Prepreg material is temperature sensitive. Excessively high temperatures cause the material to begin curing, and excessively low temperatures make the material difficult to handle. For repairs on aircraft in very cold or very hot climates, the area should be protected by a tent around the repair area. Prepare the prepreg repair plies in a controlledtemperature environment and bring them to the repair area immediately before using them.
Co-curing Co-curing is a process wherein two parts are simultaneously cured. The interface between the two parts may or may not have an adhesive layer. Co-curing often results in poor panel surface quality, which is prevented by using a secondary surfacing material co-cured in the standard cure cycle or a subsequent fill-and-fair operation. Co-cured skins may also have poorer mechanical properties, requiring the use of reduced design values. A typical co-cure application is the simultaneous cure of a stiffener and a skin. Adhesive film is frequently placed into the interface between the stiffener and the skin to increase fatigue and peel resistance. Principal advantages derived from the co-cure process are excellent fit between bonded components and guaranteed surface cleanliness.
Secondary Bonding Secondary bonding utilizes precured composite detail parts, and uses a layer of adhesive to bond two precured composite parts. Honeycomb sandwich assemblies commonly use a secondary bonding process to ensure optimal structural performance. Laminates co-cured over honeycomb core may have distorted plies that have dipped into the core cells. As a result, compressive stiffness and strength can be reduced as much as 10 and 20 percent, respectively.
small and negative margins. This technology has often been referred to as a combination of metal bonding and conventional on-aircraft composite bonded repair. Boron prepreg tape with an epoxy resin is most often used for this application.
Co-bonding In the co-bonding process, one of the detail parts is precured with the mating part being cured simultaneously with the adhesive. Film adhesive is often used to improve peel strength. Layup Process (Typical Laminated Wet Layup)
Layup Techniques Read the SRM and determine the correct repair material, number of plies required for the repair, and the ply orientation. Dry the part, remove the damage, and taper sand the edges of damaged area. Use a piece of thin plastic, and trace the size of each repair ply from the damaged area. Indicate the ply orientation of each ply on the trace sheet. Copy the repair ply information to a piece of repair material that is large enough to cut all plies. Impregnate the repair material with resin, place a piece of transparent release film over the fabric, cut out the plies, and lay up the plies in the damaged area. The plies are usually placed using the smallest ply first taper layup sequence, but an alternative method is to use the largest ply first layup sequence. In this sequence, the first layer of reinforcing fabric completely covers the work area, followed by successively smaller layers, and then is finished with an extra outer layer or two extending over the patch and onto the sound laminate for some distance. Both methods are illustrated in Figures 7-46 and 7-47.
Ply locating template Taper sanded repair
Precured laminates undergoing secondary bonding usually have a thin nylon or fiberglass peel ply cured onto the bonding surfaces. While the peel ply sometimes hampers nondestructive inspection of the precured laminate, it has been found to be the most effective means of ensuring surface cleanliness prior to bonding. When the peel ply is stripped away, a pristine surface becomes available. Light scuff sanding removes high resin peak impressions produced by the peel ply weave which, if they fracture, create cracks in the bondline.
Part zero direction
F.P. P1 0
Composite materials can be used to structurally repair, restore, or enhance aluminum, steel, and titanium components. Bonded composite doublers have the ability to slow or stop fatigue crack growth, replace lost structural area due to corrosion grind-outs, and structurally enhance areas with
7-28
Repair plies Figure 7-46. Repair layup process.
P2 45
P3 0
P EXTRA 0
Warp