Design of Aircraft Structures Under Special Consideration NDT

ECNDT 2006 25 September 2006
H. Assler
Airbus - Hamburg
Presented by J. Telgkamp
Design of Aircraft Structures under Special

Consideration of NDT
9th European Conference on NDT
Berlin (Germany), September 25th – 29th, 2006
H. Assler / J. Telgkamp Airbus ECNDT 2006

Table of Contents
History of Aviation
Aircraft Performance
Aircraft Market
Aircraft Design
Innovation in Aircraft Design
© AIRBUS DEUTSCHLAND GMBH. All rights reserved. Confidential and proprietary document.
Structure Inspection Program

NDI/NDT Methods
Conclusions
H. Assler / J. Telgkamp Airbus ECNDT 2006 25 September 2006 Page 2

H. Assler / J. Telgkamp
Airbus
ECNDT 2006
History of Aviation
25 September 2006
Page 3
© AIRBUS DEUTSCHLAND GMBH. All rights reserved. Confidential and proprietary document. History of Aviation
1st engine driven flight: 12 seconds, 53 meters

Wilbur and Orville Wright (Dayton, Ohio)
December 17th, 1903, Kitty Hawk, North Carolina
History of Aviation
1st save, repeatable gliding flights in history, 25 meters

Otto Lilienthal
Summer 1891, Derwitz, Germany
„From jumping to flying“ marked the beginning

of the era of human flight 115 years ago .

Table of Contents
History of Aviation
Aircraft Market
Aircraft Design

NDI/NDT Methods
Conclusions

Aircraft Performance – Drivers / Features
further
bigger faster
more more
inexpensive environmental
friendly
Challenge
Drivers use to be in contradiction to each other.
Aircraft Performance – “further”
Long Range Aircraft development vs. Time
Half earth circumferential

10000
Longest distance between major destinations
A340-500
Range (nm)
8000 747-400ER
747-400 A340-300 777-300ER
777-200ER
A340-600
A340-200
6000 777-300
B747-300
B747-200 777-200
B747 SP
4000
B747-100
1970 1980 1990 2000 2010

Entry into Service
Range as design driver is reaching it’s natural limit.

Aircraft Performance – „bigger“
A380
A380 A320
73 m 8.56 m
79.8 m
7.14 m

Aircraft Performance – „lighter“
Weight per Load and Distance

10
(related on cruising speed)

1
0,1
0,01
1900 1920 1940 1960 1980 2000 2020
Year
Structural Efficiency is increasing permanently.

Aircraft Performance – “environmental friendly”
/kg
1.0
r kW
Aircraft
we
Po
0.1
ec .
Car
A380 - the first long-haul
Sp
aircraft with less than

3 litres per pax/100km
0.01
Stationary / Maritime fuel consumption
(5000 nm sector, Typical International
Flight Profile, 555 pax)

Aircraft Performance – Sources for Innovations
Overall Aircraft
Configuration
Aerodynamics
Lift
Thrust
Engine
Drag
Weight
Structure
(Materials, Technologies, Design)

Table of Contents
History of Aviation
Aircraft Market
Aircraft Design

NDI/NDT Methods
Conclusions

Aircraft Market – Orders (Gross)
Status Dec./04
1400
Airbus Boeing
1200
1000
656
602
800
789 568
563 391
600 333
277
251 239
400 554
319 290 556 529

414 196 460 476
200 327 375 370
326 300 284
101 136 125 106
0 38
1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004
Aircraft Market is fluctuant.

Aircraft Market – The Future looks bright ...
17,328 Aircraft
9 Worldwide Annual Airtraffic 9-11 in 2023
(in trillion Passenger KM) Crisis in Asia SARS
8 Iraq
Gulfcrisis
7
Until 2023:
6 Oilcrisis 5,3% growth p.a.
4 1991-1997 :
5,8%
3
1980-1990 :
Shift of 3.3 years
2 5,8%
1970-1979 : 10 900 Aircrafts
11,0% in 2000
1
0
1970 1980 1990 2000 2013 2023
In spite of Crises: 5.3% Growth p.a.

