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Shared material databases: The next chapter

机译：共享的材料数据库：下一章

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摘要

Unlike metals, whose properties can be known independent of the structures in which they are used, composite properties are to a significant extent determined as they are manufactured into a structure. The ratio of fiber and resin, orientations of fibers, the ply schedule, the selected fabrication process and process parameters all have their effect on the ultimate performance, which cannot be known until the part is cured and subsequently tested. Historically, this fact has made the process of qualifying a composite material system for use on aircraft much more time consuming, difficult and expensive than qualifying metals. Each aircraft manufacturer had to conduct its own qualification process. Even if a "new" composite material was identical to one already approved for use on an aircraft built by another company, the fabrication techniques and testing processes used for the previous aircraft application were unknown and, therefore, could not be duplicated. The company was required to develop its own procedures for structural testing, manufacturing control and repair - a process that could consume up to five years and cost millions of dollars. While this was cumbersome for large commercial aircraft OEMs, it was relatively easy to cost-justify. But for the smaller general aviation manufacturer, the process imposed a huge penalty, driving up the cost of individual aircraft and ultimately limiting aircraft sales.
机译：与金属的特性独立于使用金属的结构而已知的金属不同，复合材料的特性在很大程度上被确定为制造到的结构。纤维和树脂的比例，纤维的取向，层板计划，所选的制造工艺和工艺参数都会对最终性能产生影响，只有在零件固化并随后进行测试后才能知道。从历史上看，这一事实使对用于飞机的复合材料系统进行鉴定的过程比鉴定金属要耗时，困难且昂贵。每个飞机制造商都必须执行自己的鉴定程序。即使一种“新的”复合材料与已经被批准用于另一家公司制造的飞机上的材料相同，但用于先前飞机应用的制造技术和测试过程仍是未知的，因此无法重复。该公司被要求开发自己的结构测试，制造控制和维修程序，该程序可能长达五年，耗资数百万美元。虽然这对于大型商用飞机OEM而言很麻烦，但成本合理化相对容易。但是，对于规模较小的通用航空制造商而言，此过程将带来巨大的损失，从而抬高了单飞机的成本，并最终限制了飞机的销售。

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