Composites Revised

For Training Purposes Only, Diamond Aircraft Industries, Inc
This training aid is intended to introduce the

student to basic composite theory, terminology
and specific construction techniques used in
the production and repair of Diamond aircraft.
This information is intended as an
instructional aid only; it does not supersede,
nor is it meant to substitute for, any of the
Manufacturers Maintenance or Operational
Manuals.
Introduction
Identification of fabrics and core materials
Damage classification
Testing for damage
Basic repair procedures
Definition:
A general term which means an
assembly of dissimilar parts/materials
used together to enable them to do a
job, that the individual materials could
not.
Composites:
The theory of composites is not a new
technology. It has been around since the
1940s, when plain glass was drawn into
fibers. Aircraft have been manufactured out
of composites since the early 1960s (i.e.
German glider manufacturers).
Why Composites?
Composite materials have the good
qualities of wood, like excellent
unidirectional and bidirectional properties
without the drawbacks such as changes in
moisture content and natural decay.
Why Composites?
Metals (like wood) are limited by shape as
well. Composites have better shaping
properties than wood or metal, and you can
choose the strength properties by selecting
the type of fiber material, number of layers
and fiber orientation.
DA 40 wing
Composites:
Composite material consists of a resin
matrix and a fiber reinforcement.
There are a number of different fibers
available such as: fiberglass, carbon
fiber and Kevlar.
Each material listed has different
characteristics.
E-glass:
Electrical Grade Glass is the most widely used
glass fiber in general aircraft manufacturing.
Considered an advanced composite fiber, even
though it has been used for over 40 years.
Provides outstanding performance when
properly handled. It does not have the ultimate
strength of Kevlar or carbon, but it has better
elastic properties.
Carbon Fiber:
The first commercial fibers were
available in the early 1970s. The
technology has been changing rapidly
ever since.
Carbon fiber conducts electricity, and its
a very strong, light weight material with
brittle properties. Consequently, it is
very expensive.
Kevlar fibers:
Made by Dupont, its an organic material
that has many of the attributes of carbon
fibre because of its high strength and
toughness.
It has a higher ultimate strength than
carbon or glass fibre.
It is usually used in load-bearing areas.
Seats, baggage compartments
Surface Finish:
Volan is a type of coupling agent that is
applied to the fabric to improve wetting of the
resin into the glass fibers. This results in a
permanent and lasting bond.
If the finish is contaminated by water, smoke,
coffee spills, grease, oil, etc., the bond may
appear to be satisfactory, but will deteriorate
with time.
Unidirectional Materials:
The yarn, or rovings, are in one
direction.
Bi-directional Materials:
The yarn, or rovings, are two directions.
Ply Orientation:
Usually
expressed as 0,
+45, 90, or -45
degrees (or a
similar variation).
Divinycell Foam Core:

Core materials are used to increase the
strength and stiffness with a small increase
in weight.
Divinycell is widely used due to fact that it is
easy to work with, and light. It can be shaped
using heat and sandpaper.
Foam cores are easier to repair than other
cores like honeycomb and wood.
Resin Matrix
Purpose:
Transfer load from fiber to fiber
Carry the load from fiber composite to an insert,
edge member or fitting
The choice of resin will depend upon a great
many factors
2 general types:
Thermoplastic
Thermosets
Thermoplastic:
A material capable of repeatedly
undergoing physical reactions which
cause it to soften when heated, and
harden when cooled. ie: landing light lens
cover
Thermosets:
Harden or cure by a chemical reaction due
to catalysts, heat, ultraviolet light etc
causing it to set
Cross linking is an irreversible process and
these resins can never melt.
Ie: epoxy, vinylester, polyester resins
Resin Matrix:
Epoxy resins have a higher yield strength,
and offer more stiffness and toughness.
Epoxy resins have less shrinkage when
cured, compared to Vinylester and
Polyester resin systems.
The Epoxy system consists of a Resin and
a Hardener. These two parts are mixed
together by weight, using a specific mixing
ratio. The purpose of the resin is to transfer
the load from fiber to fiber.
Epoxy Curing Process:

Epoxy systems harden by Cross-linking
two different materials.
The resin contains a promoter A that
reacts with the catalyst B.
Small errors in the portioning, or
subsequent mixing of the two parts, results
in serious short falls in the final strength.
Resin Content:
The amount of resin present in a
composite, is expressed as either
percent weight or volume of epoxy in
a composite material.
If more resin is used than required the
result will be an increase in weight, not
an increase in strength.
Resin Content:
Diamond Aircraft ratio specification is
50:50 cloth content to resin by weight.
If the part or repair is vacuum bagged the
result will be closer to 60:40 cloth to resin,
due to the resin being absorbed into the
bleeder/breather cloth.
Laminate:
A series of tape and/or fabric plies (two
or more) stacked on top one another,
and bonded together to form a single
material system, whose material
properties are a function of the ply
orientations.
Sandwich Components:
Many of the skins on the wings and
fuselage are of a sandwich construction;
a core material between layers of fiber
material.
Sandwich constructions offer more
stiffness and strength, with only a small
amount of weight gain.
Shelf Life:
The time span during which a plastic
product will remain fit for use (which is
approximately 1 year).
The temperature during storage is a
prime factor in determining the duration of
the shelf life. Shelf life is sometimes
referred to as storage life.
Exothermic Reaction:
A reaction obtained when mixing certain
substances together, characterized by the
formation of heat.
The mixing of two parts of an epoxy resin
system has an exothermic reaction.
Exothermic can exceed curing temperature
if uncontrolled (thermal runaway).
Standard Pre-Cautions:
One problem associated with all
uncured resins, in liquid or pre-preg
form, is that they tend to absorb either
moisture or carbon dioxide from the air.
Bonding:
Bonding is another term used for gluing.
The aircraft is made up of laminated parts
and sandwich components, bonded
together to form the aircraft.
The bonding paste is made up of: resin
matrix, cotton flox, microballoons and
aerosil.
This combination may differ type to type
Bonding Paste
+
Epoxy resin
Sil-cell
=
Cotton flocks
Bonding paste
for DA 40
Bonding Paste
Rigidity
Sealed structure
Complex shapes are
possible
Fatigue resistant
Corrosion resistant
High specific strength

