Development of bonded composite doublers for the repair of oil recovery equipment.

An unavoidable by-product of a metallic structure's use is the appearance of crack and corrosion flaws. Economic barriers to the replacement of these structures have created an aging infrastructure and placed even greater demands on efficient and safe repair methods. In the past decade, an advanced composite repair technology has made great strides in commercial aviation use. Extensive testing and analysis, through joint programs between the Sandia Labs FAA Airworthiness Assurance Center and the aviation industry, have proven that composite materials can be used to repair damaged aluminum structure. Successful pilot programs have produced flight performance history to establish the durability of bonded composite patches as a permanent repair on commercial aircraft structures. With this foundation in place, this effort is adapting bonded composite repair technology to civil structures. The use of bonded composite doublers has the potential to correct the difficulties associated with current repair techniques and the ability to be applied where there are no rehabilitation options. It promises to be cost-effective with minimal disruption to the users of the structure. This report concludes a study into the application of composite patches on thick steel structures typically used in mining operations. Extreme fatigue, temperature, erosive, and corrosive environments induce an array of equipment damage. The current weld repair techniques for these structures provide a fatigue life that is inferior to that of the original plate. Subsequent cracking must be revisited on a regular basis. The use of composite doublers, which do not have brittle fracture problems such as those inherent in welds, can help extend the structure's fatigue life and reduce the equipment downtime. Two of the main issues for adapting aircraft composite repairs to civil applications are developing an installation technique for carbon steel and accommodating large repairs on extremely thick structures. This study developed and proved an optimum field installation process using specific mechanical and chemical surface preparation techniques coupled with unique, in-situ heating methods. In addition, a comprehensive performance assessment of composite doubler repairs was completed to establish the viability of this technology for large, steel structures. The factors influencing the durability of composite patches in severe field environments were evaluated along with related laminate design issues

Development and utilization of composite honeycomb and solid laminate reference standards for aircraft inspections.

The FAA's Airworthiness Assurance NDI Validation Center, in conjunction with the Commercial Aircraft Composite Repair Committee, developed a set of composite reference standards to be used in NDT equipment calibration for accomplishment of damage assessment and post-repair inspection of all commercial aircraft composites. In this program, a series of NDI tests on a matrix of composite aircraft structures and prototype reference standards were completed in order to minimize the number of standards needed to carry out composite inspections on aircraft. Two tasks, related to composite laminates and non-metallic composite honeycomb configurations, were addressed. A suite of 64 honeycomb panels, representing the bounding conditions of honeycomb construction on aircraft, was inspected using a wide array of NDI techniques. An analysis of the resulting data determined the variables that play a key role in setting up NDT equipment. This has resulted in a set of minimum honeycomb NDI reference standards that include these key variables. A sequence of subsequent tests determined that this minimum honeycomb reference standard set is able to fully support inspections over the full range of honeycomb construction scenarios found on commercial aircraft. In the solid composite laminate arena, G11 Phenolic was identified as a good generic solid laminate reference standard material. Testing determined matches in key velocity and acoustic impedance properties, as well as, low attenuation relative to carbon laminates. Furthermore, comparisons of resonance testing response curves from the G11 Phenolic NDI reference standard was very similar to the resonance response curves measured on the existing carbon and fiberglass laminates. NDI data shows that this material should work for both pulse-echo (velocity-based) and resonance (acoustic impedance-based) inspections

Development and validation of bonded composite doubler repairs for commercial aircraft.

