Journal articles on the topic 'Airframes Inspection'
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1
Buckingham, Rob. "Snake arm robots." Industrial Robot: An International Journal 29, no. 3 (June 1, 2002): 242–45. http://dx.doi.org/10.1108/01439910210425531.
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Bringing a new robot to market is an exciting venture. When that robot is a new type of robot the venture takes on new proportions – it becomes an adventure. Dr Rob Buckingham, managing director of OCRobotics Ltd, describes the principles of a new snake arm robot that has applications in a number of industries including aerospace (engines and airframes), nuclear, space and surgery as well as a whole range of general inspection and maintenance tasks.
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Smotrova, S. A., V. I. Ivanov, A. V. Smotrov, A. N. Kuskova, and Yu V. Mantrova. "OPERATING RANGE RESPONSIVENESS DEFINITION OF LUMINESCENT SMART COATING BY RESULTS OF IMPACT DAMAGES PARAMETERS ULTRASONIC MEASUREMENTS." Kontrol'. Diagnostika, no. 267 (September 2020): 26–33. http://dx.doi.org/10.14489/td.2020.09.pp.026-033.
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One of the characteristic aircraft damages is impact by foreign object. In subsequent operation, the presence of impact damages to airframes made of polymer composite materials (PCM) leads to a violation of their structures and integrities. To avoid accidents it is necessary to identify and measure the parameters of such damages. The paper analyzes literature data, impact tests results and ultrasonic control of PCM samples. PCM samples represent plates. Dependences of PCM samples defect size on impact energy are revealed. It is shown that at energy of effect in a range 10…45 J damages with the linear sizes 25…70 mm are formed. The difference of the damages sizes on facing and turnaround surfaces of PCM samples is noted. The largest number of procedures in aviation is visual inspection with the naked eye or using any additional equipment. Its main disadvantage in relation to composite products is the fundamental inability to detect barely visible impact damage and internal defects that do not extend to the surface. The technology of impact damage detection using special impact -sensitive luminescent smart coatings with optical properties allows to improve the visual inspection procedure qualitatively. The result of the research is to define the permissible range of coating sensitivity. The luminescent smart coating operating range is determined: 10…20 J. Luminescent smart coating is developed for detection of barely visible impact damage on composite airframes.
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Smotrova, S. A., V. I. Ivanov, A. V. Smotrov, A. N. Kuskova, and Yu V. Mantrova. "OPERATING RANGE RESPONSIVENESS DEFINITION OF LUMINESCENT SMART COATING BY RESULTS OF IMPACT DAMAGES PARAMETERS ULTRASONIC MEASUREMENTS." Kontrol'. Diagnostika, no. 267 (September 2020): 26–33. http://dx.doi.org/10.14489/td.2020.09.pp.026-033.
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One of the characteristic aircraft damages is impact by foreign object. In subsequent operation, the presence of impact damages to airframes made of polymer composite materials (PCM) leads to a violation of their structures and integrities. To avoid accidents it is necessary to identify and measure the parameters of such damages. The paper analyzes literature data, impact tests results and ultrasonic control of PCM samples. PCM samples represent plates. Dependences of PCM samples defect size on impact energy are revealed. It is shown that at energy of effect in a range 10…45 J damages with the linear sizes 25…70 mm are formed. The difference of the damages sizes on facing and turnaround surfaces of PCM samples is noted. The largest number of procedures in aviation is visual inspection with the naked eye or using any additional equipment. Its main disadvantage in relation to composite products is the fundamental inability to detect barely visible impact damage and internal defects that do not extend to the surface. The technology of impact damage detection using special impact -sensitive luminescent smart coatings with optical properties allows to improve the visual inspection procedure qualitatively. The result of the research is to define the permissible range of coating sensitivity. The luminescent smart coating operating range is determined: 10…20 J. Luminescent smart coating is developed for detection of barely visible impact damage on composite airframes.
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Liu, Wen Lin, Wei Han, Zhi Tao Mu, Xiu Xia Wang, and Da Zhao Yu. "Research on Crack Growth Life and Sensibility Analysis of Influence Parameters in Crack Growth Life." Advanced Materials Research 317-319 (August 2011): 207–10. http://dx.doi.org/10.4028/www.scientific.net/amr.317-319.207.
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It requires a damage tolerance assessment for all airframes and engines to set the inspection windows for safe operation. A certain rotorcraft main rotor yoke were analyzed with NASGRO model. The sensibility analysis of influence parameters in crack growth life has been done. In order to calculate the sensibility index of influence factors to crack growth life, the factors were divided into input parameters and crack growth model parameters. The results show that the input parameters have the following precedence ordering: fatigue crack growth threshold, fracture spectrum, initial crack, fracture toughness, the sensibility values are 11.25, 8.5417, 0.8333, 0.1125, respectively. The NASGRO model parameters have the following precedence ordering: n, p, C, q. the sensibility values are 6.0417, -3.9583, 1.25, 0.1812, respectively.
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Suzuki, Satoshi, and Kenzo Nonami. "Special Issue on Novel Technology of Autonomous Drone." Journal of Robotics and Mechatronics 33, no. 2 (April 20, 2021): 195. http://dx.doi.org/10.20965/jrm.2021.p0195.
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In the past three years, there has been rapid progress in the use of drones in society. Drones, which were previously used only experimentally in various industrial fields, are now being used in earnest in everyday operations. Drones are becoming indispensable tools in several industrial fields, such as surveying, inspection, and agriculture. At the same time, there has also been dramatic progress in autonomous drone technology. With the advancement of image processing, simultaneous localization and mapping (SLAM), and artificial intelligence technologies, many intelligent drones that apply these technologies are being researched. At the same time, our knowledge of multi-rotor helicopters, the main type of drones, has continued to deepen. As the strengths and weaknesses of multi-rotor helicopters have gradually become clearer, drones with alternate structures, such as flapping-wing drones, have come to attract renewed attention. In addition, the range of applications for drones, including passenger drones, has expanded greatly, and research on unprecedented drone operations, as well as research on systems and controls to ensure operational safety, is actively being conducted. This special issue contains the latest review, research papers, and development reports on autonomous drones classified as follows from the abovementioned perspectives. · Research on drone airframes and structures · Research on drone navigation and recognition with a focus on image processing · Research on advanced drone controls · Research and development of drone applications We hope that the readers will actively promote the use of drones in their own research and work, based on the information obtained from this special issue.
