Composites The Curriculum Gap

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Composites The Curriculum Gap
2
Traffic Growth Predictions
Passengers bn per year
3,0
2,4
1,5
0,8
1990
2000
2010
2015
3
Regional growth of fleets 2005-2010
Europe (incl. CIS) 1.100 200 A/C from Easyjet,
Ryanair, Air Berlin, THY, AF/KLM
Japan 110 JAL, ANA Rollover
North America 930 JetBlue, Independece, Virgin
America
ME 140 75 A/C from Emirates
China 180
Africa 210
Asia 1.200
Latin America 340
Net growth of fleets Orders from Jan/Feb2005
added manually
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Life cycles of aircraft families in 2006
- Volume number of active Aircrafts in 2004
737-35
BAE Avro
MD11
767
757
FD328
A306
747 -400
A310
717
747 1-3
A320/21
CRJ
737-12
A318/19
737 NG
727
A340
EMB RJ
DC8
A330
DC9
777
DC10
787 747-8 A380
707
EMB ERJ
L1011
0
100
50
0
100
50
Percentage active A/C in 2005 to max.
population
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Future Aircraft Launches
B727
MD90
B717
B737-1/2
B737-3/5
B737-6/9
B757
Boeing N/B (2012) Family Start
MD80
A320
Airbus N/B (2012) Family Start
A321
A319
A318
Bombardier C-Series?
CRJ100/200
CRJ700
CRJ900
ERJ170
ERJ190
ARJ21
Sukhoi SuperJet
B747-1/3
B747-400
Boeing B747-8
B767
Boeing B787
B777
MD11
DC10
A300-600
A300
A310
A330
Airbus A350 Family
A340
A380 Family (2006)
Source Airline Monitor 2004, Own Research
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Fleet of 90Tech will nearly double
A/C
Source Fleet Forecast, AS MRO Initiative 2005
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Increasing use of Composite Materials
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Polymer Composite Content in Military Aircraft
has Increased
V-22 FSD
V-22
A-12
STRUCTURAL WEIGHT
B-2A
AV-8B
YF-22/YF-23
F-22
YAV-8B
F/A-18E/F
F/A-18 A/B
C-17
F-117
B-1B
F-111
F-14
F-16
F-15
A-10
YEAR
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A350 Composite Philosophy

• 60 - New Materials
• Wing
• Empennage
• CFRP Fuselage Panels

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B787 Composite Philosophy

• Wing
• Tail
• Fuselage
• Composites 50
• Aluminum 20
• Titanium 15
• Steel 10
• Other 5

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Composite Repairs on Current Aircraft
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Usage on current aircraft

• 80 Tech
• Flying Controls
• Secondary Structures
• Engine Cowl Doors
• Landing Gear Doors
• Fairings
• Fillets

• 90 Tech
• Primary Structure
• Flying Controls
• Secondary Structures
• Engine Cowl Doors
• Landing Gear Doors
• Fairings
• Fillets

• 00 Tech
• Fuselage
• Primary Structure
• Wing
• Flying Controls
• Secondary Structures
• Engine Cowl Doors
• Landing Gear Doors
• Fairings
• Fillets

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Fleet Growth of Current Aircraft
A/C
90TECH 328JET, 717 737-6/7/8/900, 777,
A319 A321, A330, A340-200/300 BELUGA,
CRJ-100/200, EMB-135/140/145 MD10, MD90
80TECH737-3/4/500, 747-400, 757, 767, A300-600,
A310, A320, F100, F28,F70,MD11, MD80
70TECH 146, 707, 720 727-100, 727-200,
737-1/200,A300, BAC 1-11, DC10, DC8-3/4/50,
DC8-6/70, DC9 ,L1011, SE-210
00TECH 787, A340-500/600, A380, ARJ,
CRJ-700/900, EMB-170/190
Source Fleet Forecast, AS MRO Initiative 2005
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How does damage occur ?

• CAUSE
• Ground Handling 38
• Moisture / Fluid Attack 30
• Heart / Fatigue / Abrasion 11
• Runway Rocks FOD 8
• Bird Strikes Hail 8
• Lightning Strikes 7

• EFFECT
• Disbond / Delamination 45
• Holes or Puncture 35
• Cracks 10
• Other 10

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Composite Repair Strategies

• Strategy depends on
• extent of damage,
• the time available
• next scheduled check
• In most cases (80 plus)
• Cover with speed tape or
• Temporary repair and repair deferred or
• The part is replaced.
• If repair is necessary, modern schedules means
• Complete repair within layover tight timescale
• Or replace damaged part with a spare.

