Fighter Doors Light The ForceTec System

1. 1 Fighter Doors �Light�The ForceTec� System Presented by: Fatigue Technology Inc. This presentation has been prepared to update the world on the results of the testing of three �Home Plate� specimens, discuss the meaning of the results, and initiate a discussion of our next tasks.This presentation has been prepared to update the world on the results of the testing of three �Home Plate� specimens, discuss the meaning of the results, and initiate a discussion of our next tasks.

2. 2 Test Results to Date Home Plate Specimen 6.7 : 1 Life Improvement to Failure 7.5 : 1 Life improvement to Crack Detection Lets summarize the results to date. In the I-Beam specimen, the ForceTec solution consistently showed a life improvement of 2-1/2 times the baseline production configuration, based on Block 40 stress levels (to correlate to LMTAS test data). This life improvement prompted FTI to propose the consideration of this fix for the Upper Fuselage skin, once the cover effectivity consistency came into question. We subsequently tested the home plate configuration of load transfer specimen, and were able to duplicate these results. The slow crack growth characteristics of the cold expansion systems proved consistent with historical results in other applications, even at these high stress levels. Lets summarize the results to date. In the I-Beam specimen, the ForceTec solution consistently showed a life improvement of 2-1/2 times the baseline production configuration, based on Block 40 stress levels (to correlate to LMTAS test data). This life improvement prompted FTI to propose the consideration of this fix for the Upper Fuselage skin, once the cover effectivity consistency came into question. We subsequently tested the home plate configuration of load transfer specimen, and were able to duplicate these results. The slow crack growth characteristics of the cold expansion systems proved consistent with historical results in other applications, even at these high stress levels.

3. 3 Home Plate Specimen This shows the home plate specimen configuration. In the baseline test, the specimen failed from the bolt hole at location 28. In the repaired specimens (2), the crack initiated at the rivet hole (7a) above location 7. Both of these locations are predictable, since they reflect the highest stress areas of the coupon. This condition can be confirmed through finite element modeling. In the first repaired specimen, a second crack initiated from the free edge within 500 hours of the crack from 7a, and they then grew together.This shows the home plate specimen configuration. In the baseline test, the specimen failed from the bolt hole at location 28. In the repaired specimens (2), the crack initiated at the rivet hole (7a) above location 7. Both of these locations are predictable, since they reflect the highest stress areas of the coupon. This condition can be confirmed through finite element modeling. In the first repaired specimen, a second crack initiated from the free edge within 500 hours of the crack from 7a, and they then grew together.

4. 4 Install ForceTec Retainers This video clip shows the application of the ForceTec system on the Upper Fuselage skin area. The animation shown is intended to be as close to real time as possible.This video clip shows the application of the ForceTec system on the Upper Fuselage skin area. The animation shown is intended to be as close to real time as possible.

5. 5 Maximum Stress Levels Pre-repair versus post-repair Intended to simulate FS341 to 357 near BL 0.0 (16B5120 longerons) (93.359 ksi max MPS) Next highest stress = 81.307 ksi MPS (13% lower) Looking at the correlation of the specimen design to the aircraft, we have introduced a maximum load of 53.7 kips into the specimen. This load results in a 56.4 ksi max stress at the hole 7a. The additional stress concentration associated with the rivet holes and proximity of the holes to the door cutout radius results in stress in the area which exceeds yield. This specimen was designed to simulate the crown of the fuselage structure, near FS341.80 and 357.80, straddling BL 0.0. The Maximum Principal Stress in this area is 93.359 as delivered, per LMTAS. Once the doubler is installed, this stress goes down significantly (perhaps half). This leaves the next location (door #3421) with the highest stress, 81.307 ksi. This is the area we need to be concerned with, and this stress is 13% lower.Looking at the correlation of the specimen design to the aircraft, we have introduced a maximum load of 53.7 kips into the specimen. This load results in a 56.4 ksi max stress at the hole 7a. The additional stress concentration associated with the rivet holes and proximity of the holes to the door cutout radius results in stress in the area which exceeds yield. This specimen was designed to simulate the crown of the fuselage structure, near FS341.80 and 357.80, straddling BL 0.0. The Maximum Principal Stress in this area is 93.359 as delivered, per LMTAS. Once the doubler is installed, this stress goes down significantly (perhaps half). This leaves the next location (door #3421) with the highest stress, 81.307 ksi. This is the area we need to be concerned with, and this stress is 13% lower.

