airbus - fatigue technology
TRANSCRIPT
H. Assler / J. Telgkamp Airbus ECNDT 2006
25 September 2006
Design of Aircraft Structures under Special Consideration of NDT
9th European Conference on NDTBerlin (Germany), September 25th – 29th, 2006
ECNDT 2006
H. AsslerAirbus - Hamburg
Presented by J. Telgkamp
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Table of Contents
History of AviationAircraft Performance
Aircraft MarketAircraft Design
Innovation in Aircraft DesignStructure Inspection Program
NDI/NDT MethodsConclusions
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History of Aviation
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History of Aviation
1st engine driven flight: 12 seconds, 53 metersWilbur and Orville Wright (Dayton, Ohio)
December 17th, 1903, Kitty Hawk, North Carolina
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History of Aviation
1st save, repeatable gliding flights in history, 25 metersOtto Lilienthal
Summer 1891, Derwitz, Germany
„From jumping to flying“ marked the beginning of the era of human flight 115 years ago .
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Table of Contents
History of AviationAircraft Performance
Aircraft MarketAircraft Design
Innovation in Aircraft DesignStructure Inspection Program
NDI/NDT MethodsConclusions
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Aircraft Performance – Drivers / Features
moreinexpensive
moreenvironmental
friendly
fasterbigger
further
ChallengeDrivers use to be in contradiction to each other.
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Aircraft Performance – “further”Long Range Aircraft development vs. Time
Half earth circumferential
Longest distance between major destinations
Entry into Service
4000
6000
8000
10000
1970 1980 1990 2000 2010
Ran
ge (n
m)
B747-100
B747-200
B747 SP
B747-300
747-400ER
A340-200
A340-300A340-600
A340-500
777-200
777-200ER
777-300
777-300ER747-400
Range as design driver is reaching it’s natural limit.
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Aircraft Performance – „bigger“
79.8 m
73 m
A380 A320
7.14 m
8.56 m
A380
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Aircraft Performance – „lighter“
0,01
0,1
1
10
1900 1920 1940 1960 1980 2000 2020
Year
Wei
ght
per
Load
and
Dis
tanc
e (r
elat
ed o
n cr
uisi
ng s
peed
)
Structural Efficiency is increasing permanently.
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Aircraft Performance – “environmental friendly”
A380 - the first long-haul aircraft with less than3 litres per pax/100km
fuel consumption(5000 nm sector, Typical International
Flight Profile, 555 pax)
Spec
. Pow
er k
W/k
g
1.0
0.1
0.01
Aircraft
Car
Stationary / Maritime
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Aircraft Performance – Sources for Innovations
AerodynamicsLift
Drag
Thrust
Weight
Structure(Materials, Technologies, Design)
Engine
Overall AircraftConfiguration
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Table of Contents
History of AviationAircraft Performance
Aircraft MarketAircraft Design
Innovation in Aircraft DesignStructure Inspection Program
NDI/NDT MethodsConclusions
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101 136 125 106
326460
556 476 529375 300 284
370
563
319 290327 196
554
789 568
656
391
602
251277
38
414
333
239
0
200
400
600
800
1000
1200
1400
1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004
Airbus Boeing
Aircraft Market – Orders (Gross)Status Dec./04
Aircraft Market is fluctuant.
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Aircraft Market – The Future looks bright ...
1970-1979 :11,0%
1980-1990 :5,8%
1991-1997 :5,8%
GulfcrisisCrisis in Asia
Oilcrisis
10 900 Aircraftsin 2000
17,328 Aircraftin 2023
0
1
2
3
4
5
6
7
8
9
1970 1980 1990 2000 2013 2023
Shift of 3.3 years
9-11SARSIraq
Worldwide Annual Airtraffic(in trillion Passenger KM)
Until 2023: 5,3% growth p.a.
In spite of Crises: 5.3% Growth p.a.
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Table of Contents
History of AviationAircraft Performance
Aircraft MarketAircraft Design - general
Innovation in Aircraft DesignStructure Inspection Program
NDI/NDT MethodsConclusions
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Aircarft Design – General Aspects
A typical short-range jet aircraft is designed to make approx. 50 000 flights, which corresponds with approx. 200 000 miles only on ground (taxiing, etc.).Please compare to conventional car, e.g. 100 000 miles.
