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PAAVAI ENGINEERING COLLEGE

DEPARTMENT OF AERONAUTICAL ENGINEERING

AE15605
AERO ENGINE & STRUCTURES REPAIR
LAB

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 INTRODUCTION – PISTON ENGINE

Piston engines are internal combustion engines that burn a mixture of fuel and air inside a
combustion chamber. The chamber is provided with a piston that moves within the compression
chamber. The energy for the movement of the piston is provided by the air-fuel mixture. Piston
engines operate similar to the car and other automobile engines. In its basic operation, a valve in
the engine permits air into the chamber (called the cylinder) which is compressed by the moving
piston. When an appropriate compression is reached, fuel is allowed into the compressed air
through another inlet as a fine spray. Finally, the compressed fuel-air mixture is ignited with a
spark provided by a spark plug, which causes the mixture to explode violently. The explosive
power is used to move the piston back, and remove the exhaust gases from the compression
chamber. The return movement of the piston is conveyed to the wheel and fans of the aircraft
which causes it to rotate at high speed. In a propeller powered aircraft, much of the thrust is
created by the propellers, which creates the upward lift for the aircraft.

The general aircraft piston engine used for thrust generation, consist of the following basic
components.

CRANK CASE:

The crank case of an engine is the housing that houses the various components
surrounding the crankshaft. Therefore it is the basic foundation of the engine. The crank case
performs the following functions:

It contains bearings in which crankshaft revolves.

It provides a tight enclosure for lubricating oil.
It supports various internal and external mechanism of power plant
It provides a support for attachment of cylinder.
It prevents the misalignment of the shaft and its bearings.

BEARINGS:

Bearing is any surface that supports or is supported by another surface. The bearings in
any aircraft engine are designed to minimize the friction and wear resistance. They must reduce
the friction of moving parts and also take the thrust loads, radial loads or combination of both.

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CRANK SHAFT:

The crankshaft transforms the reciprocating motion of the piston to rotating motion for
turning the propeller. It is a shaft composed of one or more cranks located at definite places
between the end. Since the crank shaft is the backbone of the engine it is subjected to all forces
developed within the engine and hence should be strongly constructed.

CONNECTING ROD ASSEMBLIES:

Connecting rod is the link which transmits forces between the piston and crankshaft of an
engine. It transmits the reciprocating motion of the piston to the rotating movement of the crank
shaft. The principle type of connecting assemblies are the
10 Plain type
11 Fork and handle type
12 Articulated type

PISTON:

The piston is a plunger that moves back and forth or up and down within the engine
cylinder barrel. It transmits the force of the burning and expanding gases in the cylinder through
the connecting rod to the engine crank shaft. As the piston moves down the cylinder, during
intake stroke, it draws in the air fuel mixture. As it moves up, it compreses the charge. Ignition
takes place and the expanding gases cause the piston to move towards the crank shaft.The piston
forces the burnt gases out of the combustion chamber during the next stroke.

CYLINDERS:

The cylinder of an IC engine converts chemical heat energy of the fulel to mechanical
energy and transmits it through the connecting rods to the rotating crank shaft. The cylinder
assembly used for present day engines usually includes cylinder barrel, cylinder head, valve grid,
valve seats, rocker arms, cooking fins

VALVES:

In general a valve is a device for regulating or determining the check on the flow of a
liquid or a gas by a movable part which opens or closes into a passage.The main purpose of a
valve in IC engine is to open and close parts which are into the combustion chamber of the
engine namely intake and exhaust ports.The valves are associated with valve guides,valve seats
and valve springs.

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PROPELLERS:

They are essential aircraft parts that provide the necessary thrust for moving the aircraft.
The propeller is connected to the engine by means of a shaft.The propeller consists of two or
more blades and a central hub to which the blades are attached service. For an aircraft to remain
in an airworthy condition the following conditions have to be fulfilled.
1. Periodic inspection
2. Repairs
3. Overhauls and replacements

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EX. NO:1 STRIPPING OF PISTON ENGINE
AIM:
To dismantle a piston engine and study its particular components.

TOOLS
•
REQUIRED:
Special tools for notching crank shaft.
•
Universal socket for spark plug
•
Selected spanner no: 6-19
•
Ring spanner no: 6-22
•
Adjustable spanner
•
Plier, cutter and screwdriver
•
Value depression tool
•
Crow foot spanner

Simple aircraft piston engine

PROCEDURE:
1. Remove spark plug and rocker curves.
2. Remove starter and accessories.
3. Turn the engine over such that cylinders are upper most.

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 1. Remove controls completely with universal joints.
2. Remove air scoop, plug leads, distribution covers.
3. Remove induction system with carburetor.
4. Unscrew push rod ball socket from rockers.
5. Take out push rod and push rod covers.
6. Remove cylinder baffle plate.
7. Remove cylinder.
8. Remove piston rings.
9. Extract gudgeon pin, air clip.
10. Withdraw gudgeon pin and piston. Remove magnetos.
11. Remove gearbox with timing gear cover.
12. Turn the engine cover on its stand. Remove starter.
13. Remove adaptor, thrust bearing cover and top cover.
14. Detach big and bearing caps. Withdraw connecting rod.
15. Remove main, intermediate bearing caps.
16. Lift crankshaft. Unscrew idle gear hub bolt.
17. Draw off gear wheel. Remove magneto drivers.
18. Unscrew camshaft gagging the gear.
19. Remove camshaft rear bearing bush.
20. Withdraw camshaft. Remove tappet and guides.
21. The parts are kept for visual inspection.

RESULT:
Thus the stripping of piston engine is carried according to instructions in the
manufacturer’s maintenance manual.

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EX. NO:2 NDT CHECK FOR AIRCRAFT COMPONENTS

AIM:

To perform the NDT checks on aircraft components

APPARATUS REQUIRED:
1. Aircraft component
2. Kerosene
3. Lubricating oil
4. French chalk
5. Methylated spirit
6. Heating source

PROCEDURE:
I. For parts that can be removed from aircraft

← For these components, hot fluid chalk method is used cleaning must be done

← A mixture of three parts of kerosene and one part of lubricating oil is heated at 90 – 95oC.

← The removal components such as piston’s connection rods, cylinders, combustion

chamber are dipped in the hot fluid

← Take the component out and dried out apply French chalk on it.

← Extra French chalk is to be removed by tapping.

← Then cool the component, the contraction of the piston on cooling will force the oil out of
any crank and stain the French chalk with a yellowish color.

1. For components that cannot be removed from aircraft.

← For a components that cannot be removed from aircraft such as landing gear mounting,
cold fluid chalk method is used cleaning is done.