A typical aircraft can experience over 2,000 fatigue cycles (cabin pressurizations) and even greater flight hours in a single year. An unavoidable by-product of aircraft use is that crack, impact, and corrosion flaws develop throughout the aircraft's skin and substructure elements. Economic barriers to the purchase of new aircraft have placed even greater demands on efficient and safe repair methods. The use of bonded composite doublers offers the airframe manufacturers and aircraft maintenance facilities a cost effective method to safely extend the lives of their aircraft. Instead of riveting multiple steel or aluminum plates to facilitate an aircraft repair, it is now possible to bond a single Boron-Epoxy composite doubler to the damaged structure. The FAA's Airworthiness Assurance Center at Sandia National Labs (AANC), Boeing, and Federal Express completed a pilot program to validate and introduce composite doubler repair technology to the U.S. commercial aircraft industry. This project focused on repair of DC-10 fuselage structure and its primary goal was to demonstrate routine use of this repair technology using niche applications that streamline the design-to-installation process. As composite doubler repairs gradually appear in the commercial aircraft arena, successful flight operation data is being accumulated. These commercial aircraft repairs are not only demonstrating the engineering and economic advantages of composite doubler technology but they are also establishing the ability of commercial maintenance depots to safely adopt this repair technique. This report presents the array of engineering activities that were completed in order to make this technology available for widespread commercial aircraft use. Focused laboratory testing was conducted to compliment the field data and to address specific issues regarding damage tolerance and flaw growth in composite doubler repairs. Fatigue and strength tests were performed on a simulated wing repair using a substandard design and a flawed installation. In addition, the new Sol-Gel surface preparation technique was evaluated. Fatigue coupon tests produced Sol-Gel results that could be compared with a large performance database from conventional, riveted repairs. It was demonstrated that not only can composite doublers perform well in severe off-design conditions (low doubler stiffness and presence of defects in doubler installation) but that the Sol-Gel surface preparation technique is easier and quicker to carry out while still producing optimum bonding properties. Nondestructive inspection (NDI) methods were developed so that the potential for disbond and delamination growth could be monitored and crack growth mitigation could be quantified. The NDI methods were validated using full-scale test articles and the FedEx aircraft installations. It was demonstrated that specialized NDI techniques can detect flaws in composite doubler installations before they reach critical size. Probability of Detection studies were integrated into the FedEx training in order to quantify the ability of aircraft maintenance depots to properly monitor these repairs. In addition, Boeing Structural Repair and Nondestructive Testing Manuals were modified to include composite doubler repair and inspection procedures. This report presents the results from the FedEx Pilot Program that involved installation and surveillance of numerous repairs on operating aircraft. Results from critical NDI evaluations are reported in light of damage tolerance assessments for bonded composite doublers. This work has produced significant interest from airlines and aircraft manufacturers. The successful Pilot Program produced flight performance history to establish the durability of bonded composite patches as a permanent repair on commercial aircraft structures. This report discusses both the laboratory data and Pilot Program results from repair installations on operating aircraft to introduce composite doubler repairs into mainstream commercial aircraft use

Twenty first century changes in Antarctic and Southern Ocean surface climate in CMIP6

Two decades into the 21st century there is growing evidence for global impacts of Antarctic and Southern Ocean climate change. Reliable estimates of how the Antarctic climate system would behave under a range of scenarios of future external climate forcing are thus a high priority. Output from new model simulations coordinated as part of the Coupled Model Intercomparison Project Phase 6 (CMIP6) provides an opportunity for a comprehensive analysis of the latest generation of state‐of‐the‐art climate models following a wider range of experiment types and scenarios than previous CMIP phases. Here the main broad‐scale 21st century Antarctic projections provided by the CMIP6 models are shown across four forcing scenarios: SSP1‐2.6, SSP2‐4.5, SSP3‐7.0 and SSP5‐8.5. End‐of‐century Antarctic surface‐air temperature change across these scenarios (relative to 1995–2014) is 1.3, 2.5, 3.7 and 4.8°C. The corresponding proportional precipitation rate changes are 8, 16, 24 and 31%. In addition to these end‐of‐century changes, an assessment of scenario dependence of pathways of absolute and global‐relative 21st century projections is conducted. Potential differences in regional response are of particular relevance to coastal Antarctica, where, for example, ecosystems and ice shelves are highly sensitive to the timing of crossing of key thresholds in both atmospheric and oceanic conditions. Overall, it is found that the projected changes over coastal Antarctica do not scale linearly with global forcing. We identify two factors that appear to contribute: (a) a stronger global‐relative Southern Ocean warming in stabilisation (SSP2‐4.5) and aggressive mitigation (SSP1‐2.6) scenarios as the Southern Ocean continues to warm and (b) projected recovery of Southern Hemisphere stratospheric ozone and its effect on the mid‐latitude westerlies. The major implication is that over coastal Antarctica, the surface warming by 2100 is stronger relative to the global mean surface warming for the low forcing compared to high forcing future scenarios

Pulse-echo ultrasonic inspection system for in-situ nondestructive inspection of Space Shuttle RCC heat shields.

