Inspect the laminate before installation

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Course: Fabricate composite race-car parts with workshop discipline

Module: Inspect, repair, and escalate with restraint

Estimated duration: 55 minutes

Inspecting a laminate before it goes on the car is not a cosmetic wipe-down. It is the last quiet moment when the part is still in your hands, not buried under fasteners, brackets, bodywork, airflow, vibration, and race-weekend urgency. Once the component is installed, small manufacturing defects become harder to see and easier to rationalize. Your job is to decide whether this cured part is ready to do the job you are about to give it.

For this lesson, keep the scope tight. You are not learning a full composite repair program, and you are not learning professional non-destructive inspection. You are learning the practical pre-install inspection that an intermediate club-racing or HPDE builder can do honestly with the supplied evidence: look at the cured laminate, read what its defects say about the moulding process, inspect the edges and hard points, separate minor finish defects from structural concern, and escalate the parts that deserve professional capability.

The principle: install only the laminate whose defects you can explain

A composite part earns its strength through fibres embedded in cured resin. The finished laminate is not just a shell with a nice outside face. Its performance depends on the fabric being where the design expected it to be, the resin having cured properly, the fibres being consolidated into corners and curves, the cut edges being clean, and the local reinforcement being present where load enters the part.

That is why inspection starts with a question, not a rag. Ask what job this part is supposed to do. A duct, dash panel, mudguard, or lightly loaded body panel can tolerate a different level of defect than a suspension link, aerofoil mount, monocoque skin, or impact structure. McBeath separates non- or semi-structural components such as bodywork, ducting, and low-stress aerofoils from highly stressed components such as monocoques, high-downforce aerofoils, and suspension parts. In the latter group, the quality standard is much higher, and professional processes such as autoclave cure, skilled lay-up, quality assurance, and sometimes coupon testing become part of the answer.

So your pre-install inspection has two jobs. First, find the visible evidence: gel-coat flaws, cracked edges, loose fibres, voids, bridged corners, missing reinforcement, poor backside preparation, or suspect cure. Second, classify the risk by the part's function. A tiny finish defect on a removable, non-structural cover is not the same finding as an air bubble at a wing-mount boss or a questionable laminate at a suspension pickup. The physical defect may look small. The load path decides whether it is small.

Start by identifying the part's duty

Before you inspect details, name the part's duty in plain language. Is it bodywork whose main job is shape and appearance. Is it ducting that must hold air pressure and stay attached. Is it an aerofoil skin that carries pressure load. Is it a mount, bracket area, or boss that introduces concentrated load. Is it near an impact structure. Is it a safety-critical component such as a suspension link, steering track rod, or aerofoil mount.

This is not paperwork for its own sake. McBeath notes that lightweight competition components should be as light as possible for the job they have to do and for the life expectancy imposed on them, while still applying real-world common sense. That sentence is the balance you need during inspection. If a nosecone feels too flimsy after release from the mould, the book allows putting it back in and adding reinforcement or ribs. If you simply add material everywhere because you are nervous, you may end up with a heavy component that misses the point of composite construction. The inspection should tell you where reinforcement is needed, not invite a blanket cure.

On an intermediate build, divide the part into three zones. The first zone is the general skin: the broad laminate area that carries shape, airflow, and distributed load. The second is the edges and returns: cut borders, flanges, corners, and joined areas where cracks and bridging show up. The third is load introduction: bolt holes, bosses, inserts, bonded tabs, aerofoil mounts, and any place the car will pull, push, clamp, or vibrate the part. Most inspection mistakes happen because the builder spends all the time admiring the first zone and nearly none on the third.

Clean enough to see, then inspect before hiding evidence

After the component leaves the mould, the source text has you trim off spiky overlaps, clean and smooth the cut edges, and then inspect the released component to confirm it is defect free or find minor defects that need repair. That order matters. You cannot judge the part properly while it is still bristling with sharp overlaps, but you also should not bury defects under paint, polish, filler, adhesive, or hardware before you have looked at the laminate itself.

