Repair Technology 民用飞机复合材料维修.docVIP

Repair Technology 1.troduction Carbon/epoxy (and other similar) composite airframe components are immune to the costly forms of deterioration, notably cracking and corrosion, that plague aluminum and most other alloys used in airframe structures. However, these composites are much more easily damaged in service, for example, by mechanical impact. Thus repairability of such damage 12 is an important consideration in the selection of composites for aircraft applications. Table 10.1 lists the major sources of service damage. These include: Mishandling Impact, for example, by dropped tools Contact damage in doors, often caused by poor rigging Delamination damage, often caused by inadequate shimming during component assembly Delamination caused during fastener removal or reinstallation Local overheating caused by impingement of hot exhaust gases or from a lightning strike Light weight honeycomb structures most often require repair as the thin-face skins are easily damaged by mechanical contact. Moisture penetration can occur through damaged face skins as well as through badly sealed regions, resulting in corrosion damage if the core is aluminum alloy. Damage is more of a problem with the older-generation composites as these have relatively brittle matrices. The future trend in composite aircraft structures is thus away from honeycomb to (cocured) integrally stiffened structure, although damage over stiffener regions can be difficult to repair, particularly if a post-buckled design is used; in this design approach, the skins are allowed to buckle close to limit load. Assessment of the Need to Repair Methods of analytical assessment of residual strength in damaged composite components are needed to ensure that only necessary repairs are undertaken. Essentially, one of the following decisions is required: ?No repair action--damage is negligible. ?Cosmetic or sealing repair is required to correct minor damage. ?Structural repair is required (if feasible) becaus