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 1. French chalk is mixed with Methylated spirit and applied on the components that are
to be checked

2. Excess chalk is removed by tapping.

3. Methylated spirit will evaporate off leaving the cracks stain with French chalk

RESULT:

Thus the NDT checks have been performed on aircraft component.

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EX. NO:3 PISTON ENGINE COMPONENTS - DIMENSIONAL CHECKS.

3.(a) VIEWING PROCEDURE OF CONNECTING ROD

AIM:

To perform maintenance and inspection on connecting rod.

TOOLS REQUIRED:
•
Surface plate
•
Micrometer
•
Dial gauge
•
Vernier caliper
•
Telescopic gauge
•
Tapered sleeve
•
Arbors
•
Plug gauge

PROCEDURE:

• Check the connecting rod conditions,the big end caps for cracks and other surface
defects by hot oil and chalk method.
• Check the rod for notches and abrasion.
• Measure small end dia and compare with external dia of gudgeon pin.
• Check the nip in the big end bearings.
• Measure and check the diameter with internal dimensions of cylinder bore gauge.
• To carry out the nip check,assemble connecting rod shell and cap as per assembly
sequence and tighten the bolts.
• Tighten to 840 pounds inch and check diameter of big end bearing.
• Check connecting rod for alignment.
• Check connecting rod bolts for elongation and nuts for threads.
• Check for hardness.

RECTIFICATION:

1. During the NIP check, if 0.004” doesn’t go inside machine the big end cap. If 0.006”
goes inside replace the bearing cap.

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 2. Fitting and searing can be removed by stoning and polishing if not too deep.

RESULT:

Thus the connecting rod is viewed and its dimensions are measured as per
instructions in the manufacturers’ maintenance manual.

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 3.(b) VIEWING PROCEDURE OF CRANK SHAFT

AIM:
To view the crankshaft and check out its dimensions.

TOOLS
•
REQUIRED:
Surface table
•
V-blocks
•
Dial indicator
•
Vernier caliper
•
Micrometer
•
Magnifying glass

PROCEDURE:
• Check for cracks by contact current method.
• Check for corrosion, pitting etc..
• Check for ovality and taperness using micrometer.
• Check external dimensions of crank pin and journals.
• Carry out rip check before measuring internal dimensions.
• Check for central journal errors due to ovality.
• Check the crank web for parallelism.
• Check crank pin for parallelism. Error allowed is 0.0016” per unit length.
• Check if propeller shaft has a tapered end in the hub.
• Check propeller shaft for threads and keyways for burrs and beveling.
• Check oil seal retainer and sealing for burrs and correct seating.
• Carry out static and dynamic hardness tests.

RECTIFICATION:
1. Score, taper and ovality can be removed by grinding.
2. Slight score and pitting can be removed by grinding or dressing with carborundum
or polishing with emery paper.

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RESULT:
Thus the crankshaft is viewed and its dimensions are checked with the manufacturers’
maintenance manual.

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 3.(c) VIEWING PROCEDURE OF CYLINDER ASSEMBLY

AIM:
To perform the task of maintenance and inspection of cylinder assembly.

TOOLS REQUIRED:
1. DIP basket
2. Stud removing tool
3. Spark plug insert tool
4. Hand vice drill bit
5. Drift and bore gauge

PROCEDURE:

CLEANING:
Clean the cylinder head with petroleum solvent. Dip it in petroleum agent
using cleaning basket.

VISUAL INSPECTION:
1. Inspect the cylinder head visually using a magnifying glass.
2. Inspect the cylinder for
3. Loose damaged studs.(replace new ones)
4. Loose spark plug (insert new oversize ones.)
5. Loose cracked valve guide.
6. Damaged mounting ports, rocker box cover
7. Cracked or damaged fins

DIMENSIONAL CHECKS:
• Check internal dimensions of intake and exhaust valves.
• Check diameter and roundness of guide bore with gauge.
• Check wear and tear in rocker arm bush.
• Dimension checks are done in processes.

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CYLINDER BARREL:

TOOLS
•
REQUIRED:
Cleaning basket
•
Feeler gauge
•
Dial gauge
•
Bore gauge

PROCEDURE:

CLEANING:
Clean the barrel using petroleum solvent dipping it on the cleaning basket.

VISUAL INSPECTIONS:
• In cooling fins, check for nicks and notches.
• In barrel, check for cracks (result in rejection)
• In skirt, check for cracks, bends, and breaks.
• In mounting flange, check for nicks, cracks and warping.
• Inside the barrel inspect for corrosion and scoring.

DIMENSIONAL CHECKS:
1. Maximum clearance between piston skirt and cylinder is 0.021”
2. Maximum taper of cylinder wall in 0.018”.
3. Maximum ovality is 0.018”.

RESULT:
Thus the inspection of the cylinder assembly is carried out as per instructions given in
manufacturer’s maintenance manual.

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 3.(d) VIEWING PROCEDURE OF PISTON ASSEMBLY

AIM:
To carry out inspection on the piston assembly.

TOOLS REQUIRED:
1. Cleaning basket
2. Feeler gauge
3. Scale 12”
4. Telescopic gauge
5. Micrometer
6. Vernier caliper

PROCEDURE:
• Check for completeness of the piston assembly and clean it by dipping in petroleum
solvent using cleaning basket.
• Examine the piston surface thoroughly for excessive pitting, cavaties or
surface distortion.
• Check the piston rings, grooves, piston pinholes and holes base for any damage.
• Check side clearance between piston rings and piston (0.004”-0.0025”).
• Check end clearance on wedge type piston rings.
• Check inside diameter of piston pinhole (0.03”-0.004”).
• Check clearance between piston skit and cylinder and piston dia top and bottom(0.021”).
• Check outside diameter of piston pin against inside diameter of hole in
piston(0.0002”-0.001”).
• Measure fit between piston and plug and check outside diameter of
plugs(0.0002”-0.001”).
• Examine two interior surface of piston pin hole for corrosion and fitting.

RESULT:
The maintenance and inspection of the piston assembly has been performed according
to manufacturer’s maintenance manual.

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EX. NO: 4 REASSEMBLY OF PISTON ENGINE
AIM:
To reassemble the piston engine after inspection checks.