Airframe Structures have to fulfil extreme Requirements during a very long Product Life.
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Aircraft Design – General Aspects
Aircraft Design is a multidisciplinary Challenge.
The Aircraft Design is influenced by a Variety of Factors: • Airworthiness Regulations• Environmental Considerations• General Aircraft Requirements (Mission Profile,
Maintenance, DOCs, etc.)• Specific Requirements for Structural Details• Available Materials and Technologies• Manufacturing Capacities and Capabilities• NDI / NDT Capabilities• Design Costs
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Aircraft Design – Material Selection
• Lower Stiffness• Higher Density
(compared to CFRP)• Less industrialized process
(compared to CFRP)
• Improved Fatigue• Better Tailoring• Higher Fire Resistance• Less Corrosion
(compared to Al-alloys)
Fiber MetalLaminates
• Impact Behaviour• No „Plasticity“• Reparability• Recycling
• Fatigue Behaviour• Low Density• No corrosion• Best suited for Smart
Structures
Composites(CFRP)
• High Density• Fatigue Behaviour• Corrosion Behaviour• High Costs of new Alloys
• Standardisation• Reparability• Static Behaviour• Improvement Potential
Metals(Al-Alloys)
DrawbacksStrengths
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Aircraft Design – Material Selection
Al 2524
Al 6013 Al 7475
GLARESkin
Material
An iterative Optimisation leads to best Match of Material Characteristics and Design Criteria.
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Aircraft Design – Material Breakdown for A380-800
22 % Organic MaterialsCFRP, GFRP, QFRP
61% Aluminium Alloys
10% Titanium& Steels Alloys
3 % GLARE
2% SurfaceProtections
2% Miscellaneous
(Engine and Landing Gear not included)
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Aircraft Design – Composites Introduction on Airbus
Airbus will continue to select the material technology that is best suited to its products and most beneficial for its customers
Com
posi
te S
truc
tura
l Wei
ght[
%]
A300A310-200
A320
A340-300A340-600
A380
A400M
A350
0
5
10
15
20
25
30
35
40
45
1970 1980 1990 2000 2010
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Aircraft Design – Composite Materials on A380-800
Horizontal Tail Plane
Floor Beams Upper Deck
RearPressure Bulkhead
Outer FlapsVertical Tail Plane
J-Nose
Center Wing BoxSection 19Wing Ribs
Section 19.1
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Table of Contents
History of AviationAircraft Performance
Aircraft MarketAircraft Design - specific
Innovation in Aircraft DesignStructure Inspection Program
NDI/NDT MethodsConclusions
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Aircraft Design – tskin due to internal Pressure
0 ft
40000 ft
7000 ft(cabin pressure) tskin = (∆p * R) / σcircumf
∆p = 594 hPaR = 3 mσcircumf = 100 MPa (cyclic)
tskin ≈ 1.8 mm
R
∆p
→ ∆pσcircumf
Internal PressureA350
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??????σlong < / = / > σcircumf
R
∆p
σcircumf
Internal Pressure
∆pσlong
Aircraft Design – Skin Stresses
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Internal Pressure
??????σlong < / = / > σcircumf
Aircraft Design – Skin Stresses
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Aircraft Design – Skin Stresses
σlong = ½ ⋅ σcircumf
Internal Pressure
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σlong = ½ ⋅ σcircumf
R
∆p
Internal Pressure
∆pσlong
Aircraft Design – Skin Stresses
σcircumf
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Aircraft Design – Skin Stresses
Rσcircumf
Internal Pressure + Weight
∆p
gravity σlong
lift
σlong
σlong, upper skin >> σlong, lower skin
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Aircraft Design – Typical Flight Profile
Sources for Loads on Structure are various and time-dependent.
InternalPressure
+Weight
+Aerodynamic
Loads+
ManoeuvreLoads
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Design - Design dominating Loads
All dimensioning design criteria have to be met in all parts of structure with all load cases
Bending
Bending andTorsion
Impact
Shear(transverse shear and torsion)
Longit. Compression (bending)Corrosion ResistanceHigh Local LoadsHoop Tension
Impact
Impact
Impact
ShearStress
Longit. Tension(bending)
Upper skin:Compression
Lower skin:Tension
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Typical Fuselage Structure
Butt Joint
Aircraft
Structural Detail Fuselage Panel
Fuselage Section
Stringer
LapJoint
Skin
Clip
Frame
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Table of Contents
History of AviationAircraft Performance
Aircraft MarketAircraft Design
Innovation in Aircraft DesignStructure Inspection Program
NDI/NDT MethodsConclusions
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Innovation in Aircraft Design – Intelligent Airframe
The Airbus Intelligent Airframe
Material andTechnologies
selection
TayloredDesign
SmartStructures
=> A multi-disciplinary approach is needed!
