SAMPE Journal - March/April 2016 - 33

Feature Article
to the ribs themselves. In the case of the full scale
specimens, where the stiffness mismatch is much
higher (i.e., same skin thickness but larger ribs),
the failure was clearly driven by the skin-to-rib
debonding, exposing the main disadvantage of
the current design. For the attachment frame
details which didn't contain any skin, failure was
clearly driven by pull-out of the reel and strength
was dependant on the metallic reel surface
quality and resin quantity available to form a
good bond between the composite and the metal
part. Inadequate bonding can be addressed by
incorporating another structural adhesive in the
manufacturing process and optimise the surface
treatment of the metallic parts. In the presence of
the skin and full metallic attachment frame, failure
was again dominated by skin-to- rib debonding.
(c)
At Level 3 and from the test of the full scale fuselage
panel it was apparent that the skin-to-ribs
debonding was the first type of failure caused by
the compressive load applied. It was also evident
that no damage was recorded in the ribs as a
result of the loading. Hence it becomes essential
to improve the bonding (i.e., through thickness
performance) between the skin and the ribs to
directly improve the mechanical performance of
the structure under compression.
(d)
Following the elastic loading of the prototype lattice
fuselage structure (Level 4) it is suggested that
based on the difference seen between the strain
levels experienced by the free skin and skin
attached to the ribs a possible debonding between
the skin and ribs may occur if ultimate loading
scenarios are applied. Thus, special attention has
to be made for further design optimisation and
manufacturing these connections. Finally, the
developed FE model was successfully validated
against the experimental results and could be used
to predict future modifications of the structure,
hence to assist with reducing the requirement for
testing of the structure.

Acknowledgements
The author would like to would like to acknowledge
the support from the European Commission under
the Framework Package 7 project Composite Fuselage
Section Wafer Design Approach for Safety Increasing
in Worst Case Situations and Joints Minimizing
(WASIS) with project No. 2655494 (http://www.
wasis.eu).
SAMPE Journal, Volume 52, No. 2, March/April 2016

References
1. Daniel I.M. & Ishai O. Engineering Mechanics of
Composite Materials. Oxford University Press: Oxford,
2006.
2. Bruhn E.F. Analysis and Design of Flight Vehicle
Structure. Jacobs Publishing Inc.: Carmel, 1973.

3. Razin, A.F. & Vasiliev V.V. "Anisogrid Composite
Lattice Structures for Spacecraft and Aircraft
Applications." Composite Structures 76 (1-2) (2006):
182-189.

4. Barynin, V.A., Razin, A.F. & Vasiliev V.V. "Anisogrid
Lattice Structures - Survey of Development
and Application." Composite Structures 54 (2-3)
(2001):361-370.
5. Barynin, V.A., Razin, A.F. & Vasiliev V.V. "Anisogrid
Composite Lattice Structures - Development and
Aerospace Applications." Composite Structures 94 (3)
(2012): 1117-1127.
6. CMH-17/3F Composite Materials Handbook Polymer Matrix Composites Materials Usage, Design
and Analysis.

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Table of Contents for the Digital Edition of SAMPE Journal - March/April 2016

Contents
SAMPE Journal - March/April 2016 - Cover1
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SAMPE Journal - March/April 2016 - Contents
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