Abstract

Abstract

Carbon fibre reinforced polymer composite material structures continue to be, despite the tremendous technological maturity achieved in recent decades, one of the most promising options to address the challenges of the aeronautical industry with respect to behaviour in the face of efforts such as improvements, regarding weight or costs.

Ongoing demands to address major societal challenges, promote industrial leadership in Europe, and address aviation decarbonisation for the purpose of protecting the environment drive the demand for more optimal materials designed to improve these aspects.

The previous tasks carried out to complete the test campaign will be described, showing its plan and design, details of preparation, assembly of the specimens and the execution of the tests. The philosophy proposed by Airbus (ADS) is presented with the consolidation of admissible design against alterations of the material that could realize its evolution or arise in the manufacturer's batches.

Observing changes in the material, leading to the improvement of its mechanical and handling characteristics, a comparison has been made by Airbus with the one used previously for the determination of admissible design. It is intended to incorporate assessments of effects associated with the process of its industrialization. Once the results and analyzes are available, the normalized results of the conclusions would be presented.

The activity carried out is included within the CERES project (Advanced Rear End Structural test program), belonging to the Clean Sky 2 Joint Undertaking European research aeronautical program.

Abstract

This paper describes the Fatigue & Damage Tolerance Phase for the S19.1 Full Component Test of the A350 XWB Aircraft.   The aim of this test was to demonstrate that the fatigue phenomena does not occurs, as well as no crack growing on composite materials. A350XWB S19.1 Full Scale test is the first test developed on a S19.1 aircraft section, therefore, the process to carry out the test constitute an important step for the development of experimental models which allow for the better understanding of this kind of aircraft component. The process carried out to obtain relevant data for the CFRP F&DT test is described in this paper: Checking point of the structure selection. Specimen instrumentation. Spectra generation. Whiffletrees selection for structure load application. Load optimization for interfaces correlation.   The FCT results shown that the fatigue and damage tolerance Certification requirements are fulfilled.