For a pre-install inspection, clean the part enough that dust and loose trimming debris are not masquerading as laminate defects. Look at the gel side, the back side, and every cut edge. If the outside face will be the visible finish, the finish matters. If the outside face is only a skin over a load path, the structure matters more than the shine. If the back side will receive bonding or secondary lamination, the back side becomes a functional surface, not the ugly side you can ignore.

The corpus supports ordinary visual and tactile inspection at this stage. It does not provide a standardized tap test, ultrasonic inspection method, proof-load value, torque criterion, or manufacturer repair limit. Do not invent one. If the part's function requires that level of acceptance, that is itself the finding: the workshop inspection is not enough.

Pass one: cure and gel condition

Begin with the surface that first came out of the mould. You are looking for evidence that the gel and laminate cured properly and that the finish is not hiding a process problem. McBeath warns that thin gel areas can cure slowly, produce wrinkles on the finished surface, or leave patches that have not cured at release. He also says that this is not easy to rectify and is better prevented.

In inspection terms, wrinkles, soft-looking patches, areas that seem under-cured, or obvious patches that cured differently from the surrounding laminate should stop the installation conversation. Do not treat them as normal patina. The issue is not only that the finish looks poor. The issue is that the defect points backward to an uneven application or cure problem. A part that cured inconsistently may not deserve the same trust as a part with a simple scratch after release.

For an intermediate driver-builder, the practical rule is simple: if the surface defect suggests cure trouble rather than later handling damage, do not install the part until someone competent has classified it. Minor damage can often be repaired. Uncertain cure quality is not a quick cosmetic repair.

Pass two: trimming damage and cut-edge quality

Once the part is released, McBeath has you trim the spiky overlaps and reminds you to cut from the gel side so the gel coat does not crack or flake. He then has you smooth the cut edges with a file or abrasive paper on a sanding block. That gives you a clear inspection standard: a finished pre-install edge should not be a row of spikes, loose fibres, cracked gel coat, or ragged laminate.

Run your eyes along the entire cut perimeter. Pay special attention to tight inside corners, bolt-clearance notches, wheel-arch openings, duct mouths, splitter returns, and any place the part will be handled during installation. A sharp fibre spike is not just a nuisance. It is evidence that the trimming job is not complete, and it can become a starting point for edge damage when the part vibrates, flexes, or is removed later.

A clean edge does not mean a polished show edge. It means loose fibres are gone, gel flake is not propagating from the cut, and the edge has been smoothed enough that it will not cut hands, catch wiring, slice a hose, or start delaminating from rough handling. If you find a cracked edge near a fastener or mount, treat it more seriously than the same edge flaw in a non-loaded cosmetic flange. Again, the load path decides the risk.

Pass three: minor defects versus structural clues

The source text says small defects in the component can be repaired by removing loose gel or fibres with a knife or file, filling with ordinary automotive body filler, then sanding and buffing back to a suitable finish. That is useful, but it is deliberately limited. It describes small defects and finish repair. It does not say that body filler turns a weak laminate into a structural part, and it does not say that every void or bubble can be made acceptable by smoothing the surface.

Use this distinction during inspection. If a small cosmetic chip has loose gel at the surface, the repair path may be simple. If a defect exposes loose fibres in a loaded area, or if a void sits where the first fabric layer should be pressed hard against the outer surface, you are no longer just doing finish work. You are reading a laminate-quality clue.

The most dangerous mistake is to call every visible defect cosmetic because you know how to sand and fill. Filler can restore surface continuity and appearance. It does not recreate fibre placement, fibre volume, consolidation pressure, or the local lay-up that should have existed in the cured part. For bodywork, that may be enough. For a wing mount, suspension-adjacent part, or high-load aero structure, it may not be.