Table of Contents
History of Aviation
Aircraft Market
Aircraft Design - general

NDI/NDT Methods
Conclusions

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.
Aircraft Design – General Aspects
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
Aircraft Design is a multidisciplinary Challenge.
Aircraft Design – Material Selection
Strengths Drawbacks
Metals • Standardisation • High Density

•
(Al-Alloys) Reparability • Fatigue Behaviour
• Static Behaviour • Corrosion Behaviour
• Improvement Potential • High Costs of new Alloys
Composites • Fatigue Behaviour • Impact Behaviour
(CFRP) • Low Density • No „Plasticity“
• No corrosion • Reparability
• Best suited for Smart • Recycling
Structures
Fiber Metal • Improved Fatigue • Lower Stiffness
Laminates • Better Tailoring • Higher Density
• Higher Fire Resistance (compared to CFRP)
• Less Corrosion • Less industrialized process
(compared to Al-alloys) (compared to CFRP)

© AIRBUS DEUTSCHLAND GMBH. All rights reserved. Confidential and proprietary document. Aircraft Design – Material Selection
GLARE Al 2524
Skin
Material Al 6013 Al 7475
An iterative Optimisation leads to best Match of

Material Characteristics and Design Criteria.

Aircraft Design – Material Breakdown for A380-800
(Engine and Landing Gear not included)
61% Aluminium Alloys
2% Miscellaneous 10% Titanium

& Steels Alloys
2% Surface
Protections
3 % GLARE
22 % Organic Materials
CFRP, GFRP, QFRP

Aircraft Design – Composites Introduction on Airbus
Composite Structural Weight [%] 45
A350
40
35
A400M
30
A380
25
20
A340-600
A340-300
15
A320
A310-200
10
A300
0
1970 1980 1990 2000 2010
Airbus will continue to select the material technology that is best
suited to its products and most beneficial for its customers
Aircraft Design – Composite Materials on A380-800
Floor Beams Upper Deck
Vertical
Outer Flaps Tail Plane
Section 19.1
J-Nose
Horizontal
Tail Plane
Rear
Wing Ribs Section 19
Pressure
Center Wing Box
Bulkhead
Table of Contents
History of Aviation
Aircraft Market
Aircraft Design - specific

NDI/NDT Methods
Conclusions

Aircraft Design – tskin due to internal Pressure
Internal Pressure
A350
∆p
40000 ft
R
σcircumf
→ ∆p
7000 ft
(cabin pressure) tskin = (∆p * R) / σcircumf

∆p = 594 hPa
R=3m
0 ft σcircumf = 100 MPa (cyclic)
tskin ≈ 1.8 mm

Aircraft Design – Skin Stresses
Internal Pressure
∆p
σlong R
∆p σcircumf
??????
σlong < / = / > σcircumf

Internal Pressure
??????
σlong < / = / > σcircumf

Internal Pressure
σlong = ½ ⋅ σcircumf

Internal Pressure
∆p
σlong R
∆p σcircumf
σlong = ½ ⋅ σcircumf

Internal Pressure + Weight
σlong
R
∆p
lift σcircumf
gravity σlong
σlong, upper skin >> σlong, lower skin

Aircraft Design – Typical Flight Profile
Internal
Pressure
+
Weight
+
Aerodynamic
Loads
+
Manoeuvre
Loads
Sources for Loads on

Structure are various
and time-dependent.
Design - Design dominating Loads
Lower skin: Upper skin: Bending and
Tension Compression Torsion
Impact
Shear
Stress Bending
Longit. Tension
(bending)
Impact
Shear
(transverse shear and torsion)
Impact
Longit. Compression (bending)

Hoop Tension Impact High Local Loads Corrosion Resistance
All dimensioning design criteria have to be met

in all parts of structure with all load cases

Typical Fuselage Structure
Aircraft Fuselage Section
Lap
Joint
Butt Joint
Structural Detail Fuselage Panel

Frame
Clip
Skin
Stringer

Table of Contents
History of Aviation
Aircraft Market
Aircraft Design

NDI/NDT Methods
Conclusions

Innovation in Aircraft Design – Intelligent Airframe
The Airbus Intelligent Airframe
Material and
Technologies
selection
Taylored Smart
Design Structures
=> A multi-disciplinary approach is needed!

Example 1: Innovation in materials / technologies
1970 1980 1990 2000 2010 2020
Wing
Rear Fuselage Adaptive
Center wing box Fuselage Structures,
SHM
Bulkhead
Keel beam
Composites Floor panels
Al adv.
VTP, HTP casting Advanced
Flaps,
Control FML
Fairings surfaces FSW, Al-Sc
GLARE®,LBW,
EBW, Ti-Leg.
AL-Li
Al-Li
Metal
LBW
Extrusions
Metal and CFRP solutions keep challenging each other

Example 2: Bionic Design Optimization
Bionic Design Optimization – Example from CRC Ottobrunn
A380 wing – leading edge rib

Example 2: Bionic Design Optimization
A380 wing – leading edge rib


© AIRBUS DEUTSCHLAND GMBH. All rights reserved. Confidential and proprietary document. Example 2: Bionic Design Optimization

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
Example 3: GLARE Application on A380-800
• Skin Panel (GLARE 3/4/6, 470m²)

• Butt Strap (GLARE 2)
• HTP and VTP Leading Edge

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).

