US Army Advanced Composite Repair Standardization - PowerPoint Presentation

Slide1

US Army Advanced Composite Repair Standardization

Presented

to:

DoD Composite Maintainers TIM

Distribution Statement A- Approved for Public Release – Distribution Unlimited

Kr

istina

MarshallMaterials Engineer

Dave StoneLead Materials Engineer

Aviation Engineering DirectorateAviation and Missile Research, Development and Engineering Center

June

2016Slide2

Wh

en Coma

nche

was cancelled, adva

nced composite

repair implement

ation was s

topped

Programs fielded carbon fi

ber composite primary airframe st

ructure without the resources to repair itMost components were remove & replace. Supply could not keep up.Veh

icle/

handling impacts easily damaged partsMaintainers conducted unauthorized repairs with unauthorized materialsMaintainers had limited training & experience on advanced composite repair processesTools & equipment for advanced composite repairs were not availableNeed new manualsOEMs provided unique repairs for each component on the aircraft, especially between rotor blades and fuselage structure

The Challenge

D

V

D

repai

r

using

f

ac

to

ry

pro

cessSlide3

In Compo

site Repair

The tec

hnician, whether in the field, at d

epot, or in the factory, per

forming the repair is the “Materi

al Manufacturer

.” The c

ompetence of the technician has a direct impact on the

strength of the repair and ultimately airworthiness.

Regardless of aircraft, all field repairs fall on the same soldier, 15G MOS. CCAD will likely see all of these aircraft as well.What Really MattersSlide4

Benefits of Common Composite Repair

Rep

air ma

terials availability

Reduced supply

chainConsiste

nt rep

airs

Easier to train techniciansL

ess downtime to rework rep

airs because procedures are consistentFaster repairs– Using hot bonders cuts repair t

i

me to hours instead of days with current room temperature curing resinsLower costsStandard repair materials reduce the number of qualification testsFewer spares required because units can repair structure at the lowest levelBetter aircraft availability because aircraft are not having to be sent to higher level for repairsMore

parts can be kep

t in

ser

v

ice

b

y

better quality/lighter weight repairsFewer tools each program has to purchase

R

e

pai

r

of

s

t

a

bila

tor

t

ip

ca

p

w

i

th

un

a

uthori

z

e

d

U

A

V m

a

t

erials

by

d

e

plo

y

e

d

uni

tSlide5

BDAR Repair

Must

be

man portable

No power

to operate a

hot bond

er

No compressed air or vac

uumPhase 1 kit in produc

tion for existing blades and secondary composite structurePhase 2 kit being devel

op

ed for carbon fiber primary structure– Mechanically fastened metallic patches to meeting 45 minute repair requirementBDAR Test PanelComposite BDAR KitPrototype battery powered hot bonderSlide6

Field Repair

No

refr

igeration storage for p

repregsMu

st use wet

lay-up/hot bonder

re

pairsRepairs are

stronger and done faster than

current repair methodsNo hangars availableCrews report that they cat

c

h up on maintenance during sandstorms.Inside of the composite SPAMLong pot life adhesives are necessary when the temperature in the shade is this hot.Slide7

Facilities

De

pot facilitie

s must be equival

ent to OEMs

CCAD is

upgrading th

eir

airframe and blade shops

ALMD, TASMG, & other CONUS units

may get more repairs done faster with a dedicated facilityRequired to use prepre

gs

and film adhesivesAll repairs will be elevated temperature cure (autoclave or out of autoclave)Composite Facilities White Paper provides a summary of requirementsDevelop equivalent CCAD facility specField repairs are based on the Shelter Protective Aircraft Maintenance (SPAM)– Limited environmental controls (A/C & filter

ing)

Ai

r

Force

A

d

v

anced Composites Office clean room at Hill AFBSlide8

Materials

Dev

eloped

list of standard

repair materials

for composite

parts

Mi

nimize the number of

materials, tools & processes across

parts and aircraftExtensively leveraging existing Air Force, Navy, & FAA experience

F

ieldIM7 plain weave carbon fiber fabric at 196 g/m27781 fiberglassSkin/plug patches for all bladesHysol 9396 laminating resinPaste Adhesives: High viscosity (EA9394), Low viscosity (EA9359.3NA high or EA9309.3NA)Potting Compounds: Epocast 1633/1652Use bagging materials from composite shop setDepotNew thick components make wet

layup repair im

pract

ical

Pre

p

re

g

s/

f

ilm adhesive allow lighter/larger repairsPreferably a single carbon & a single glass pre

preg fo

r

all

d

e

po

t

re

p

airs.