The reinforced carbon-carbon (RCC) heat shield components on the Space Shuttle's wings must withstand harsh atmospheric reentry environments where the wing leading edge can reach temperatures of 3,000 F. Potential damage includes impact damage, micro cracks, oxidation in the silicon carbide-to-carbon-carbon layers, and interlaminar disbonds. Since accumulated damage in the thick, carbon-carbon and silicon-carbide layers of the heat shields can lead to catastrophic failure of the Shuttle's heat protection system, it was essential for NASA to institute an accurate health monitoring program. NASA's goal was to obtain turnkey inspection systems that could certify the integrity of the Shuttle heat shields prior to each mission. Because of the possibility of damaging the heat shields during removal, the NDI devices must be deployed without removing the leading edge panels from the wing. Recently, NASA selected a multi-method approach for inspecting the wing leading edge which includes eddy current, thermography, and ultrasonics. The complementary superposition of these three inspection techniques produces a rigorous Orbiter certification process that can reliably detect the array of flaws expected in the Shuttle's heat shields. Sandia Labs produced an in-situ ultrasonic inspection method while NASA Langley developed the eddy current and thermographic techniques. An extensive validation process, including blind inspections monitored by NASA officials, demonstrated the ability of these inspection systems to meet the accuracy, sensitivity, and reliability requirements. This report presents the ultrasonic NDI development process and the final hardware configuration. The work included the use of flight hardware and scrap heat shield panels to discover and overcome the obstacles associated with damage detection in the RCC material. Optimum combinations of custom ultrasonic probes and data analyses were merged with the inspection procedures needed to properly survey the heat shield panels. System features were introduced to minimize the potential for human factors errors in identifying and locating the flaws. The in-situ NDI team completed the transfer of this technology to NASA and USA employees so that they can complete 'Return-to-Flight' certification inspections on all Shuttle Orbiters prior to each launch

Active sensors for health monitoring of aging aerospace structures

A project to develop non-intrusive active sensors that can be applied on existing aging aerospace structures for monitoring the onset and progress of structural damage (fatigue cracks and corrosion) is presented. The state of the art in active sensors structural health monitoring and damage detection is reviewed. Methods based on (a) elastic wave propagation and (b) electro-mechanical (NM) impedance technique are sighted and briefly discussed. The instrumentation of these specimens with piezoelectric active sensors is illustrated. The main detection strategies (E/M impedance for local area detection and wave propagation for wide area interrogation) are discussed. The signal processing and damage interpretation algorithms are tuned to the specific structural interrogation method used. In the high-frequency EIM impedance approach, pattern recognition methods are used to compare impedance signatures taken at various time intervals and to identify damage presence and progression from the change in these signatures. In the wave propagation approach, the acoustic-ultrasonic methods identifying additional reflection generated from the damage site and changes in transmission velocity and phase are used. Both approaches benefit from the use of artificial intelligence neural networks algorithms that can extract damage features based on a learning process. Design and fabrication of a set of structural specimens representative of aging aerospace structures is presented. Three built-up specimens, (pristine, with cracks, and with corrosion damage) are used. The specimen instrumentation with active sensors fabricated at the University of South Carolina is illustrated. Preliminary results obtained with the E/M impedance method on pristine and cracked specimens are presented

Antarctic Sea Ice Area in CMIP6

Fully coupled climate models have long shown a wide range of Antarctic sea ice states and evolution over the satellite era. Here, we present a high‐level evaluation of Antarctic sea ice in 40 models from the most recent phase of the Coupled Model Intercomparison Project (CMIP6). Many models capture key characteristics of the mean seasonal cycle of sea ice area (SIA), but some simulate implausible historical mean states compared to satellite observations, leading to large intermodel spread. Summer SIA is consistently biased low across the ensemble. Compared to the previous model generation (CMIP5), the intermodel spread in winter and summer SIA has reduced, and the regional distribution of sea ice concentration has improved. Over 1979–2018, many models simulate strong negative trends in SIA concurrently with stronger‐than‐observed trends in global mean surface temperature (GMST). By the end of the 21st century, models project clear differences in sea ice between forcing scenarios

Dual-focused transformational leadership, teachers' satisfaction of the need for relatedness, and the mediating role of social support

Basic psychological need satisfaction is essential for the wellbeing of teachers and motivation at work. Transformational leadership contributes to the development and maintenance of a respectful, constructive atmosphere, a supportive working climate, and has been suggested to be a crucial factor for the satisfaction of the need for relatedness of employees. Transformational leadership is also considered as an ideal leadership style in the school setting, but most studies did not distinguish between individual and team effects of this leadership behavior. In the present study, we applied the dual-focused model of transformational leadership and focused on social processes to address the question of whether individual- and group-focused transformational leadership behavior contribute differently to satisfaction of the need for relatedness of teachers. Based on longitudinal data with three measurement points across one school year of N = 1,217 teachers, results of structural equational models supported the notion of the dual effects of transformational leadership: Individual-focused transformational leadership was directly positively related to change in satisfaction of the need for relatedness of teachers. The relationship between group-focused transformational leadership and change in satisfaction of the need for relatedness was mediated by received social support from team members. These findings emphasize the importance of school leadership behavior of principals for satisfaction of the need for relatedness of teachers. The satisfaction of the need for relatedness is, therefore, not only satisfied through the direct interaction between the school principal and the individual teacher but also through interactions of the school principal with the whole team. Our results confirm that school principals should focus their leadership behavior both on individual need satisfaction of teachers as well as on team development.Education and Child Studie

Should colloid boluses be prioritized over crystalloid boluses for the management of dengue shock syndrome in the presence of ascites and pleural effusions?

