© 2010, P. Joyce

© 2010, P. Joyce

Composite – Materials, Composite – Materials, Manufacturing, and MechanicsManufacturing, and Mechanics

(An Introduction)(An Introduction)

OverviewDefinition and descriptionAdvantages over traditional materialsHistoryChallenges and problemsRecent developments

© 2010, P. Joyce

About the InstructorAbout the InstructorPeter J. Joyce • Assoc. Professor, Mechanical Engineering Dept., U.S. Naval Academy (2005-present)• Asst. Professor, Mechanical Engineering Dept., U.S. Naval Academy (1999-2005)

• Teaching: Composites, Materials Science, Mechanics of Materials, Statics, Dynamics

• Research: Resin transfer molding, Filament winding, Experimental mechanics of composite materials,

Visco-elastic materials characterization of filled polymers. . .• Ph.D. Materials Science & Engineering, UT-Austin

• Effects of defects in FRP laminate composites • M.S. Materials Science & Engineering, UT-Austin

• Development of a technique for characterizing fiber waviness• Teaching Assistant, Dept. of Mechanical Engineering, UT-Austin

• Materials Processing lab• Research Assistant, Dept. of Mechanical Engineering, UT-Austin• B.S. Engineering Mechanics, Univ. of Illinois

• Elevated temperature fracture toughness of MMCs• Valeo Systemes D’Essuyage (1991)• DTRC, Annapolis, Fatigue & Fracture branch (1987-1990)

© 2010, P. Joyce

Evaluation of Automated RTM Processes and Evaluation of Automated RTM Processes and Materials for Naval Aircraft; NAWC-ADMaterials for Naval Aircraft; NAWC-AD

© 2010, P. Joyce

Carbon Fiber / Thermoplastic Overwrap for EM Railgun;

NSWC-DD

© 2010, P. Joyce

Carbon Fiber / Thermoplastic Overwrap for EM Railgun;

NSWC-DD

© 2010, P. Joyce

General DefinitionGeneral Definition

Materials system created by combining two or more individual base materials which provides a specific set of mechanical and physical characteristics.

© 2010, P. Joyce

A Few ExamplesA Few Examples

Fiberglass (glass fibers/polymer matrix) Carbon fiber composites (carbon fibers/polymer matrix) Laminated plywood (wood/adhesive) Corrugated cardboard (paper/adhesive) Steel reinforced concrete (steel rebar/concrete)

© 2010, P. Joyce

What about metal alloys, ceramics?What about metal alloys, ceramics?

Materials Science

A composite is a multiphase material that is artificially made, as opposed to one that occurs or forms naturally. In addition, the constituent phases must be chemically dissimilar and separated by a distinct interface. Thus most metallic alloys and many ceramics do not fit this description because their multiple phases are formed as a consequence of natural phenomena.

© 2010, P. Joyce

Say that againSay that againMETALS

Metals and alloys, two-phased

PLASTICS

Plastics,Polyblends,

Rubber-toughenedpolymers

CERAMICS

Ceramics andGlasses, two-phased

structures (e.g. concrete)

GFRP

CFRP

cermets,MMCs

metal-filledpolymers

CMCs

© 2010, P. Joyce

Advantages of Composite MaterialsAdvantages of Composite Materialsover Traditional Materialsover Traditional Materials

Composites have inherent properties that provide performance benefits over metals. A wide range of fibers and resins are available to select the optimal material combination to meet the structural requirements. Light Weight Resistance to Corrosion Resistance to Fatigue Damage Good Damping Characteristics Low Coefficient of Thermal Expansion Can Tailor the Fiber/Resin Mix to Meet Stiffness/Strength/Manufacturing Requirements Reduced Machining Part Consolidation Allows Reduced Number of Assemblies and Reduced Fastener

Count Tapered Sections and Compound Contours Easily (?) Accomplished

© 2010, P. Joyce

Weight SavingsWeight Savings Weight savings of 25 to 50% are attainable over traditional

materials. Some applications may require thicker composite sections

to meet strength/stiffness requirements, however, a weight savings will still result.

