EXERCISE ON COMPOSITE AND REPAIR WORKS EXPT.

NO:6 AIM: A composite material is a combination of two or more materials are joined permanently together so that strength of the combined material is greater than any of the component material. Component materials in Composites retain their identities. Composite structures are used in aircraft components of fiber materials combined with matrix. Kevlar, Carbon fiber (Graphite), Boron, Tungsten, Quartz, Silicon carbide, ceramics and SPECTRA are commonly used Composite materials. Composite structure can either be a, Solid Laminate: Honey comb / rigid foam sandwich construction DATE:

SOLID LAMINATE: It is used by bonding together several layers of resin fairing material impregnated with resin matrix. SANDWICH: It is made by taking high density laminate on solid surface and back plate and a low density case between them. CLASSIFICATION OF DAMAGE ON COMPOSITE STRUCTURE: Negligible Repairable Non repairable or replaceable

Negligible damage may be corrected by a simple repair with no restriction on flight operations. Repairable damage is to the skin, bind or core that cannot exist with restriction on the flight or part. Non repairable or Replaceable damage composite part must be replaced. TYPES OF DAMAGES: 1. Cosmetic defects:

It is a defect on the outer surface skin caused by chipping or scratching during handling doesnt usually affect the strength of the part. 2. Impact Damage: It may occur if struck by a foreign object. 3. Determination: It is the separation of layers of the materials in a laminate. 4. Cracks: It occurs just as in metallic ones. 5. Hole damage: It may occur from the impact damage over turning fasteners or as a result of fastener pull through. INSPECTION OF THE DAMAGE: 1. VISUAL INSPECTION: It is usually detect surface irregularities and surface defect. 2. ACOUSTIC EMISSION: It is used to detect corrosion and disbanding of the adhesive band, by sing sound waves through a material. 3. ULTRA SONIC TEST: It is used for internal damage inspection. It uses high frequency sound waves as a means of detecting flaws in part. 4. THERMOGRAPHY: It locates flaw by temperature variations at the surface of a damaged part. 5. RADIOLOGY: It is done with the help of X- rays and Gamma rays signal. It is used to find out internal cracks in solid laminate structure. It is also useful to find out corrosions moisture, separation of core from the skin of sandwich honey comb structure. REPAIRING COMPOSITES MATERIALS: A Composite repair must be made correctly because the attention on alternative cost of replacing the part is often not feasible.

Damage to one laminate skin surface with no damage to core can be repaired by the installation of a surface patch with the use of syndicate foam to fill the cavity. If damage occurs the core material a replacement skin patch are needed. PROCEDURE: 1. First determine the damage and check with the structural repair manual whether the damage is with in the limit or not. 2. Prepare the repair surface by removing or removing surface contaminants with the help of soap and water solutions. Remove the paints with the help of abrasives. 3. Outline the entire damage area and cut if with the help of small disk sander or a micro press settable are powered griders to remove each layer. 4. The damaged area is removed with ascending concentric circle. 5. The repair material must be of the same as original part. 6. A thin coat of adhesive is applied over the repaired area. 7. Each repairing patch is saturated with adhesives. 8. Then the patches are placed from smallest longest over the damaged area. 9. After the lay-up has been accomplished the repair is sealed in a vacuum bag with the thermocouples to remove water and moisture from the damaged area. 10. After the treatment and the excess resin matrix in the patch mow be worked out with a plastic squeezes. Another method is temporary or riveted repair. In this all the core material in the original structure has been removed. The core plug is inserted and an external plate is blind past riveted into plate.

RESULT: Thus we have studied about the composite structure used in aircraft and their repairing procedure.

REPAIR OF SANDWICH PANELS EXPT. NO: 7 AIM: To know about the repair work on sandwich panels. INTRODUCTION: Sandwich construction can be defined as a laminate construction consisting of a combination of alternating dissimilar materials assembled and fixed in relation to each other so that properties of each one can be used to attain specific structural advantage for the whole assembly sandwich constructed assemblers are used such as bulk heads, control surface, fuselage panels, wing panels, empennage string, radomes or shear webs. The honey combs stands on each end and separate flanges which are bounded to the core by means of adhesive or resin. This type of construction has a superior strength / weight ratio over that of conventional structure also. Installation of conventional structure reduces the number of parts needed and generally radius sealing problems while increasing aerodynamic smoothness. The majority of damages due to bonded honey comb assembles result from flight loads or improve ground handling honey comb structure may be also damaged by sonic waves such damage is usually a deberm unalion or separation of core and for along the bend line occasionally the core many collapse. DAMAGE INSPECTION: A honey comb structure can suffer extensive without any observable indication the metallic ring test is the simplest way to input for determination of damage when core is lightly turned against a solid structure a near metallic ring should be heard if determinant is present, a dull will be heard occasionally the determined skin will oilcon away from the core, melting viscol or thumb pressure detection possible fracture , scratches, cracks other such damage may be inspected by conventional method. Two additional instruments used on damage inspection used of bounded panels are the panels inspection used in damage inspection of bounded panels. REPAIRS: TOOLS AND EQUIPMENTS: ROUTERS: DATE:

