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Adhesive is the most critical part of this repair technique. Sandow &Cannon (1987) It must transfer part of the load to the composite patch and hold up under many load cycles. The adhesive should also be able to resist environmental effects. Baker (1987) This technique is using a patch that is bonded to the original metallic structure to strengthen the cracked zone and to restore the structure to its original design properties. According to Ratwani (2000), bonded composite repair has many advantages over conventional mechanically fastened repair, namely:
1. More efficient load transfer from a cracked part to the composite patch due to the load transfer through the entire bonded area, instead, of discrete points as about mechanically fastened repairs,
2. No additional stress concentrations and crack initiation sites due to drilling of holes as about mechanically fastened repairs,
3. High durability under cyclic loading,
4. Sandov & Cannon (1987) Boron/epoxy patch itself is a stiffer, more fatigue-resistant patch than its aluminum counterpart. High directional stiffness in loading direction resulting in thinner patches than metal patches and is valuable to the aerodynamics of the aircraft with exterior patches, and
5. Curved surfaces and complex geometries easily repairable by curing patches in place or pre staging patches because the patches can be easily molded to match the irregular surface of the aircraft.
6. Composite patch can be “seen through” with non-destructive inspection (NDI) methods, such as Cscan to monitor the crack growth of the structure.
7. The bond which adheres the two materials also creates a sealed interface that can help prevent corrosion.
The cross section of a typical 16-ply graphite/epoxy patch bonded to an aluminum sheet is shown in Figure 3.

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