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Wahab, M. Shujauddin, and Yuri M. Paramonov. "THE INFLUENCE OF CORROSION ON RELIABILITY AND INSPECTION PROGRAM FOR FATIGUE‐PRONE AIRFRAME STRUCTURES." Aviation 8, no. 3 (September 30, 2004): 10–17. http://dx.doi.org/10.3846/16487788.2004.9635876.
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This paper is devoted to a discussion and solution of the following problems: Determination of mean value and variance of estimates of parameters of fatigue crack growth model for both the corroded and non‐corroded types of specimens; Inspection modeling with the use of the Monte Carlo method for calculation of probability of fatigue failure as a function of inspection number; Determination of the number of inspections required for the limitation of fatigue failure probability; Comparison of required reliability for corroded and non‐corroded cases. Special programs have been developed for necessary calculations. It was confirmed that the influence of corrosion has a great impact on the required number of inspections.
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Jones, M. R. "Civil Airframe Structural Integrity—Some Probabilistic Aspects of Risk Assessment." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 210, no. 1 (January 1996): 19–25. http://dx.doi.org/10.1243/pime_proc_1996_210_341_02.
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Fatigue is the mechanism of progressive damage which may ultimately limit the economic life of an airframe. However, there is an intrinsic variability in the life of nominally identical structures subjected to alternating loads. Currently, the uncertainty in the estimated fatigue lives is accounted for in design by applying ‘scatter factors’ to the results of full-scale fatigue tests or to deterministically calculated lives. An alternative approach is to perform a reliability analysis to ensure that the weaker members of an aircraft fleet will meet the design aims with a pre-defined level of reliability. This paper aims to develop and apply analytical models required to: determine the safe-life or inspection threshold for a given fleet size with a prescribed reliability and review and revise the inspection programme based on the results of in-service inspections.
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Drury, Colin G., Floyd W. Spencer, and Donald L. Schurman. "Measuring Human Detection Performance in Aircraft Visual Inspection." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 41, no. 1 (October 1997): 304–8. http://dx.doi.org/10.1177/107118139704100168.
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In airworthiness assurance, while there is a long tradition of measuring inspection reliability for machine-aided Non-Destructive Inspection (NDI), the more common visual inspection has received little attention. Yet inspection reliability measurements are needed if we are to set appropriate inspection intervals for airframe components. Visual inspection of aircraft is characterized as using multiple senses (despite its name) and having to inspect for multiple fault types, in contrast to NDI which is used for single specific fault types. The study here used 12 professional inspectors to perform nine visual inspection tasks on a long-service Boeing 737 aircraft. Each inspector worked over two days. Measures were taken of performance, strategy and individual differences. Only a fraction of the results are presented here, with a major finding that aircraft visual inspection has approximately the same reliability as industrial inspection. Individual differences were found, as well as correlations between certain aspects of performance and individual characteristics such as Field Independence and Peripheral Visual Acuity. However, there was little correlation between an individual inspector's performance on the different tasks, showing the difficulty of designing selection and placement procedures for such a wide-ranging job.
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Bowkett, T. "Dry Coupling Ultrasonic Inspection of Bonded Airframe Structures." Aircraft Engineering and Aerospace Technology 58, no. 3 (March 1986): 7–9. http://dx.doi.org/10.1108/eb036250.
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Gramopadhye, Anand K., Colin G. Drury, and Joseph Sharit. "Training for Decision Making in Aircraft Inspection." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 37, no. 18 (October 1993): 1267–71. http://dx.doi.org/10.1177/154193129303701814.
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Research on civil aircraft inspection and maintenance has shown the potential for employing human factor interventions in improving performance. A series of training experiments was developed to understand the effects of different training interventions in the visual inspection domain. This paper reports on preliminary results obtained in applying a combined active and progressive part training scheme in improving the decision making performance for a visual inspection task. The task was a computer simulated airframe visual inspection task.
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Derriso, Mark M., Martin P. DeSimio, Charles D. McCurry, Christine M. Schubert Kabban, and Steven E. Olson. "Industrial Age non-destructive evaluation to Information Age structural health monitoring." Structural Health Monitoring 13, no. 6 (November 2014): 591–600. http://dx.doi.org/10.1177/1475921714546061.
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This article was originally presented as a keynote address at the Ninth International Workshop on Structural Health Monitoring with the intent of provoking discussions relating to the transformation of aircraft maintenance practices by exploiting opportunities and benefits offered by Information Age technology and techniques. The US Air Force currently manages its aircraft using a schedule-based maintenance philosophy. This schedule-based approach works well for ensuring aircraft integrity; however, it is very costly, labor-intensive, and reduces aircraft availability. Structural health monitoring systems have the potential to analyze near-real-time and historical weapon systems data to provide a predictive maintenance capability. However, much aerospace structural health monitoring research has focused on in situ structural inspection techniques instead of structural monitoring. Structural inspections typically entail examining key locations of an airframe for material degradation or flaws. These examinations usually occur at predefined time intervals. As such, each inspection is considered an independent evaluation. Conversely, structural monitoring involves continuous condition surveillance of an airframe over an extended period of time. Structural monitoring uses past conditions and expected future conditions for producing a comprehensive understanding of the current health state. A new architecture, Cognitive Architecture for State Exploitation, is introduced as a monitoring technique that combines diagnostic or state (i.e. health) assessments, prognostic assessments, and mission objectives into a common framework to enable goal-based decision making. Results from a laboratory experiment are utilized to demonstrate the application of Cognitive Architecture for State Exploitation and to illustrate the potential to improve effectiveness and efficiency metrics compared to those of the current US Air Force maintenance procedures.
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Gramopadhye, Anand K., Colin G. Drury, and Joseph Sharit. "Feedback strategies for visual search in airframe structural inspection." International Journal of Industrial Ergonomics 19, no. 5 (May 1997): 333–44. http://dx.doi.org/10.1016/s0169-8141(96)00002-9.
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Safaeinili, A., A. D. W. McKie, and R. C. Addison. "Noncontact Surface-Hardness Measurement Using Laser-Based Ultrasound." MRS Bulletin 21, no. 10 (October 1996): 53–57. http://dx.doi.org/10.1557/s0883769400031651.
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A noncontact inspection system that uses lasers to both generate and detect ultrasonic waves has been developed at the Rockwell Science Center for the purpose of nondestructively inspecting metallic and composite structures. The laser-based ultrasound (LBU) system was initially developed to inspect large-area composite airframe structures, including the automated inspection of integrally stiffened and complexly curved composite structures. Furthermore the benefits offered by LBU, such as its noncontacting nature and ability to operate at elevated temperatures, have extended its usefulness to a wide range of applications—for example, in situ process monitoring where the capability to monitor a fabrication process or possibly inspect a part while still in a mold or autoclave could lead to significant cost benefits. Two manufacturing techniques that have shown promise and are presently under investigation are resin-transfer molding and compression molding. Since both of these processes typically occur at elevated temperatures, the noncontacting nature of LBU makes it an ideal candidate for an in situ sensor. More recently, measurement of the case depth in ground vehicle components has been investigated. This article describes current research that uses the LBU technique to determine surface hardness in steel-axle shafts.