The strength-to-weight and stiffness-to-weight ratios are the primary reasons composites are used.

Material Density (lb/in.3)

Steel 0.29Aluminum 0.10Composites 0.045-0.072

© 2010, P. Joyce

How can we measure the mechanical How can we measure the mechanical advantage of composites?advantage of composites?

Recall PLEA

Mass, M AL

Combining

2 1PLME

E/is called the specific modulus, alternatively use specific strength: ult/

© 2010, P. Joyce

Specific Modulus and Specific StrengthSpecific Modulus and Specific StrengthMaterial Density,

(g/cc)

Modulus, E

(GPa)

Ultimate strength,

(MPa)

Specific modulus(GPa-m3/kg)

Specific strength(MPa-m3/kg)

Steel 7.8 207 648 0.0265 0.0831

Aluminum 2.6 69 276 0.02652 0.1061

QI glass/epoxy 1.8 19 73 0.0105 0.0406

QI carbon/epoxy 1.6 70 276 0.0435 0.1728

Uni glass/epoxy 1.8 39 1062 0.0214 0.5900

Uni carbon/epoxy 1.6 181 1500 0.1131 0.9377

© 2010, P. Joyce

Improved Fatigue ResistanceImproved Fatigue Resistance

The fiber reinforcements provide high resistance to fatigue. The fracture toughness of composites is better than that of

aluminum castings. By their nature, castings basically have built-in notches that can catastrophically fracture under impact. The fiber reinforcement of composites alters this failure sequence; resulting in an increased resistance to impact.

The impact toughness of composites can be maximized by fiber selection, length of fiber and use of tougher resin such as thermoplastics.

© 2010, P. Joyce

Parts ConsolidationParts Consolidation

Consolidating many parts in an assembly into one part is a major benefit gained by using composite materials. It enables the designer to go beyond mere material substitution and produce true composite structures.

The attachment areas of parts are where the majority of failures occur; due to high point loads and stress concentrations. Complex shapes can be produced with composite materials. Fiber reinforcement across the former interfaces ensures adequate strength. Elimination of these interfaces improves the reliability of the structure.

Part consolidation reduces part count, fasteners and assembly time. This reduces weight due to fewer fasteners and thinner parts.

© 2010, P. Joyce

Traditional AirframeTraditional Airframe Future Unitized Future Unitized AirframeAirframe

~ 11,000 Metal Components~ 600 Composite Components~ 135,000 Fasteners

~ 450 Metal Components~ 89% Composite~ 6000 Fasteners

Parts ConsolidationParts Consolidation

© 2010, P. Joyce

What about Cost?What about Cost?

Low cost, high volume manufacturing methods are used to make composites cost competitive with metals.

Tooling costs for high volume production of metals and composites parts are similar.

The production labor time is similar. The higher cost of composite parts is mostly due to high raw

material costs. Selection of the optimal material for the part, not the best material,

will control these costs. Judicious selection of suppliers can minimize the cost penalty.

© 2010, P. Joyce

HistoryHistory WWII –

Sandwich construction used on Mosquito First fiberglass boat molded, no parting agent used (1942) Laminates of cloth-filled phenolic used in bomb tubes and bazooka barrels (1943)

Post War developments Epoxy introduced commercially in the U.S. as an adhesive (1947) Honeycomb fuel cell support panels used in B-36 bomber (1949) First metal-to-metal adhesives used in aircraft primary structures (UK) Experimental Spitfire fuselage fabricated of flax fiber and phenolic resin (UK) Full scale wing spar constructed of flax fiber and phenolic resin for a Bristol

"Blenheim" bomber (UK) High-strength and high modulus, S-glass and boron fibers developed (1960) Graphite fibers become available for research (1964) First application of FRP in high temperature aircraft structure, F-111 (1965) First advanced composite part designed and produced, F-14 (1969)

© 2010, P. Joyce

HistoryHistory Commercial introduction of prepreg materials (1970) Carbon fibers first incorporated by golf club manufacturers (early 1970s) Composite materials widely used in recreational marine craft (1970s) Introduction of first all-composite sandwich panels

First sold to Boeing for use in 747 (1974) Carbon fibers first introduced in rocket motor industry (late 1970s)

First used for the space shuttle solid rocket motor and Trident II (D5) missile PMCs based on epoxy resin used in space applications (1970s and 80s).