Insulating materials
Transparent to radio
waves
Low cost of component
parts
Arm Length 1.5 meters

set protractor to 0
390 lb
Read angle difference
The weight is lifted

Contamination
Not always the lightest
Not easily
mechanizable
Must build the material
and the part
Unfamiliar technology
Temperature and UV
degradation
Static electricity
build up
High trash
Health risk
Quality assurance
difficulties
Unforgiving of
process interruption
Class 1
Major structure damage that requires the partial
replacing of a structural component, damage to a
large area, or damage to a highly stressed
component or part. Class 1 damage restricts or
voids airworthiness.
Class 2
Holes and cracks passing through both skins of a

sandwich construction component, the core
damage must be to be covered by a 75mm (3
inches) diameter circle.
Class 1 damage
Class 2 damage
Class 3
Small holes and cracks in the outer skin, where there
is no internal damage to the component, the
sandwich material, or the inner skin.
Class 4
Minor scratches, abrasions or similar damage, which
is not a crack or a puncture in the skin (cosmetic).
Class 3 Damage
Class 4 damage
Two types of failures in the structure:

Disbonding:
Failure of the bond between two components,
for example, between the fuselage skin and a
fuselage frame.
Delamination:
Is the failure of bond between layers of
glass/carbon cloth in a component.
Disbond
Delamination
Examine Visually:
Use this method to find all types of damage to
composites. Use a bright light to examine visually the
inside of the component.
GFRP has a green or brown color, if white areas are
noted, it may be damage. Look for dents in areas where
stones could hit the aircraft, and on walkways.
10 x magnifying glass is suggested
Light Test:
Use the light test to find delaminations.
Test parts cannot be painted or have foam
core.
Point a bright light on the surface to be
tested and look at the opposite side.
Damage will show as a dark area.
Coin Tap Test:

Use the coin tap test to find delamination
and disbonding.
Tap a coin on the laminate surface in the
area you want to test.
The sound of the coin tapping on the
surface of the laminate will change as you
move the coin over damaged laminate.
Further Inspection:
If paint damage is found, try to find a way
to view the damage from the inside.
If the damage cannot be viewed from
the inside, remove the paint coat, being
careful not to damage the cloth under the
paint.
Damage Assessment
Cracks found in the paint coat or even underlying
filler do not always mean there is damage to the
composite material.
The composite material will respond better to
applied loads than the paint and filler.
If damage is suspected, inspect the area in
question by visual method (use a flash light),
tap test, the paint may have to be removed to
view the composite structure.
Before attempting any composite

repair:
Ensure you are only using
Approved Diamond Aircraft Data!!
Work Area:
Must be clean, free of smoke particles, dust,
or anything that could contaminate the
material.
The area should be well lit and at a
temperature between 65 and 80 degrees
Fahrenheit.
Wear proper P.P.E.
The following is a run through of a basic top skin

repair and full foam core replacement.
Flight control received

impact damage.
Paint was removed to inspect the damage.

A coin tap test was carried out, checking for
areas of delamination between the fiber skins
and the core material.
The damage area is marked out for removal.

The number of fiber layers are mapped out to
prepare for scarfing or stepping.
Scarf/Step dimension is a 50:1 ratio determined
by material thickness.
You can confirm the orientation using drawings
and blueprints.
Using a high speed angle grinder and a 80 grit

sanding disc, remove the damage material and
scarf/step back the layers of fiberglass.
Removal of the damaged foam core.
A step is left in the bottom skin to bond

the replacement form core to.
The inner skin can be cleaned up using

sandpaper.
Once the foam core is removed, start scarfing or
stepping the layers.
Once the scarfing/stepping is completed, make

a map of the replacement layers showing, the
size of the layers and the ply orientations.
Make a map showing the orientation of each layer.
To replace the inner skin, a pre-cure is cut to the

correct shape and size.
The pre-cure is a cured layer or layers of fiber
material made from the same material.
Installation of a pre-cure inner skin.
A Divinycell foam core plug can be cut and fitted

using sandpaper.
The pre-cure and foam core plug will be bonded
together and installed using a paste mixture.
Installation of the replacement foam core.
Allow this step of the repair to cure completely,

once cured the foam core can be sanded level.
A tap test should be carried out to check for
proper bonding after the foam core plug has
cured (on the reverse side if possible).
The next step is to mix the resin, most epoxy

resins are mixed by weight.
With the resin mixed, start preparing the fiber
material.
Preparing the glass cloth
Cutting the replacement layers using your map
Preparing the area
Replacing the layers starting with

the largest/smallest layer first depending
on repair procedure
Peel ply

Composites Revised

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For Training Purposes Only, Diamond Aircraft Industries, Inc

This training aid is intended to introduce the

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

Divinycell Foam Core:

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

Epoxy Curing Process:

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For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

High specific strength

Arm Length 1.5 meters

For Training Purposes Only, Diamond Aircraft Industries, Inc

Read angle difference

The weight is lifted

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

Holes and cracks passing through both skins of a

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

Two types of failures in the structure:

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

For Training Purposes Only, Diamond Aircraft Industries, Inc

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For Training Purposes Only, Diamond Aircraft Industries, Inc

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Coin Tap Test:

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