<p>Abstract</p> <p>Background</p> <p>Although the WHO guideline for the management of dengue fever considers the presence of ascites or pleural effusions in the diagnosis of DSS, it does not emphasize the importance of their presence when selecting fluids for resuscitation.</p> <p>Case presentation</p> <p>We highlight three patients with DSS who received boluses of crystalloids on priority basis as recommended by WHO guidelines during resuscitation. All three patients had varying degrees of third space fluid loss (ascites and pleural effusions) at the time of development of DSS. Ascites and pleural effusions were detected in all 3 patients at the time of shock irrespective of whether iv fluids were given or not. All three patients had documented liver involvement at the time of shock evidenced by elevation of AST (4800 iu/L, 5000 iu/L and 1960 iu/L). One patient who had profound shock died 6 hours after admission with evidence of acute pulmonary oedema in the convalescence phase. All of them needed CPAP ventilator support and potent diuretics.</p> <p>Conclusions</p> <p>We therefore feel that resuscitation of patients with DSS who already have third space fluid accumulation with crystalloid boluses on priority basis may contribute to recovery phase pulmonary oedema.</p

Use of composite materials, health monitoring and self-healing concepts to refurbish our civil and military infrastructure.

An unavoidable by-product of a metallic structure's use is the appearance of crack, corrosion, erosion and other flaws. Economic barriers to the replacement of these structures have created an aging civil and military infrastructure and placed even greater demands on efficient and safe repair and inspection methods. As a result of Homeland Security issues and these aging infrastructure concerns, increased attention has been focused on the rapid repair and preemptive reinforcement of structures such as buildings and bridges. This Laboratory Directed Research and Development (LDRD) program established the viability of using bonded composite patches to repair metallic structures. High modulus fiber-reinforced polymer (FRP) material may be used in lieu of mechanically fastened metallic patches or welds to reinforce or repair damaged structures. Their use produces a wide array of engineering and economic advantages. Current techniques for strengthening steel structures have several drawbacks including requiring heavy equipment for installation, poor fatigue performance, and the need for ongoing maintenance due to continued corrosion attack or crack growth. The use of bonded composite doublers has the potential to correct the difficulties associated with current repair techniques and the ability to be applied where there are currently no rehabilitation options. Applications include such diverse structures as: buildings, bridges, railroad cars, trucks and other heavy machinery, steel power and communication towers, pipelines, factories, mining equipment, ships, tanks and other military vehicles. This LDRD also proved the concept of a living infrastructure by developing custom sensors and self-healing chemistry and linking this technology with the application of advanced composite materials. Structural Health Monitoring (SHM) systems and mountable, miniature sensors were designed to continuously or periodically assess structural integrity. Such systems are able to detect incipient damage before catastrophic failure occurs. The ease of monitoring an entire network of distributed sensors means that structural health assessments can occur more often, allowing operators to be even more vigilant with respect to flaw onset. In addition, the realization of smart structures, through the use of in-situ sensors, allows condition-based maintenance to be substituted for conventional time-based maintenance practices. The sensitivity and reliability of a series of sensor systems was quantified in laboratory and real-world environments. Finally, self healing methods for composite materials were evolved--using resin modules that are released in response to the onset of delaminations--so that these components can provide a living infrastructure with minimal need for human intervention. This program consisted of four related research elements: (1) design, installation, and performance assessment of composite repairs, (2) in-situ sensors for real-time health monitoring, (3) self healing of in-service damage in a repair, and (4) numerical modeling. Deployment of FRP materials and bonded joints requires proper design, suitable surface preparation methods, and adequate surveillance to ensure structural integrity. By encompassing all 'cradle-to-grave' tasks --including design, analysis, installation, durability, flaw containment, and inspection--this program is designed to firmly establish the capabilities of composite doubler repairs and introduce technology to incorporate self-monitoring and self-healing (living structures) methodologies. A proof-of-concept repair was completed on a steel highway bridge in order to demonstrate the potential of composite doubler technology for critical infrastructure use