Int. modulus carbon fibers standard on Delta II, III, IV, Pegasus and Titan IV (late 1980s) Thermoplastics evaluated for composites applications (early 1980s) Airbus Industrie offers the A310 with a vertical stabilizer made from carbon-toughened epoxy

(1985) Cyanate ester resin introduced in 1990s. For higher temperature applications Bismaleimide (BMI) resin systems are

increasingly being used (1990s). Tailplane for the Boeing 777 is made almost exclusively from carbon/toughened epoxy prepreg

(1994) Mercedes-Benz do Brasil introduces headrest reinforced with coconut fibers. DaimlerChrysler adding flax, sisal, coconut, cotton, and hemp to upholstery, door paneling,

and rear panel shelf of Mercedes-Benz C-Class.

© 2010, P. Joyce

Horten Nurflugel, 1936Horten Nurflugel, 1936((Nothing But WingNothing But Wing))

Ho V a Photo from Nurflügel, by P. F. Selinger and Dr. R. Horten

Experimental two-seater fighterWings constructed entirely from synthetic materials

(“Mipolan” and “Astralon” developed by Dynamit AG), consisted mainly of phenol resins with paper filler.

Plagued by • problems with CTE mismatch, • glue would dissolve varnish,• insufficient stiffness of molded parts.

Ultimately synthetic materials abandoned b/c manufacture too time intensive

© 2010, P. Joyce

Horten Nurflugel, 1936Horten Nurflugel, 1936

Ho V b (steel and wood construction), photo from Nurflügel, by Peter F. Selinger and Dr. Reimar Horten

© 2010, P. Joyce

F-111 AardvarkAardvark(the original Tactical Fighter Experimental (TFX))(the original Tactical Fighter Experimental (TFX))

F-111: multipurpose tactical bomber capable of supersonic speeds. F-111A first flown 1964, operational aircraft first delivered, 1967, used for tactical bombing in SE Asia.

F-111B (Navy mod) canceled prior to production.

F-111C flown by Royal Australian Air Force.

F-111D, improved avionics, newer turbofan engines

F-111E, modified air intake capable of speeds up to Mach 2.2

Used by RAF in Operation Desert Storm.

F-111F, improved Turbofan engines (35% more thrust, Mach 2.5),

Also improved weapons targeting system (Pave Tack)

Flown in combat over Libya (1986).

Used for night bombing in Iraq (1991).

F-111G, converted FB-111A, used for training only.

© 2010, P. Joyce

F-111 and the Boron/Epoxy BandAidF-111 and the Boron/Epoxy BandAid

Crashes in early production aircraft, attributed to fatigue cracks in the forged-steel wing-pivot fitting.

Instead of thickening the plate, Northrop Grumman used a boron/epoxy doubler (BandAid).

Achieved a 21% cost savings vs. redesign (1968)

First cost effective application of advanced composite materials.

Photo courtesy of Specialty Materials

© 2010, P. Joyce

Fighter AircraftFighter Aircraft

AV/8B Harrier II Plus (McDonnell Douglas)

© 2010, P. Joyce

F/A-18E Materials UtilizationF/A-18E Materials Utilization

© 2010, P. Joyce

Fighter Aircraft - Composites Fighter Aircraft - Composites UtilizationUtilization

This drawing is generic, to allow the maximum number of potential composite applications

to be identified. The drawing is not intended to represent a specific aircraft.

