Dennis P. Roach

Active sensors for health monitoring of aging aerospace structures

A project to develop non-intrusive active sensors that can be applied on existing aging aerospace structures for monitoring the onset and progress of structural damage (fatigue cracks and corrosion) is presented. The state of the art in active sensors structural health monitoring and damage detection is reviewed. Methods based on (a) elastic wave propagation and (b) electro-mechanical (E/M) impedance technique are cited and briefly discussed. The instrumentation of these specimens with piezoelectric active sensors is illustrated. The main detection strategies (E/M impedance for local area detection and wave propagation for wide area interrogation) are discussed. The signal processing and damage interpretation algorithms are tuned to the specific structural interrogation method used. In the high frequency E/M impedance approach, pattern recognition methods are used to compare impedance signatures taken at various time intervals and to identify damage presence and progression from the change in these signatures. In the wave propagation approach, the acousto- ultrasonic methods identifying additional reflection generated from the damage site and changes in transmission velocity and phase are used. Both approaches benefit from the use of artificial intelligence neural networks algorithms that can extract damage features based on a learning process. Design and fabrication of a set of structural specimens representative of aging aerospace structures is presented. Three built-up specimens, (pristine, with cracks, and with corrosion damage) are used. The specimen instrumentation with active sensors fabricated at the University of South Carolina is illustrated. Preliminary results obtained with the E/M impedance method on pristine and cracked specimens are presented.

Multiplexed Fiber Bragg Grating Interrogation System Using a Microelectromechanical Fabry–Perot Tunable Filter

This paper describes a fiber Bragg grating strain sensor interrogation system based on a microelectromechanical systems tunable Fabry-Perot filter. The shift in the Bragg wavelength due to strain applied to a sensor fiber is detected by means of a correlation algorithm which was implemented on an embedded digital signal processor. The instrument has a 70 nm tuning range, allowing multiple strain sensors to be multiplexed on the same fiber. The performance of the interrogator was characterized using an optical fiber containing six grating strain sensors embedded in a fiberglass test specimen. The measured root mean square (RMS) strain error was 1.5 microstrain, corresponding to a 1.2 pm RMS error in the estimated wavelength shift. Strain measurements are produced with an update rate of 39 samples/s.

Nondestructive inspection of bonded composite doublers for aircraft

One of the major thrusts established under the FAAs National Aging Aircraft Research Program is to foster new technologies associated with civil aircraft maintenance. Recent DOD and other government developments in the use of bonded composite doublers on metal structures has supported the need for research and validation of such doubler applications on US certificated airplanes. Composite doubler technology is rapidly maturing and shows promise of cost savings on aging aircraft. While there have been numerous studies and military aircraft installations of composite doublers, the technology has not been certified for use on commercial aircraft. Before the use of composite doublers can be accepted by the civil aviation industry, it is imperative that methods be developed which can quickly and reliably assess the integrity of the doubler. In this study, a specific composite application was chosen on an L-1011 aircraft in order to focus the tasks on application and operation issues. Primary among inspection requirements for these doublers is the identification of disbonds, between the composite laminate and aluminum parent material, and delaminations in the composite laminate. Surveillance of cracks or corrosion in the inspection (NDI) method can inspect for every flaw type, therefore it is important to be aware of available NDI techniques and to properly address their capabilities and limitations. This paper reports on a series of NDI tests which have been conducted on laboratory test structures and on a fuselage section cut from a retired L-1011 aircraft. Specific challenges, unique to bonded composite doubler applications, will be highlighted. In order to quickly integrate this technology into existing aircraft maintenance depots, the use of conventional NDI, ultrasonics, x-ray, and eddy current, is stressed. The application of these NDI technique to composite doublers and the results from test specimens, which were loaded to provide a changing flaw profile, are presented in this paper. The development of appropriate inspection calibration standards will also be discussed.

Low-cost fiber Bragg grating interrogation system for in situ assessment of structures

A project targeted at developing a low-cost fiber optic interrogator system for fiber Bragg grating (FBG) sensors has been completed, and has resulted in a stand-alone system that can be used in multiple applications. The interrogator system, tailored as a potential solution for embedded strain sensing in composite wind turbine blades, was recently tested and its performance validated at the Infrastructure Assurance & Non-Destructive Inspection (NDI) department at Sandia National Laboratories (SNL). The test specimen used to test the system consisted of a single fiber optic cable with six FBG sensors embedded in a 36-ply fiberglass composite specimen. The FBG sensors were installed around a series of known engineered flaws. Six foil type resistive strain gauges were bonded to the composite specimen surface and co-located with the six embedded FBG sensors. The fiber optic interrogator was used to sample the FBG sensors and an independent data acquisition system was used to sample the foil strain gauges. The test specimen was subjected to a series of static loads and the results from both the foil strain gauges and the FBG sensors were compared. Results from the analysis show a good correlation between the embedded FBG sensors and the foil strain gauges.

