1. Tim Mathis Director of Engineering, Components
Advanced Composite Damage Identification, Inspection and Repair for Engine Components
Tim Mathis Director of Engineering, Components
October 14th, 2015

2. Advanced Composite Damage Identification, Inspection and Repair for Engine Components
Agenda
StandardAero Components Overview 1
Evolution of Metallic Component Repair to Composites Component Repair 2
Overview of Polymer Matrix Composite (PMC) Inspection & Repair 3
Overview of Ceramic Matrix Composite (CMC) Inspection & Repair 4
Questions 5

3. StandardAero Overview StandardAero Component Services
StandardAero & StandardAero Component Services (SACS) overviews
StandardAero Overview
StandardAero Component Services
$1.7B+ in annual sales
85%+ engine MRO related
3,700+ team members
#1 or #2 market share on majority of engine platforms we serve
OEM aligned on all platforms
Cincinnati, Ohio (250,000 ft2)
400+ employees across 3 shifts
5,000 engine part repair capabilities
Many dedicated OEM repairs
70,000 repair capabilities
35,000+ parts repaired/year
15-21 day TAT
Dedicated repair development cell
“One stop shop” capabilities on everything but blades & vanes
Business Aviation
Airlines & Fleets
- We turned 100 years old 3 years ago
We generate roughly $1.7B in sales/year with 3,700+ employees worldwide
Much of what we are known for is engine repair and overhaul, but we have capabilities in many other areas, including
Completions
Repair development
Airframe MRO (can do many planes – tip to tail)
We are diversified by end markets and serve:
Military
Business aviation
Commercial aviation
Helicopters
Aeroderivative energy applications
Etc.
In the last decade, we have repaired ~27,000 engines
Associated Air Center
Military & Components 3 3

4. Composite Technology evolution is here today
Boeing’s 787 and the Airbus A350 are now made up of more than 50 percent composite material versus the Boeing 777 at 20 percent composites
Powerplant components moving from composites panels to composite structures
Repair techniques move from weld repairs and dimensional restoration to precision ply lay up repairs
Increased use of fasteners for transitions between composites and non composites components
Need to match transition from a 20% business focus to 50% business focus….
Engine components moving from liner or non load bearing to load bearing structures….
Repair techniques have to be adapted to composites, repair schemes and methods change… Can machine into ply’s
Increase use of fasteners and fastener design used for on wing repairs and have to be accessible…
On wing repair of composites moving to a Must Have versus a nice to have
Higher emphasis on internal repair development, inspection technologies, manufacturing technology and work force development

5. …Paradigm shift in Workforce, Manufacturing and Repair
Higher level of technical skill required with limited training facilities available. Technical skill acquired by internal training.
Shift in capital equipment from metal rework and inspection to composite rework and inspection
Digital data driven with a higher emphasis on technical skills for interpretation
Traditional two dimensional drawings and inspection shifting to 3D CAD and digital data
Have to focus on internal training and OJT – start to emphazis on composites
Capital will have to either be focused on composites or have capabilities of being adapted in the future when needed
Complex 3d geometries will need a 3D method of inspection and mesh…models will be required etc..
Have to start transitioning the mindset of the current leadership team… more future focused on composite technology and repair methods
Leadership team will need to transform into a digital mindset and skills
New kid in town, to teach old dogs new tricks!

6. …Ceramic Matric Composite (CMC) expansion into structural components
Prime OEM’s (PW, RR and GE) moving to CMC with no return to metallic back ups, leaving no choice but to adapt or fail
CMC’s bring a higher emphasis on coatings and surface protection
Transition from traditional repair methods, moving to more sophisticated methods such as diamond grinding, vapor deposition and 3D ply layups
Cost and process time of inspection will increase from metallic part inspection
In the past, OEM’s have started with an aluminum or steel bearing seal and transferred that design into a composite resin part, now the only part will be composite… the metallic version of what we repair will be gone!
Very few shops have capabilities of EBC coatings, and processes to strip these coatings… not just capital implications but completely different process parameters than typical metallic based heat treat, coatings and stripping.
Repair methods will need to evolve, blending and machining methods have significant differences between metallic and composites… - inter ply problems
Limited skills available from a technical standpoint – OEM’s have all the knowledge for CMC
Limited skilled employees available with specific CMC experience – OEM’s have all the knowledge
Aluminum components moving to PMC and Nickel & Steel components to CMC

7. At StandardAero, we have a dedicated composites MRO cell with broad capabilities…
Autoclave
Curing Ovens
Bond Rooms
Paint Rooms
Freezer
Guide Vanes
Fan Cases
Acoustic Liners
Stationary Seals
9 ovens the largest measuring 12’ X12’ with a max temp of 650F
Auotclave 6’X10’ capable of 450F & 150 psi
Tedlar Replacement
Leading edge
Bushing repairs
Honeycomb Abradable Repairs
Corrosion repairs
Bushing repair
Face sheet repairs
Replace honeycomb
Replace bushings
Surface coatings
Replace abradable seals
Replace bushings
Wet layup repairs to structure

8. Inspection & Repair for Polymer Matrix Composite (PMC) Engine Components
PMC – Polymer Matrix Composites
Structural components – Fan cases, Fan Blades, Platforms, liners or
acoustical components
Non oil carrying components
Current PMC investment is in line with CMC allowing full transition from metal to PMC, then to CMC
Inspection
Current inspection techniques include: Tap test, Ultrasonic, CT Scan, visual and dimensional inspection
Inspection will need to move from static to dynamic inspection with part under a load to determine breakdowns in glue or for delamination
PMC Fan Blade
Notes:
Oil concerns, multiple burn outs may not work - Non-Oiled parts, where moisture absorption is not a concern
Dynamic inspection – have to move the part in different orientations or move inspection around the part
Ability to get to the part first to offer repairs will be key – mobile repair station….
Repair
Deep cracks – autoclave repairs, scarf joints, fiber resin fill
Topical repairs – on wing, surface treatments, blending and coating repairs
Repairs need to be mobile for large parts (Fan Cases)
PMC Fan Platform

9. Inspection & Repair for Ceramic Matrix Composite (CMC) Engine Components
CMC OX-OX, heat blanket structures– 1,700°F
Structural components - Combustor liners, Fan cases
CMC Silicone Carbide, Structural Components – 2,400°F
Hot section – Blades, Vanes, Shrouds, Nozzles & Exhaust
Inspection
Current inspection techniques include: Infrared, CT scan, visual and 3D dimensional inspection
Inspection used for metal will have to be adapted to composites for live dimensional feedback
Cracks in CMC may be acceptable as where metallic is bad
CMC Blade
Repair
Resin fill – Autoclave repairs, scarf patch repairs, full face repairs
Burnouts for moisture removal and resin re-fusion
Higher emphasis on EBC coatings and heat treat
CMC Nozzle

10. Summary Composite components will continue to grow
MRO shops have to begin to transform business to expand composite capabilities
Investments in longer term technologies focused on composites repair and inspection
Range of materials, processing parameters, inspection methodologies has significant implications for a repair facility
Introduce more employees to PMC repair and inspection methods, expand experience through job rotation
Transition workforce from 2D drawings to using 3D models and data sets for work instructions
CMC components embraced by OEM’s
Stronger partnership with OEM’s and early engagement in the R&D cycle is critical
Either Good or Bad, no “MRB” to determine acceptable limits
Significant implications from a capital and IP investment perspective
Out-of-autoclave or mobile processing (fabrication and repair) continue to make inroads “How do we get to the engine faster?”