Pass four: corners, curves, and bridging

The glossary definition in the bonded corpus describes bridging as material failing to go into a mould corner and forming a bridge across it instead. That is one of the key pre-install defects you are trying to catch. Bridging is not just a shape error. It is a place where the laminate did not sit where the part geometry demanded it, which can leave a void, weak corner, or poor fit.

The vacuum-bagging material also teaches the same lesson from the process side. Before lamination, the mould should be free from sharp corners or spikes that might puncture the vacuum bag, and the bag should be able to conform to both the laminate side and reverse side. Release film must be worked into tight corners with no bridging. These process warnings translate directly into inspection cues. Look at tight corners, returns, recesses, ribs, flanges, and moulded bosses. Ask whether the fibres actually followed the corner or whether the surface spans across it.

Carbon fabric deserves extra suspicion in tight curvature. McBeath notes that carbon fibre fabric is stiffer than other fabric types and may be reluctant to conform to tighter curves unless pressure helps press it into place. He explains that pressure from a male mould can help avoid air bubble voids between the first fabric layer and the outer surface or within the laminate. If your part uses stiff fabric and has tight curves, inspect those curves slowly. The defect you are hunting is exactly the one the process was designed to prevent: an air void where the laminate did not consolidate.

A good corner has fabric that appears to live in the corner, not leap across it. The surface should not show a hollow span, trapped bubble, or abrupt unsupported-looking radius. If the part is painted or gel-coated, you may not see every internal issue, but you can still find surface witness marks, distortion, sharp changes in stiffness by hand, or obvious trapped-air features on the backside. If the corner is part of a loaded mount, escalate sooner.

Pass five: backside preparation and future bonding

A composite part often fails inspection because the builder only looks at the outside. The source text explicitly discusses applying peel ply to the back of a laminate or relevant areas if later bonding or lamination will be carried out on the back of the first laminate. It also describes release film placement, overlap, tight-corner coverage, and the need to avoid bridging.

That means the backside is not automatically scrap appearance. If the part will be bonded, tabbed, reinforced, or laminated to another structure, the backside is a working surface. Inspect the areas that will accept adhesive, reinforcement, or secondary laminate. Ask whether the planned bond area was protected and prepared for bonding, whether the surface is contaminated by release material choices, and whether the shape of the backside will allow the next layer or bracket to sit where it should.

Do not confuse a rough backside with a bad backside. Some methods do not produce a smooth rear surface, and McBeath notes that this may not matter depending on the component. The key question is functional. If the backside is only an internal non-show surface on a low-load panel, uneven finish may be acceptable. If it is where a bracket, tab, or second laminate must bond, surface condition and corner conformity matter.

Pass six: local reinforcement and hard points

Installation usually loads a composite part through small areas. That is why you inspect hard points separately from the rest of the skin. McBeath's nosecone example is clear: aerofoil attachment points need reinforcement. Moulded bosses for metal tubes need reasonable thickness, not less than three or four layers total. If wings or flaps bolt through the sides of a nosecone, local reinforcement can be added with thin plywood bonded inside the main plies and laminated over with additional CSM. If the sides are curved, plywood may not work, and pre-curved sheet steel or aluminium may be considered, with the note that aluminium will not bond as well in a polyester resin matrix.

For inspection, translate that into a hard-point checklist. Where does the load enter. Is there actually local reinforcement. Does the reinforcement cover the load area, or does the bolt land at the edge of it. Is the boss thick enough for the job described by the lay-up plan. Are the surrounding plies smooth and bonded, or do they show voids and dry-looking edges. Is the hard point in a tight curve where stiff fabric might not have conformed. Is the backside reachable, inspectable, and prepared.

This is where intermediate builders often get caught. The broad panel may look beautiful, and the car may accept the part easily, but the fastener area is doing the work. A wing flap bolted through an unreinforced skin, a duct bracket pulling on a thin unsupported corner, or a nose boss with visible voiding is not ready just because the exterior finish is good.

