Seminar on GLARE

Glass Laminated Aluminium Reinforced Epoxy [GLARE]

CHAPTER 1

INTRODUCTION

GLARE (Glass Laminated Aluminium Reinforced Epoxy) is a new class of fibre

metal laminates for advanced aerospace structural applications. Fibre metal laminates

(FML) are good materials for these applications due to their high specific mechanical

properties especially fatigue resistance. Fibre metal laminates are hybrid composites

consisting of alternating thin layers of metals and fibre-reinforced epoxy prepreg .FML

offer many advantages when compared to metallic alloys especially where high

strength and stiffness to weight ratio is concerned. With all these advantages, FML

structures have gained widespread use in the aerospace industry during the last decades.

The FMLs with glass fibres and aluminium are known with their trade name as

GLARE. Beginning of the 21st century marked the use of GLARE for the upper fuselage

skin structures of Airbus A380.This is the first structural application of GLARE

laminate in a commercial airline. Each A380 will have about 380m2 of GLARE. An

overall weight reduction of 794kg was obtained by usage of glare, which is 10% less

dense than aluminium. It has proven superior in fatigue, damage and fire resistance.

GLARE may also be used in the leading edge of wings and tails of the Airbus A380 due

to its outstanding impact performance. A patent on glare was filed by AKZO in 1987.A

partnership between AKZO and ALCOA started to operate in 1991 to produce and

commercialize glare.

Glare materials are commercialized in six different standard grades. They are all

based on unidirectional glass fibres embedded with epoxy adhesive resulting in prepregs

with a nominal fibre volume fraction of 60%. During fabrication of composites the

prepregs are laid-up in different fibre orientations between aluminium alloy sheets,

resulting in different standard GLARE grades

Department Of Mechanical Engineering, MCET, PTA 1


CHAPTER 2

GRADES AND CODING

2.1 Grades

GLARE 1, GLARE 2, GLARE 3, GLARE 4, GLARE 5 and GLARE 6 are the

six different grades of glare. For the Glare 1, Glare 2, Glare 4 and Glare 5 the composite

laminae, i.e. the fibre/resin layer, are stacked symmetrically. In the case of Glare 3

composite, the composite lamina have a cross-ply fibre layer stacked to the nearest outer

aluminium layer of the laminate, in relation to the rolling direction of the aluminium.

For the Glare 6 composite, the composite layers are stacked at + 45° and – 45°15. Table

1 shows these grades, including the most important material advantages.

Table 2.1: Standard GLARE grades

GLARE

Grade

Sub

Category

Aluminium sheet

thickness(mm)

Aluminium

Gra

de

Prepreg orientation

Glare 1 0.3-0.4 7475-T761 0/0

Glare 2 2A,2B 0.2-0.5 2024-T3 0/0 , 90/90

Glare 3 0.2-0.5 2024-T3 0/90

Glare 4 4A,4B 0.2-0.5 2024-T3 0/90/0 , 90/0/90

Glare 5 0.2-0.5 2024-T3 0/90/90/0

Glare 6 6A,6B 0.2-0.5 2024-T3 +45/-45,-45/+45



2.2 CodingA laminate coding system is used to specify laminates from the Table 1. For

instance:

GLARE 2B-4/3-0.4, means a

GLARE laminate with fibre orientation according to GLARE 2B. Have 4 layers of Aluminium and 3 layers of fibre/epoxy composite. Each aluminium layer is 0.4 mm thick

Figure 2.1: Configuration of an aluminium-fibre composite



CHAPTER 3

PRODUCTION OF FIBRE METAL LAMNATES

The most common process used to produce FML laminates, as for polymeric

composite materials, involves the use of autoclave processing. The overall generic

scenario for the production of FML composite aerospace components involves about

five major activities:

1. Preparation of tools and materials. During this step, the aluminium layer

surfaces are pre-treated by chromic acid or phosphoric acid, in order to

improve the bond between the adhesive system and the used aluminium alloy.

2. Material deposition, including cutting, lay-up and debunking.

3. Cure preparation, including the tool cleaning and the part transferring in some

cases, and the vacuum bag preparation in all cases.

4. Cure, including the flow-consolidation process, the chemical curing reactions,

as well as the bond between fibre/metal layers.

5. Inspection, usually by ultrasound, X ray, visual techniques and mechanical

tests.