6. 6 This map of the upper fuselage skin shows the areas under consideration. The skin around door 3449 and 3406 are the most highly stressed areas of the upper fuselage skin, before TCTO 2060. Lockheed's reports from D. O. #124 show the Peak Average Maximum Principal Stress at 93,359 psi in the inboard aft corner of 3449. Based on discussions with LMTAS and the design of the �Home Plate� specimen, the test coupon was designed and tested based upon the stress levels exhibited in this area. Once the �Lawnmower Blade� doubler is installed, this is no longer the most highly stressed area. Rather, the outboard aft corner around door 3421 carries this distinction at 81,307 psi. It was our general contention that testing at this lower (more applicable) stress level would generate longer life in the homeplate specimen coupon.This map of the upper fuselage skin shows the areas under consideration. The skin around door 3449 and 3406 are the most highly stressed areas of the upper fuselage skin, before TCTO 2060. Lockheed's reports from D. O. #124 show the Peak Average Maximum Principal Stress at 93,359 psi in the inboard aft corner of 3449. Based on discussions with LMTAS and the design of the �Home Plate� specimen, the test coupon was designed and tested based upon the stress levels exhibited in this area. Once the �Lawnmower Blade� doubler is installed, this is no longer the most highly stressed area. Rather, the outboard aft corner around door 3421 carries this distinction at 81,307 psi. It was our general contention that testing at this lower (more applicable) stress level would generate longer life in the homeplate specimen coupon.

7. 7 Big Picture (USAF data) The ForceTec testing has indicated a life improvement of 6.7 to 1 versus the production configuration. If we take the average age of existing block 25/30/32 of 13.75 years, and assume that the repair will zero-time the skin, then is calculates out to a projected life of an additional 92 years. We are not proposing that this is what will be seen in the field, but even being extra-conservative, a projected life extension of 20 years seems feasible, if the operating stresses are not dramatically increased. The development of the ForceTec repair concept adopted in the new TCTO-2060 incorporates this realization. This is a significantly less expensive repair than the former TCTO-2060 solution, and even more cost effective that Lockheed�s ECP-1966. Additionally, if it is determined that ECP-1966 is still necessary, this could be accomplished through some new program many years downstream. TCTO-2060 �Light� can provide a terminating action if 20 years is adequate life, or an interim repair awaiting better technology, if life is needed beyond the year 2020.The ForceTec testing has indicated a life improvement of 6.7 to 1 versus the production configuration. If we take the average age of existing block 25/30/32 of 13.75 years, and assume that the repair will zero-time the skin, then is calculates out to a projected life of an additional 92 years. We are not proposing that this is what will be seen in the field, but even being extra-conservative, a projected life extension of 20 years seems feasible, if the operating stresses are not dramatically increased. The development of the ForceTec repair concept adopted in the new TCTO-2060 incorporates this realization. This is a significantly less expensive repair than the former TCTO-2060 solution, and even more cost effective that Lockheed�s ECP-1966. Additionally, if it is determined that ECP-1966 is still necessary, this could be accomplished through some new program many years downstream. TCTO-2060 �Light� can provide a terminating action if 20 years is adequate life, or an interim repair awaiting better technology, if life is needed beyond the year 2020.