TOOLS REQUIRED:
3. Special universal socket for spark plug
4. Set spanners 6’-19’
5. Ring spanners 6’-22’
6. Adjustable spanner
7. Pliers and cutters
8. Screwdriver different sizes
9. Hammer
10. Value depression tool
11. Crow foot spanner

PROCEDURE:

10. Insert the tappet and the guides in the crank case.
11. Fix the camshaft after positioning bearing bush.
12. Fix the magneto drive gear.
13. Fix the idle gear and screw the hub bolt.
14. Fix the crankshaft and position the bearing caps.
15. Fix the connecting rod and the bearing caps.
16. Position the top crankcase and then tighten all bolts and nuts.
17. Fix the gearbox with timing gear cover.
18. Fix the magnetos.
19. Fix the position in the connecting rod.
20. Assemble the piston rings on the piston groove and insert the cylinder over piston
and tighten all cylinder large nuts.
21. Fix the cylinder baffle plates.
22. Position the push rod covers and push rods.
23. Fix the rocker shafts.
24. Fix the induction system and carburetor.
25. Fix the air scoop, plug heads with distribution cover.

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 1. Fix the carburetor controls with universal rods.
2. Fix the starter and other accessories.
3. Fix the spark plug in cylinder head bush and tighten to connect torques and connect the
plug leads.
4. Fix the rocker covers.

RESULT:

Thus the piston engine in reassembled as per maintenance manual instruction

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 INTRODUCTION TO JET ENGINE

The major components of a jet engine are similar across the major different types of engines,
although not all engine types have all components. The major parts include:

Cold Section:

Air intake (Inlet) — The standard reference frame for a jet engine is the aircraft itself.
For subsonic aircraft, the air intake to a jet engine presents no special difficulties, and consists
essentially of an opening which is designed to minimise drag, as with any other aircraft
component. However, the air reaching the compressor of a normal jet engine must be travelling
below the speed of sound, even for supersonic aircraft, to sustain the flow mechanics of the
compressor and turbine blades. At supersonic flight speeds, shockwaves form in the intake
system and reduce the recovered pressure at inlet to the compressor. So some supersonic intakes
use devices, such as a cone or ramp, to increase pressure recovery, by making more efficient use
of the shock wave system.

Compressor or Fan — The compressor is made up of stages. Each stage consists of

vanes which rotate, and stators which remain stationary. As air is drawn deeper through the
compressor, its heat and pressure increases. Energy is derived from the turbine (see below),
passed along the shaft.

Bypass ducts much of the thrust of essentially all modern jet engines comes from air from the
front compressor that bypasses the combustion chamber and gas turbine section that leads
directly to the nozzle or afterburner (where fitted).

Common shaft — The shaft connects the turbine to the compressor, and runs most of the
length of the engine. There may be as many as three concentric shafts, rotating at independent
speeds, with as many sets of turbines and compressors. Other services, like a bleed of cool air,
may also run down the shaft.

Diffuser section: - This section is a divergent duct that utilizes Bernoulli's principle to
decrease the velocity of the compressed air to allow for easier ignition. And, at the same time,
continuing to increase the air pressure before it enters the combustion chamber.

Hot section:

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 Combustor or Can or Flameholders or Combustion Chamber — This is a chamber where
fuel is continuously burned in the compressed air.

Turbine — The turbine is a series of bladed discs that act like a windmill, gaining energy
from the hot gases leaving the combustor. Some of this energy is used to drive thecompressor,
and in some turbine engines (i.e. turboprop, turboshaft or turbofan engines), energy is extracted
by additional turbine discs and used to drive devices such as propellers, bypass fans or helicopter
rotors. One type, a free turbine, is configured such that the turbine disc driving the compressor
rotates independently of the discs that power the external components. Relatively cool air, bled
from the compressor, may be used to cool the turbine blades and vanes, to prevent them from
melting.

Afterburner or reheat (chiefly UK) — (mainly military) Produces extra thrust by

burning extra fuel, usually inefficiently, to significantly raise Nozzle Entry Temperature at
theexhaust. Owing to a larger volume flow (i.e. lower density) at exit from the afterburner, an
increased nozzle flow area is required, to maintain satisfactory engine matching, when the
afterburner is alight.

Exhaust or Nozzle — Hot gases leaving the engine exhaust to atmospheric pressure via a
nozzle, the objective being to produce a high velocity jet. In most cases, the nozzle is convergent
and of fixed flow area.

Supersonic nozzle — If the Nozzle Pressure Ratio (Nozzle Entry Pressure/Ambient

Pressure) is very high, to maximize thrust it may be worthwhile, despite the additional weight, to
fit a convergent-divergent (de Laval) nozzle. As the name suggests, initially this type of nozzle is
convergent, but beyond the throat (smallest flow area), the flow area starts to increase to form the
divergent portion. The expansion to atmospheric pressure and supersonic gas velocity continues
downstream of the throat, whereas in a convergent nozzle the expansion beyond sonic velocity
occurs externally, in the exhaust plume. The former process is more efficient than the latter.

The various components named above have constraints on how they are put together to
generate the most efficiency or performance. The performance and efficiency of an engine can
never be taken in isolation; for example fuel/distance efficiency of a supersonic jet engine
maximises at about mach 2, whereas the drag for the vehicle carrying it is increasing as a square
law and has much extra drag in the transonic region. The highest fuel efficiency for the overall
vehicle is thus typically at Mach ~0.85.

For the engine optimisation for its intended use, important here is air intake design,
overall size, number of compressor stages (sets of blades), fuel type, number of exhaust stages,
metallurgy of components, amount of bypass air used, where the bypass air is introduced, and
many other factors. For instance, let us consider design of the air intake.

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EX.NO:6 STRIPPING OF TURBOJET ENGINE
AIM:
To dismantle the turbojet engine in a proper sequence.

TOOLS REQUIRED:

¾ *1/4 BS or 12-13 set spanner
10-11 set of ring spanner

8-9 set of ring spanner

C-spanner

Common screw driver

Ball peen spanner

plier and side cutter

PROCEDURE:

• Loosen the fine nuts using appropriate spanner and r3emove the inlet case from the
accessory case.
• Loosen the 10 nuts using no 10-11 set of ring spanner and detach air casing from
compressor case.
• Remove 15 bolts using no 8-9 set spanner. Detach compressor casing from diffuser.
• Loosen retaining nut with C-spanner and remove centrifugal impeller.
• Remove front roller bearing and the sleeve.
• Remove 2 ignition connection and fuel turners from the combustion chamber outer case.
• Now take out the turbine along with the shaft from the rear side.
• Take out the combustion chamber.
• Loosen the bolts and nuts from the exhaust pipe flange and detach the exhaust pipe from
the combustion chamber.
• Loosen the clamps of the propelling nozzle and disconnect the nozzle from the exhaust
pipe.
• Keep all the removed parts separately in the cleaned tray in sequence so that there is no
possibility of mixing with each other.
• Wherever blanking is required, blank it and place identification slips.