Pass seven: fit and access without forcing the laminate

The bonded chunks do not provide a formal installation-fit standard, but they do give process clues. McBeath discusses moulds that can be difficult to laminate because the builder has to reach inside them, and he describes making main areas separately, then joining mould sections and laminating over the joints. He also notes that final strength in such a component will not be quite as good, though the difference may be insignificant in most non-critical components.

When you inspect before installation, look at joined areas and seams with that in mind. A part made in stages can be completely serviceable, especially for non-critical uses, but the joints deserve attention. Inspect the overlap strips, internal corners, and any area where the main plies were butted and reinforcement was added over the joint. If installation requires forcing the part into shape, the joint and corners will be the first places to question.

Do not use the car as a clamp to make a questionable laminate become the right shape. A part that only fits under fastener stress is already carrying installation load before it sees track load. The corpus does not give a numerical acceptance limit, so the honest rule is conservative: if fitting the part hides or worsens a visible laminate defect, stop and resolve the defect before installation.

Worked example: a glass CSM nosecone before wing installation

Imagine you have released a glass CSM nosecone and are preparing to mount an aerofoil. The outside face is presentable, but this inspection is not about shine. Start at the perimeter. The spiky overlaps should be trimmed, the cut edges cleaned and smoothed, and the gel coat should not be cracked or flaking from rough cutting. If the nosecone has internal side-to-base corners, look for overlap reinforcement where the main plies meet. The source describes using 50mm strips of CSM along internal corners so the sides and base are well bonded together.

Now move to the wing loads. If the aerofoil is carried by metal tubes mounted in moulded bosses, inspect the bosses as their own components. McBeath says they need to be reasonably thick and not less than three or four layers in total. If the wing or flap bolts through the side of the nosecone, inspect the local reinforcement inside the skin. The source allows thin plywood reinforcement bonded to the inside of the main plies and laminated over with another layer or two of CSM, while warning that plywood will not suit curved sides and that aluminium does not bond as well in polyester resin.

Your decision should separate three outcomes. If the broad skin looks good but a cosmetic chip exists away from the mount, a minor finish repair may be reasonable. If the nosecone feels too flimsy in a broad non-critical area, the source allows adding reinforcement or ribs, while reminding you not to add excess weight blindly. If the aerofoil hard point has voids, missing reinforcement, cracked gel around the boss, or an uncertain bond to an insert, the part is not ready for installation. The wing load is exactly the kind of local demand that makes a small defect matter.

Worked example: a carbon aerofoil half with tight curvature

Now picture a carbon aerofoil top or bottom half made in a matched-mould or pressure-assisted process. The part looks clean at first glance, but the critical inspection area is the tight curvature where stiff carbon fabric may have resisted conformity. McBeath says carbon fabric is stiffer than other fabric types and that pressure from a male mould can help press stiff fibres into tighter curves. The same passage warns about air bubble voids between the first fabric layer and the outer surface or within the laminate.

Do not inspect this part like a flat panel. Follow the leading edge, tight radii, trailing-edge returns, and any moulded features. Look for places where the laminate appears to bridge across the corner rather than sit into it. Look for surface witnesses of trapped air. Check the back side where possible, because a good outside surface can still distract you from a poor reverse-side detail. If the aerofoil will be highly loaded, treat uncertainty differently than you would on a decorative cover.

The correct intermediate answer is not to invent an acceptance value. The correct answer is to connect the defect to the process and the load. If the part is a low-stress aero shape and the flaw is a minor finish defect away from load introduction, repair may be possible. If the void is in a high-pressure skin, near a mount, or in a tight curve where consolidation was the known challenge, escalate the part instead of installing it because the weave looks impressive.

Worked example: a safety-critical suspension or aero mount

The bonded corpus draws a hard line around safety-critical work. For suspension links and aerofoil mounts, McBeath says quality standards have to be set very high. He also describes professional quality assurance using laminate coupons cured at the same time as the component and then tested to establish that the component will perform to the required standard. Tensile testing and corner test rigs appear in the professional context.