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Repair Scenarios

• Repairs should follow guidelines from
• the Aircraft SRM
• industry body, the CACRC
• Different aircraft types and parts require
• large number of resin/fabric systems
• Different suppliers
• Difficult and expensive to stock
• New generation aircraft use new materials
• New composite systems (eg GLARE)
• New NDT and Repair Techniques
• New Tools
• Need Standardization of Materials, Processes,
  Training

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The current regulations
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EASA Part 66 Regulation ( M6)

• 6.3 Aircraft Materials Composite and
  Non-Metallic
• 6.3.1 Composite and non-metallic other than wood
  and fabric
• Characteristics, properties and identification of
  common composite and non-metallic materials other
  than wood used in aircraft
• Sealant and bonding agents
• (b) The detection of defects / deterioration in
  composite and non- metallic material
• Repair of composite and non-metallic material

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EASA Part 66 Regulation ( M7)

• 7.14 Material Handling
• 7.14.2 Composite and non-metallic
• Bonding Practices
• Environmental Conditions
• Inspection Methods

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EASA Part 66 Regulation ( M6)

• 6.3 Aircraft Materials Composite and
  Non-Metallic
• 6.3.2 Wooden Structures
• Construction methods of wooden airframe
  structures
• Characteristics, properties and types of wood and
  glue found in aeroplanes
• Preservation and maintenance of wooden structure
• Types of defect in wood material and wooden
  structures
• The detection of defects in wooden structures
• Repair of wooden structures

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CACRC
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The CACRC

• Commercial Aircraft Composite Repair Committee
• Creating global standards for
• Composite repair procedures
• Composite repair training
• Composite materials.
• Charter
• "To develop and improve maintenance, inspection
  and repair of commercial aircraft composite
  structure and components"

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CACRC September 05 Workshop

• Agenda
• Review development of Basic Training Curriculum
• Introduction to the maintenance and repair of
  composite materials used in aircraft
• Aim
• To establish standard course content for
  organizations and educators introducing students
  to this topic.

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Introduction to Composite Materials - Maintenance
and Repair

• Module A The basics of composite materials
  technology
• Module B - The basics of composite materials
  maintenance and repair
• Module C Roles and Responsibilities in the
  repair process
• Module D Composite Damage Types and Sources
• Module E Describe Information Contained in
  Documentation
• Module F- Composite Damage Types and Sources
• Module G - Composite Laminate Fabrication and
  Bonded Repair Methods
• Module H - Bonded Composite Repairs
• Module I - Composite Damage and Repair Inspection
  Procedures
• Module J - Composite Laminate Bolted Assembly and
  Repair Methods,

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Aerospace Information Reports (AIRs) on Training
AIR 4938, A Composite and Bonded Structure
Technician / Specialist Issued 01.Sep.96
revision in progress Flight Safety uses as
basis (100) Airbus Reduced content used, to
match course length AIR 5278 Composite and
Bonded Structure Engineers Issued 01.Mar.99
reaffirmed 26.Jan.06 Flight Safety uses as
basis (100) Airbus Reduced content used, to
match course length AIR 5279 Composite and
Bonded Structure Inspector Issued 01.Mar.99
reaffirmed 26.Jan.06 Flight Safety uses as
basis (100) Airbus Reduced content used, to
match course length
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CACRC Progress Report May 07

• Most of the issues that existed 20 years ago
  still exist ...
• Materials
• Repair techniques
• Repair Access
• Tooling and Equipment
• Approval Legalities
• Training
• Dedicated training and licensing is still not
  mandatory.

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Issues to Consider
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LRTT Training Experiences

• Trainees profile
• Experience ranges from 2 to 8 years
• Mostly Mechanical Systems Technicians
• Done short structural repair course
• Pre-course knowledge comes from
• On Job training
• Doing odd composite jobs
• Working alongside people who have trained
• No Standardisation in the Transfer of
  Underpinning Knowledge
• When they finish the course they realise how
  large the gaps in their knowledge was BEFORE
  training.

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Regulatory Issues

• Part 66 M6/M7 is very vague
• Easier to keep up with technology
• Leads to variation in provision
• Inconsistency in Training Output
• Composite Technology is Fast Moving
• New technologies emerging
• 80Tech and 90 Tech still around
• Now being used in Primary Structures
• Broadening of training requirement
• Fundamentals Training needs to Move with
  Technology
• Today's Apprentices will have most need
• Continuation Training for Composites for LAMES

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Questions

• Shouldnt Training move with the Technology ?
• Should there be mandatory skills training plus
  continuation training ?
• Trainees will need basic underpinning knowledge
  before a Type Course

Should the Part 66 Curriculum be more detailed
? Broad regulations will lead to massive
variation in delivery for ab-initio trainees New
licence holders should have a consistent
knowledge and skill in this area
Should there be a Separate Approval for
Structure Repair ? Is composite technology
moving too fast for B1s to remain experts
? Should Structural Repair be a separate Trade
Group ? Precedent in B2 approval for avionics as
technology develops
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Thanks a lot any questions