The primary tool used to damage honey comb area for repair pneumatically powered hand operator router. PRESSURE JIGS: Pressure jigs are used to apply pressure to repair material and place the pressure is maintained on the repair area until the repair material is cured. HAND TOOL EQUIPMENTS: Standard hand tool and shop equipments used in the shop include an airframe mechanics tools kit, face shields, scissors, power shear, drill press, horizontal and vertical belt sander, contour metal-cutting saw, pneumatic hand drills. INFRARED HEAT PUMP: Infrared Heat pump or lamps are used to shorten the curing time of bonded hone comb repair from approximately 12hrs to 1hrs. REPAIR MATERIALS: Cleaning solvents Primers Adhesives and resins Core material Glass fabrics Erosion and Corrosion preventions

REMOVAL OF DAMAGE: A high speed router in conjunction with routers supports assembly, metal-cutting mill bit and template should be used in the removal of the damaged area. The techniques of removing damages honey comb skin and core material may differ from one repair to another. REPAIR PROCEDURE: Two typical methods of repairing damage to honey comb skin and core material of aircraft are Single face repair with damage extending through the core material and to the bend line of the opposite facing. Transition and Repair

SINGLE FACE PROCEDURE:

A routers and the applicable template should be used to remove the damaged material from the area. The core replacement must be fabricated from glass material. Select the described min for the repairs. Apply the plotting compound to the edges of the core. Replacement and around the edges of the damaged area in the structure. Insert the core plug into the repair area and remove any excessive plotting compound. Place and centre the sandwiched polyethylene laminates laminated overlay. Clean method allow the laminates overlay repair to cure for at least 12hrs at room temperature

RESULT: Thus the study on the repair at sandwich panels is completed.

A STUDY ON CABLE SWAGING EXPT.NO:9 AIM: To know about Cable Swaging. INTRODUCTION: Cables are the most widely used linkage in primary flight control cable linkage is also used in engine controls, emergency extension system for the landing gear and the other system throughout the aircraft. Aircraft control cables are fabricated from carbon steel or stainless steel. FABRICATION A CABLE ASSEMBLY: Terminals for aircraft control cables are normally fabricating by sung three different processes, 1. 2. 3. Swaging as used in all modern aircraft Micro press process Hand woven splice terminal DATE:

Hand woven splices are used in many older aircraft. This time consuming process is considered unnecessary with the availability of mechanically fabricated splices. SWAGING: Swage terminals, manufactured in accordance with Air force / Navy. Aeronautical standard specifications are suitable for use in civil aircraft up to and indulging in cable loads. When swaging tools are used it is important that all the manufacture instruction including gono-go dimensions are allowed or followed in detail to avoid defections and inferior swaging. Observance of all instruction should result in a terminal developing the full rated strength of the cable. MICRO PRESS PROCESS: A patented process using copper sleeves can be used into the full rated strength of the cables when the cable is looped around the thimble. Before undertaking a micro press splice, the proper tool and sleeves for the cable must be determined based upon the manufactures instruction. To make a satisfactory copper sleeves installation, it is important that the amount of sleeve pressure be kept uniform. The completed should be checked periodically with the proper gauge. TERMINAL SWAGING PROCEDURE CUTTING THE CABLES:

The most satisfactory method of cutting cable is with cable cutting machinery that has special jaws to accommodate various size of cable. A cold chisel and soft metal block also be used for cutting cables. This method should be only as last resort because of the way cable ends will be frayed. TERMINAL SWAGING: Swaging is essentially a squeezing process in which a cable inserted in to the barrel of the terminal. Then pressure is applied by dies in a swaging machine to compress the board terminal around the cable the metal of the inside. Walls of the barrel molded and cold flowed by force in to the crevices of the cable. PROCEDURE: When you prepare to swage terminal, cut the cable to the required length. Be sure to allow for elongation (increase in length due to stretching) of the fatting that with occur during swaging process. The amount of elongation will vary with the type and size of fitting used. The elongation must be taken into account wherever you make any cable. Make sure the cable end is cut square and clean and that oil strands remain in compact group. Place a drop or two of light lubricating oil on cable end then insert the end in to terminals to a depth about 1cm and bend the cable towards the terminal straighten it back to the normal position and then push the cable of the way into the terminal barrel thus handling process puts a link in the cable end to hold the terminal in place until the swaging operation is completed, it also tends to separate and spread the stands inside the terminal barrel and reduce the strain caused by swaging. TWO TYPES OF SWAGING: 1. Mechanical Swaging 2. Pneumatic swaging MECHANICAL SWAGING: When operating the mechanical swaging tool you should place the proper size pair of dies on the swaging tool and the swaging operation is performed as the die rotates. PNEUMATIC SWAGING: The pneumatic swaging tool is a light weight portable unit designed to precision swage the metal of a terminal in to the interstices (Grenaches) of cable strands the swages may mounted on base plate and used on bench or it can between in to the job.

PROOF TESTING CABLE: All Newly Fabricated Cables should be tested for proper strength by they are installs in aircraft the test consist of applying specified tension load on the cable for a specified number of minutes.

RESULT: Thus the study of cable swaging is done.