For your inspection, that means a visual pre-install pass can reject a safety-critical composite part, but it may not be enough to accept one. If you see voids, suspect cure, missing reinforcement, cracked edges, or hard-point uncertainty, the part fails the workshop inspection immediately. If you see no visible defects but the part is a suspension link, steering track rod, highly loaded aerofoil mount, or other safety-critical composite, the question becomes whether the part came from a process with the right quality assurance.

That is not fear. It is matching the inspection method to the consequence of failure. The bonded corpus says structural adhesives in professional tests may be so effective that the composite or metal part fails before the bond, which is another reminder that the system must be designed and verified, not merely glued and hoped for. If you cannot trace the laminate quality, reinforcement, cure, and load path for a safety-critical part, do not let a clean surface talk you into installing it.

The pre-install decision tree

At the end of inspection, do not leave yourself with a vague feeling. Put the part into one of four categories.

The first category is ready to install. The laminate has no unexplained cure issue, edges are trimmed and smoothed, corners show no visible bridging or voids, backside bonding areas are appropriate for the next operation, hard points have the expected reinforcement, and the component duty is compatible with the inspection confidence you have.

The second category is minor finish repair before installation. This is where the source's small-defect repair guidance belongs: remove loose gel or fibres, fill a minor surface defect, sand and finish, then re-inspect. Keep this category honest. It is for defects that do not challenge the lay-up, consolidation, hard point, or safety-critical duty.

The third category is reinforce or rework before installation. This fits a non-critical or semi-structural component that is otherwise sound but too flimsy for its job, missing local reinforcement, or needing added ribs or layers in a defined area. The nosecone example supports returning a flimsy component to the mould and adding reinforcement, while also warning against unnecessary weight.

The fourth category is escalate or reject. Use it for suspect cure, significant voiding, bridged loaded corners, hard-point defects, safety-critical structures, suspension-related composites, highly loaded aerofoil mounts, and anything whose acceptance would require professional testing or analysis. This category overlaps the sibling lessons on repair-or-replace and outsourcing, but here the trigger is specific: the pre-install inspection found a defect or duty that exceeds the shop inspection.

Drill: the three-pass laminate gate

At your next build session, run this drill on three composite parts before any of them goes on the car. The count is three parts or three separate install zones if you only have one large part. The time target is 20 minutes per part for the first pass through the drill. Do not rush it into a five-minute glance until the sequence becomes automatic.

Pass one is surface and cure. Inspect the gel side and back side for wrinkles, uncured-looking patches, loose gel, loose fibres, and finish defects. Mark each finding with removable tape and classify it as cosmetic, cure concern, or unknown. Success for this pass means no defect remains unnamed.

Pass two is edge and geometry. Walk the full perimeter, every tight corner, every return, every rib, and every joined area. Look for cracked or flaking gel at cuts, fibre spikes, rough trimming, bridging across corners, and air-bubble evidence in tight curvature. Success means every edge is either ready, scheduled for cleanup, or rejected for deeper concern.

Pass three is load introduction. Inspect every fastener zone, boss, bonded tab, aerofoil mount, bracket area, and local reinforcement patch. Name what load enters there and what reinforcement carries it. Success means every hard point has an install decision: ready, minor repair, add defined reinforcement, or escalate. If you cannot name the reinforcement at a hard point, the drill result is not ready.

The drill is complete only when you write one sentence per part: install, minor finish repair, reinforce or rework, or escalate. That sentence must include the reason. A part does not pass because it looks nice. It passes because the inspection found no unexplained defect for the job the part will do.

Calibration cues: what better inspection looks like

As you improve, your inspection gets less emotional and more specific. Early on, you may only notice whether a part looks good. Later, you begin to say where the laminate might be weak, why that area matters, and whether the defect belongs to finish, cure, consolidation, trimming, bonding, or load introduction.