CHAPTER 4

MECHANICAL BEHAVIOUR OF GLARE

4.1. TENSILE BEHAVIOUR

Typically, GLARE laminates exhibit an inelastic behaviour under tension due to

the plasticity of aluminium layers. The elastic moduli of all GLARE laminates are

somewhat lower than the monolithic aluminium alloy due to low elastic modulus of

glass/epoxy layers. It is obvious that the GLARE laminates with unidirectional fibres

exhibit strongly directional properties. The fibres contribute to strength and modulus

in the direction along which they are aligned, while metal layers control the laminate

tensile properties in the transverse direction. As a result, the tensile strength of

unidirectional GLARE laminates is substantially stronger than aluminium alloys in the

longitudinal direction. However, the transverse properties of unidirectional GLARE

laminates are somewhat lower than those of monolithic aluminium alloys. The use of a

cross-plied glass/epoxy layer produces laminates with equal properties in the

longitudinal and transverse directions. Therefore, the tensile strength of cross-ply

GLARE laminates (GLARE 3, for example) is far superior to the aluminium alloys in

either direction. However, the use of glass fibre with a low modulus causes a reduction

in the yield strength of the GLARE laminates, especially in the transverse direction.

Since the glass/epoxy layer has a lower modulus, and the metal layers in the laminate

will experience a greater stress and thus, the yield strength of the laminate decreases.

In GLARE there is a combination of high stiffness and strength from the

composite layer and good impact properties from aluminium, resulting in a great

performance for space applications. The tensile strength of GLARE composite is 380

MPa and the ultimate failure strength occurs at a strain of ~ 1.9%. as observed from the

graph 1.



Figure 4.1: Tensile stress-strain diagram of GLARE composite.

The failure process of GLARE laminates is quite complicated and there are

multi-fracture modes involved in the failure of GLARE laminates such as matrix cracks,

fibre-matrix debonding, fibre fracture, fibre/matrix interfacial shear failure, and inter

delamination of laminates. For longitudinal tensile loading, fibre pull-out and interface-

matrix shear mode are commonly observed in the fibre-epoxy layer of FML. In

addition, the aluminium layer prevents multiple global longitudinal splits. Under

transverse tensile loading, matrix failure and matrix-fibre interface debonding/fibre

splitting are the main fracture modes in the fibre-epoxy layer of FML. More efforts are

being carried out by various laboratories for detail study of the tensile behaviour of the

composite.



4.2. COMPRESSIVE BEHAVIOUR

The elastic moduli in compression of GLARE are nearly the same as their

corresponding tensile moduli since the fibres contribute to the elastic modulus of

GLARE in compression. However, the compressive yield strength of the GLARE

laminates is lower than the tensile yield strength. The compressive yield strength is also

sensitive to the laminate lay-up and fibre orientations. However, compressive yield

strength along the transverse direction is lower than that of the aluminium alloy except

for GLARE 1. Note that although the compressive modulus of GLARE laminates is

lower than the monolithic aluminium alloys, the specific compressive stiffness of

GLARE in fibre direction is higher than its baseline aluminium alloys. GLARE is not

limited to tension-dominated applications since glass fibres do not share the tendency of

aramid fibres to suffer micro buckling under compressive stresses. The compressive

properties and failure mechanisms of GLARE laminates have not been well documented

yet.

The ultimate compressive stress for GLARE occurred at a strain of

approximately 19.9%. The development of damage microstructure within fibre/metal

laminates during compression is investigated mainly by scanning electron microscopy

technique. SEM micrographs revealed that the damage in the FML laminates under

compression load occurred mainly between the reinforcement and the fibre.



Figure 4.2: Compressive stress-strain diagram of GLARE

4.3. SHEAR STRENGTH BEHAVIOUR

Shear load in an aircraft fuselage will occur due to bending and torsion. As a

result, shear yield strength is also an important design parameter as the material is not

allowed to deform plastically below limit load. The shear properties of GLARE

laminates are not well documented in the literature. Shear behaviour of composite

materials is a matrix dominated property. Inter laminar shear strength is governed by the

adhesion between fibres and matrix. Additionally, in FML the interface bond layer

between aluminium and the composite lamina can play the role. The determination of

shear properties of materials in general and advanced composites in particular, is not an

easy task. Different devices and test methods has been proposed in the literature in order

to measured and study the shearing properties since the early ages of composite

materials. Many of them are criticized because one of the main difficulties in measuring

shear properties for these materials is to induce a pure shear stress state in the gauge



section of a constant magnitude. This is a special concern for composites because they

exhibit high anisotropy and structural heterogeneity. In general, the ideal shear test must

be simple enough to perform, require small and easily fabricated specimens, enable

measuring of very reproducible values for both shear modulus and shear strength at

simple data procedure. The interlaminar shear strength value for GLARE is

approximately 40MPa.