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RESULT:

Thus the turbojet engine in dismantled and the components are studied.

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EX.NO:9 ASSEMBLY OF TURBO JET ENGINE
AIM:
To assemble a turbojet engine in a proper sequence.

TOOLS REQUIRED:

¾ *1/4 BS or 12-13 set spanner

10-11 set of ring spanner

8-9 set of ring spanner

C-spanner

Common screwdriver

Ball peen spanner

plier and side cutter

PROCEDURE:

1. Remove all blankings and clean them thoroughly.

2. Attach air intake case front accessory by tightening all the 5 nuts using 12-13 set hammer
3. Attach air intake case rear to the compressor case by tightening all the nuts using 10-11
set ring spanner
4. Now assemble the compressor in the front and turbine at the rear of the shaft by
inserting the shaft in front of the diffuser case.
5. Enclose the combustion chamber outer case over the flame tube and tighten all the
15 bolts.
6. Encage 2 ignition and 5 fuel burners connection and tighten the nuts.
7. Encage the exhaust pipe to combustion chamber outer case flange and tighten all the bolts
and nuts.
8. Attach the propelling nozzle to the rear side exhaust pipe and together with the clamp.

RESULT:

Thus the turbojet engine is assembled as per the maintenance manual instructions.

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 EX.NO: 10 ENGINE STARTING PROCEDURE
AIM:
To study the starting problem of engine

PROCEDURE FOR PREPARATION:

1. Before starting an engine, aircraft servicing record (ASR) form has to be referred
for knowing the serviceability of both engine and aircraft.
2. The aircraft is to be positioned nose towards the wind.
3. For a piston engine, the wind direction will affect the following

← Engine speed obtained during checks.

← Likely to cause vibration in certain directions

4. For turbine engine a/c strong tail wind could result increased jet pipe temp (JPT)
during start.
5. In a turboprob engine if wind rotates propellar in opposite direction of rotation then
do not start the engine.
6. During cold condition before starting piston engine 2 or 3 rotation of propellar should
be given by hand to remove the air.
7. Priming of piston engine cylinder should be carried out if necessary
8. In a piston engine if engine fire develops during starting then continue cracking to
start the engine to blow out the fire.

PRECAUTIONS:

The ground power unit and CO2 fire extinguisher trolley are to be stationed near the a/c.

• The starting crew should not wear loose clothes.

• For jet engine during starting performed should not go near to more than 5m from
frontal area and 100m from the tail pipe.
• All control locks should be removed. The engine cover wheel cover, canopy covers are to
be removed.
• Visual inspection of the a/c and the engine has to be done to ensure that there are no
loose panels and cowling before starting the ground run.

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 5. Only components persons should be given ground run.

PROCEDURE FOR STARTING THE ENGINE

PISTON ENGINE:

• Turn the auxiliary fuel pump on if a/c is so equipped.

• Place the mixture control to the piston recommended for the engine and carburetor
combination being started. As a general rule, the mixture control should be in the ‘idle cut
off’ position for pressure type carburetors and in the ‘full rich’ for float type carburetors.
• Many light a/c are equipped with a mixture control pull rod which has no defended
intermediate position when such controls are pushed in flush with the instrument panel
the mixture is set in the ‘full rich’ position conversely when the control rod is fulled all
the way out the carburetor is in the ‘idle cut off’ or ‘full bean’ position. Unmarked
intermediate position b/w these two extremes can be selected by the operator to achieve
any desired mixture setting.
• Open the throttle to a position that will provide 1000 to 1200 rpm.
• Leave the preheat or alternate air control in the ‘cold’ position to prevent damage and fire
in case of backfire. This auxiliary heating devices should be used of ten the engine warms
up. The improve fuel vaporization, prevent fouling of the spark plug oil formation and
climate icing in the induction system.
• Energize the starter after the propeller has made at least two compile revolutions and twin
the ignition switch on one engine equipped with on induction vibrator turn switch to the
‘both’ position. When starting on engine; that uses on impulse coupling magnetic turn by
ignition switch to the ‘left’ position. Place the ignition switch to the ‘start’ when the
magnetic incorporation a retard breaker assembly. Do not crank the engine continuously
with the starter for more than 1 minute. Allow a 3 to 5 minute period for cooling the
starter between successive attempts. Otherwise the starter may be burned out due to
overheating.
• Move the primer switch to ‘on’ intermittently or prime with one or three stokes of
priming pump, depending of on how the aircraft is equipped. When the engine begin to
fire, hold the primer on, while gradually opening throttle to obtained smooth operation.
• After the engine is operating smoothy on the primer, move the mixture control to the ‘full
rich’ position. Release the primer as soon as drop in r.p.m indicates the engine in
receiving additional from the carburetor.

JET ENGINE:

1. Place the start selector switch to the desired engine and the start arming switch (if so
equipped) to ‘start position’
2. Turn the a/c boost pumps on

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 1. Place the fuel and ignition switch on
2. Position the low rpm switch in low or normal (high)
3. Make sure that the power lever is in the ‘start’ position: If the propellar is not at the ‘start’
position. Difficulty may be encountered in making a start.
4. Depress the start switch and if printing is necessary depress the primer button.
5. Make sure the fuel pump parallel light comes on at or above 2200 rpm and remains on
upto 900 rpm.
6. Check the oil pressure and temperature maintain the power level at the ‘start’ position
until the specified minimum oil temperature is reached.
7. Disconnect the ground power supply.

RESULT:

Thus the starting procedure of the engine has been studied.

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Page|7

INTRODUCTION TO AIRCRAFT REPAIR

General:

The structure of an aircraft must be strong enough to carry all the loads to which it
might be subjected to normal and external conditions.

The airframe structure parts are constructed from a variety of materials and are
joined by rivets, bolts, screws and welding etc. They are composed for various parts are
stringers, longerons, ribs and bulkheads etc.

The structure members are designed to perform a specific function or to save a

definite purpose. The prime objective of an aircraft repair is to restore the damped part to
the original condition. Very often replacement is the only way in which this can be
achieved effectively, when repair of the damaged part is possible. First study the part
carefully so that the function is carefully understood.

Strength may be the principle requirements in the repair of certain structure while
other may need entirely different qualities.

