PARIS -- With 787 first flight targeted for the end of this month, Boeing and GE Sensing & Inspection Technologies are looking ahead to the entry into service of the first majority composite airliner with Bondtracer, a tool enabling ramp and flightline crews to evaluate damage to composite structure.
GE partnered with Boeing to build on the US airframer's Ramp Damage Checker for inspecting composite structure in the event that it is struck by ground handling equipment, as often happens during the normal course of airline operations.
The Bondtracer is designed for use on the 787, but can also be used for any aircraft with composite structure and will accommodate the Airbus A350 XWB in the future.
Damage to carbon fibre is often difficult to determine because the surface often reflects no visible harm. However, beneath the skin of the aircraft sub-surface delamination of the fibre can be difficult to see with the naked eye and can undermine aircraft structural integrity if left unaddressed.
"Carbon fibre composites require different processes for evaluating impact and performing non-destructive inspection," says Thierry Laffont, Aerospace Segment Manager at GE Sensing & Inspection Technologies.
"Our goal with Bondtracer is to provide ramp crews with a simple device to quickly determine when more extensive inspection is required. The solution allows airlines to ensure safety while increasing efficiency and productivity," Laffont adds.
Boeing received US Federal Aviation Administration approval for the 787's maintenance plan in December 2008.
GE likens Bondracer to a common stud-finder, with a green light indicating consistent undamaged thickness and a red light indicated an unanticipated change in thickness. The tool is designed for ramp personnel with no non-destructive training or certification.
The 787 will enter service with Japan's All Nippon Airways in the first quarter of 2010.
Image Credit GE Sensing & Inspection
on June 16, 2009 7:28 PM | Reply
Jon,
Now that there is a guage to measure the degree of damage, what is the procedure if there is damage.
Is there some procedure for repairing the "knick" or "bump" ...is it a big job...requires going to the repair shop.
Is this damage difficult to sustain or do the normal smacks and hits that are part to a days work create problems. Is hard to believe that this body is supersensitive and constantly in need of work.
Could you or someone try to amplify this issue and be more descriptive.
on June 16, 2009 10:14 PM | Reply
Jerry,
The story goes that when Boeing was trying to sell a composite plane to the airlines, that they took around a sample of composite and had the airline execs hit it with a hammer and then hit an aluminum panel with a hammer. I think the stuff is pretty tough. However, to satisfy the FAA, I am sure they had to have some kind of "tool" to measure a go-no go criteria. It would be interesting to know how hard of a blow it would take to get a red light on this instrument. Maybe Jon can ask the boeing Reps at the airshow to demonstrate?LOL:-)
on June 17, 2009 2:01 AM | Reply
Jerry,
Jon and Marry are a little busy running around the Paris Airshow trying to dig up avation news storys. So I am going to give you a quote from the Sept 2005 issue of Flug Revue.
Here is the link: http://www.flug-revue.rotor.com/FRheft/FRHeft05/FRH0509/FR0509g.htm
Here is the quote:
"A lot of airlines initially had reservations about the fact that it is very difficult, compared with aluminium, to spot and repair structural damage in the CFRP skin of an 787 caused by vehicles on the ramp, known as “ramp rash”. Mike Bair dismisses these fears by saying, “Ramp rash was actually a concern of the customers, but CFRP is a lot stronger than aluminium.” Bair sent the airlines suitcases with fuselage pieces made out of aluminium and CFRP and a hammer. Whereas the aluminium dented, the CFRP apparently proved resilient and returned to its original shape. “If you cannot see any damage from a distance of 2 metres, it will last the life of the aircraft.” For other cases, Boeing envisages two types of “patchcraft”: the first variant dries within an hour and lasts until the next shop visit, the second variant on the other hand needs between six and 12 hours to dry but lasts an entire aircraft lifetime. Moreover, where structural damage is suspected, it is possible to check CFRP with ultrasound sensors applied to the outer skin. CFRP is also UV-resistant and the special primer can accommodate paint of any colour."
on June 17, 2009 7:57 AM | Reply
I think now is the time for these airline execs to do the demonstration with the 2 types of panel, and then do an analysis of the composite panel with this new tool.