Mat

erials

h

a

v

e

s

ho

rt

s

h

elf

li

v

es

a

n

d

lar

g

e

m

i

n

i

m

um

pu

rc

h

ases.

CC

A

D

alrea

d

y

h

as

f

ree

z

ers

fo

r

f

r

o

z

en

m

a

t

erials.Slide9

Processes

TM

1-1500-

204-23-11 Advan

ced Composite

Material General Maint

enance

a

nd Practices for field repairsL

everaged TO 1-1-690 and NAV

AIR 1-1A-21 and adapted for Army operational and logistics considerationsPublished August

2013Advanced Composite DMWR for depot use seeking fundingWill cover processes not covered in 204-23-11 such as ovens, autoclaves,& large scale NDI equipmentLeverage updated carbon & glass work packages for fuselage structure (stabilators) and blades (plug patches, etc) across all platforms. Use for both primary & secondary structure

Both wet lay-up/pas

te

a

dh

esi

v

e

f

ield and prepreg/film adhesive depot repairsHave standard carbon/epoxy wet layup, g

lass/epoxy

w

et

la

y

up

,

a

n

d sec

ond

arily

bond

ed

p

rec

u

red

p

a

t

ch

p

r

o

ce

du

res

t

o

a

d

a

p

t

fo

r

s

p

eci

f

ic re

p

airs

U

se

Compo

si

t

e

Sho

p

Set

too

ls

fo

r

f

ield

re

p

airsSlide10

Training

Maint

ainers

have limited

training &

experience on a

dvanced

c

omposite repair processes

2-210th initiated revised c

urriculum in June 2013. Up from 44 hours to 105 hours in Oct 2016PIF “seeded” the fleet with

>250

15Gs trained from 2-210th & field unitsEvaluating commercial certification of civilian composite repair techniciansUpgrade CCAD training requirements. Proposed breakout includesApprentice: Wet lay-up on secondary structureJourneyman: Prepreg/DVD repairs on highly loaded critical structureAdvanced: Capable of rebuild

ing aircraft compone

nts

Rec

u

rri

n

g

t

rainingProcess proficiency requirements for DVD and other special process lends to

creat

i

n

g

thos

e

ca

p

a

b

ili

t

ies

at

d

e

po

t

o

r

f

ac

to

ry

L

A

Rs

&

O

EM

F

ield

Ser

v

ice

Eng

i

n

eers/Re

p

s

Mili

t

a

r

y

i

n

s

t

r

u

c

to

rs

mo

v

e

in

&

ou

t

o

f

th

e

un

it

a

n

d

m

ay

no

t

h

a

v

e

c

ompo

si

t

e

t

rai

n

i

ng

Wo

rki

n

g

w

i

t

h

p

la

tform

PMs

o

n

a

d

v

a

n

ced

c

ompo

si

t

e

re

p

air

re

qu

ire

m

e

ntsSlide11

What’s Next

Co

mmon r

epair materials

& processes acr

oss platforms

to make

it eas

ier on the technicianG

eneral composite repair ma

nual should be the baseline for field repair proceduresOEMs can customize for each component (# of

pli

es & ply orientation)Continue to use AMRDEC Prototype Integration Facility to provide interim repair capability until organic maintenance capabilities are establishedComplete fielding the necessary tools and materials for repairPEO Aviation Composite Repair IPTSOWs need to include repair programsCan be during EMD, LRIP or full productionNeed to provide engineering sub

stantiationMust pr

ovide

p

a

r

t

s

p

ec

ific repair manualsEarlier is better. Substantiation can be addressed in original qu

alification

e

ffo

r

tSlide12

Questions?