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Zeng, Zhiwei, Yiming Deng, Xin Liu, Lalita Udpa, Satish S. Udpa, Benjamin E. C. Koltenbah, Richard H. Bossi, and Gary Steffes. "EC-GMR Data Analysis for Inspection of Multilayer Airframe Structures." IEEE Transactions on Magnetics 47, no. 12 (December 2011): 4745–52. http://dx.doi.org/10.1109/tmag.2011.2160553.
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Kurdelski, Marcin, Michał Stefaniuk, Wojciech Zieliński, and Tomasz Bartoszek. "The Verification of the Technical Conditions of a Combat-Trainer Jet’s Airframe." Fatigue of Aircraft Structures 2015, no. 7 (December 1, 2015): 34–40. http://dx.doi.org/10.1515/fas-2015-0006.
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Abstract The combat-trainer jet aircraft is an important element in the process of fighter pilot training. This type of aircraft provides a means of transition from basic training on low-speed propeller trainers to piloting high-speed and highly maneuverable fighter aircraft. Nowadays, in Poland, the PZL TS-11 “ISKRA” jet trainers, designed in 1960s, are employed for training purposes. Because of financial considerations this trainer hasn’t been yet replaced by modern aircraft that conforms to current specifications and needs. As is the case with other aircraft in service of the PLAF, the TS-11 fleet has a large reserve of remaining Hourly Service Life (HSL). This opens an opportunity to extend the Calendar Service Life (CSL), so as it matches the HSL. To this end, a series of technical and research activities needed to be undertaken. The Air Force Institute of Technology is conducting the necessary verification of airframe structural conditions in cooperation with the Military Aviation Works No. 1 J.S.C. (branch in Dęblin) responsible for the overhaul and repair operations. The AFIT’s activities in this program include: deformation analysis of the selected surface areas of the wing and the fuselage; assessment of hidden corrosion in riveted joints; non-destructive testing of selected riveted joints. This paper describes the deformation analysis. As of today, the first stage of the deformation inspection has been completed. At this stage, baseline surface measurements were obtained. Further inspections shall be performed cyclically. The future measurements will be used to establish the areas that deform due to the aircraft operation.
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Martinez, Carol, Pedro J. Sanchez-Cuevas, Simos Gerasimou, Abhishek Bera, and Miguel A. Olivares-Mendez. "SORA Methodology for Multi-UAS Airframe Inspections in an Airport." Drones 5, no. 4 (November 24, 2021): 141. http://dx.doi.org/10.3390/drones5040141.
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Deploying Unmanned Aircraft Systems (UAS) in safety- and business-critical operations requires demonstrating compliance with applicable regulations and a comprehensive understanding of the residual risk associated with the UAS operation. To support these activities and enable the safe deployment of UAS into civil airspace, the European Union Aviation Safety Agency (EASA) has established a UAS regulatory framework that mandates the execution of safety risk assessment for UAS operations in order to gain authorization to carry out certain types of operations. Driven by this framework, the Joint Authorities for Rulemaking on Unmanned Systems (JARUS) released the Specific Operation Risk Assessment (SORA) methodology that guides the systematic risk assessment for UAS operations. However, existing work on SORA and its applications focuses mainly on single UAS operations, offering limited support for assuring operations conducted with multiple UAS and with autonomous features. Therefore, the work presented in this paper analyzes the application of SORA for a Multi-UAS airframe inspection (AFI) operation, that involves deploying multiple UAS with autonomous features inside an airport. We present the decision-making process of each SORA step and its application to a multiple UAS scenario. The results shows that the procedures and safety features included in the Multi-AFI operation such as workspace segmentation, the independent multi-UAS AFI crew proposed, and the mitigation actions provide confidence that the operation can be conducted safely and can receive a positive evaluation from the competent authorities. We also present our key findings from the application of SORA and discuss how it can be extended to better support multi-UAS operations.
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Ladig, Robert, Hannibal Paul, Ryo Miyazaki, and Kazuhiro Shimonomura. "Aerial Manipulation Using Multirotor UAV: A Review from the Aspect of Operating Space and Force." Journal of Robotics and Mechatronics 33, no. 2 (April 20, 2021): 196–204. http://dx.doi.org/10.20965/jrm.2021.p0196.
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Aerial manipulation: physical interaction with the environment by using a robotic manipulator attached to the airframe of an aerial robot. In the future one can expect that aerial manipulation will greatly extend the range of possible applications for mobile robotics, especially multirotor UAVs. This can range from inspection and maintenance of previously hard to reach pieces of infrastructure, to search and rescue applications. What kind of manipulator is attached to what position of the airframe is a key point in accomplishing the aerial robot’s function and in the past, various aerial manipulation solutions have been proposed. This review paper gives an overview of the literature on aerial manipulation that have been proposed so far and classifies them by configuration of the workspace and function.
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Wahab, Muhammad Shujauddin, and Yuri M. Paramonov. "COMPARISON BETWEEN TWO AND THREE PARAMETERS OF FATIGUE CRACK GROWTH MODELS IN AIRFRAME STRUCTURES." Aviation 9, no. 2 (June 30, 2005): 17–23. http://dx.doi.org/10.3846/16487788.2005.9635899.
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Comparison of two and three parameters models of fatigue crack growth is discussed. For calculation of failure probability, the Monte Carlo (MC) method is used. The number of MC trials was 60. Multiple site fatigue damage specimens corroded to 5% to 6% average thickness loss and non‐corroded specimens were used in the fatigue tests. As initial data, the result of these fatigue tests of corroded and non‐corroded specimens are used. It is shown that at a small number of inspections there is a significant difference between probabilities of failure (fatigue crack is not discovered before specified life). But if the number of inspections is large enough, than the difference between considered models is negligible for both corroded and non‐corroded specimens.
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Ball, Dale L., Philip C. Gross, and Robert J. Burt. "F-35 Full Scale Durability Modeling and Test." Advanced Materials Research 891-892 (March 2014): 693–701. http://dx.doi.org/10.4028/www.scientific.net/amr.891-892.693.