8. 8 The Coldworking Benefit is Affected by Applied Stress The basis for the position described in the previous slide is that the typical S-N curve as displayed for a cold expansion solution does not reflect a linear relationship, but rather a relationship that changes as stress changes. In general, at very high stress levels, the amount of life improvement possible from coldworking is a relatively small percentage change. When stress is reduced, life improvement is dramatically increased.The basis for the position described in the previous slide is that the typical S-N curve as displayed for a cold expansion solution does not reflect a linear relationship, but rather a relationship that changes as stress changes. In general, at very high stress levels, the amount of life improvement possible from coldworking is a relatively small percentage change. When stress is reduced, life improvement is dramatically increased.

9. 9 The Coldworking Benefit is Affected by Applied Stress Higher stress = shorter life Lower stress = greater delta life Curves converge at high stress Residual compressive stress reduces effect of applied stress at the hole edge As illustrated in the earlier slide, the higher the applied stress, the shorter the fatigue life. The effect of cold expansion increases fatigue life by introducing residual compressive stress in the area around the hole. Also, you may have noted in the earlier slide that the two curves tend to converge at the higher stress end, and the endurance limit (at low load) is higher in the case of Cx. We�ll illustrate this more completely later.As illustrated in the earlier slide, the higher the applied stress, the shorter the fatigue life. The effect of cold expansion increases fatigue life by introducing residual compressive stress in the area around the hole. Also, you may have noted in the earlier slide that the two curves tend to converge at the higher stress end, and the endurance limit (at low load) is higher in the case of Cx. We�ll illustrate this more completely later.

10. 10 Ways to Reduce Skin Stress Improved door effectivity reduces applied stress in skin Lawnmower blade doubler reduces stress in worst-case area (Door 3449) It is generally recognized that in the BL0.0 area, the stress in the skin has just gotten too high. In order to reduce this stress, LMTAS and OO-ALC have considered a couple of valid solutions. The �joint stiffening� fastener (Avibank) may provide improved load transfer in a well aligned (match drilled) joint. Joint offset appears to make this fastener less effective, and perhaps impossible to install. The Doubler mod, as in TCTO-2060 or the more invasive ECP-1966, reduce the stress in the skin by adding patch doublers external to the skin to bridge the cutouts with more structure. In later production models (Block 50) LMTAS has increased the skin thickness to distribute the loads over a greater area, effectively reducing the applicable stress. It is generally recognized that in the BL0.0 area, the stress in the skin has just gotten too high. In order to reduce this stress, LMTAS and OO-ALC have considered a couple of valid solutions. The �joint stiffening� fastener (Avibank) may provide improved load transfer in a well aligned (match drilled) joint. Joint offset appears to make this fastener less effective, and perhaps impossible to install. The Doubler mod, as in TCTO-2060 or the more invasive ECP-1966, reduce the stress in the skin by adding patch doublers external to the skin to bridge the cutouts with more structure. In later production models (Block 50) LMTAS has increased the skin thickness to distribute the loads over a greater area, effectively reducing the applicable stress.

11. 11 Lawnmower Blade DoublerIncluded in TCTO-2060 The TCTO-2060 includes the installation of this �Lawnmower Blade� shaped doubler, in order to decrease the effective stress in the skin in this area.The TCTO-2060 includes the installation of this �Lawnmower Blade� shaped doubler, in order to decrease the effective stress in the skin in this area.

12. 12 Expected Effect of Repair 1. Improved durability through coldworking 2. Little or no improvement in cover effectivity, however, there was a reduction in stress in skin Improvement primarily from Parker seal and MMC Cover. 3. Stress in 5304 skin is significantly reduced by adding the lawnmower blade, eliminating local yielding in skin This repair (TCTO-2060), we will result in greater durability (including crack growth retardation) by using cold expansion techniques. The door is expected to carry as much load as the production door, approximately 30% of the skin load. The Parker seal has shown a tendency to improve cover effectivity, especially at high torque. All of FTI�s testing-to-date has been done with aluminum amd DRA doors. The DRA doors are stiffer, and reduce stress in the skin by approximately 10%. The addition of the lawnmower blade changes the �hot spot� forward and outboard to door 3421. Because of the slopes of the S-N curves, we expect that the lower stress should move the failure to the free edge, away from the improved holes.This repair (TCTO-2060), we will result in greater durability (including crack growth retardation) by using cold expansion techniques. The door is expected to carry as much load as the production door, approximately 30% of the skin load. The Parker seal has shown a tendency to improve cover effectivity, especially at high torque. All of FTI�s testing-to-date has been done with aluminum amd DRA doors. The DRA doors are stiffer, and reduce stress in the skin by approximately 10%. The addition of the lawnmower blade changes the �hot spot� forward and outboard to door 3421. Because of the slopes of the S-N curves, we expect that the lower stress should move the failure to the free edge, away from the improved holes.