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Example 1: Innovation in materials / technologies
Composites
Fairings
BulkheadKeel beam
Floor panels
Al-Li
LBWExtrusions
Metal
GLARE®,LBW,EBW, Ti-Leg.
Fuselage
1970 1980 1990 2000 20202010
Rear FuselageCenter wing box
AdaptiveStructures,
SHM
FSW, Al-Sc
Al adv.casting Advanced
FMLControlsurfaces
VTP, HTP Flaps,
Wing
AL-Li
Metal and CFRP solutions keep challenging each other
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Example 2: Bionic Design Optimization
A380 wing – leading edge ribBionic Design Optimization – Example from CRC Ottobrunn
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Example 2: Bionic Design Optimization
A380 wing – leading edge rib
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Example 2: Bionic Design Optimization
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Example 3: GLARE (Semi-finished Product)
Fibre Metal Laminate (hybrid material)• Al-Foils (t=0.3-0.5mm)• Glass Fibre / Adhesive Layer (t=0.125mm)
GLARE® features (compared to monolithic Al):• High Damage Tolerance (crack propagation)• Improved Impact Resistance• Improved Fire and Corrosion Resistance• Low (-10%) Specific Weight (high Weight Efficiency)• Orthotropy (tailored mechanical Properties) • BUT high Price, low Stiffness and difficult to form
GLARE reduces Inspection Effort (Downtime) significantly. → Customer’s Satisfaction
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Example 3: GLARE Application on A380-800
• Skin Panel (GLARE 3/4/6, 470m²)• Butt Strap (GLARE 2)• HTP and VTP Leading Edge
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Example 3: GLARE Quality Control
Application of NDT for semi-finished Products:Ultrasonic C-Scan Inspection with pulsing Water and acoustic Sensing checks the Porosity of the GLARE-Panel for any Voids in the Bonds (Squirter Ultrasonic Method).
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Example 4: Welding - LBW
AIRBUS-G• A318 1 panel• A380 8 panel(CO2-Laser, Working Area 6m×3m)
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Example 4: Welding - LBW Online Quality Control
Photo SpectrometicDetermination of Si in plasmaEddy Current Testing
Optical Profile Measurement
TactileSensor
Laser Beam
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Example 4: Welding - FSW
Friction Stir Welding (FSW)Technology to join skin (fuselage) or spar (wing) sections.
Sealing
Bonding
Doubler
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Example 4: Welding - Examples for FSW-Defects
Root Flaw
Lack ofPenetration
Tunnel
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Example 4: Welding - NDT for FSW
NDT is applied in Manufacturing of FSW Joints for
• Process Supervision (online Methods)Process Data, Temperature, Surface Shape and Deformation
• Quality Assurance (offline Methods)Ultrasonic testing, Eddy Current Arrays, X-Ray, Lock-in Thermography and Pulse Thermography
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Example 5: Composite Manufacturing
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Example 5: Composite Manufacturing
Examples of flaws to be detected in composite structures:
Delaminations
Layer Porosity
Porosity
Inclusion
Unbond
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Example 6: SHM - Structural Health Monitoring
Evaluation
Pain Indication: The Brain checks the Intensity of the Pain and judges when to go to the Doctor.
Damage Indication: The SHM System checks the Structure and evaluates the follow up Actions for Maintenance.
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Example 6: SHM - Technologies for SHM
Promising Technologies under Investigation at AIRBUS
• Acousto Ultrasonic Patches
• Comparative Vacuum Method (CVM)
• Optical Fibers, specially: Fiber Bragg Gratings
• Acoustic Emission (AE)
• Embedded Eddy Current Sensors
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Example 6: SHM - Potential SHM-Applications
SHM-Application
Maintenance Design
Reduction ofInspection
Early CrackDetection
Crack Monitoring
CorrosionMonitoring
Life Extension
ImprovedStructuralEfficiency
WeightSaving
- Restricted Access- Difficult NDT- Variable Load
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Example 6: SHM - benefits
Benefits from Structural Health Monitoring (SHM)
• Short-term Benefits from Monitoring of Hot-Spot Areas and Monitoring of Cracks on Aircraft Structure.
