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His decision was based on the fact that Fokker had no new aircraft under development at that moment and the intention was to replace the current adhesive layers in the structure with adhesive containing fibres. It appeared that it was not possible to do this without full-scale tests and a new certification of the aircraft, which was far too expensive. In Delft, Vogelesang was very much in favour of continuing the development of the fibre-metal laminates with crack bridging as the ‘leitmotiv’. He continued the contact with Bijlmer of Fokker in spite of the initial scepticism of Schijve, and Bijlmer continued to work in secrecy in spite of Schliekelmann’s decision.
The NLR would do the research and part of the development to support the design of aircraft, which the NIVR financed. This theoretical division of responsibilities did not work because it separated, and therefore isolated, the tasks too much. Many research reports of the NLR communicated excellent scientific work, but in too many cases were buried in the archives of Fokker. Delft did an excellent job in educating young people, but was supposed to act too much as a company school tailored to the needs of Fokker and NLR.
Like wood, composites are fibrous materials, meaning that the thread of the fibres have to run in different directions to ensure adequate strength. Like wood they have the advantage that they do not suffer from corrosion as metals do, but also suffer from the disadvantage that they absorb moisture. This degrades the material. Besides bonding, the use of composites was the second technology incorporated in Glare and it was Schliekelmann who brought it to Fokker. So far we have seen three examples of successful engineers who combined science and hands-on hobbyism: the Wright brothers, Schliekelmann from the Delft University and De Bruijne of Cambridge University.