Experimental and analytical program to determine strains in 737 LAP splice joints subjected to normal fuselage pressurization loads

The Federal Aviation Administration Technical Center (FAATC) has initiated several research projects to assess the structural integrity of the aging commercial aircraft fleet. One area of research involves the understanding of a phenomenon known as ``Widespread Fatigue Damage`` or WFD, which refers to a type of multiple element cracking that degrades the damage tolerance capability of an aircraft structure. Research on WFD has been performed both experimentally and analytically including finite element modeling of fuselage lap splice joints by the Volpe Center. Fuselage pressurization tests have also been conducted at the FAA`s Airworthiness Assurance NDI Validation Center (AANC) to obtain strain gage data from select locations on the FAA/AANC 737 Transport Aircraft Test Bed. One-hundred strain channels were used to monitor five different lap splice bays including the fuselage skin and substructure elements. These test results have been used to evaluate the accuracy of the analytical models and to support general aircraft analysis efforts. This paper documents the strain fields measured during the AANC tests and successfully correlates the results with analytical predictions.

Use of the mar-lin criteria to determine the influence of porosity on the iosipescu and short beam shear properties in carbon fiber polymer matrix composites

To address a critical aspect of the fast growing use of composites in aircraft and aerospace industry, the influence of the porosity on the shear strength of composites property was investigated as a mean for determining the critical values of porosity. Acid digestion techniques were applied to determine the void volume ratio of two families of carbon epoxy laminates (8 and 16 plies). Ultrasonic inspections revealed the corresponding attenuation coefficients. The void morphology was investigated by optical microscopy. Results from Interlaminar shear and Iosipescu shear tests were correlated with the attenuation coefficient to determine critical values of porosity using a modified Mar-Lin fracture criteria. It has been shown that the shear strength decrease with the increase of void volume ratio and the effects are more significant in thicker laminates. This work showed that by using the Mar-Lin criteria the singularity order, which is an indicative of the sensibility to voids in composites, is dependent of type of loading and void distribution.

Development and validation of bonded composite doubler repairs for commercial aircraft.

Abstract A typical aircraft can experience over 2000 fatigue cycles (cabin pressurisations) and even greater flight hours in a single year. An unavoidable by-product of aircraft use is that crack, impact and corrosion flaws develop throughout the aircrafts skin and substructure elements. Economic barriers to the purchase of new aircraft have placed even greater demands on efficient and safe repair methods. The use of bonded composite doublers offers the airframe manufacturers and aircraft maintenance facilities a cost-effective method to safely extend the lives of their aircraft. Instead of riveting multiple steel or aluminium plates to facilitate an aircraft repair, it is now possible to bond a single Boron-Epoxy composite doubler to the damaged structure. The FAAs Airworthiness Assurance Center at Sandia National Labs (AANC), Boeing, and Federal Express completed a pilot programme to validate and introduce composite doubler repair technology to the U.S. commercial aircraft industry. This project focused on repair of DC-10 fuselage structure and its primary goal was to demonstrate routine use of this repair technology using niche applications that streamline the design-to-installation process. As composite doubler repairs gradually appear in the commercial aircraft arena, successful flight operation data is being accumulated. These commercial aircraft repairs are not only demonstrating the engineering and economic advantages of composite doubler technology, but they are also establishing the ability of commercial maintenance depots to safely adopt this repair technique. This report presents the array of engineering activities that were completed in order to make this technology available for widespread commercial aircraft use. Focused laboratory testing was conducted to compliment the field data and to address specific issues regarding damage tolerance and flaw growth in composite doubler repairs. Fatigue and strength tests were performed on a simulated wing repair using a substandard design and a flawed installation. In addition, the new sol–gel surface preparation technique was evaluated. Fatigue coupon tests produced sol–gel results that could be compared with a large performance database from conventional, riveted repairs. It was demonstrated that not only can composite doublers perform well in severe off-design conditions (low doubler stiffness and presence of defects in doubler installation) but that the sol–gel surface preparation technique is easier and quicker to carry out while still producing optimum bonding properties. Nondestructive inspection (NDI) methods were developed so that the potential for disbond and delamination growth could be monitored and crack growth mitigation could be quantified. The NDI methods were validated using full-scale test articles and the FedEx aircraft installations. It was demonstrated that specialised NDI techniques can detect flaws in composite doubler installations before they reach critical size. Probability of Detection studies were integrated into the FedEx training in order to quantify the ability of aircraft maintenance depots to properly monitor these repairs. In addition, Boeing Structural Repair and Nondestructive Testing Manuals were modified to include composite doubler repair and inspection procedures. This report presents the results from the FedEx Pilot Program that involved installation and surveillance of numerous repairs on operating aircraft. Results from critical NDI evaluations are reported in light of damage tolerance assessments for bonded composite doublers. This work has produced significant interest from airlines and aircraft manufacturers. The successful Pilot Program produced flight performance history to establish the durability of bonded composite patches as a permanent repair on commercial aircraft structures. This report discusses both the laboratory data and Pilot Program results from repair installations on operating aircraft to introduce composite doubler repairs into mainstream commercial aircraft use.