4.4. DAMPING BEHAVIOUR

Elastic modulus of material can be determined by semi-static tests, and they are

usually destructive. On the other hand, dynamic mechanical tests, are an interesting

alternative for elastic property determination, offering the advantage of being non-

destructive. Nowadays, various experimental methods are potentially applicable to de-

termine dynamic mechanical properties of composites (free vibration, rotating-beam

deflection, forced vibration response, continuous wave or pulse propagation technique)

have been used

Graph 3 represents a typical vibration damping representative curve of the

Glare. The curve shows an exponential decay of maximum peak amplitudes as a

function of time. Elastic modulus of composites obtained by experimental measure-

ments differs from values obtained from the theoretical calculations (micromechanics

approach), because ideal bonding between fibre/matrix interface, perfect alignment of

fibres and absence of voids and other defects are considered in the last. For the FML

composites there is an additional factor related to the influence of surface treatment on

the aluminium foil, which is not considered also in the theoretical calculations. The

experimental modulus values of aluminium 2024-T3, Caral and Glare composites result

in a decrease of 5%, 10% and 9%, respectively.



Figure 4.3: Vibration damping curves of GLARE

4.5. BEARING BEHAVIOUR

Bearing strength is one of the most important factors for structural joint design

and in preventing the mechanical fasteners from failing during their operation. Due to

the nature of the anisotropy in GLARE laminates, characterizing the bearing strength of

the laminate is more complicated than in conventional aluminium alloys. Bearing

testing of GLARE laminates has been conducted using a pin-type bearing without

lateral constraint and a bolt-type bearing with lateral constraint. In comparison with

aluminium, the bearing behaviour of GLARE laminates is more complex and inferior.

This is due to ineffectiveness of fibres in the bearing. Also, the bearing strength of

GLARE laminates depends on some relevant parameters. These include: materials

parameters such as fibre type, resin type, fibre orientation, laminate-stacking sequence,

fibre volume fraction, and fibre surface treatment; fastener parameters such as fastener



type (bolt, pin, screw, rivet etc.), fastener size, clamping force hole size, and tolerance;

and design parameters such as laminate thickness, geometry (pitch, edge distance, hole

pattern, etc.), joint type (single lap, single cover butt, etc.), load direction, and loading

rate.

Table II presents the bearing yield strength and bearing ultimate strength of pin-

type and bolt-type bearing joints for various GLARE laminates tested at room

temperature. It is obvious that the bolt-type bearing with lateral restraint is superior to

the pin-type bearing without lateral restraint. The relatively low bearing strength of

GLARE in the pin-type bearing is attributed to delamination buckling. This permits

buckling of the individual aluminium layers, under the action of bearing loads, in a zone

that extends beyond the original delamination (i.e., also induces strains in the prepreg

layers). The bolt-type bearing fixture inhibits out-of-plane displacement and no

delamination buckling was observed even though some limited delamination occurred.

Table 4.1: Bearing properties of GLARE

Laminates

Pin Type Bearings Bolt Type Bearings

Bearing yield

strength

Bearing

ultimate

strength

Bearing yield

strength

Bearing

ultimate

strength

MPa MPa MPa MPa

GLARE 2 NA 549 530 709

GLARE 3 NA 537 546 789

GLARE 4 NA 510 518 658

Thus far, research on the bearing behaviour of fibre metal laminates is far

behind that on other mechanical properties such as fatigue, impact, or notched strength.

Work is still needed to verify the bearing failure mode, predict the bearing strength, and

identify the different effects of some important parameters such as joint size, edge

distance, thickness, laminate lay-up, width, joint type, fastener type, temperature, and

environment on the bearing behaviour of fibre metal laminates.