A good cue is that your findings become located. Instead of saying the part has a bad spot, you say the left-side wing boss has visible voiding around the radius, or the lower return has fibre spikes and gel flake from trimming, or the backside bond area was not prepared for secondary lamination. That level of description lets you make a defensible repair-or-escalate decision.

Another cue is that your rework becomes narrower. You stop adding cloth everywhere and start reinforcing where the load enters. You stop filling every visible defect with body filler and start asking whether the defect is only surface damage. You stop trusting the show face and start checking the backside and hard points. You also become quicker to stop when the component crosses into safety-critical territory.

Common mistakes

Mistake one is inspecting only the pretty side. The outer gel face matters, especially if it is the finish, but the back side may be where bonding or secondary laminate must happen. Good inspection looks at both sides and treats future bond areas as working surfaces.

Mistake two is calling voids cosmetic. Air bubble voids in a tight curve or first fabric layer are process defects. Good inspection asks whether the void is in a loaded area, a tight radius, a hard point, or a high-stress aero skin before deciding it is minor.

Mistake three is hiding edge damage under installation. Spiky overlaps, cracked gel from cutting, loose fibres, and rough cut edges should be cleaned and inspected before the part is fastened to the car. Good inspection leaves the edge smooth enough that it is not a damage starter or service hazard.

Mistake four is using filler as structure. The source supports filling small defects after loose gel or fibres are removed, then sanding and finishing. It does not support treating body filler as a substitute for missing fibre, poor consolidation, or hard-point reinforcement. Good inspection keeps finish repair separate from laminate acceptance.

Mistake five is overbuilding instead of diagnosing. If a part feels flimsy, extra reinforcement or ribs may be appropriate, especially before installation. But the source also reminds you that competition composite parts exist to be light enough for the job. Good inspection identifies the actual weak zone and reinforces deliberately.

Mistake six is accepting safety-critical parts by appearance alone. Professional composite suspension parts, high-downforce aerofoils, aerofoil mounts, and monocoque structures belong to a higher standard. Good inspection can reject them visually, but acceptance may require professional process evidence, quality assurance, coupons, or test capability.

Cross-references inside this module

This lesson stops at inspection. When the inspection produces a borderline finding, move to the sibling lesson on conservative repair-or-replace decisions. When the finding involves a material mismatch or the way composites fail differently from steel, use the failure-mode lesson. When the part is a rollover structure, suspension component, or other safety-critical assembly, the rule-and-analysis and outsourcing lessons become the controlling skills.

The important part is not to blur the boundaries. You inspect the laminate so the right next decision becomes obvious. A clean cosmetic repair does not make a safety-critical laminate verified. A beautiful outer surface does not prove the hard point is reinforced. A part that is light and neat is still not ready if the defect you found sits in the load path.

Final standard

Before the laminate goes on the car, you should be able to answer four questions. What job will this part do. What defects did you find. Which defects are only finish, and which suggest cure, consolidation, edge, bond, or reinforcement problems. What evidence makes installation acceptable for this component's duty.

If you can answer those questions and the part's duty matches your inspection confidence, install it. If you cannot answer them, the part is not ready. Composite inspection is not about sounding expert. It is about refusing to let a hidden process defect become a track problem.

Worked example: glass CSM nosecone before wing installation

A released glass CSM nosecone should be inspected from the perimeter inward. The spiky overlaps should be trimmed, the cut edges smoothed, and the gel coat checked for cracking or flaking from the cut. Internal corners deserve their own look because the source describes 50mm CSM strips along side and base joints where main plies meet. The aerofoil attachment points then become the main inspection target. Moulded tube bosses need enough laminate thickness, and wing or flap bolts through the side need local reinforcement inside the skin. A cosmetic chip away from the mount may be minor. Voids, missing reinforcement, or cracked laminate around the aerofoil load path are not ready for installation.

