holes in wing of the C-141 is credited with maintaining the viability of this

fleet.

The concept for composite repair of metallic aircraft is simple. The bonded repair

reduces stresses in the cracked region and keeps the crack from opening and

therefore from growing. This is easy to demonstrate in a laboratory environment. It

is another thing to do this in the operational environment where many factors exist

that could adversely affect the repair reliability. The researchers at the Aeronautical

and Maritime Research Laboratory in Australian realized there were many

obstacles to overcome to achieve the desired reliability of the process. They also

realized that failures of the repair on operational aircraft would mean loss of

confidence and consequently enthusiasm for the process. They proceeded slowly.

Their deliberate approach paid off in that they developed a process that could be

transitioned to aircraft use by engineers and technicians. The essential ingredient

for application of this technology is discipline. When the applicator of this process

maintains the discipline required for the process and stays within the bounds of

appropriate applications, then the repair will be successful.

This book, edited by Drs A.A. Baker, L.R.F. Rose and R. Jones, includes the

essential aspects of the technology for composite repairs. The editors have chosen

some of the most knowledgeable researchers in the field of bonded repairs to

discuss the issues with the many aspects of this technology. Included are discussions

on materials and processes, design of repairs, certification, and application

considerations. These discussions are sufficiently in-depth to acquaint the reader

with an adequate understanding of the essential ingredients of the procedure. The

application case histories are especially useful in showing the breadth of the

possible uses of the technology.

vii

viii Foreword

It is easy to be excited about the future of composite repairs to metallic

airframes. It has all the ingredients for success. Today’s applications have shown

that it is reliable, there is typically a significant return on the investment, and it can

be transitioned to potential users. Additional research will open up possible new

applications.

This book is intended to provide the reader with a good understanding of the

basic elements of this important technology. It fulfills that purpose.

John W. Lincoln

Technical Adviser for Aircraft Structural Integrity

United States Air Force

DEDICATION

The Editors would like to dedicate these volumes to Dr J.W Lincoln who passed

away a few months after he wrote this foreword. Jack's outstanding contributions

to the many fields related to the structural airworthiness of aircraft are legend and

need not be repeated here. He was very supportive of the work on bonded repair

technology, as indicated in the foreword, and, indeed, was the Chairman of an

international group addressing certification issues. This report is referenced in

Chapter 1.

It is rare to find in science and engineering, such a giant in the field who was so

modest, approachable and friendly. Jack was regarded both as a supportive father

figure and the expert to be convinced on all airworthiness issues, particularly as

related to the USAF.

ix

DEFAULT NOMENCLATURE

Boron/epox y

Shear modulus (also used for

strain energy release rate)

Characteristic crack length

Stress intensity

Cycles

Paris Coefficient

Shear stress

Shear strain

Thickness

Length

Width

Elastic shear strain exponent

Inclusion factor

Stress Ratio

Angle

blep

G

I

K

N

A

Y

t

L

W

B

R

?

B

e

graphite/epoxy

Young’s modulus

Poissons ratio

Crack length

Disbond length

Paris Exponent

Stress

Strain

Displacement

Thickness

Applied load

Force per unit width

Stiffness ratio

Thermal expansion coefficient

Temperature range

SUBSCRIPTS/SUPERSCRIPTS

Panel

Elastic condition

Ultimate value

Adhesive

Temperature

Value at infinity

Critical value

Reinforcement

P Plastic condition

e Maximum value

U Minimum value

A Outer adherend

T Inner adherend

m Allowable value

R

e

PIeP

E

a

b

n

e

u or S

t

P

F

S

a

AT

Y

d

P

max

min

0

I *

xi