4.6. FRACTURE RESISTANCE

Fracture resistance is the property of a material to resist the growth of crack

produced in it. Experiments conducted on the GLARE laminates to investigate the crack

growth resistance behaviour results clearly the superior fracture behaviour of GLARE

over 2024-T3 aluminium alloy fibres can effectively prevent fibre failure from

occurring before the aluminium fails. Hence, the fracture toughness value for GLARE is

significantly higher. Evidently, the facture toughness of GLARE laminates is controlled

by various toughening mechanisms including metal/prepreg layer interfacial debonding,

stress redistribution after crack initiation, and the fracture behaviour of metal and

prepreg layers. Generally, it was found that fibre metal laminates with fatigue cracks

have higher fracture toughness than laminates with a saw cut due to the unbroken fibres

in the wake of the crack and the delamination zone around the crack, which effectively

enlarge the strain length of the fibres. In the GLARE 2 laminate, static delamination

occurs between the prepreg and aluminium layer at loads close to fracture. The

delamination propagates along the fibre direction and results in a large crack opening of

the aluminium layers. Final fracture was initiated as fibre fracture near the fatigue crack

tip while fibres in the wake of the fatigue crack remain intact. Fracture in GLARE 3 was

initiated in the fibres near the hole at the center of the fatigue crack. This results in a

larger crack opening and subsequently fibre fracture from the center toward the tips of

the fatigue crack. Very little data has been openly published on the crack-growth

properties of GLARE, especially for GLARE 4 and 5. More work is needed to

characterize the fracture resistance of GLARE laminates with various cracking

geometries.

4.7. NOTCHED RESIDUAL STRENGTH

The notched residual strength is an important design consideration since

geometrical notches cannot normally be avoided in an aircraft. Like most fibre-

reinforced composite materials, GLARE is highly notch sensitive in comparison with its

monolithic aluminium alloy. However, the advantage of high ultimate strength and high

strain-to- fracture of glass fibres makes GLARE laminates superior to other fibre metal

laminates such as ARALL in notch strength. The factors that can affect the notched

residual strength of GLARE laminates include the volume fraction and properties of the



constituents, the fibre direction, and the nature of the flaw present. In this study, the

notched residual strength of GLARE laminates with two main notch types has been

investigated. Those types are the circular cut-out or blunt notch and the saw-cut or crack

like defect (sharp notch). The stress concentration associated with the crack-like defect

is much higher than that associated with the blunt notch. As a result, it is expected that

cracked specimens would exhibit lower strength than those specimens with a circular

cut-out of equal size.

However, it was found that delamination is always present for GLARE

laminates if the starting defect is a crack or saw cut, and this delamination could

possibly postpone fi ber failure and thus increase the notched strength. Interestingly, the

blunt notch strength of GLARE appears to increase with increasing notch size. This is

attributed to the occurrence of static delamination in the glass-fibre reinforced

laminates, which level off the stress distribution and delay fibre failure in the vicinity of

the hole.

Notched strength modelling and stress analysis of the crack tip zone is difficult

because of the complexity of the actual damage process, which involves matrix micro

cracking, fibre bridging or breakage, delamination, and plastic zone development in the

aluminium layer. Several models have been proposed in recent years to predict the

notched strength and describe the crack-tip damage zone of fibre-reinforced laminate

composites. However, the application of these models to GLARE needs to be further

investigated or confirmed, and numerical modelling is required.

4.8. FATIGUE BEHAVIOUR

The fatigue properties of GLARE have been extensively evaluated and

investigated by several authors under both constant load amplitude and realistic flight

simulation. Graph 4 compares the fatigue performance of two GLARE variants and

monolithic 2024-T3 under Graph 4 growth rate increases rapidly with increasing crack

length, the GLARE laminates exhibit almost constant slow crack-growth behaviour.

Under realistic loading conditions, GLARE laminates exhibit crack-growth rates 10 to

100 times slower than their monolithic aluminium constituents. GLARE excels in all

types of fatigue-critical aircraft loading situations. Figure 2 shows a schematic of the



fatigue crack mechanism responsible for the outstanding fatigue crack-growth

characteristics of laminates. The phenomenon known as crack bridging by intact fibres

imposes a significant restraint on crack opening. Furthermore, the fibres in the cracked

area transmit a substantial amount of the load through the cracked area. As a result,

there is a large reduction in the stress-intensity factor.

Figure 4.4: Fatigue crack growth behaviour of GLARE

Several models have been proposed to predict the fatigue crack-growth

behaviour of GLARE laminates. Researchers in the Delft University developed a model

for calculating the fatigue crack-growth behaviour of centrally cracked specimens of

fibre metal laminates, taking into account the stress intensity factor at the crack tip in

the metallic part and the energy-release rate for delamination between the metallic sheet

and a fibre-adhesive layer. But the bridging stress along the crack face is assumed to be

uniform. Actually, a uniform bridging stress only exists in a centrally cracked specimen



with an elliptical delamination and no saw cut, while the observed delamination is in

most cases irregular, sometimes closer to a triangle.