(http://www.hexcelcomposites.com/Markets/Markets/Aerospace/Defense.htm)

1 - Radar Transparent Radome: Epoxy or BMI prepreg or RTM resins and woven preforms (socks)2 - Foreplane Canard Wings: Epoxy carbon prepregs3 - Fuselage Panel Sections: Epoxy carbon prepregs. Non-metallic honeycomb core and Redux adhesives

4 - Leading Edge Devices: Epoxy carbon and glass prepregs5 - Fin Fairings: Epoxy glass and carbon prepregs6 - Wing Skins and Ribs: Epoxy carbon and glass prepregs7 - Fin Tip: Epoxy/quartz prepregs8 - Rudder: Epoxy carbon prepreg9 - Fin: Epoxy carbon/glass prepreg10 - Flying Control Surfaces: Epoxy carbon and glass prepregs. Honeycomb core material and Redux adhesives

© 2010, P. Joyce

Fighter Aircraft – Composites Fighter Aircraft – Composites UtilizationUtilization

1 Radar Transparent Radome: Epoxy or BMI prepreg or RTM resins and woven preforms (socks)

2 Foreplane Canard Wings: Epoxy carbon prepregs3 Fuselage Panel Sections: Epoxy carbon prepregs. Non-metallic honeycomb core

and Redux adhesives4 Leading Edge Devices: Epoxy carbon and glass prepregs5 Fin Fairings: Epoxy glass and carbon prepregs6 Wing Skins and Ribs: Epoxy carbon and glass prepregs7 Fin Tip: Epoxy/quartz prepregs8 Rudder: Epoxy carbon prepreg9 Fin: Epoxy carbon/glass prepreg10 Flying Control Surfaces: Epoxy carbon and glass prepregs. Honeycomb core

material and Redux adhesives

© 2010, P. Joyce

Experimental AircraftExperimental Aircraft

X-29 (1984-1992)— first aircraft to take advantage of aeroelastic tailoring using composite materials.

© 2010, P. Joyce

Civil AircraftCivil Aircraft Composites accounted for about 5% of the dry weight

of the original model of the Boeing 737. This figure has risen to almost 20% of the dry weight

of the new Airbus A340. Virtually all that can be seen externally of a modern

civil aero-engine is composite, and composite materials represent some 10% of an engine’s total weight.

The newest application for composites in civil aircraft primary structures is the Airbus keel beam, made from carbon fiber prepreg.

© 2010, P. Joyce

Civil Aircraft – Composites Civil Aircraft – Composites UtilizationUtilization

This drawing is generic, to allow the maximum number of potential composite applications

to be identified. The drawing is not intended to represent a specific aircraft.

(http://www.hexcelcomposites.com/Markets/Markets/Aerospace/Civil.htm)

© 2010, P. Joyce

Civil Aircraft – Composites Civil Aircraft – Composites UtilizationUtilization

1 Radome: Specialized glass prepregs. Flexcore® honeycomb 2 Landing Gear Doors and Leg Fairings: Glass/carbon prepregs,honeycomb and Redux

bonded assembly. Special process honeycomb. 3 Galley, Wardrobes, Toilets: Fabricated Fibrelam panels 4 Partitions: Fibrelam panel materials 5 Wing to Body Fairing: Carbon/glass/aramid prepregs. Honeycombs. Redux

adhesive. 6 Wing Assembly: (Trailing Edge Shroud Box) Carbon/glass prepregs. Nomex® honeycomb. Redux bonded assembly 7 Flying Control Surfaces - Ailerons, Spoilers, Vanes, Flaps: Glass/carbon/aramid prepregs. Honeycomb. Redux adhesive 8 Passenger Flooring: Fibrelam panels 9 Engine Nacelles and Thrust Reversers: Carbon/glass prepregs. Nomex® honeycomb. Special process parts. 10 Pylon Fairings: Carbon/glass prepregs. Bonded assembly. Redux adhesives