© AIRBUS DEUTSCHLAND GMBH. All rights reserved. Confidential and proprietary document. Example 4: Welding - LBW
AIRBUS-G
• A318 1 panel
(CO2-Laser, Working Area 6m×3m) • A380 8 panel

Example 4: Welding - LBW Online Quality Control
Tactile
Sensor
Optical Profile Measurement
Laser Beam
Photo Spectrometic
Eddy Current Testing Determination of Si in plasma

Example 4: Welding - FSW
Friction Stir Welding (FSW)

Technology to join skin (fuselage) or spar (wing) sections.
Sealing
Doubler
Bonding

Example 4: Welding - Examples for FSW-Defects
Tunnel
Lack of
Penetration
Root Flaw

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

© AIRBUS DEUTSCHLAND GMBH. All rights reserved. Confidential and proprietary document. Example 5: Composite Manufacturing

Example 5: Composite Manufacturing
Examples of flaws to be detected in composite structures:
Delaminations
Porosity
Inclusion
Layer Porosity
Unbond

Example 6: SHM - Structural Health Monitoring
Pain Indication: The Brain checks the Intensity of

the Pain and judges when to go to the Doctor.
Evaluation
Damage Indication: The SHM System

checks the Structure and evaluates the
follow up Actions for Maintenance.

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

Example 6: SHM - Potential SHM-Applications
SHM-Application
Maintenance Design
Early Crack - Restricted Access Improved

- Difficult NDT
Detection - Variable Load Structural
Efficiency
Crack Monitoring
Corrosion
Monitoring
Life Extension
Reduction of Weight
Inspection Saving

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.

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!

Table of Contents
History of Aviation
Aircraft Market
Aircraft Design

NDI/NDT Methods
Conclusions

• 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.

Fatigue loads (spectrum)

Material Data and Geometry
Static loads (limit load)
Determination of
• Fatigue Life Damage Detectability
• Crack Growth (influenced by NDT)
• Residual Strength
Damage Tolerance Analysis
Structural Inspection Program

• Inspection Threshold
• Inspection Interval
• Inspection Method
Example for Damage Tolerance Analysis
1. Definition of Limits for Crack Length

2. Calculation of Flights ∆N as a Function of Crack Length a.
3. Calculation of Interval as a Function of ∆N and Scatter Factor j.
Residual Strength (Limit Load)
Operational Load
Life Time ∆N is controlled by adet (high sensitivity), which

depends on the Inspection Method / Inspection Level.
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.

Example for SDET - Eddy Current Inspection
• Component to be inspected

Example for SDET - Eddy Current Inspection
• Area to be inspected
Frame Frame
• Description of possible Damages

Table of Contents
History of Aviation
Aircraft Market
Aircraft Design

NDI/NDT Methods
Conclusions

NDI/NDT Methods applied at AIRBUS
NDT Methods being looked at as “State of the Art”

are mainly:
• Visual Inspection
• X-Ray
• Ultrasonic Testing (UT)
• Eddy Current Testing (ET)

• Resonance Frequency Method
(mainly for Metal Bonding and Composite Structures)
• Thermography
NDI/NDT Methods with Future Potential
Methods, which AIRBUS is also looking at are mainly:
• Shearography / Mobile Shearography

• Eddy Current Arrays
• Ultrasonic Phased Arrays
• Lock-In Thermography, Pulse Thermography /
Ultrasonic Excited Thermography
• Laser Ultrasonic
• Air Coupled Ultrasound

Table of Contents
History of Aviation
Aircraft Market
Aircraft Design

NDI/NDT Methods
Conclusions

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
¾optimized in design to take full
advantage of new materials and
technologies
¾self-monitoring / reacting
¾adaptable to changing Requirements.
• Our today’s challenges are mainly to
¾innovate quickly Daedalus and Icarus
¾implement immediately escaping from Crete
¾implement in a sustainable way

Thanks for your attention!