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The F-35 Joint Strike Fighter program includes three aircraft variants, one of which has been designed and built according to US Air Force requirements, and the other two of which have been designed and built according to US Navy requirements. For all three variants, a system design and development (SDD) configuration aircraft is being subjected to a full-scale durability (FSD) test. In each case, the complete airframe is being subjected to two lifetimes of severe design spectrum loading, with maneuver, catapults/arrestments (carrier variant only) and buffet loads applied as separate, alternating 1000 flight hour blocks during the major test sequence. For the airframe tests, the buffet loads are applied quasi-statically; for the separate vertical tail component tests, they are applied dynamically. In addition, tests of doors and attachments (local tests) are conducted when the full airframe test is down for inspections (as required, for example, between the first and second lifetimes). In this paper, we describe the manner in which the airframe tests were designed, including fatigue spectrum development and test adequacy analyses. In addition, we provide a summary of the test findings to date, along with a description of the analytical simulation for a typical finding. The paper includes an analysis vs test correlation summary that provides an indication of the validity of the fatigue crack initiation (FCI) and fatigue crack growth (FCG) analysis methods used to design the aircraft.
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Zhang, You Hong, and Bo Yang. "The Economical Life of Titanium Alloy Fasten Holes Structure." Advanced Materials Research 108-111 (May 2010): 324–27. http://dx.doi.org/10.4028/www.scientific.net/amr.108-111.324.
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This paper outlined the experimental and theoretical study on the TC4 alloy fasten holes structure to assess the first inspection and maintenance period for structures. The initial fatigue quality of the fastener holes was represented by an equivalent initial flaw size distribution. Based on the experimental results of crack size, the life of fasten structure detail in which 5% crack happened was provided and the resulted life was suggested as the structure economical life. The predicated economical life of titanium alloy fasten hole structure are helpful to the economical repair of the airframe structure.
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Mitchell, M. R., R. E. Link, Chin Kian Liew, Martin Veidt, Nik Rajic, Kelly Tsoi, David Rowlands, and Howard Morton. "Inspections of Helicopter Composite Airframe Structures using Conventional and Emerging Nondestructive Testing Methods." Journal of Testing and Evaluation 39, no. 6 (2011): 103842. http://dx.doi.org/10.1520/jte103842.
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Reymer, Piotr, Andrzej Leski, and Michał Dziendzikowski. "Fatigue Crack Propagation Estimation Based on Direct Strain Measurement during a Full-Scale Fatigue Test." Sensors 22, no. 5 (March 4, 2022): 2019. http://dx.doi.org/10.3390/s22052019.
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Military aircraft are subjected to variable loads, which are the main cause of initiation and propagation of cracks in the most stressed locations of the airframe. The aim of a Full-Scale Fatigue Test (FSFT) is to represent actual load conditions in such a way that the results obtained are a good representation of the actual loads and may be used as data that give insight into the development of real fatigue damage in critical locations. The FSFT load spectrum is a generalized depiction of the expected service loads and is designed to give an overall good representation of loads exerted on the airframe’s structural elements during operation. Moreover, the discrete method of load application on the structure (exerting loads with hydraulic actuators rather than pressure fields or inertia loads expected in actual operation) may cause some local effects, which may not be present in operation. The proposed usage of direct strain data from the test include such local effects. Moreover, operational loads may vary between individual aircraft, therefore it is crucial to understand the whole process of fatigue crack onset and development in order to determine safe inspection intervals and thereby mitigate risk. This paper presents crack propagation calculations regarding the development of a crack in a critical location of the PZL-130 “Orlik” TC-II aircraft, discovered during FSFT. The discussed crack was found already developed, hence the information about nucleation and initial propagation of the crack was not available. Therefore, there was a need to recreate the whole propagation process by means of numerical estimations using the FSFT results like location of the crack and total life for model validation. Moreover, in order to gather real load data for calculations a dedicated stain gage was installed on the damaged load path to monitor the actual remote strain in the element during the FSFT. This allowed for the definition of load sequence exerted on the damaged element directly during the test rather than estimating it from the general load conditions of the wing. The calculations allowed for the estimation of crack propagation curves from initiation to critical crack length causing fatal damage. The obtained curves allowed to visualize the crack behavior due to applied load and furthermore define initial and recurring inspection intervals for the entire fleet during operation, which allowed to define which cracks could be found before they reach critical size in order to carry out mitigation actions like repair or replacement of the damaged part. The authors present the methodology for load spectrum development based on direct strain measurements and furthermore crack propagation curves estimation, validated with the actual FSFT results, which allowed to propose nondestructive inspection intervals for future operation.
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Hrúz, Michal, Martin Bugaj, Andrej Novák, Branislav Kandera, and Benedikt Badánik. "The Use of UAV with Infrared Camera and RFID for Airframe Condition Monitoring." Applied Sciences 11, no. 9 (April 21, 2021): 3737. http://dx.doi.org/10.3390/app11093737.
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The new progressive smart technologies announced in the fourth industrial revolution in aviation—Aviation 4.0—represent new possibilities and big challenges in aircraft maintenance processes. The main benefit of these technologies is the possibility to monitor, transfer, store, and analyze huge datasets. Based on analysis outputs, there is a possibility to improve current preventive maintenance processes and implement predictive maintenance processes. These solutions lower the downtime, save manpower, and extend the components’ lifetime; thus, the maximum effectivity and safety is achieved. The article deals with the possible implementation of an unmanned aerial vehicle (UAV) with an infrared camera and Radio Frequency Identification (RFID) as two of the smart hangar technologies for airframe condition monitoring. The presented implementations of smart technologies follow up the specific results of a case study focused on trainer aircraft failure monitoring and its impact on maintenance strategy changes. The case study failure indexes show the critical parts of aircraft that are subjected to damage the most. The aim of the article was to justify the need for thorough monitoring of critical parts of the aircraft and then analyze and propose a more effective and the most suitable form of technical condition monitoring of aircraft critical parts. The article describes the whole process of visual inspection performed by an unmanned aerial vehicle (UAV) with an IR camera and its related processes; in addition, it covers the possible usage of RFID tags as a labeling tool supporting the visual inspection. The implementations criteria apply to the repair and overhaul small aircraft maintenance organization, and later, it can also increase operational efficiency. The final suggestions describe the possible usage of proposed solutions, their main benefits, and also the limitations of their implementations in maintenance of trainer aircraft.
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CHOI, MANYONG, JEONGHAK PARK, WONTAE KIM, and KISOO KANG. "INSPECTION OF IMPACT DAMAGE IN HONEYCOMB COMPOSITE BY ESPI, THERMOGRAPHY AND ULTRASONIC TESTING." International Journal of Modern Physics B 22, no. 09n11 (April 30, 2008): 1033–38. http://dx.doi.org/10.1142/s021797920804627x.