13. 13 Expected Effect of Repair 4. LMTAS reportedly applies a �factor� to their analysis to account for this improvement. 5. Testing at actual maximum stress level drove failure to edge of cutout. 6. Resistance to leak at nutplate has been proven to 50 psi. LMTAS has stated that they take the stress reduction into account in their analysis for durability life, however, the non-linear S-N curve concept has not been considered, and needs to be proven through actual testing. Fatigue Technology tested the Home Plate specimen configuration in the more appropriate stress levels, and this confirmed the theory presented here. The improvement of the fatigue life of the bolt holes, and rivet holes through cold expansion should move the next-most-susceptible area of concern the the free edge of the access cutout. The ForceTec solution has been tested for fuel sealing, and passed the static laboratory test to 50 PSI. In August of 1999, Ogden ALC also tested the sealing of an actual trial aircraft, and tested using normal procedures with no evidence of leaking. This was accomplished with the application of NO over-sealant on the nutplates. Oversealant was a common practice, the elimination of which will save the depot 20 hours per aircraft, and eliminate the ignored, yet significant weight of this �goop.�LMTAS has stated that they take the stress reduction into account in their analysis for durability life, however, the non-linear S-N curve concept has not been considered, and needs to be proven through actual testing. Fatigue Technology tested the Home Plate specimen configuration in the more appropriate stress levels, and this confirmed the theory presented here. The improvement of the fatigue life of the bolt holes, and rivet holes through cold expansion should move the next-most-susceptible area of concern the the free edge of the access cutout. The ForceTec solution has been tested for fuel sealing, and passed the static laboratory test to 50 PSI. In August of 1999, Ogden ALC also tested the sealing of an actual trial aircraft, and tested using normal procedures with no evidence of leaking. This was accomplished with the application of NO over-sealant on the nutplates. Oversealant was a common practice, the elimination of which will save the depot 20 hours per aircraft, and eliminate the ignored, yet significant weight of this �goop.�

14. 14 This map of the upper fuselage skin shows the areas under consideration. The skin around door 3449 and 3406 are the most highly stressed areas of the upper fuselage skin, before TCTO 2060. Lockheed's reports from D. O. #124 show the Peak Average Maximum Principal Stress at 93,359 psi in the inboard aft corner of 3449. Based on discussions with LMTAS and the design of the �Home Plate� specimen, the test coupon was designed and tested based upon the stress levels exhibited in this area. Once the �Lawnmower Blade� doubler is installed, BL 0.0 is no longer the most highly stressed area. Rather, the outboard aft corner around door 3421 carries this distinction at 81,307 psi. It is logical that testing at this lower stress level would generate longer life in the homeplate specimen coupon. This has been confirmed through testing.This map of the upper fuselage skin shows the areas under consideration. The skin around door 3449 and 3406 are the most highly stressed areas of the upper fuselage skin, before TCTO 2060. Lockheed's reports from D. O. #124 show the Peak Average Maximum Principal Stress at 93,359 psi in the inboard aft corner of 3449. Based on discussions with LMTAS and the design of the �Home Plate� specimen, the test coupon was designed and tested based upon the stress levels exhibited in this area. Once the �Lawnmower Blade� doubler is installed, BL 0.0 is no longer the most highly stressed area. Rather, the outboard aft corner around door 3421 carries this distinction at 81,307 psi. It is logical that testing at this lower stress level would generate longer life in the homeplate specimen coupon. This has been confirmed through testing.