© 2010, P. Joyce

Civil aircraft – Composites Civil aircraft – Composites UtilizationUtilization

11 Winglets: Carbon/glass prepregs 12 Keel Beam: Carbon prepregs13 Cargo Flooring: Fibrelam panels14 Flaptrack Fairings: Carbon/glass prepregs. Special process parts15 Overhead Storage Bins: prepregs/fabricated Fibrelam panels16 Ceiling and Side Wall Panels: Glass prepregs17 Airstairs: Fabricated Fibrelam panels18 Pressure Bulkhead: Carbon prepregs19 Vertical Stabilizer: Carbon/glass/aramid prepregs20 Rudder: Carbon/glass prepregs. Honeycomb bonded assembly21 Horizontal Stabilizer: Carbon/glass prepregs22 Elevator: Carbon/glass prepregs. Honeycomb bonded assembly23 Tail Cone: Carbon/glass prepregs

© 2010, P. Joyce

Airbus A380 – Composites UtilizationAirbus A380 – Composites Utilization

(More examples)

© 2010, P. Joyce

Airbus A380 – Airbus A380 – the Challenge to Make Weightthe Challenge to Make Weight

Thermoplastics are becoming the standard method of making small brackets and ribs

“Welded” thermoplastic structure will be used on the wing leading edge along the full span

Resin infusion processes are being used for the ribs of the vertical stabiliser, the rear pressure bulkhead and some wing panels

The continuous pultrusion of constant sections is being extended from the “T” stiffeners in the vertical stabiliser of existing aircraft to the massive 23’ long by 10” thick “I” sections of the upper floor beams.

© 2010, P. Joyce

Boeing 787 DreamlinerBoeing 787 Dreamliner

© 2010, P. Joyce

Aero-enginesAero-engines Rolls-Royce RB108 was one of the first aero-engines to be manufactured using

composites technology (early 1950s). glass fiber compressor rotor blades and casings

Modern engine nacelles and thrust reversers include many major composite components (50% by volume carbon fiber epoxy prepreg)

Aluminum is still often selected for the forward inlet and fan cowls, which are more susceptible to damage.

The GE90 developed for the 777 is the first large commercial turbofan to use epoxy/carbon composite first stage compressor blades (1990s)

Other components within the engine, such as guide vanes and fairings, are also converting to composites (1990s).

© 2010, P. Joyce

Aero-engines – composites Aero-engines – composites utilizationutilization

1- Electronic Control Unit Casing: Epoxy carbon Prepregs2 - Acoustic Lining Panels: Carbon/glass Prepregs, high temperature adhesives, aluminum honeycomb3 - Fan Blades: Epoxy carbon Prepregs or Resin Transfer

Molding (RTM) construction4 - Nose Cone: Epoxy glass prepreg, or RTM5 - Nose Cowl: Epoxy glass prepreg or RTM construction6 - Engine Access Doors: Woven and UD carbon/glass

prepregs, honeycomb and adhesives7 - Thrust Reverser Buckets: Epoxy woven carbon

prepregs or RTM materials, and adhesives8 - Compressor Fairing: BMI/epoxy carbon prepreg.

Honeycomb and adhesives9 - Bypass Duct: Epoxy carbon prepreg, non-metallic

honeycomb and adhesives10 - Guide Vanes: Epoxy carbon RFI/RTM construction

© 2010, P. Joyce

Polaris A2Polaris A2Submarine Launched Ballistic MissileSubmarine Launched Ballistic Missile

Polaris A2 (1962) achieved a 50% increase in range through Development of an

improved propellant Lightweighting of

components (Hercules) 2nd stage - Glass

filament wound motor chamber

© 2010, P. Joyce

Polaris A3Polaris A3Submarine Launched Ballistic MissileSubmarine Launched Ballistic Missile

Third generation Polaris A3 (1964) first SLBM to achieve 2500 nm range.All composite construction

1st stage -Fiberglass motor case2nd stage – Fiber glass motor case

Improved propellant

© 2010, P. Joyce

Trident II D-5Trident II D-5 Three-stage, solid propellant,

inertially guided FBM with a range of more than 4,000 nautical miles

All three stages of the Trident II are made of lighter, stronger, stiffer graphite epoxy, whose integrated structure mean considerable weight savings .

First deployed in 1990.