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Honeycomb composites are now fairly widely used in civilian and military aircraft structures. Common defects found in these materials are delaminations by impact damage and their presence will lead to structural weaknesses which could lead failure of the airframe structures. It is important to develop effective non-destructive testing procedures to identify these defects and increase the safety of aircraft travel. This paper describes the detection technique of impact damage defect using thermography and ESPI. The results obtained with the two techniques are compared with ultrasonic C-scan testing. The investigation shows that both imaging NDT methods are able to identify the presence of artificial defect and impact damage. The adoption of the thermography allowed significant advantages in inspection condition, and gives smaller error in quantitative estimation of defects.
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Wang, Yiwei, Christian Gogu, Nicolas Binaud, Christian Bes, Raphael T. Haftka, and Nam-Ho Kim. "Predictive airframe maintenance strategies using model-based prognostics." Proceedings of the Institution of Mechanical Engineers, Part O: Journal of Risk and Reliability 232, no. 6 (March 1, 2018): 690–709. http://dx.doi.org/10.1177/1748006x18757084.
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Aircraft panel maintenance is typically based on scheduled inspections during which the panel damage size is compared to a repair threshold value, set to ensure a desirable reliability for the entire fleet. This policy is very conservative since it does not consider that damage size evolution can be very different on different panels, due to material variability and other factors. With the progress of sensor technology, data acquisition and storage techniques, and data processing algorithms, structural health monitoring systems are increasingly being considered by the aviation industry. Aiming at reducing the conservativeness of the current maintenance approaches, and, thus, at reducing the maintenance cost, we employ a model-based prognostics method developed in a previous work to predict the future damage growth of each aircraft panel. This allows deciding whether a given panel should be repaired considering the prediction of the future evolution of its damage, rather than its current health state. Two predictive maintenance strategies based on the developed prognostic model are proposed in this work and applied to fatigue damage propagation in fuselage panels. The parameters of the damage growth model are assumed to be unknown and the information on damage evolution is provided by noisy structural health monitoring measurements. We propose a numerical case study where the maintenance process of an entire fleet of aircraft is simulated, considering the variability of damage model parameters among the panel population as well as the uncertainty of pressure differential during the damage propagation process. The proposed predictive maintenance strategies are compared to other maintenance strategies using a cost model. The results show that the proposed predictive maintenance strategies significantly reduce the unnecessary repair interventions, and, thus, they lead to major cost savings.
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Nickerson, William C., Nagaraja Iyyer, Keith Legg, and Mehdi Amiri. "Modeling galvanic coupling and localized damage initiation in airframe structures." Corrosion Reviews 35, no. 4-5 (October 26, 2017): 205–23. http://dx.doi.org/10.1515/corrrev-2017-0025.
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AbstractTraditionally, airframe structures are designed for immediate mechanical performance and loads-only structural response; the lifetime of aircraft structures is predicted on these analyses and environmental degradation of properties over the life cycle and during operations is often an afterthought. Although the maintenance of aircraft structures is primarily determined by material degradation, galvanic management of airframe designs and corrosion-resistant material selection have never been done systematically. From end-of-life tear-down inspections, we know that, predominantly, structural failures are initiated from corrosion features, especially those accelerated by dissimilar material coupling. In its most simplistic form, this environmental exposure, “loading”, creates corrosion features, such as pitting, that produce crack initiation morphologies; cracks nucleate from these features and then grow under the combined influence of mechanical stress and corrosion, eventually leading to structural failure. There is clearly a strong correlation between corrosion and structural damage, which we think of as corrosion fatigue and stress corrosion cracking. Office of Naval Research’s Sea-Based Aviation program is developing computational approaches to corrosion activity prediction, crack initiation and crack growth, with the ultimate aim of predicting service life in terms of the combination of mechanical and chemical stress. This approach is intended to be the basis for design of durable aircraft structures, using design principles that will take into account both stress and corrosion in the design phase, rather than designing for stress and then maintaining for corrosion.
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Paramonov, Yuri, and Andrey Kuznetsov. "INSPECTION PROGRAM DEVELOPMENT FOR FATIGUE CRACK GROWTH MODEL WITH TWO RANDOM PARAMETERS/APŽIŪRŲ PROGRAMOS KŪRIMAS NUOVARGIO PLYŠIO AUGIMO MODELIUI SU DVIEM ATSITIKTINIAIS PARAMETRAIS." Aviation 12, no. 2 (June 30, 2008): 33–40. http://dx.doi.org/10.3846/1648-7788.2008.12.33-40.
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To keep the fatigue failure probability of an aircraft fleet at or below a certain level, an inspection program is appointed to discover fatigue cracks before they decrease the residual strength of some structurally significant item of the airframe lower than the level allowed by regulations. In this article, the p‐set function for random vector, which, in fact, is a generalization of p‐bound for random variable, and minimax approach to the problem of inspection number choice are used. It is supposed that the exponential approximation of a fatigue curve with two random parameters can be used in the interval when the fatigue curve becomes detectable and then grows to critical size. For estimation of distribution parameters, results of an approval test are used. A numerical example is given. Santrauka Šiame tyrime nagrinėtas apžiūrų, skirtų surasti nuovargio įtrūkimus jėginiuose elementuose iki liekamojo stiprumo sumažėjimo žemiau leistinos ribos, programos planavimas. Čia apžiūrų skaičiui nustatyti buvo naudojamas mini-maksimalus statistinis sprendinys ir atsitiktinio vektoriaus p-aibės sąvoka, kuri yra atsitiktinio vektoriaus p-ribos apibendrinta sąvoka. Taikyta prielaida, kad nuovargio įtrūkimo didėjimo kreivę galima aproksimuoti eksponentiškai laiko intervale nuo to momento, kai plyšys tampa matomas ir iki kritinio dydžio. Parametrų pasiskirstymo įvertinimui naudoti bandymo rezultatai. Daroma prielaida, kad jei bandymo rezultatai yra nepatenkinami, tuomet turi būti ruošiamas naujas, labai pagerintas bandomojo gaminio projektas. Pateikti ir skaitiniai pavyzdžiai.
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Самокрутов, Andrey Samokrutov, Шевалдыкин, and Viktor Shevaldykin. "Impact Induced Damage Detecting of Aircraft CFRP Covering by Acoustic Testing." NDT World 19, no. 4 (December 15, 2015): 29–32. http://dx.doi.org/10.12737/23501.