15. 15 Analysis of Current Test Results LMTAS adjustment may not take actual magnitude of improvement into account. Location of crack initiation can be moved. Stress in skin is not significantly reduced. Life of cutout radius is not improved. Life in bolt and rivet holes are improved. Improvement is greater at lower stress level. The testing accomplished to date has indicated that significant life improvement is possible through Cold expansion and filling the rivet holes, ForceTec of the fastener holes, and the installation of the Lawnmower blade doublers. Even without significantly reducing the stress in the skin through improved cover effectivity, the life is improved. Any failure will likely initiate from the free edge, and NOT from the bolt hole or rivet hole, since these have been protected. The magnitude of improvement is greater at lower stress levels.The testing accomplished to date has indicated that significant life improvement is possible through Cold expansion and filling the rivet holes, ForceTec of the fastener holes, and the installation of the Lawnmower blade doublers. Even without significantly reducing the stress in the skin through improved cover effectivity, the life is improved. Any failure will likely initiate from the free edge, and NOT from the bolt hole or rivet hole, since these have been protected. The magnitude of improvement is greater at lower stress levels.

16. 16 Drive Failure to Access Cutout This graph illustrates the effect of coldworking. At the Baseline stress level, incorporating coldworking will delay failure from the left curve to the right curve. This graph illustrates the effect of coldworking. At the Baseline stress level, incorporating coldworking will delay failure from the left curve to the right curve.

17. 17 Doubler (or cover effectivity) moves along curve, from point �A� to point �C� In the TCTO-2060 FTI Mod, the effective maximum stress level is reduced by adding the doubler to the BL0.0 location. This reduces the maximum applied stress by 13%. Alone, this would provide life improvement from point �A� to point �C.�In the TCTO-2060 FTI Mod, the effective maximum stress level is reduced by adding the doubler to the BL0.0 location. This reduces the maximum applied stress by 13%. Alone, this would provide life improvement from point �A� to point �C.�

18. 18 Cx with doubler moves failure from left curve to right curve, and down curve from �A� to �D� By incorporating coldworking (Basic Cx and FtCx), the magnitude of improvement (the length of the arrow) is greater. If the stress level is reduced AND coldworking is incorporated, life in these specimens increased from 3,500 EFH to 23,500 hours, from point �A� to point �D�. By incorporating coldworking (Basic Cx and FtCx), the magnitude of improvement (the length of the arrow) is greater. If the stress level is reduced AND coldworking is incorporated, life in these specimens increased from 3,500 EFH to 23,500 hours, from point �A� to point �D�.

19. 19 Drive Failure to Hole Cutout Cx alone moves life from �A� to �B� OR �C� to �D� Improved cover effectivity alone moves from �A� to �C� OR �B� to �D� Cx with Lawnmower blade or improved effectivity, moves from �A� to �D�

20. 20 The coldworking effect is greater than initial testing indicated Lower stress = greater delta life Residual compressive stress reduces effect of applied stress Lawnmower blade doubler moves maximum stress area to 5303 skin, outboard cutout Second highest stress area is 13% lower Failure more likely to occur at free edge, if ever