© AIRBUS DEUTSCHLAND GMBH. All rights reserved.
Confidential and proprietary document.
This document and all information contained herein is the sole
property of AIRBUS DEUTSCHLAND GMBH. No intellectual
property rights are granted by the delivery of this document or
the disclosure of its content. This document shall not be
reproduced or disclosed to a third party without the express
written consent of AIRBUS DEUTSCHLAND GMBH. This
document and its content shall not be used for any purpose
other than that for which it is supplied.
The statements made herein do not constitute an offer. They
are based on the mentioned assumptions and are expressed
in good faith. Where the supporting grounds for these
statements are not shown, AIRBUS DEUTSCHLAND GMBH
will be pleased to explain the basis thereof.
AIRBUS, its logo, A300, A310, A318, A319, A320, A321,
A330, A340, A350, A380, A400M are registered trademarks.

Design of Aircraft Structures Under Special Consideration NDT

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ECNDT 2006 25 September 2006

Design of Aircraft Structures under Special

H. Assler / J. Telgkamp Airbus ECNDT 2006

Structure Inspection Program

H. Assler / J. Telgkamp Airbus ECNDT 2006 25 September 2006 Page 2

1st engine driven flight: 12 seconds, 53 meters

1st save, repeatable gliding flights in history, 25 meters

„From jumping to flying“ marked the beginning

H. Assler / J. Telgkamp Airbus ECNDT 2006 25 September 2006 Page 5

Structure Inspection Program

H. Assler / J. Telgkamp Airbus ECNDT 2006 25 September 2006 Page 6

Half earth circumferential

1970 1980 1990 2000 2010

Range as design driver is reaching it’s natural limit.

H. Assler / J. Telgkamp Airbus ECNDT 2006 25 September 2006 Page 9

Weight per Load and Distance

(related on cruising speed)

Structural Efficiency is increasing permanently.

aircraft with less than

H. Assler / J. Telgkamp Airbus ECNDT 2006 25 September 2006 Page 11

H. Assler / J. Telgkamp Airbus ECNDT 2006 25 September 2006 Page 12

Structure Inspection Program

H. Assler / J. Telgkamp Airbus ECNDT 2006 25 September 2006 Page 13

319 290 556 529

Aircraft Market is fluctuant.

In spite of Crises: 5.3% Growth p.a.

Structure Inspection Program

H. Assler / J. Telgkamp Airbus ECNDT 2006 25 September 2006 Page 16

A typical short-range jet aircraft is designed to make

Airframe Structures have to fulfil extreme

The Aircraft Design is influenced by a Variety of Factors:

• Manufacturing Capacities and Capabilities

Metals • Standardisation • High Density

H. Assler / J. Telgkamp Airbus ECNDT 2006 25 September 2006 Page 19

An iterative Optimisation leads to best Match of

H. Assler / J. Telgkamp Airbus ECNDT 2006 25 September 2006 Page 20

61% Aluminium Alloys

2% Miscellaneous 10% Titanium

H. Assler / J. Telgkamp Airbus ECNDT 2006 25 September 2006 Page 21

Structure Inspection Program

H. Assler / J. Telgkamp Airbus ECNDT 2006 25 September 2006 Page 24

(cabin pressure) tskin = (∆p * R) / σcircumf

H. Assler / J. Telgkamp Airbus ECNDT 2006 25 September 2006 Page 25

H. Assler / J. Telgkamp Airbus ECNDT 2006 25 September 2006 Page 26

H. Assler / J. Telgkamp Airbus ECNDT 2006 25 September 2006 Page 27

H. Assler / J. Telgkamp Airbus ECNDT 2006 25 September 2006 Page 28

H. Assler / J. Telgkamp Airbus ECNDT 2006 25 September 2006 Page 29

Internal Pressure + Weight

σlong, upper skin >> σlong, lower skin

H. Assler / J. Telgkamp Airbus ECNDT 2006 25 September 2006 Page 30

Sources for Loads on

Longit. Compression (bending)

All dimensioning design criteria have to be met

H. Assler / J. Telgkamp Airbus ECNDT 2006 25 September 2006 Page 32

Structural Detail Fuselage Panel

H. Assler / J. Telgkamp Airbus ECNDT 2006 25 September 2006 Page 33

Structure Inspection Program

H. Assler / J. Telgkamp Airbus ECNDT 2006 25 September 2006 Page 34

The Airbus Intelligent Airframe

=> A multi-disciplinary approach is needed!

H. Assler / J. Telgkamp Airbus ECNDT 2006 25 September 2006 Page 35

1970 1980 1990 2000 2010 2020

Metal and CFRP solutions keep challenging each other

H. Assler / J. Telgkamp Airbus ECNDT 2006 25 September 2006 Page 37