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This article contains information on the technological process involved in the production of a composite structure with carbon-epoxy prepregs including critical parameters of the process. The information in the publication shows respectively:

1. Using composite components for constructing the airframe,

2. ways of storing and preserving carbon prepregs on a matrix of thermosetting resins,

3. specific types of varying weave fabrics used in the prepregs,

4. way of preparing material for the process,

5. cutting tools,

6. preparing swage,

7. list of the most popular materials, their characteristics, pros and cons of their applications,

8. issues related to types of release agent,

9. parameters of selecting release agents in the process of manufacturing structures with carbon prepregs,

10. process of laying plies in a layered structure,

11. defects which result from improper material laying in swage,

12. preparing the structure for heating and technical parameters of the process.


The paper includes a description of the composite material used in the aviation industry. It presents the technological development of composites in terms of their use in the most important elements of the aircraft structures, such as a spar and aircraft wing sheathing, which are subjected to high loads during operation. The type of the material implemented for production was listed and the most commonly occurred incompatibilities during the carbon pre-impregnate manufacture and transport were described.

The manufacture diagram of composite elements with a polymer matrix was presented and the quality control system carried out at each mentioned stage (material storage, defrosting, cutting of dies, structure forming, polymerisation) was discussed.

The methods of non-destructive tests of carbon laminates in a polymer matrix were also listed, describing the most effective of them, i.e. a method of ultrasonic tests.

The conclusions were drawn and the development possibilities of ultrasonic tests both in terms of quality improvement and reduction of time for detecting incompatibilities in composite structures were described.


This paper explores the effect of tow width on the damage area produced by high velocity impacts on glass fiber/epoxy composite structures made by filament winding. The subject of the research were a four-layered composite tubes that have been designed using matrix method. The method was used to select mosaic patterns with different rest of the winding stroke and number of interlaces, which are places of stress concentration and which affect the strength of the composite. The narrowest (5 mm) and the widest (17 mm) tow width available was chosen. Composite filament-wound structures were subjected to a high velocity impact by a 2.0 g spherical hardened steel impactor propelled to a velocity of 140 ÷ 170 m/s using a gas gun. It was observed that dependence of the damage area on tow width on filament-wound composite tubes is possible.


Inconel 718 alloy was tested. A new type of specimens of variable cross-sectional area measuring part was used for the tests. This provided a continuous distribution of plastic strain in that part of the sample. The proposed method enables to replace a series of specimens by one specimen. The degradation of the material was obtained by static tensile test and the creep test. The permanent deformation that varies along the specimen axis allows for an analysis of damage induced by a plastic deformation. The degradation of the alloy corresponds with the changes of acoustics properties of the material - attenuation of ultrasonic waves. It allows to detennine the degree of damage to the material using a non-invasive - ultrasonic method. Using the damage parameter proposed by Johnson allows to obtain correlation between the non-destructive results and a damage degree of the material. The presented testing method delivers information about changes in the material structure caused by permanent deformation.