Has Standard Class design peaked?

F.L. Whiteley wrote:
The way (most) composite sailplanes are made, wet hand layup of cloth,
is ancient history in composite fabrication. Some newer material
technology like the pre-preg cloth construction of the Sparrowhawk (and
Duckhawk I assume?) and the carbon rod spar of the Genesis are a couple
examples of how new designers are wait.......here it comes.

Anyone care to comment if these light pre-preg composites are repairable if
damaged?

According to Greg Cole, it's not a problem. He went into a bit of detail
with me a few months ago, but I don't remember them well enough to pass
it on. Wet layup repairs can be made up to a point, as I recall. Of
course, the factory should be contacted first for the proper methods.
Every composite component is laid up in a mold and assemblies are done
in jigs, so you could buy replacement parts, even a wing, and have it fit.

--
Change "netto" to "net" to email me directly

Eric Greenwell
Washington State
USA

"Eric Greenwell" wrote in message
...
F.L. Whiteley wrote:
The way (most) composite sailplanes are made, wet hand layup of cloth,
is ancient history in composite fabrication. Some newer material
technology like the pre-preg cloth construction of the Sparrowhawk (and
Duckhawk I assume?) and the carbon rod spar of the Genesis are a couple
examples of how new designers are wait.......here it comes.

Anyone care to comment if these light pre-preg composites are repairable
if
damaged?

According to Greg Cole, it's not a problem. He went into a bit of detail
with me a few months ago, but I don't remember them well enough to pass
it on. Wet layup repairs can be made up to a point, as I recall. Of
course, the factory should be contacted first for the proper methods.
Every composite component is laid up in a mold and assemblies are done
in jigs, so you could buy replacement parts, even a wing, and have it fit.

--
That's partly the point, Eric.

"Ring, ring, I've dinged my wing."
"No problem, we have a new wing, what color?"
"Ka-ching!"

Old style $3000 repair is suddenly an $8000 replacement (thinking
Sparrowhawk price arena). Parts are cooked in an autoclave IIRC. Just
scarfing these would seem exceedingly difficult. As far as repairing
structural damage to a filament wound structure, I think that's probably not
very likely other than for minor issues. Doesn't mean methods can't be
developed, but I don't think they are fielded yet. I know folks who've done
outstanding work with wet layup GRP and CF repairs, arriving within ounces
of the original weight with essentially totaled gliders, but it's not quite
the same thing and probably ends somewhere between patching a hole and a
structural splice.

I supposed we'll find out before long.

Frank

F.L. Whiteley wrote:

damaged?

According to Greg Cole, it's not a problem. He went into a bit of detail
with me a few months ago, but I don't remember them well enough to pass
it on. Wet layup repairs can be made up to a point, as I recall. Of
course, the factory should be contacted first for the proper methods.
Every composite component is laid up in a mold and assemblies are done
in jigs, so you could buy replacement parts, even a wing, and have it fit.

--

That's partly the point, Eric.

"Ring, ring, I've dinged my wing."
"No problem, we have a new wing, what color?"
"Ka-ching!"

Well, trash a wing on a German glider, and try to buy a replacement from
the factory. I wasn't suggesting you have to replace a "dinged" wing,
as they are easily (according to Greg) repaired. Perhaps I wasn't clear,
so let's try again: not everything can be repaired, or the repair is so
involved, it's better/cheaper to replace it (broken spars often fall in
this category). If so, you aren't out of luck, because you can buy a
replacement.

--
Change "netto" to "net" to email me directly

Eric Greenwell
Washington State
USA