There appearance between streamline shape and accessibility the function of any
damaged part member that there are other kind of damage which caused by impact of
damage which from foreign object or condition. A rough landing may be over load one of
the landing gear causing it to the object.
Inspection of damage:

In visual inspection damage there may be other kinds of damage caused by impact
from the foreign object or collision during inspection and sizing up of the repair job.
Consider how far the damage caused by pod or collection. They would be classified as no
damage. A shock occurring at the one end of the member will be transmitted throughout
its run in spite all rivets that are partially and attaching structure along the member. Any
evidence of damage, a float examination that is partially fails and for holes which have
been elongated. Other kind of damage caused by corrosion or weathering this is known as
corrosion damage.
 Page|8

Classification of Damages:
Damages may be classified in to general classes,
4. Negligible damage
5. Damage repairable by patching
6. Damage repaired by insertion
7. Damage necessitating replacement of parts

Negligible Damage:

The damage which does not affect the structural integrity of the member involved
or damage which can be corrected by simple procedure without placing flight restriction
on the aircraft is called as negligible damage.

Small dents, scratches, cracks or holes that can be repaired by smoothing, stop
drilling or hammering out on otherwise repaired without the rise of additional material in
classification.
Damage repairable by patching:

Damage repairable by patching is any damage exceeding negligible with or which

can be repaired by bridging the damaged parts and components with an essential the
spline as patch material used in internal riveted and bolted repair is normally some type
of the material but the one is behavior. In patch filler plates of the some gauge and type of
material as that in the damaged components may be used for bearings purpose or to
(remain) return to the damaged part to its original contour.
Damage Repairable by Insertion:

Damage which can be repaired by cutting away the damaged section and
replacing it with a line section, securing an insertion in a spiller at each and is repaired
insertion.
 Page|9

Damage Necessitating Replacement of parts:

Replacement of an entire part is considered when one or more of the

following condition exists.
•
When complicated part has been externally damaged
•
When surrounding structure or in accessibility makes repair impractical.
•
When damaged part is relatively east to replace
•
When perfect and fittings are damaged beyond the limits is negligible.
Basic Principle of repair by Sheet metal:
Sheet metal works deals with working on the metal of 16-30 gauge, with hand
tools and simple Machines. It is one of the major applications in engineering industry.
It has its own significance as useful trade in engineering work. Sheet works such
as making a tray, box, funnel, chimney, air duct, fabricate boiler shells and pipe joints
from thin or thick plates, etc. are few examples of its application.
For successful working in the trade, one should have a thorough knowledge of
projective geometry and development of surfaces.
The most important and first step of repairing a structure changes to the size of
the job, making an accurate estimate of member’s material strength, thickness and length
which have to be regained.

Maintaining Original Length:

If the original length of the structure is to be maintained the patch should have
cross sectional area equal to or greater than that of original damaged area if the members
subjected to compression or to be bending loads place the splice on the outside of the
member to a structure a higher resistance to such if the splice can’t be brought or places
on the outside of the member use material that is stronger that the material used in
original member.

To reduce the possibility of chocks starting from the corner of the member by the
make cut outs either circular especially once in shape it is necessary to use rectangular
cutouts make the radius of curvature.
 P a g e | 10

Maintaining Original Contour:

From all repairs in such a manner that they will fit the original contour perfectly.
A smooth contour is perfectly desirable when making patches on the smooth external
parts of high speed aircraft.

Keep Weight to a Minimum:

Keep the weight of the repair to a minimum make the size up of the patch as small
as practical and use no more results than as inaccessibility as cases repair disturb the
original balance of the structure.
Caution:

If the center of gravity get shifted because of repair or modification of

components and should be tested for its balancing.
 P a g e | 11

AIRCRAFT WOOD GLUING – SINGLE SCARF JOINT

EXPT.NO: DATE:
AIM:
To make an aircraft wood gluing by using single scarf joint.

THEORY:
Scarf joints are often used in boat building. A scarf joint is a long angled joint.
The long angle provides a lot of "glue surface" for the joint, making it very strong.
A scarf joint is made by joining two pieces of wood having tapered, beveled, or
chamfered ends which over-lap together, as opposed to a butt joint where squared ends of
the mating pieces simply butt together. Scarf joints are used to make longer members
where single members of sufficient length are not available or are too costly. Both solid
wood pieces and sheets of plywood can be scarf joined using epoxy. With the proper
cutting and gluing methods, such joints will be amazingly strong, exceeding that of the
joining wood members.

With scarf joints, it is preferable for the two pieces to fit as closely as possible for
ultimate strength. However, minor irregularities of fit are acceptable since the epoxy will
have the ability to bridge these without significant loss of strength.

APPARATUS REQUIRED:
22. Marking tools
23. Measuring tools
24. Bench vice
25. Cutting tools
26. Jack plane
27. Rasp file
MATERIAL REQUIRED:
Soft wood of size 300x50x50 mm
 P a g e | 12

DIAGRAM:

Fig.1 Aircraft wood gluing-single scarf joint

PROCEDURE:
1. The given work piece is firmly clamped in the carpentry vice.
2. Using the try square, the right angles of the faces are checked.
3. Using the steel rule, make a mark at the centre of the work piece.
4. Using the try square, make a right angle mark at the centre of the work piece.
5. Using the steel rule, make a mark (20mm) from the centre of the work piece to
both right and left end.
6. Using the try square, make a right angle mark 20mm from the centre of the work
piece to both right and left end.
7. Repeat the above steps for the other side of the work piece and mark a diagonal for
scarf joint.
8. Using the steel rule and marking gauge, marking is done for single scarf joint.
9. Using the cutting tool makes the cut and in one half, the unwanted portions of
wood are removed by using the tenon saw and firmer chisel. The same procedure is done for
the other half of work piece.
10. The finished two pieces are glued together to form the scarf joint.
 P a g e | 13

RESULT:
Thus the required single scarf joint is obtained.
 P a g e | 14

AIRCRAFT WOOD GLUING – DOUBLE SCARF JOINT

EXPT.NO: 2 DATE:
AIM:
To make an aircraft wood gluing by using double scarf joint.

THEORY:
Scarf joints are often used in boat building. A scarf joint is a long angled joint.
The long angle provides a lot of "glue surface" for the joint, making it very strong.
A scarf joint is made by joining two pieces of wood having tapered, beveled, or
chamfered ends which over-lap together, as opposed to a butt joint where squared ends of
the mating pieces simply butt together.
Scarf joints are used to make longer members where single members of sufficient
length are not available or are too costly. Both solid wood pieces and sheets of plywood
can be scarf joined using epoxy. With the proper cutting and gluing methods, such joints
will be amazingly strong, exceeding that of the joining wood members.

With double scarf joints, it is preferable for the two pieces to fit as closely as
possible for ultimate strength. However, minor irregularities of fit are acceptable since
the epoxy will have the ability to bridge these without significant loss of strength.