21. 21 Where do we go from here? Alternate tests to prove performance Pre-aged and FtCx Repair Production ForceTec to support skin replacement Once these results were recorded, other questions arose. For example, if a skin is cracked beyond repair and must be replaced, what fatigue life would result if no rivet holes were drilled in the skin, and ForceTec was installed initially. This data is presented on the next slide. We have tested pre-aged specimens in the �I� Beam specimen, but not in the homeplate specimen configuration. LMTAS has indicated this isn�t necessary, and they will just factor an adjustment to �zero-time� the skin after the repair is accomplished. In similar programs FTI has tested in the past, fatigue life after repair has been even better than if the holes were cold expanded in production. Perhaps we should test a pre-aged specimen to determine a more representative life cycle. Riveted nutplates as in production, cycle for 2,000 hours, and then incorporate the repair. We believe this resultant life will be greater than 23,000 total hours.Once these results were recorded, other questions arose. For example, if a skin is cracked beyond repair and must be replaced, what fatigue life would result if no rivet holes were drilled in the skin, and ForceTec was installed initially. This data is presented on the next slide. We have tested pre-aged specimens in the �I� Beam specimen, but not in the homeplate specimen configuration. LMTAS has indicated this isn�t necessary, and they will just factor an adjustment to �zero-time� the skin after the repair is accomplished. In similar programs FTI has tested in the past, fatigue life after repair has been even better than if the holes were cold expanded in production. Perhaps we should test a pre-aged specimen to determine a more representative life cycle. Riveted nutplates as in production, cycle for 2,000 hours, and then incorporate the repair. We believe this resultant life will be greater than 23,000 total hours.

22. 22 This graph shows three specimen conditions: 1. Baseline represents the as-built skin. Riveted nutplates, not cold expanded. 2. TCTO-2060 repair illustrates the benefit of incorporating the complete TCTO repair. 3. The right bar shows the production configuration, with no rivet holes. This specimen is currently at 34,000 hours, with no failure. It is our intent to return this specimen to the frame as soon as the frame is again available. The lower element of each bar shows the life up to crack detection. The top part of each bar illustrates the time during which the crack is growing, but the part is still not failed.This graph shows three specimen conditions: 1. Baseline represents the as-built skin. Riveted nutplates, not cold expanded. 2. TCTO-2060 repair illustrates the benefit of incorporating the complete TCTO repair. 3. The right bar shows the production configuration, with no rivet holes. This specimen is currently at 34,000 hours, with no failure. It is our intent to return this specimen to the frame as soon as the frame is again available. The lower element of each bar shows the life up to crack detection. The top part of each bar illustrates the time during which the crack is growing, but the part is still not failed.

23. 23 Current Status Avibank fasteners are no longer used FTI Kits are now available MKT-40M MKT-05W United �Parts� kits LMTAS Testing and review DO # 0116 Scheduled for 9/00 Just to clarify, the Avibank joint stiffening fasteners are not used in this repair. This eliminates the 90 in/lbs. torque requirement, and introduces the ForceTec system and its benefits of elimination of the need for the rivet holes, the easily replaceable nut element, the reduction of part count, as the same screw is used for all 899 locations. Kits are already available, and engineering is complete for all pre-block production models. LMTAS was recently funded to analyze this mod, and its merits. They apparently will test additional coupons to verify FTI�s results.Just to clarify, the Avibank joint stiffening fasteners are not used in this repair. This eliminates the 90 in/lbs. torque requirement, and introduces the ForceTec system and its benefits of elimination of the need for the rivet holes, the easily replaceable nut element, the reduction of part count, as the same screw is used for all 899 locations. Kits are already available, and engineering is complete for all pre-block production models. LMTAS was recently funded to analyze this mod, and its merits. They apparently will test additional coupons to verify FTI�s results.

24. 24 The ForceTec SolutionIt�s less risky Use existing production bolt configuration About 1/8� longer Provides residual compressive stress Provides tolerance to damage Provides insurance against increased stress in non-critical locations Exceeds the MIL Standards Torque and pushout Sealing No damage to rivet holes in the field One of YPVS�s concerns centered around the need to drill out rivets from wither the old Avibank nutplates OR the ECP-1966 mod. Drilling out rivets in a fatigue critical part includes a certain amount of risk. Since the rivet holes are permanently plugged in TCTO-2060, then this drilling is no longer needed. ForceTec is a proven process and product. Comprehensive testing for other aircraft (F-22, C-17, A300, 737 has already been accomplished, and is being used routinely.One of YPVS�s concerns centered around the need to drill out rivets from wither the old Avibank nutplates OR the ECP-1966 mod. Drilling out rivets in a fatigue critical part includes a certain amount of risk. Since the rivet holes are permanently plugged in TCTO-2060, then this drilling is no longer needed. ForceTec is a proven process and product. Comprehensive testing for other aircraft (F-22, C-17, A300, 737 has already been accomplished, and is being used routinely.

