Another Step Forward for LBI

LSP Technologies, Inc. is supporting an Air Force Research Laboratory (AFRL) funded project as a subcontractor to The Boeing Co.  Also involved in this project are Lockheed Martin, Northrup Grumman and Southwest Research Institute.  The project is to define the capability of Laser Bond Inspection (LBI) to evaluate or assess bond strength of adhesively bonded composite structures by conducting sufficient testing on bonded panels to define the statistical variation of LBI.  The objective is to determine the capability of LBI to differentiate between different strength levels in the adhesive bonds and LBI’s value as an inspection tool during initial manufacturing of bonded structures.

The Boeing Co., under contract from AFRL is leading the effort to establish LSP Technologies’ Laser Bond Inspection system.  Boeing and LSPT both have an LBI system and will perform independent testing of several bonded composite panels fabricated by Boeing under controlled conditions with specific bond strengths.  Each bonded panel will be tested by both Boeing and LSPT.  The results of this program will provide significant progress towards establishing the limits of LBI’s detection capabilities and another step towards increasing its technology and manufacturing readiness level.  The work is being undertaken with the major bonded composite structure industry stakeholders cooperating on the design of the test matrix and meeting the requirements of all the stakeholders.  Contact David Lahrman for more information at

NAVSEA SBIR for Portable Laser Peening Equipment

LSP Technologies (LSPT) was awarded a Naval Sea Systems Command (NAVSEA) Small Business Innovation Research Phase I program to address temporary crack repairs for aluminum structures on surface ships.

Dublin, Ohio, October 7, 2015 – LSPT is developing an in-service repair for fatigue and stress corrosion cracks on U. S. Navy watercraft using a portable laser peening system. Laser peening addresses the root cause of the repair problem, the stress state leading to crack growth, which is not addressed by current repair methodologies.

Existing repair methods for cracked aluminum-hulled watercraft have limitations and risks to their implementation in that they are not attempting to mitigate the tensile stress state present in the material that leads to crack formation and growth. Current repair processes are temporary because they are either inefficient or ineffective in mitigating the damage caused by fatigue cracking or stress corrosion cracking (SCC) and the related loss of water-tightness from cracks generated by these mechanisms. Crack tips, regardless of whether they are initiated by fatigue or stress corrosion cracking, are not prone to propagate when a compressive stress is applied around them.

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