APPARATUS REQUIRED:
2. Marking tools
3. Measuring tools
4. Bench vice
5. Cutting tools
6. Jack plane
7. Rasp file
MATERIAL REQUIRED:
Soft wood of size 300x50x50 mm
 P a g e | 15

DIAGRAM:

Fig.2 Aircraft wood gluing-double scarf joint

PROCEDURE:
2. The given work piece is firmly clamped in the carpentry vice.
3. Using the try square, the right angles of the faces are checked.
4. Using the steel rule, make a mark at the centre of the work piece.
5. Using the try square, make a right angle mark at the centre of the work piece.
6. Using the steel rule, make a mark (20mm) from the centre of the work piece to
both right and left end.
7. Using the try square, make a right angle mark 20mm from the centre of the work
piece to both right and left end.
8. Repeat the above steps for the bottom surface of the work piece and mark a
diagonal for scarf joint.
9. Using the steel rule and marking gauge, marking is done for double scarf joint.
10. Using the cutting tool makes the cut and in one half, the unwanted portions of
wood are removed by using the tenon saw and firmer chisel. The same procedure is done for
the other half of work piece.
11. The finished two pieces are glued together to form the scarf joint.
 P a g e | 16

RESULT:
Thus the required double scarf joint is obtained.
 P a g e | 17

STUDY OF PATCH REPAIR BY USING TIG WELDING

EXPT.NO: 3a DATE:
AIM:
To make a patch repair by using TIG Welding.
THEORY:
TUNGSTEN INERT GAS WELDING (TIG):

Tungsten Inert Gas Welding classified as gas tungsten arc welding (GTAW) is
accomplished with the mass of torch with a non consumable tungsten electrode. The
electrode is used to sustain the arc and the molten pool of metal. Filler rod is added to the
pool to develop the assigned thickness of bed inert gas. Usually argon is fed to the weld
area through the gas cup on the torch. The gas cup surrounds the electrode and directs
the gas in pattern to prevent the intrusion of oxygen and nitrogen from the gas. In some
cases, it has been found beneficial to mix small amount of oxygen and other gases to
gain the best result.

This process is used for welding steel, Aluminum, cast iron, Magnesium,
Stainless steel etc. The inert gas used is Argon or Helium.

APPARATUS REQUIRED:
1. Inert gas cylinder
2. Inert gas regulator
3. Inert gas shutoff valve
4. Arc welding machine
5. Welding cables for electrode and ground connector
6. A welding bench
7. Water supply with inlet and outlet hose
8. Non consumable tungsten electrode
 P a g e | 18

DIAGRAM:

Fig.1 TIG welding setup

OUTPUT SPECIFICATIONS:
•
Current Range : 3-200A
•
Maximum OCV : 85V
•
Cooling : F-Air
•
Protection Glass : IP 23
•
Insulation Gas : H
 P a g e | 19

INPUT SPECIFICATIONS:
• Main fuse : 16A
• Power factor : 0.99
• Weight : 21kg

PROCEDURE:
2. Connect the welding cylinder with the Co2 Cylinder.
3. Switch on 3 phase power supply.
4. Set the solid in the plant.
5. Mild steel plate strut lap over another.
6. Using TIG Welding machine first both lapping and butting would be done.
RESULT:
Thus the required patch repair is prepared by using TIG Welding.

VIVA-VOCE QUESTIONS:
1. Explain the term TIG?
2. Explain the working of TIG welding?
3. What is the use of filler rod?

UNIVERSITY QUESTIONS:
1. Make the patch repair by TIG welding in the given work piece.
 P a g e | 20

STUDY OF PATCH REPAIR BY USING MIG WELDING

EXPT.NO:3b DATE:
Aim:
To make a patch repair by using Metal Inert Gas Welding (MIG).
THEORY:

MIG (Metal Inert Gas Welding) is classified as Gas Metal Arc Welding (GTAW)
by the AWS. In this welding the electric arc will be produced between a consumable
metal electrode and the work metal. The wire electrode is fed continuously through the
center of the torch or pre set controlled speeds, shielding gas is fed through the torch and
the gas is completely covering the weld puddle with a shield of gas.

Thus tends to complete automation of the welding process power, gas flow, wire
feed and over the work piece are present when using a welding machine. The electrode
melted by the arc and deposited as welded joints.

APPARATUS REQUIRED:
•
Inert gas cylinder
•
Gas regulator and flow metals
•
Gas hoses and connectors
•
A power saver and welding leads
•
MIG Welding gun
•
A spool of electrode wire
•
Water supply with water hoses

SPECIFICATIONS:
OUTPUT SPECIFICATIONS:
• Current voltage : 50-300A
• OCV : 17-38V
 P a g e | 21

TECHNIQUES:

Two generate techniques or processes are employed when MIG Welding is aviation
maintenance in most of the cases:
3. Spray-Arc Transfer
4. Short- Circuit Transfer

DIAGRAM:

Fig.1 MIG welding setup

PROCEDURE:
1. Connect the welding cylinder with the Argon Cylinder.
2. Switch on 3 phase power supply.
3. Set the solid in the plant.
4. Mild steel plate strut lap over another.
5. Using MIG Welding machine first both lapping and butting would be done.

RESULT:
Thus the required patch repair by using Metal Inert Gas Welding was done.
 P a g e | 27

WELDED SINGLE AND DOUBLE “V” JOINT

EXPT.NO:4 DATE:
AIM:
To join the given work pieces as a single and double ‘V’ butt joint by arc welding.
THEORY:
Welding is the process of joining similar metals by the application of heat. Welding can
be done with or without application of pressure. While welding, the edge of metal piece
are either melted or brought to a plastic condition. Welding can be done with the addition
of filler material or without it. Welding is used for making permanent joints.
Types of welding
There are two types of welding process. They are
7. Plastic welding
8. Fusion welding
Plastic welding
In plastic welding the metal pieces are heated to a plastic state. Then they are
pressed together to make the joints. The plastic welding is also known as pressure
welding. During plastic welding there is no filler metal is required.
Example: spot welding, projection welding.
Fusion welding
In fusion welding the metal at the joint is heated to a molten state. Then it is
allowed to solidify. Pressure is not applied in this welding process. Addition of filler
metal is required for this type of welding. So it is known as non-pressure welding.
Example: gas welding, arc welding.
Arc welding
Arc welding is the process of joining two metal pieces by melding their edges by
an electric arc. The electric arc is produced between to conductors. The electrode is one
conductor and the work piece is another conductor. The electrode itself melts and
supplies the necessary filler metal.
 P a g e | 28