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Aircraft parts made of composite materials are susceptible to impact damage which can be negligible visually but significantly worsening their strength.
Finding such damage requires periodic monitoring of large areas of the surface of the aircraft airframe. Fundamentally, such monitoring is possible by using active thermography or acoustic methods.
Acceptable to practice, this task can be solved by scanning the surface with a rolling dry-point contact transducer array, and by analysis of Lamb wave signals propagating through the monitored material between the array adjacent transducers.
This paper presents a device based on this principle, the signal analysis algorithm, and the images recomposed by the device during composite material testing.
The developed equipment provides on-line inspection of impact-induced damage in aircraft covering made of composite materials. However, complex type of generated images requires constant monitoring of the covering state of each aircraft during its operation.
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Davydov, I. A. "Improving the reliability of a visual inspection of damaged aircraft structural components made of composite materials." Civil Aviation High Technologies 25, no. 4 (September 6, 2022): 44–55. http://dx.doi.org/10.26467/2079-0619-2022-25-4-44-55.
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The given article represents the study of the influence of color, surface finish and shape of dents on the reliability of 3D surface dents visual inspection, which are formed due to damage to epoxy composite materials reinforced with carbon fiber resulted from impacts. This article provides an analysis of the influence of surface color of aircraft structural components made of composite materials on the reliability of a visual inspection. The test results are given. Using these values, it is possible to determine the cross-section profiles of surface defects caused by impacts with energy within the range from 5 J to 80 J. The new designs of aircraft, which have been put into service thus far, feature 50 % and more composite materials of the airframe mass and use monolithic carbon fiber composite panels for the fuselage skin. Carbon fiber composite is particularly sensitive to the post-impact compressive strength reduction, and the operating aircraft environment is characterized by an array of sources of impact damages. Samples of the surface appearance of real composite structures of the aircraft on impact is the confidential information. Currently available literature concerning impact damage to composite materials, focuses on impact testing using hemispherical impact elements of typical diameters Ø 15mm, Ø 20 mm or Ø 25 mm. Testing information regarding larger diameter samples is not provided. There is no published research into impact damages to monolithic, fully finished carbon fiber composites.
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Lee, WJ, BH Seo, SC Hong, MS Won, and JR Lee. "Real world application of angular scan pulse-echo ultrasonic propagation imager for damage tolerance evaluation of full-scale composite fuselage." Structural Health Monitoring 18, no. 5-6 (February 24, 2019): 1943–52. http://dx.doi.org/10.1177/1475921719831370.
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Composite structures are assertively used for new airframe designs and manufacturing in military aircrafts because of superior strength-to-weight ratios and fatigue resistance. Because the composites have different fatigue failure characteristics compared with metals, it is necessary to develop different approaches for the composite fatigue design and testing. In this study, we propose an in situ damage evaluation technology with high spatial resolution during full-scale fatigue testing of composite aircraft structures. For real composite structure development considering composite fatigue characteristics, full-scale fatigue and damage tolerance tests of the composite fuselage structure were conducted to evaluate the structural characteristics. In the meantime, the laser ultrasonic nondestructive inspection method, called an angular scan pulse-echo ultrasonic propagation imager, which is fully noncontact, real-time, and portable to position it in between the complex test rigs, is used to observe in situ damage growth of the composite. Finally, the verification procedure assisted by the angular scan pulse-echo ultrasonic propagation imager assures no growth of the initial impact damages after lifetime operation and proves the damage tolerance capability of the developed composite fuselage structure.
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Habib, Khadijah, and Cengiz Turkoglu. "Analysis of Aircraft Maintenance Related Accidents and Serious Incidents in Nigeria." Aerospace 7, no. 12 (December 11, 2020): 178. http://dx.doi.org/10.3390/aerospace7120178.
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The maintenance of aircraft presents considerable challenges to the personnel that maintain them. Challenges such as time pressure, system complexity, sparse feedback, cramped workspaces, etc., are being faced by these personnel on a daily basis. Some of these challenges cause aircraft-maintenance-related accidents and serious incidents. However, there is little formal empirical work that describes the influence of aircraft maintenance to aircraft accidents and incidents in Nigeria. This study, therefore, sets out to explore the contributory factors to aircraft-maintenance-related incidents from 2006 to 2019 and accidents from 2009 to 2019 in Nigeria, to achieve a deeper understanding of this safety critical aspect of the aviation industry, create awareness amongst the relevant stakeholders and seek possible mitigating factors. To attain this, a content analysis of accident reports and mandatory occurrence reports, which occurred in Nigeria, was carried out using the Maintenance Factors and Analysis Classification System (MxFACS) and Hieminga’s maintenance incidents taxonomy. An inter-rater concordance value was used to ascertain research accuracy after evaluation of the data output by subject matter experts. The highest occurring maintenance-related incidents and accidents were attributed to “removal/installation”, working practices such as “accumulation of dirt and contamination”, “inspection/testing”, “inadequate oversight from operator and regulator”, “failure to follow procedures” and “incorrect maintenance”. To identify the root cause of these results, maintenance engineers were consulted via a survey to understand the root causes of these contributory factors. The results of the study revealed that the most common maintenance-related accidents and serious incidents in the last decade are “collision with terrain” and “landing gear events’’. The most frequent failures at systems level resulting in accidents are the “engines” and “airframe structure”. The maintenance factors with the highest contribution to these accidents are “operator and regulatory oversight”, “inadequate inspection” and “failure to follow procedures”. The research also highlights that the highest causal and contributory factors to aviation incidents in Nigeria from 2006 to 2019 are “installation/removal issues”, “inspection/testing issues”, “working practices”, “job close up”, “lubrication and servicing”, all of which corresponds to studies by other researchers in other countries.
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Cusati, Vincenzo, Salvatore Corcione, and Vittorio Memmolo. "Impact of Structural Health Monitoring on Aircraft Operating Costs by Multidisciplinary Analysis." Sensors 21, no. 20 (October 19, 2021): 6938. http://dx.doi.org/10.3390/s21206938.
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Structural health monitoring is recognized as a viable solution to increase aviation safety and decrease operating costs enabling a novel maintenance approach based on the actual condition of the airframe, mitigating operating costs induced by scheduled inspections. However, the net benefit is hardly demonstrated, and it is still unclear how the implementation of such an autonomic system can affect performance at aircraft level. To close this gap, this paper presents a systematic analysis where the impact of cost and weight of integrating permanently attached sensors—used for diagnostics- affect the main performance of the aircraft. Through a multidisciplinary aircraft analysis framework, the increment of aircraft operating empty weight is compared with the possible benefits in terms of direct operating costs to identify a breakeven point. Furthermore, the analysis allows to establish a design guideline for structural health monitoring systems returning a safer aircraft without any economic penalties. The results show that the operating costs are lower than those of the reference aircraft up to 4% increase in maximum take-off weight. Paper findings suggest to considering a condition monitoring strategy from the conceptual design stage, since it could maximize the impact of such innovative technology. However, it involves in a design of a brand-new aircraft instead of a modification of an existing one.