According to the traditional method of analysis, the bridging traction must first

be determined for predicting fatigue crack-growth rates and lives in GLARE under

cyclic loading, but bridging traction is strongly affected by the delamination shape and

size, the adhesive shear deformation and saw-cut size, etc. Characterization of the

delamination shape and growth of GLARE under cyclic loading is a difficult issue that

is not yet well understood. In addition, the existing models for predicting crack growth

still have a large error with experimental data. Thus, there is a growing need for a more

practical model of predicting crack growth in the GLARE laminates as a function of

GLARE lay-up, maximum stress, and crack geometries.

Figure 4.5: A schematic of fatigue crack mechanism



4.9. IMPACT BEHAVIOUR

Composite materials when used as aircraft structures are more prone to impact

damages. Impact damage on aircraft structures can be caused by low- and high-velocity

sources such as runaway debris, hail, bird strikes, engine debris, collisions between

service cars, and cargo. Graph 5 shows the respective minimum impact energies to

cause first failure and compares the impact performance of GLARE 3 to other aerospace

structural materials. GLARE 3 resists penetration by more than an order of magnitude

more than the supposedly tough carbon-thermoplastic composites, and significantly

exceeds the performance of 2024-T3. The excellent impact performance of GLARE is

attributed to a high strain-rate strengthening phenomenon that occurs in the glass fibres,

combined with their relatively high failure strain. Typically, impact damage in the

composite laminates lies in the interior and cannot easily be detected, and the inability

to detect impact damage visually is an important safety issue for aircraft structures.

Moreover, the internal impact damage is formed in composite laminates extending well

beyond the impacted area, which significantly reduces the strength and stiffness of

composite structures. However, research has indicated that GLARE is not susceptible to

the formation of large areas of internal damage under impact loading. The internal

impact damage in GLARE is mostly confined to a relatively small area surrounding the

point of impact. The internal damage size was always smaller than the size of the visible

plastically deformed dent exposed at the outer aluminium layers for GLARE laminates.

This is beneficial to damage inspection.



Figure 4.6: Impact energy of GLARE 3 and other aircraft materials

The post-impact fatigue performance and residual strength of GLARE laminates

outperform a typical fibre composites and monolithic aluminium. Table 3 shows the

post-impact fatigue test results of GLARE and aluminium 2024-T3. Although the crack

initiation time in aluminium is much longer, the crack propagates through the thickness

rapidly, which results in a catastrophically premature failure. Compression after impact

tests revealed that the reduction of compressive strength due to impact for GLARE is

similar to 2024-T3. GLARE 4-5/4-0.5 (3.2 mm thickness) and 2024-T3 aluminium (3.8

mm thickness) showed a similar compression strength after impact (i.e., 2% strength

reduction due to a dent and 10% strength reduction due to a through crack).No

delamination buckling, which is critical for composite materials, was observed on the

GLARE laminates.

Materials Impact Energy Cycles to initiation Cycles to failure

(J)



GLARE 4 54 37500 61200

GLARE 5 46 48000 71750

GLARE 3 36 30000 84000

Aluminium 2024-T3 58 No visible cracks 25500

Table 4.2: Post-Impact fatigue test results of GLARE

So far, research into the post impact behaviour of GLARE laminates has been

very limited. A broad program to investigate the post-impact behaviour including

fatigue and residual strength will have to be established. The development of a damage-

propagation model to predict the post-impact behaviour of these laminates is also

required.

4.10. ENVIRONMENTAL DURABILITY

The environmental durability of GLARE laminates, including moisture

absorption and corrosion resistance, has been investigated. Like fibrous polymer

composites, the fibre-adhesive layer in GLARE laminates is susceptible to moisture

absorption controlled by temperature and humidity, though moisture absorption is very

limited due to the protective aluminium layers. Moisture in the glass fibre-adhesive

layers of GLARE increases the ease of delamination between the prepreg and metal

layers. The effects are more pronounced in distilled water or salt solution than in humid

air and more significant at high temperatures. Consequently, fatigue crack

initiation/growth and blunt-notch strength may become inferior.