In-situ monitoring of the integrity of bonded repair patches on aircraft and civil infrastructures

Monitoring the continued health of aircraft subsystems and identifying problems before they affect airworthiness has been a long-term goal of the aviation industry. Because in-service conditions and failure modes experienced by structures are generally complex and unknown, conservative calendar-based or usage-based scheduled maintenance practices are overly time-consuming, labor-intensive and expensive. Metal structures such as helicopters and other transportation systems are likely to develop fatigue cracks under cyclic loads and corrosive service environments. Early detection of cracks is a key element to prevent catastrophic failure and prolong structural life. Furthermore, as structures age, maintenance service frequency and costs increase while performance and availability decrease. Current non-destructive inspection (NDI) techniques that can potentially be used for this purpose typically involve complex, time-intensive procedures, which are labor-intensive and expensive. Most techniques require access to the damaged area on at least one side, and sometimes on both sides. This can be very difficult for monitoring of certain inaccessible regions. In those cases, inspection may require removal of access panels or even structural disassembly. Once access has been obtained, automated inspection techniques likely will not be practical due to the bulk of the required equipment. Results obtained from these techniques may also be sensitive to the sweep speed, tool orientation, and downward pressure. This can be especially problematic for hand-held inspection tools where none of these parameters is mechanically controlled. As a result, data can vary drastically from one inspection to the next, from one technician to the next, and even from one sweep to the next. Structural health monitoring (SHM) offers the promise of a paradigm shift from schedule-driven maintenance to condition-based maintenance (CBM) of assets. Sensors embedded permanently in aircraft safety critical structures that can monitor damage can provide for improved reliability and streamlining of aircraft maintenance. Early detection of damage such as fatigue crack initiation can improve personnel safety and prolong service life. This paper presents the testing of an acousto-ultrasonic piezoelectric sensor based structural health monitoring system for real-time monitoring of fatigue cracks and disbonds in bonded repairs. The system utilizes a network of distributed miniature piezoelectric sensors/actuators embedded on a thin dielectric carrier film, to query, monitor and evaluate the condition of a structure. The sensor layers are extremely flexible and can be integrated with any type of metal or composite structure. Diagnostic signals obtained from a structure during structural monitoring are processed by a portable diagnostic unit. With appropriate diagnostic software, the signals can be analyzed to ascertain the integrity of the structure being monitored. Details on the system, its integration and examples of detection of fatigue crack and disbond growth and quantification for bonded repairs will be presented here.

Ultrasonic inspection technique for composite doubler/aluminum skin bond integrity for aircraft

As part of the FAAs National Aging Aircraft Research Program to foster new technologies for civil aircraft maintenance and repair, use of bonded composite doublers on metal aircraft structures has been advanced. Research and validation of such doubler applications on U.S. certified commercial aircraft has begun. A specific composite application to assess the capabilities of composite doublers was chosen on a L-1011 aircraft for reinforcement of the corner of a cargo door frame where a boron-epoxy repair patch of up to 72 plies was installed. A primary inspection requirement for these doublers is the identification of disbonds between the composite laminate and the aluminum parent material. This paper describes the development of an ultrasonic pulse-echo technique using a modified immersion focus transducer where a robust signal amplitude signature of the composite/aluminum interface is obtained to characterize the condition of the bond. Example waveforms and C-scan images are shown to illustrate the ultrasonic response for various transducer configurations using a boron-epoxy/aluminum skin calibration test sample where disbonds and delaminations were built-in. The modified focus transducer is compatible with portable ultrasonic scanning systems that utilize the weeper or dripless bubbler technologies when an ultrasonic inspection of the boron-epoxy composite doublers installed on aircraft is implemented.

IMPROVING AIRCRAFT COMPOSITE INSPECTIONS USING OPTIMIZED REFERENCE STANDARDS

The rapidly increasing use of composites on commercial airplanes coupled with the potential for economic savings associated with their use in aircraft structures means that the demand for composite materials technology will continue to increase. Inspecting these composite structures is a critical element in assuring this continued airworthiness. The FAA`s Airworthiness Assurance NDI Validation Center, in conjunction with the Commercial Aircraft Composite Repair committee, is developing a set of composite reference standards to be used in NDT equipment calibration for accomplishment of damage assessment and post-repair inspection of all commercial aircraft composites. In this program, a series of NDI tests on a matrix of composite aircraft structures and prototype reference standards were completed in order to minimize the number of standards needed to carry out composite inspections on aircraft. Two tasks, related to composite laminates and non-metallic composite honeycomb configurations, were addressed.