MATERIAL USED:
Mild Steel plates
TOOLS REQUIRED:
• Welding power supply
• Flat file
• Welding rod
• Chipping hammer
• Electrode holder
• Wire brush
• Gloves and apron
• Earthing clamps
• Shield and goggles
PROCEDURE:
For single V joint,
0
1. Fix the first work piece in the bench vice, make chamfering to the bevel angle 30
on right side and maintain the root face of 0.3 m.
0
2. Fix the second work piece in the bench vice, make chamfering to the bevel angle 30
on left side and maintain the root face of 0.3 m.
12. First of all, the work pieces must be thoroughly cleaned to remove rust, scale and
other foreign materials.
13. Then the given work pieces are placed on the table in such a way that work pieces
are brought close to close to each other so that it forms a V shapes when the plates butt
each other.
14. Appropriate power supply should be given to the electrode and the work pieces.
15. Now the welding current output may be adjusted.
16. When current is passed, arc is produced between electrode and work piece.
17. Now set the two work pieces in correct position and maintain the gap 3mm and tag
at both ends of the work pieces as shown in figure.
18. Then the welding is carried out throughout the length.
 P a g e | 29

26. As soon as the welding process is finished, switch off the current supply and allow
the work piece to cool.
27. Slag is removed by chipping process with the help of chipping hammer.
28. Finally using wire brush, welded portions are cleaned.
For double V joint,
0
5. Fix the first work piece in the bench vice, make chamfering to the bevel angle 30
on right side to the depth of 1.5 m.
6. Fix the other side of first work piece in the bench vice, make chamfering to the
0
bevel angle 30 on right side to the depth of 1.5 m.
0
7. Fix the second work piece in the bench vice, make chamfering to the bevel angle 30
on left side to the depth of 1.5 m.
4. Fix the other side of second work piece in the bench vice, make chamfering to
0
the bevel angle 30 on left side to the depth of 1.5 m.
5. First of all, the work pieces must be thoroughly cleaned to remove rust, scale and other
foreign materials.
6. Then the given work pieces are placed on the table in such a way that work pieces are
brought close to close to each other so that it forms a V shapes when the plates butt each
other.
7. Appropriate power supply should be given to the electrode and the work pieces.
8. Now the welding current output may be adjusted.
9. When current is passed, arc is produced between electrode and work piece.
10. Now set the two work pieces in correct position and maintain the gap 3mm and tag at
both ends of the work pieces as shown in figure.
11 Then the welding is carried out throughout the length.
12. As soon as the welding process is finished, switch off the current supply and allow
the work piece to cool.
13. Slag is removed by chipping process with the help of chipping hammer.
14. Finally using wire brush, welded portions are cleaned.
 P a g e | 30

DIAGRAM:

Fig.1 Root diagram for single V joint

Fig.2 Root diagram for double V joint

RESULT:
Thus the required single and double ‘V’ butt joint is made by arc welding process.
 P a g e | 32

FABRIC PATCH REPAIR

EXPT.NO: 5 DATE:
AIM:
To make a fabric patch repair in aircraft.
APPARATUS REQUIRED:
• Measuring tape
• Fabric
• Scissors

• MEK - aircraft paint remover

• Sponge and 2 cups
• Horse hair brush

THEORY:
Fabric over frame aircraft, like the Citabria, Cub, Aviat and Super Cub, sometimes
develop rips, tears or holes in the fabric. The Federal Aviation Administration allows
owners to complete small repairs to the fabric providing the rip or tear is not on a part of the
airplane that directly affects the aircraft's stability. In addition, if the rip or tear is deemed
unsafe upon an FAA inspection, the aircraft may be given an Airworthiness Directive -- also
called an AD -- that must be repaired and adhered to for the life of the aircraft. For small
fabric repairs use a tested method for repair. For safety's sake, have the repair inspected by
an aircraft mechanic before flying.
PROCEDURE:

1. Pour some of the MEK aircraft fluid into a cup. Dip the sponge into the fluid and wipe
around the hole or tear and add an extra 2 inches to the area. Wipe until all paint is removed
from the fabric.

2. Pull at the edges of the hole or tear to fray the fabric material. Let the MEK dry. Scrub
the hole and tear area with the horse hair brush.
 P a g e | 33

3. Pour some of the aircraft glue into a separate cup. Dip the sponge brush into the glue
and apply a generous coat of glue to the tear and the 2 inch area around the tear. Let the
glue dry.

4. Measure the length and the width of the hole in the garment.

5. Add 3 inches to the length and width.

6. Cut a rectangle of fabric using the measurements using a pair of sharp scissors.

7. Fold down the raw edges towards the wrong side of the fabric.

8. Apply another coat of glue to the tear or hole and to the back of the fabric patch. Place
the patch onto the hole or tear. Heat the iron to 300 degrees and iron the patch onto the
fabric so the glue melts into the fabric. Do not use a heat gun as it is too difficult to regulate
the temperature.

9. Apply a coat of the polybrush fluid and let it dry. Apply the acrylic aircraft fabric paint to
the repair patch after the polybrush fluid is dry.

DIAGRAM:

Fig.1 Fabric patch repair

RESULT:
Thus the repair in aircraft skin is done by fabric patch.
 RIVETED PATCH REPAIR
EXPT.NO: 6 DATE:
AIM:
To learn about aircraft (skin) structural repairs by means of testing of riveted
joint.
THEORY:
Rivets are a permanent mechanical fastener. Before being installed a rivet consists
of a smooth cylindrical shaft with a head on one end. The end opposite the head is called
the buck-tail. On installation the rivet is placed in a punched or drilled hole, and the tail is
upset, or bucked (i.e., deformed), so that it expands to about 1.5 times the original shaft
diameter, holding the rivet in place. To distinguish between the two ends of the rivet, the
original head is called the factory head and the deformed end is called the shop head or
buck-tail.
Because there is effectively a head on each end of an installed rivet, it can support
tension loads (loads parallel to the axis of the shaft); however, it is much more capable of
supporting shear loads (loads perpendicular to the axis of the shaft). Bolts and screws are
better suited for tension applications.
Fastenings used in traditional wooden boat building, such as copper nails and clinch
bolts, work on the same principle as the rivet but were in use long before the term rivet
was introduced and, where they are remembered, are usually classified among nails and
bolts respectively.
TOOLS REQUIRED:
• Steel rule
• Hammer
• Chisel
• Dolly
• Vernier Caliper
• Snap and file
• Hand vice
 P a g e | 36

APPARATUS REQUIRED:
• Bench vice
• Electrical drilling machine
• Hand riveting tool
• Shear pedals
MATERIALS REQUIRED:
Document – Aircraft Maintenance Manual

Lap Joint - 80x80x1.5 = 1

Butt Joint - 70x80x1.5 – 2

Rivets - 1/8 dia.