© 2010, P. Joyce

Space ShuttleSpace Shuttle In 1974, NASA choose ATK

Thiokol to design and build the solid rocket motors that would boost the fleet of orbiters from the launch pad to the edge of space.

Maiden flight of in 1981 (Columbia) Space Shuttle reusable solid rocket

motor (RSRM) is the largest solid rocket motor to ever fly, also the first designed for reuse, and the only one rated for human flight.

© 2010, P. Joyce

Delta II - Medium Launch VehicleDelta II - Medium Launch Vehicle

Intermediate modulus carbon fibers standard on rocket motor cases used on expendable launch vehicles late 1980’s.

Delta II

© 2010, P. Joyce

Titan IVTitan IV

Intermediate modulus carbon fibers standard on rocket motor cases used on expendable launch vehicles late 1980’s.

© 2010, P. Joyce

Composites Target Tactical MissilesComposites Target Tactical Missiles

Superior strength-to-weight ratio of composites has made them the material of choice for a modestly growing number of aerodynamic surfaces and structural components.

Two other factors are beginning to drive additional R & D.

1) Composites are now cost competitive with metals2) Composites offer improved performance under fire

(insensitive munitions)

© 2010, P. Joyce

Joint Common Missile (JCM), Joint Common Missile (JCM), Lockheed MartinLockheed Martin

New extended range, advanced air-to-ground missile system to replace Hellfire, Longbow and Maverick systems

Insensitive munitions drive motivated the design of a filament wound composite rocket motor casing. Pressurization and failure characteristics (leak before burst) allow

propellant to escape and burn in a more controlled fashion, which minimizes collateral damage

Lockheed studying composite design for Cylinder-and-dome-shaped “seeker” housing Cylindrical warhead housing Anticipated 25-30% reduction in weight

© 2010, P. Joyce

JAVELIN Antitank Weapon System, JAVELIN Antitank Weapon System, Raytheon Missile SystemsRaytheon Missile Systems

Medium range fire-and-forget missile used in Iraq and Afghanistan

Four major composite components Guidance electronic unit Mid-body housing Control actuator skin Aft bearing ring All cylindrical components

with critical cutouts and features

© 2010, P. Joyce

Tactical Missiles – the Future of Tactical Missiles – the Future of Composites ImplementationComposites Implementation

In addition to weight savings, composites appeal to missile builders in areas where they offer special featuresRadomes and secondary structures with complex

shapes and significant aeroloadingSpecialized applications

Aeroelastic tailoring to inhibit flutterActive damping systemsSmart materials

© 2010, P. Joyce

RotorcraftRotorcraft NH 90 and Tiger

complete composite structures with carbon/glass hybrid prepreg engine fairings, glass prepreg blades and a structure (fuselage, cockpit and tail boom) built in 180°C curing carbon prepreg.

Tiger stubwing crossbeam manufactured by RTM using 125°C curing epoxy

© 2010, P. Joyce

RotorcraftRotorcraft

Eurocopter EC 135 Fully shrouded fan and tail boom

(fenestron) built with Hexcel’s 180°C self-adhesive, self-extinguishing prepreg with a carbon/glass hybrid woven reinforcement.

Rotor blades for the EH 101, Lynx and Sea King helicopters contain a specially machined honeycomb core for low weight and superior stiffness. Super Lynx Firing Sea Skua

© 2010, P. Joyce

PERCENT OF STRUCTURAL WEIGHT

ALUMINUM 33.9%

STEEL 22.8%

TITANIUM 1.6%

CARBON/EPOXY 0.8%

GLASS/EPOXY 13.9%

OTHER 27.0%

TOTAL 100%

UH1-Y Twin Huey (4BN) Materials UH1-Y Twin Huey (4BN) Materials BreakdownBreakdown

((PRELIMINARY)PRELIMINARY)