• Long-term Benefits from Weight Saving and Design Optimisation. Example: Challenge of metallic or CFRP Design Criteria by a different dimensioning Philosophy.
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Example 6: SHM - Challenge Design Criteria
Examples:
• Metallic structures:Challenge damage tolerant dimensioning of metallic structure using SHM by assuming less stringent damage assumptions without affecting safety.
• Composite structures:Challenge allowables, which are nowadays penalized by stringent damage assumptions.
In both cases, the benefit will be weight saving!
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Table of Contents
History of AviationAircraft Performance
Aircraft MarketAircraft Design
Innovation in Aircraft DesignStructure Inspection Program
NDI/NDT MethodsConclusions
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Structure Inspection Program
• Safety and Airworthiness have to be ensured throughout the complete Aircraft’s Lifetime.
• Any initial Manufacturing Damage as well as any Service-induced Damage may not affect the safe Operation of the Aircraft.
• To achieve this Goal, a Structure Inspection Program is developed.
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Structure Inspection Program
Material Data and Geometry Fatigue loads (spectrum)Static loads (limit load)
Determination of• Fatigue Life• Crack Growth• Residual Strength
Damage Tolerance Analysis
Damage Detectability(influenced by NDT)
Structural Inspection Program• Inspection Threshold• Inspection Interval• Inspection Method
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Example for Damage Tolerance Analysis
1. Definition of Limits for Crack Length2. Calculation of Flights ∆N as a Function of Crack Length a.3. Calculation of Interval as a Function of ∆N and Scatter Factor j.
Life Time ∆N is controlled by adet (high sensitivity), which depends on the Inspection Method / Inspection Level.
Residual Strength (Limit Load)
Operational Load
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Structure Inspection Program - Inspection Levels
Typically, there are three Inspection Levels:• General Visual Inspection (GVI)
A visual Examination, performed in frame of the zonal Inspection Program
• Detailed Visual Inspection (DET)An intensive visual Examination of a specified Detail or Assembly searching for Evidence of Irregularity.
• Special Detailed Inspection (SDET)An intensive Examination of a specific Location similar to the detailed Inspection but requiring special Techniques, mostly NDT.
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Example for SDET - Eddy Current Inspection
• Component to be inspected
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Example for SDET - Eddy Current Inspection
• Area to be inspected
• Description of possible Damages
Frame Frame
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Table of Contents
History of AviationAircraft Performance
Aircraft MarketAircraft Design
Innovation in Aircraft DesignStructure Inspection Program
NDI/NDT MethodsConclusions
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NDI/NDT Methods applied at AIRBUS
• Visual Inspection
NDT Methods being looked at as “State of the Art”are mainly:
• X-Ray
• Ultrasonic Testing (UT)
• Eddy Current Testing (ET)
• Resonance Frequency Method(mainly for Metal Bonding and Composite Structures)
• Thermography
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NDI/NDT Methods with Future Potential
Methods, which AIRBUS is also looking at are mainly:
• Shearography / Mobile Shearography
• Eddy Current Arrays
• Ultrasonic Phased Arrays
• Laser Ultrasonic
• Air Coupled Ultrasound
• Lock-In Thermography, Pulse Thermography /Ultrasonic Excited Thermography
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Table of Contents
History of AviationAircraft Performance
Aircraft MarketAircraft Design
Innovation in Aircraft DesignStructure Inspection Program
NDI/NDT MethodsConclusions
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Conclusions
• NDT plays key role in safe operation and especially in damage tolerant design of aircraft structures.
• Furthermore NDT is “enabler” for reliable introduction of new materials, technologies and design concepts.
• The future high performance and “intelligent” airframe structure is
optimized in design to take full advantage of new materials and technologiesself-monitoring / reactingadaptable to changing Requirements.
• Our today’s challenges are mainly toinnovate quicklyimplement immediatelyimplement in a sustainable way
Daedalus and Icarusescaping from Crete
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Thanks for your attention!
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