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Leski, Andrzej, Sylwester Kłysz, Janusz Lisiecki, Gabriel Gmurczyk, Piotr Reymer, Dariusz Bochenek, and Dariusz Zasada. "Introduction of Fatigue Markers in Full Scale Fatigue Test of an Aircraft Structure." Fatigue of Aircraft Structures 2012, no. 4 (December 1, 2012): 29–37. http://dx.doi.org/10.2478/v10164-012-0054-5.
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Abstract Air Force Institute of Technology participates in the service life assessment programme SEWST. The aim of this programme, funded by the Polish Ministry of Defense, is to modify the operation system of PZL-130 "Orlik" TC-II turbo propelled trainer aircraft. The structural part of the programme is focused on the Full Scale Fatigue Test of the whole airframe to be conducted at the VZLU in the Czech Republic. The load spectrum for the test was developed by the AFIT based on the flight test results. The basic load block represents 200 simulated flight hours and consists of 194 flights showing different levels of severity. At the end of the Full Scale Fatigue Test a teardown inspection is planned during which it would be most beneficial to be able to determine crack propagation rate by means of a crack surface inspection. Markers are usually visible on most fatigue crack surfaces, however they occur randomly therefore it is almost impossible to conclude anything about the crack history. Since the preliminary load block consisted of separate flights (flight loads together with landing and taxing loads) showing significantly different levels of severity, the easiest way to modify the load block was to change the order of flights within the block. Hence a pilot programme was started at the AFIT which was focused on the determination of the influence of flight sequence on crack appearance. Several load blocks were determined using various techniques of rearranging the order of flights within the preliminary load spectrum. This approach ensured the preservation of the initial severity of the load block and simultaneously enabled a significant increase in the probability of the markers occurrence introducing neither artificial underloads nor overloads that would most probably affect the crack propagation rate. Fatigue crack surfaces were inspected using Scanning Electron Microscope. As a result of the investigations a series of images were obtained showing the specimen microstructure with visible markers arranged in the desired sequences. Based on the obtained pictures the most promising load block arrangements were chosen for the Full Scale Fatigue Test.
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Топал, Микола Савович, and Володимир Михайлович Андрющенко. "ПОШКОДЖЕННЯ ВІД ЩІЛИННОЇ КОРОЗІЇ В КОНСТРУКЦІЯХ ЛІТАКІВ ТА ЇХ ВИЯВЛЕННЯ." Open Information and Computer Integrated Technologies, no. 83 (May 23, 2019): 143–55. http://dx.doi.org/10.32620/oikit.2019.83.10.
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Presented examples of destruction of aircraft designs due to corrosion of metals under conditions of fatigue loading. It is shown that slit corrosion, which is an increase in corrosion in crevice and gaps between two metals, as well as in places of untight contact of metal with a nonmetallic material resistant to corrosion, leads to the appearance of corrosion products in the joints of the skin with the power suite, which supports it , which can lead to the swelling of some elements of the joint relative to other elements and provoke the tearing off of the heads of rivets with the further development of fatigue cracks and the destruction of aircraft structures. Shown, that visual inspection is not always effective for the detection of corrosion damage, and sometimes impossible, for example, in closed internal structures. New developments in the field of sensors and equipment for the detection of corrosive substances and corrosion damage are presented. Among them is information on the sensor (organic-ceramic composite) containing the conducting complex. When the composite is exposed to water liquids, its conductivity is lost. When the composite dries, the sensor reaches its initial values of resistance. Information is provided on the optical sensor for detecting corrosion in the construction of the airframe. This sensor is based on the remote detection of aluminum ions formed during corrosion. The development of a multi-parameter integrated sensor for assessing the structural integrity of aluminum alloys, the recording of the concentration of chloride ions, the release of hydrogen, changes in humidity and degradation of the material is presented. Information is provided on fluorescence-based optical sensors used to detect specific ions such as aluminum, indicating the beginning of corrosion of an aluminum alloy. Information is provided on the development of advanced digital X-ray methods for the detection of corrosion in the design of aircraft. The conclusion is made on the necessity of combining visual control and control with the use of means and methods for detecting corrosive substances and corrosion damage.
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Qi, Siyuan, Chris Powley, Maria Mirgkizoudi, Adele Pliscott, and Peter Collier. "Evaluation of High Temperature Joining Technologies for Semiconductor Die Attach." Additional Conferences (Device Packaging, HiTEC, HiTEN, and CICMT) 2017, HiTEN (July 1, 2017): 000177–92. http://dx.doi.org/10.4071/2380-4491.2017.hiten.177.
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Abstract The development of novel high temperature die attach methods for semiconductor packaging enables use in harsh environments and unique opportunities for demanding industrial applications such as controls and monitoring for next generation engine and airframe platforms. Traditional die attach materials including lead solders and conductive adhesives cannot meet requirements of operation temperatures up to and exceeding 300°C due to their limited melting and glass transition temperatures [1]. The Manufacturing Technology Centre Ltd (MTC) has evaluated a range of high temperature die attach materials and processes for silicon and silicon carbide (SiC) semiconductors. Assembly processes were explored for bonding components with and without a back metallisation and with capability to support electrical back contact if required. Die attach methods evaluated include:Sinterable silver materials for back metallised semiconductor componentsSilver glass for non-back metallised semiconductor componentsGold-silicon near eutectic preforms for non-back metallised semiconductor components Two types of substrates were selected including high temperature co-fired ceramic (HTCC) packages and gold or silver plated Kovar substrates. Test assemblies were subjected to accelerated life tests consisting of thermal ageing at 400°C and thermal cycling of −40°C to 200°C. These tests enabled the evaluation of the die attach materials after accelerated conditions of use. Reliability performance of the die attach materials was assessed using visual and X-ray inspection, mechanical shear testing and microstructure analysis. For sinterable silver materials, the test assemblies constructed using HTCC packages showed no significant reduction in shear strength after 1,008 hours ageing at 400°C. However shear strengths of the test assemblies constructed using Kovar substrates reduced by 95% of the initial values after ageing at 400°C for 336 hours. All test assemblies showed no significant reduction in adhesion after thermal cycling of −40°C to 200°C for 1,000 cycles. In addition, no apparent differences in shear strengths could be detected for sintered silver interconnections for gold and silver metallised semiconductor components. Gold-silicon bonding as performed using a near eutectic preform had limited performance as aged at 400°C. Silver glass test assemblies constructed using HTCC packages showed a 50% reduction in shear strength compared to the initial values after thermal ageing at 400°C for 1,000 hours. A similar reduction in adhesion was presented after thermal cycling of −40°C to 200°C for 1,000 cycles.