Aluminum slip

DETERMINING RIVET LENGTH:

Rivet length = Allowance + Material Thickness
L = A+MT

Rivet Diameter Allowance

1/8 3/16
5/32 ¼
3/16 5/16
¼ 3/8

SPECIFICATIONS:
Margin: 10 mm
Pitch: 10 mm
Hole diameter: 3.2 mm
Tolerance: 0.02 mm
Allowance: 4.5 mm
 P a g e | 37

PROCEDURE:

Riveted holes for riveting must be clean, round and of proper size and clean of
basis.

Drew out the damaged area of the skin into regular shape by common radius.


Size the fresh plate within tolerance limits, smoothen the edges of the plates by
file. Also ensure the exact size by Vernier caliper.

Prepare a back plate to lap around the finish patch plate.

Grip the plates (for butt joints and three plates for lap joints) by hand vice.

Size the length of the rivets.

Align the plates and insert the proper rivet on hole.

Rivet the job by using snap and dolly or with rivet gun.

While riveting the head should be formed properly.

Clean the riveted area and check for the source problem.

Complete the work for job.

The minor damage to the outside skin of an aircraft can be repaired by applying a
patch to the inside of the damage sheet.
A filler plug must be installed in the hole made by removal of damaged skin area
forms a smooth outside surface. The patch may be of elongated patch or returned
patch.
 P a g e | 38

DIAGRAM:

Fig.1 Riveted patch repair

 P a g e | 39

Fig.2 Types of riveted patch repair

RESULT:
Thus the repair in aircraft skin is done by Lap patch riveting.
 P a g e | 40

TUBE BENDING
EXPT. NO: 7a DATE:
AIM:
To obtain a smooth bend without flatting the tube.
THEORY:

Tube bending can be done by using hand tool, hydraulically operated pipe
bending machine and even with the help of heat also.
Bending of tube can also be done by means of tube bending machine.

It is mounted on a tripod stand and can swivel about its own axis at any angle so as
to give a wide range for operation.
MARKING THE POINT OF BEND:
The bend point is marked as per table.
Tube Length 90˚ 60˚ 45˚ 30˚
15mm tube 70mm 46mm 35mm 23mm
22mm tube 100mm 66mm 50mm 33mm

PROCEDURE:
1. First of all cut the pipe slightly larger than its requirement.
2. Mark the place on the tube where the bend is required.
3. Position the tube between two blocks in the tube bending machine.

4. Operate the hydraulic jack lever. It moves the radius bend bars forward the tube
and while doing so the tube is bent to desired angle.
5. If the bend is not proper the same procedure is repeated two or three times.
 P a g e | 41

DIAGRAM:

Fig.1 Tube bending

RESULT:
Thus the desired degree of bend is made in the tube.
 P a g e | 42

TUBE FLARING
EXPT. NO: 7b DATE:
AIM:
To renew the damaged tube length with necessary end fittings and flaring to
prevent fluid damage.

THEORY:
Flare fittings are a type of compression fitting used with metal tubing, usually soft
steel and ductile (soft) copper, though other materials are also used. Tube flaring is
considered to be a type of forging operation and is usually a cold working procedure.
During assembly, a flare nut is used to secure the flared tubing's tapered end to the also
tapered fitting, producing a pressure-resistant, leak-tight seal. Flared connections offer a
high degree of long-term reliability and for this reason are often used in mission-critical
and inaccessible locations.
The tool used to flare tubing consists of a die that grips the tube and a mandrel
that is forced into the end of the tube to form the flare by cold working. The most
common flare fitting standards in use today are the 45-degree SAE style, and the 37-
degree AN style, also used with the JIC system. The AN/JIC style generally has a higher
pressure rating for a given size tubing. SAE and AN/JIC fittings are completely
incompatible due to the different flare angle. Further, AN fittings (or those complying
with subsequent standards) and JIC fittings are not interchangeable for design-controlled
applications due to differing quality standards.

MATERIALS REQUIRED:

Document – Aircraft Maintenance Manual

Aluminum tubes

TOOLS REQUIRED:
• Flaring tool
• Rough file
 P a g e | 43

APPARATUS REQUIRED:
• Slaves
• Pipple nuts

DIAGRAM:

Fig.1 Tube flaring

Fig.2 Types of flaring

 P a g e | 44

PROCEDURE:
3. Shape and size the tube squarely.
4. Slide in the sleeves and nuts as shown in drawings.
5. Open the damp screw of the flaring tool, insert the tube to flared clamping blocks
tighten the clamp screw.
0
6. Use 37 flaring screws in the cone and fill the desired amount of flaring.
7. Remove the cone and undamped the pipe from the tool.
8. The portion of the tube on the sleeve indicates the maximum amount of flaring.

RESULT:

Thus the desired amount of flaring is made in the tube.

 P a g e | 45

PREPARATION OF GLASS EPOXY COMPOSITE LAMINATES

EXPT.NO:9 DATE:
AIM:
To learn the preparation of glass epoxy composite laminates and specimens.

INTRODUCTION:

A composite material is a combination of two or more phases are joined

permanently together so that strength of the combined material is greater than any of the
component material. Component materials in Composites retain their identities.

Composite structures are used in aircraft components of fiber materials combined

with matrix.

Kevlar, Carbon fiber (Graphite), Boron, Tungsten, Quartz, Silicon carbide,

ceramics and SPECTRA are commonly used Composite materials.
Composite structure can either be a,
• Solid Laminate:
• Honey comb / rigid foam sandwich construction
SOLID LAMINATE:

It is used by bonding together several layers of resin fairing material

impregnated with resin matrix.
SANDWICH:

It is made by taking high density laminate on solid surface and back plate and a
low density case between them.
 P a g e | 49

MATERIALS REQUIRED:

• Glass fibre

• Epoxy resin

• Hardener

• Thinner

APPARATUS REQUIRED:

• Ply

• Mila ply

• Roller

• Weighing machine

• Owen

PROCEDURE:

1. Cut the required length of glass fibre and placed it on the mila ply.

2. Mix the resin and hardener in the ratio of 10:1 and stir well using the stirrer.

3. Apply the resin on the fibre by using roller to make a lamina.

4. Keep another piece of glass fibre and repeat the above procedure.

5. Repeat the above procedure to make a solid laminate.

6. Keep two plies on both top and bottom surface of the laminate and keep it in
owen.
 P a g e | 50

DIAGRAM:

Fig.1 Glass epoxy laminate

RESULT:

Thus the required glass epoxy laminate is made.