- #Hot or not composite images manual
- #Hot or not composite images Patch
- #Hot or not composite images verification
#Hot or not composite images Patch
Finally, the precured patch is applied to the fuselage with film adhesive, and the bond is cured using a local vacuum bag.īegun in 1999 and publicly unveiled in 2005, the Inspection and Repair Preparation Cell (IRPC) is the ongoing work of a consortium of companies and championed by American GFM Corp. First, a repair patch tool is created from a 3D scan of the milled repair area surface, followed by automated tape laying and cure of the repair patch. A precured patch enables a much higher level of quality control. They concede that approach works fine for nonstructural parts like fairings, but does not reliably produce high-quality, load-carrying, composite primary structure repairs. Airbus personnel explain that a hand-layed, wet layup patch that is cured on the repaired surface is neither appropriate nor currently approved and certified for aircraft primary structures. Results are sent to engineers in the design office, who respond with computer numerical control (CNC) directions for damage removal via robotic milling and an appropriate repair design which then drives the digitally controlled creation of a precured composite repair patch. The system at Airbus uses a stereoscopic camera to create the 3D surface data, followed by phased array ultrasonic testing (UT) to determine the extent and degree of damage.
#Hot or not composite images verification
For all of these systems, automated functions include creation of 3D digitized images of the repair surface, nondestructive inspection and evaluation (NDI/NDE) of damage, removal of damaged material and preparation of the repair area, construction of repair materials, and verification of the completed repair. There are several automated repair technologies in development, including a fairly small mobile system by Airbus (previously EADS Innovation Works, Ottobrunn, Germany), the Inspection and Repair Preparation Cell (IRPC) in the U.S., and a system using resin infusion by the German Aerospace Center (DLR, Stuttgart, Germany). The goal of automated repair technology is not only to reduce time and cost but also the risk of human error. One development, in the past decade has been the rise of automated repair technologies and techniques.
#Hot or not composite images manual
Manual repairs are time-consuming, and therefore, expensive. One the major issues in composite repair is time and labor. those required for flight including fuselage and wing components and doors - the quality of the repair, compaction of the repair patch and integrity of the bondline in adhesively bonded repairs becomes critical, driving a range of new technologies as well as pursuit of a standardized repair technician certification. Furthermore, now that composites have permeated primary aircraft structures - i.e. As more composite materials find a place on aircraft, boats, bridges and hundreds of other applications where part replacement is both difficult and expensive, OEM engineers are considering the repairability of structural and secondary composite components during the initial design phase of a project.