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"Airframe inspection programme." NDT & E International 25, no. 4-5 (August 1992): 243. http://dx.doi.org/10.1016/0963-8695(92)90331-a.
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Kralovec, Christoph. "Artificial intelligence-based corrosion sensing and prediction for aircraft applications (AICorrSens)." e-Journal of Nondestructive Testing 28, no. 1 (January 2023). http://dx.doi.org/10.58286/27641.
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Corrosion causes enormous damage to mechanical structures in many industrial sectors, and the aviation industry is no exception. To extend the lifetime of airframes without compromising safety, it is very important to have a clear picture of the state of corrosion (SoC) of the aircraft. Thus, it is essential to develop methodologies suitable for real-time monitoring of the SoC and subsequent reliable notification when a structure has been compromised by corrosion. Published results so far suggest that the ultrasonic (e.g. acoustic emission, guided waves) as well as electrochemical sensors (e.g. electrochemical noise, impedance spectroscopy) are suitable for monitoring aircraft-relevant corrosion but lack the technological readiness to be applied in commercial aircraft yet. A huge issue in achieving reliable monitoring systems is the correlation between corrosive phenomena and (typically) noisy sensor data. The AICorrSens project addresses these issues by developing a multisensor setup for monitoring the SoC based on ultrasonic, electrochemical, and environmental sensors coupled with AI algorithms. Training data shall be generated by performing accelerated corrosion tests with coupons and demonstrator parts equipped with sensors. Using AI for the subsequent data analysis, one can overcome operational noise, and thus, allow today’s corrosion detection methods onboard real- time evaluation of the SoC in terms of detection, localization, quantification, and typification. The ambition of the project is to transform the created continuous stream of data into classifications of the SoC that are intuitively understandable through a human-machine interface, including a qualified corrosion prediction by the AI models generated from test campaigns. The project results shall lead to increased aircraft safety and reliability and deliver a clear economic benefit for aircraft operators as it allows a switch from regular inspection intervals to condition-based maintenance. Funded by: Austrian Research Promotion Agency Program: Take Off, Call 2019 Consortium: CEST Competence Centre for Electrochemical Surface Technology (CEST), Johannes Kepler University Linz – Institute of Structural Light-weight Design (IKL), Danube University Krems – Department for Integrated Sensor Systems (DISS), Senzoro GmbH (SENZ). Project duration: 10/2020 – 09/2023. EWGAE 35, Ljubljana, Slovenia, 13th – 16th Sep. www.ewg
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Boriskov, Yury. "Coherent Adaptive Focusing to Inspection of Composite Materials with Complex Geometry." NDT World, July 8, 2020, 9–12. http://dx.doi.org/10.12737/1609-3178-2020-9-12.
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Inspection of curved surfaces from polymer composite materials in aircraft manufacturing. The use of phased array technology and the method of coherent adaptive focusing to inspection of airframe parts: spars, beam ceilings, stringers, fairings and other parts with complex geometry.
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"Evaluation of bond testing equipment for inspection of army advanced composite airframe structures." NDT & E International 27, no. 3 (June 1994): 164. http://dx.doi.org/10.1016/0963-8695(94)90707-2.
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Tříska, Václav, Tomáš Chlebeček, Jakub Hnidka, and Karel Maňas. "Testing of the heating element integrated into the honeycomb sandwich structure for active thermography inspection." Journal of Sandwich Structures & Materials, June 5, 2020, 109963622092788. http://dx.doi.org/10.1177/1099636220927888.
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The honeycomb sandwich structures with carbon composite face sheets combined with aluminium or Nomex® honeycomb core are extensively used in the aircraft airframe structure. They provide some key benefits over conventional structures such as increased bending strength and stiffness combined with low weight. However, they show high sensitivity to a certain type of damage, such as object impact, mishandling, etc. Non-destructive inspection methods are needed for a structural health examination. Active infrared thermography is one of them. The quality of the inspection and defect detection depends heavily on the proper application of the external thermal excitation. This paper presents a concept of the sandwich structure with internal excitation by means of an integrated thin-film resistive heating element.
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Teixeira Vivaldini, Kelen C., Gustavo Franco Barbosa, Igor Araujo Dias Santos, Pedro H. C. Kim, Grayson McMichael, and David A. Guerra-Zubiaga. "An intelligent hexapod robot for inspection of airframe components oriented by deep learning technique." Journal of the Brazilian Society of Mechanical Sciences and Engineering 43, no. 11 (October 11, 2021). http://dx.doi.org/10.1007/s40430-021-03219-7.
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"41979 Evaluation of bond testing equipment for inspection of army advances composite airframe structures." NDT International 23, no. 4 (August 1990): 230. http://dx.doi.org/10.1016/0308-9126(90)91636-8.
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Winter, D., D. Crowley, C. Ward, S. Williams, C. McMahon, and K. Potter. "Using Real-Time Data for Increasing the Efficiency of the Automated Fibre Placement Process." International Journal of Vehicle Structures and Systems 9, no. 1 (February 28, 2017). http://dx.doi.org/10.4273/ijvss.9.1.03.
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The Automated Fibre Placement (AFP) process has grown in popularity with an increasing install base that realistically began within the last decade. This growing popularity stems from the technique’s promise of higher deposition rates (>10kg/hr), enhanced quality, and reduction of intensive manual labour. However, AFP machines are still relatively few in number as compared to other automated routes for fabrication; with only a few airframers and suppliers proactively developing the technique. The purpose of this paper is to report on the non-value adding activities that detrimentally impact on production rate capability. For example, inspection is typically carried out manually and can account for a large percentage of the cycle time. The risk therefore, is that by not adequately addressing non-value adding activities, a costly level of investment could be needed to achieve the production rates required. We provide a longitudinal case study, accounting for the non-value adding tasks that surround the process. Our results show that, by percentage, these activities have been targeted and reduced over a two year period. We are also able to demonstrate, through coefficient of variation, how the AFP process has stabilized over the two years. A 92% learning curve has emerged that better represents cycle time reductions for each successive part, as opposed to the 80% learning curve traditionally adopted.