25. 25 The ForceTec SolutionIt�s more durable ForceTec barrel protects hole (skin) from screw threads Torque requirement reduced to production levels No gasket problem Doors easily replaced in the field Permanent solution Especially for rivet holes Reduces FOD potential Adds damage tolerance to entire cutout One of YPVS�s concerns centered around the need to drill out rivets from wither the old Avibank nutplates OR the ECP-1966 mod. Drilling out rivets in a fatigue critical part includes a certain amount of risk. Since the rivet holes are permanently plugged in TCTO-2060, then this drilling is no longer needed. ForceTec is a proven process and product. Comprehensive testing for other aircraft (F-22, C-17, A300, 737 has already been accomplished, and is being used routinely.One of YPVS�s concerns centered around the need to drill out rivets from wither the old Avibank nutplates OR the ECP-1966 mod. Drilling out rivets in a fatigue critical part includes a certain amount of risk. Since the rivet holes are permanently plugged in TCTO-2060, then this drilling is no longer needed. ForceTec is a proven process and product. Comprehensive testing for other aircraft (F-22, C-17, A300, 737 has already been accomplished, and is being used routinely.

26. 26 The ForceTec SolutionIt�s easier Easily replaceable nut element No additional Cx of bolt hole is needed Pinning of holes is omitted Interchangeability of nut elements Hole oversizing may remove existing fatigue damage Rivets are installed without the nut plate in the way One of YPVS�s concerns centered around the need to drill out rivets from wither the old Avibank nutplates OR the ECP-1966 mod. Drilling out rivets in a fatigue critical part includes a certain amount of risk. Since the rivet holes are permanently plugged in TCTO-2060, then this drilling is no longer needed. ForceTec is a proven process and product. Comprehensive testing for other aircraft (F-22, C-17, A300, 737 has already been accomplished, and is being used routinely.One of YPVS�s concerns centered around the need to drill out rivets from wither the old Avibank nutplates OR the ECP-1966 mod. Drilling out rivets in a fatigue critical part includes a certain amount of risk. Since the rivet holes are permanently plugged in TCTO-2060, then this drilling is no longer needed. ForceTec is a proven process and product. Comprehensive testing for other aircraft (F-22, C-17, A300, 737 has already been accomplished, and is being used routinely.

27. 27 The ForceTec Solution It�s more durable It�s proven It�s less risky It�s faster It�s easier In summary ...In summary ...

28. 28 Summary Testing shows marked life improvement Initial testing was overly conservative FTI is committed to the success of this program Kits are ready to ship on contract award Significant cost savings are possible by going forward

29. 29 FTI is already working with LMTAS, OO-ALC and the Fighter Doors Team of United Fastener, Parker, DWA Composites as well as the sheet metal parts manufacturers and ARTI to develop robust and economical solutions to the aging of the F-16. We look forward to working with each country over the next decade and beyond to maintain the viability of the F16 in your force structure.FTI is already working with LMTAS, OO-ALC and the Fighter Doors Team of United Fastener, Parker, DWA Composites as well as the sheet metal parts manufacturers and ARTI to develop robust and economical solutions to the aging of the F-16. We look forward to working with each country over the next decade and beyond to maintain the viability of the F16 in your force structure.

30. 30 Thank you for your time Thank you for providing us this audience, and thanks to Clark Carvalho and United Fastener Company for arranging this briefing. Questions??Thank you for providing us this audience, and thanks to Clark Carvalho and United Fastener Company for arranging this briefing. Questions??