An Historic Overview of the Development of Fibre Metal Laminates

In this paper a brief overview of the history of Fibre Metal Laminates Arall and Glare is given as background information for the other, technical articles in this journal. The story of the development of Fibre Metal Laminates is rather a unique story in the history of aircraft materials: A university laboratory invented, developed and certified an aircraft material. Many parties were involved naturally, yet the very heart of the activity was the Structures and Materials Laboratory of the Faculty of Aerospace Engineering of Delft University of Technology in The Netherlands. At the break of the world's largest passenger transport aircraft, the Airbus A380, in which a substantial part of the fuselage will be made of Glare, the glass fibre-aluminium version of Fibre Metal Laminates, it is a good moment to tell some of its history.     

Residual strength of unidirectional fibre-metal laminates based on JC toughness of C(T) and SE(B) specimens: comparison with M(T) test results

Fibre‐metal laminates (FMLs) are structural composites designed with the aim of producing very low fatigue crack‐propagation rate, damage‐tolerant and high‐strength materials, if compared to aeronautical Al alloys. Their application in aeronautical structures demands a deep knowledge of a wide set of mechanical properties and technological values, including both fracture toughness and residual strength. The residual strength of FMLs have been traditionally determined by using wide centre‐cracked tension panels M(T). The use of this geometry requires large quantities of material and heavy laboratory facilities. In this work, fracture toughness ( J_C) of some unidirectional FMLs laminates was measured using a recently proposed methodology for critical fracture toughness evaluation on compact tension C(T) and single‐edge bend SE(B) specimens. Additionally, residual strength values of wider M(T) specimens with different widths (W from 150 to 200 mm) and several crack to width ratios (2a/W) were experimentally obtained. Some experimental residual strength values of M(T) specimens (W from 150 to 400 mm and different 2a/W ratios) of Arall were also obtained from the bibliography. Based on J_C results from C(T) and SE(B) specimens, and either using or not using crack‐tip plasticity corrections, the residual strengths of the M(T) specimens were predicted and compared to the experimental ones. The results showed good agreement, especially when crack‐tip plasticity corrections were applied.