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This Aerospace Recommended Practice (ARP) describes methods of vacuum bagging, a process used to apply pressure in adhesive bonding and heat curing of thermosetting epoxy and polyester matrix fabrications for commercial aircraft composite parts. If this document is used for the vacuum bagging of other than thermosetting epoxy and polyester materials, the fitness for this purpose must be determined by the user. The methods shall only be used when specified in an approved repair document or with the agreement of the Original Equipment Manufacturer (OEM) or regulatory authority.

This document is to be used as a checklist by curriculum developers to create awareness training for critical composite repair and maintenance issues. This document will not take place of training requirements for specific job roles of a composite repair technician or engineer.

This PS specifies the batch release and delivery requirements for epoxy resin systems (base resin and curing agent) used for wet lay-up repair purposes.

This PS specifies the batch release and delivery requirements for carbon fiber and carbon fabric used for wet lay-up repair purposes.

This document (Technical Specification) gives information about qualification rules and the relation between the different specification parts involved, such as Technical Specification (TS), Material Specification (MS), and Purchasing Specification (PS). The link to material qualification and qualified products is presented.

This document describes a life cycle cost model for commercial aircraft composite structure. The term life cycle cost used herein, refers to the airline costs for maintenance, spares support, fuel, repair material and labor associated with composites after introduction into service and throughout its useful life. This document contains the equations that can be programmed into software which is used to estimate the total cost of ownership aircraft, including structure. Modification costs and operating costs are estimated over a specified life (any period up to 30 years). Modification costs include spares holding, training, support equipment, and other system related costs. Annual operating costs include: Schedule interruption, fuel, spares, insurance, and maintenance. Maintenance costs are separated by scheduled maintenance or unscheduled damage, or can by grouped into the typical organizations of line, shop, and hangar maintenance.

This SAE Aerospace Information Report (AIR) provides information related to machining of composite materials, components and structures. This document is intended to supplement the machining processes and guidelines provided in OEM repair manuals and structural repair manuals. It is not intended to supersede the approved data provided in OEM repair documents.

This SAE Aerospace Information Report (AIR) is intended to be used as a process verification guide for evaluating implementation of key factors in repair of metal bond parts or assemblies in a repair shop environment. This guide is to be used in conjunction with a regulatory approved and substantiated repair, and is intended to promote consistency and reliability.

This SAE Aerospace Information Report (AIR) is intended to be used as a process verification guide for evaluating implementation of key factors in repair of metal bond parts or assemblies in a repair shop environment. This guide is to be used in conjunction with a regulatory approved and substantiated repair, and is intended to promote consistency and reliability.

This SAE Aerospace Recommended Practice (ARP) describes standard methods for drying commercial aircraft composite structures prior to repair and gives general guidelines on use and applicability. It addresses the removal of liquids that have collected inside the structures through open damage, microcracks, or porosity and the removal of absorbed moisture from the composite material. The methods described in this document shall only be used when specified in an approved repair document or with the agreement of the original equipment manufacturer (OEM) or regulatory authority. If this document is used for the drying of materials other than thermosetting composite materials, the fitness for this purpose must be determined by the user. The purpose of this document is to provide a set of standard drying methods that may be referenced in repair documents produced by airlines or airframe and engine manufacturers.

This is a general curriculum that has been developed to identify the minimum knowledge and skill requirements of a composite and/or metal bond repair technician/specialist. This revision changes the document from an all-inclusive curriculum into a modular set of curricula. Teaching levels have been assigned to the curriculum to define the knowledge, skills, and abilities graduates will need to make repairs to composite or metalbond structure. Minimum hours of instruction have been provided to ensure adequate coverage of all subject matter including lecture and laboratory. These minimums may be exceeded and may include an increase in the total number of training hours and/or increases in the teaching levels. Each curriculum is a subpart of this document. Part 1 is the General Composite Structure Bonded Repair curriculum, independent of the application. Part 2 is the Commercial Aircraft Composite Structure Bonded Repair curriculum.

This document provides recommendations concerning the minimum knowledge and skill guidelines for a composite and metal bond repair inspector. Teaching levels have been assigned to this curriculum to define the knowledge, skills and abilities needed to inspect repairs. Minimum hours of instruction have been provided to ensure adequate lecture and laboratory coverage of all subject matter. These minimums may be exceeded, and may include an increase in the total number of training hours and/or increases in the teaching levels.

This document provides recommendations concerning the minimum knowledge and analytical skill guidelines for a composite and metal bond repair design engineer. Teaching levels have been assigned to this curriculum to define the knowledge, skills and abilities needed to design appropriate repairs. Minimum hours of instruction have been provided to ensure adequate lecture and laboratory coverage of all subject matter. These minimums may be exceeded, and may include an increase in the total number of training hours and/or increases in the teaching levels.

This PS specifies the batch release and delivery requirements for epoxy resin systems (base resin and curing agent) used for wet lay-up repair purposes.

This PS specifies the batch release and delivery requirements for carbon fiber and carbon fabric used for wet lay-up repair purposes.

This PS, AMS2980/4, specifies the batch release and delivery requirements for epoxy resin systems (base resin and curing agent) used for wet lay-up repair purposes.

This PS, AMS2980/3, specifies the batch release and delivery requirements for carbon fiber and carbon fabric used for wet lay-up repair purposes.

This document (Technical Specification) gives information about qualification rules and the relation between the different specification parts involved, such as Technical Specification (TS), Material Specification (MS), and Purchasing Specification (PS). The link to material qualification and qualified products is presented.

AMS 3970/4 specifies the batch release and delivery requirements for film adhesive used for repair. This specification is applicable when the film adhesive is part of the prepreg system as defined in AMS 3970 and AMS 3970/1.

AMS 3970/3 specifies the batch release and delivery requirements for carbon fiber fabric epoxy prepreg used for repair.