The GLARE laminate exhibits excellent corrosion resistance since all

aluminium sheets used are anodized and coated with a corrosion-inhibiting primer prior

to the bonding process. Through the- thickness corrosion is prevented by the

fibre/epoxy layer, which serves as a barrier. Accelerated corrosion tests of the GLARE

laminate found the only corrosion attack was in the outer (0.4 mm thick) aluminium

layer. The corrosion resistance of the thin 2024-T3 sheet layers of GLARE was shown



to be superior to that of a thicker (4 mm thick) panel of the same alloy. No stress-

corrosion problems were observed for GLARE laminates during stress-corrosion tests.

A more extensive environmental durability study is needed to determine the

effect of prolonged exposure to high temperature and moisture on the mechanical

behaviour of GLARE laminates. Particularly, the effect of initial flaw and damage due

to impact also needs to be taken into account.

CHAPTER 5

ADVANTAGES OF GLARE



Fibre metal laminates take advantages of metal and fibre-reinforced composites,

providing superior mechanical properties to the conventional lamina consisting only of

fibre-reinforced lamina or monolithic aluminium alloys. Summarizes all the advantages

of fibre metal laminates depending on previous studies.

The major disadvantage associated with epoxy based fibre metal laminates is

the long processing cycle to cure the polymer matrix in the composite plies. This

problem increases the cycle time of whole production and decreases productivity. This

increases labour costs and overall cost of FMLs.

The advantages of fibre metal laminate based on above study are summarized

here.

MECHANICAL BEHAVIOUR

High Fatigue resistance

High strength

High Fracture Toughness

High Impact Resistance

High Energy Absorption Capacity

PHYSICAL PROPERTIES

Low Density

DURABILITY

Excellent Moisture Resistance

Excellent Corrosion Resistance

Lower Material Degradation

SAFETY

Good Fire Resistance

CHAPTER 6

GENERAL COMPARISONS



Table 6.1: Mechanical property comparison of Glare and Aluminium

Properties/Constant Materials

Al 2024-T3 GLARE

Fibre Content (%) 0 25.3

Al Content (%) 94.7 57.9

Modulus Of elasticity 73.1 55.5

Ultimate Tensile Stress(MPa)

483 380

Tensile Yield Strength(MPa)

345 325

Ultimate Bearing Strength(MPa)

855 789

Bearing Yield Strength(MPa)

524 546

CHAPTER 7

CONCLUSION



Due to its outstanding fatigue resistance, high specific-static properties,

excellent impact resistance, good residual blunt-notch strength, flame resistance,

corrosion properties, ease of manufacture and repair, GLARE is a promising material

for fuselage skin structures of the new generation high-capacity aircrafts. GLARE

laminates seem poised to play a much greater role in the primary structure of

pressurized transport fuselages.

The R&D activities to date have covered the mechanical properties of GLARE,

however, insufficient information about the mechanical behaviour of GLARE is

available in published literature. Many areas are open to future investigation, especially

for the cross-ply configuration of GLARE. In addition, some areas must be further

verified by more detailed testing. More research and testing in basic mechanical

behaviour such as in plane shear strength, bearing strength, fatigue behaviour and crack

growth rates, notch sensitivity, impact behaviour, delamination, and damage

characterization are necessary. Also, the influence of long-term environmental

exposure, especially under a combined influence of moisture and temperature, on the

damage tolerance and durability of GLARE laminate needs to be better understood. In

addition, an analytical certification based on analytical and numerical models validated

by experiment needs to be established. Such a certification would facilitate greater

utilization of GLARE in future aircraft structures.

REFERENCES

1. Guocai Wu and J.-M. Yang , “The Mechanical Behaviour of GLARE Laminates

for Aircraft Structures” ,Journal Of Materials ,Vol. 1, 2005 , January ,pp.72-79.



2. Tamer Sinmazcelik , Egemen Avcu , Mustafa Ozgur Bora, Onur Coban, “A

review: Fibre metal laminates, background, bonding types and applied test

methods", Materials and Design,Vol.32,2011,pp. 3671-3685.

3. Edson Cocchieri Botelho, Rogério Almeida Silva, Luiz Cláudio Pardinia,

Mirabel Cerqueira Rezendea. “ A Review on the Development and Properties of

Continuous Fiber/epoxy/aluminum Hybrid Composites for Aircraft

Structures”,Materials Research, Vol. 9,No. 3, pp.247-256.

4. Mohammad Alemi Ardakani, Akbar Afaghi Khatibi, Seyed Asadollah Ghazavi ,

“A study on the manufacturing of Glass-Fiber-Reinforced Aluminum Laminates

and the effect of interfacial adhesive bonding on the impact behaviour.”,Society

for experimental mechanics ,June, 2008.


Seminar on GLARE

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