Advanced Organic Composite Materials for Aircraft Structures Future Program (1987) / Chapter Skim
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'APPENDIX B: Correspondence—Air Transport Association of America'
'APPENDIX B: Correspondence—Air Transport Association of America'
Pages 99-102
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Appendix B Correspondence -- Air Transport Association of America 99
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Bernard Haggin Aeronautics and Space Engineering Board JH 413 National Research Council 2101 Constitution Avenue Washington, D.C. 20418 Dear Bernie: The purpose of this letter is to provide you with further information for use in the NRC AD hoc Committee final report to NASA on the Status and Viability of Composite Materials for Aircraft Structures.
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The worst erosion is seen on fan cowl doors, landing gear doors and wing leading edge panels. Erosion typically starts at the forward edge and extends back one quarter inch or more, involving several plies of material.
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Weight savings loses its significance if the structure cannot be maintained." Another area mentioned by the airlines is the infrequent necessity, but costly in terms of the lost revenue, to ferry an aircraft from a field station to a major repair facility having appropriate capabilities to repair damaged composite structures. A previous ATA letter to you discussed some safety considerations worth examining in future R&D for use of composite materials in major fuselage and wing structures -- crash-impact dynamics and fireworthiness.
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