By Baker A.A.
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0002 CI C 0 5 -mp. 0000 I 100 1000 10000 Frequency (Hr) Fig. 19. PSD of displacement w(cc(KIr&,,,J and running integral of the PSD for repaired panel of crack length 2a= 196mm. a repaired panel with a crack length of 196mm and shows that mode 6 makes the major contribution to the overall (KIII)msresponse. 2. Summary of repair failure investigation The fractographic anaylsis has revealed that the cracks in the panel initiated at a single site on the inside surface of the thicker section. Also that before the panel was repaired the mode I11 stress intensity provided the crack tip driving force.
3. 4. 1. 2. Crack growth results Comparison between test results and analytical predictions Application of composite reinforcement to a full scale wing test Conclusions References Chapter 41. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. H. W. Fiebig Background Repair design Installation development Industrialization and repair Success and failures Other applications Cost savings Additional research Lessons learned Summary References Chapter 42. 1. 2. 3. 4. 5. 6. 7. 8. M. Ratwani, J. Helbling, B. M. Ratwani Case History: Bonded Composite Reinforcement of Ship Structures I.
Advances in the bonded composite repair of metallic aircraft structure 562 Loss factor Shear modulus (D . 0 -30"C 7 -1 0"C L 0 c 0 m 10°C c v) v) 30 "C 0 -I 50 "C m 70 "C 90"C 110°C 130 "C 150°C io4 IO-' ioo io' io2 io' IO' io' 10' io' 10' Scale Fig. 35. Dyad 609 material data. 0 l -20 0 ' l 20 ' l 40 60 ~ l 80 ~ 100 l 120 ~ 140 l ~ l 160 Temperature OC Fig. 36. Comparison of Dyad 606 and 609 over the entire temperature range. 9. Thermal environment for F/A-18 Results of a thermal profile of the F/A-18 have been obtained from .
Advances In The Bonded Composite Repair Of Metallic Aircraft Structure by Baker A.A.