Worked example: carbon aerofoil half with tight curvature

A carbon aerofoil half can look clean while still hiding the exact defect carbon fabric is prone to in tight shapes. The corpus says carbon fabric is stiffer than other fabric types and can resist conforming to tighter curvature. Pressure from a male mould helps press the fibres in and avoid air bubble voids between the first layer and the outer surface or within the laminate. Inspection therefore slows down at the leading edge, returns, tight radii, and mount-adjacent curves. A low-stress finish flaw may be repairable, but a void in a high-load aero skin or near a mount should be escalated rather than installed.

Worked example: safety-critical suspension or aero mount

For a suspension link, steering track rod, high-downforce aerofoil mount, or similar safety-critical composite, visual inspection is mainly a rejection tool. The source describes high standards for safety-critical composites, professional quality assurance, coupons cured with the component, and load-test equipment. If you find visible voids, suspect cure, poor hard-point reinforcement, or edge damage in the load path, the part fails the workshop inspection. If you find no visible defect, that still does not prove acceptance unless the process and verification behind the part match the duty.

Common mistakes

The common errors are predictable. Builders inspect only the show side and miss backside bond areas. They treat voids as cosmetic even when the void is in a tight corner or hard point. They hide rough trimming under installation instead of cleaning and re-inspecting the edge. They use filler as if it replaced missing fibre or poor consolidation. They add cloth everywhere instead of diagnosing the weak zone. They accept safety-critical composite parts by appearance alone. Good inspection keeps finish, laminate quality, reinforcement, and component duty separate.

Drill: the three-pass laminate gate

Run the drill on three composite parts or three install zones. Spend 20 minutes per part. Pass one is surface and cure: mark gel defects, loose fibres, wrinkles, and uncured-looking patches. Pass two is edge and geometry: walk the perimeter, returns, corners, ribs, and joints for trimming damage, bridging, or voids. Pass three is load introduction: inspect every boss, bracket, bonded tab, fastener area, and reinforcement patch. The success criterion is one written decision per part: install, minor finish repair, reinforce or rework, or escalate, with the reason named.

When this principle breaks down

This lesson does not authorize professional acceptance of critical composites by workshop eyesight. The bonded corpus does not provide tap-test standards, ultrasonic methods, manufacturer repair limits, proof-load targets, or torque criteria. When the component is safety critical, highly loaded, or impossible to classify from visual and tactile inspection, the correct use of the principle is to stop and escalate. The inspection has still done its job because it has identified that the needed evidence is beyond the shop process.

Author Review

No quiz questions are attached to this lesson.

Sources

#	Document	Chunk	Pages	Score	Collection
1	Competition Car Composites Simon McBeath	13ad50d9-320e-9ff6-b6a1-35cebddda495	111	1	uio_books_raw_v1
2	Competition Car Composites Simon McBeath	b0b6aa95-bae6-f58f-78aa-3010e487b00a	133	1	uio_books_raw_v1
3	Competition Car Composites Simon McBeath	88cdfe24-5210-0658-555d-fdf9a66a799c	100	1	uio_books_raw_v1
4	Competition Car Composites Simon McBeath	2afc9093-4cdd-d995-d340-aac602fd741a	176	1	uio_books_raw_v1
5	Competition Car Composites Simon McBeath	0417d4d8-2df3-87dd-a347-0684c8b7e5b5	178	1	uio_books_raw_v1
6	Competition Car Composites Simon McBeath	e493d9fa-3b52-2c3b-5bc4-8ddf5343ec5d	144	1	uio_books_raw_v1
7	Competition Car Composites Simon McBeath	29174e7e-f85f-b3ed-98d4-f09ab24ba6b3	105	1	uio_books_raw_v1
8	Competition Car Composites Simon McBeath	a92a57d7-66ad-7c18-c969-cf0c0d4005e9	204	1	uio_books_raw_v1