S2 Glass/8552 Toughened EpoxyUsed in Rotor Blades and Yokes

S2 Glass/IM-7 Carbon/8552 Toughened Epoxy Used in Rotor Blades and Yokes

AS-4 Carbon/3501-6 EpoxyUsed in Fuselage Panels

Prepared by BHTI Materials & ProcessesDept. 81, Group 25 - 10/24/97

© 2010, P. Joyce

PERCENT OF STRUCTURAL WEIGHT

ALUMINUM 32.9%

STEEL 25.5%

TITANIUM 3.0%

CARBON/EPOXY 1.9%

GLASS/EPOXY 16.3%

OTHER 20.4%

TOTAL 100%

AH-1Z Cobra (4BW) Materials AH-1Z Cobra (4BW) Materials BreakdownBreakdown

((PRELIMINARY)PRELIMINARY)

S2 Glass/8552 Toughened EpoxyUsed in Rotor Blades and Yokes

AS-4 Carbon/3501-6 EpoxyUsed in Fuselage Panels

Prepared by BHTI Materials & ProcessesDept. 81, Group 25 - 10/24/97

S2 Glass/IM-7 Carbon/8552 Toughened Epoxy Hybrid

Used in Rotor Blades and Yokes

© 2010, P. Joyce

V-22V-22

© 2010, P. Joyce

V-22 EMD/LRIP Materials V-22 EMD/LRIP Materials BreakdownBreakdown

AS4/3501-6 PW Fabric LaminateIM6/3501-6 Tape & AS4/3501-6 CSW Fabric Hybrid Laminate

S-2/8552 Tape & Towpreg and IM7/8552 TapeIM7/8552 Slit Tape Grip w/ S-2 & IM7/8552 Tape & Towpreg Hybrid of IM6/3501-6 Tape & AS4/3501-6 PW Fabric Laminate

Fiber-Placed IM7/8552 Towpreg SandwichFiber-Placed IM6/3501-6 Towpreg LaminateHand Placed AS4/3501-6 CSW Fabric Laminate

OtherAluminumIM7/8552 Towpreg

© 2010, P. Joyce

Unmanned AircraftUnmanned Aircraft

Global Hawk UAV (Northrop Grumman)

X-45A UCAV (Boeing Phantom Works)

© 2010, P. Joyce

Unmanned AircraftUnmanned Aircraft

Helios UAV (NASA Dryden)

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Unmanned AircraftUnmanned Aircraft

X-50A Canard Rotor Wing UAV (Boeing Dragonfly)

© 2010, P. Joyce

Satellite Hardware – Composite Satellite Hardware – Composite UtilizationUtilization

1- Solar Panels : Epoxy carbon prepregs, aluminum honeycomb, film adhesive2 - Reflectors Antennae : Epoxy/aramid prepreg, cyanate carbon prepreg, aramid/aluminum honeycomb3 - Satellite Structures : Carbon prepreg, aluminum honeycomb, film adhesive

© 2010, P. Joyce

Performance sailboats – composite Performance sailboats – composite utilizationutilization

1 - Sails: Carbon fiber tow for stiffening. 2 - Rudders: Carbon Glass, Woven/UD. Nomex* honeycomb.3 - Sail Battens: Glass/carbon prepregs.4 - Hardware: Carbon fiber composites.5 - Hull & Deck: Carbon/glass prepreg. Nomex* honeycomb, film adhesive.6 - Keel: Carbon/glass Prepregs (monolithic).7 - Mast and Spars: UD carbon tape, Woven carbon, Prepreg.8 - Interior fittings and bulkheads: Hexlite® Panels.

© 2010, P. Joyce

© 2010, P. Joyce

Naval Applications (Marine)Naval Applications (Marine)

© 2010, P. Joyce

Wind Energy IndustryWind Energy Industry

Wind power is the world’s fastest growing energy source. The latest wind turbines are designed with rotors up to 110m in diameter and are capable of generating up to 5MW of power.

Operating at this level of efficiency requires materials that combine light weight with great stiffness, strength and durability. These requirements are met with sandwich composite materials, increasingly carbon fiber composites.

© 2010, P. Joyce

Automotive ApplicationsAutomotive Applications

© 2010, P. Joyce

Trek bicycle frames – composites Trek bicycle frames – composites utilizationutilization

1 - Honeycomb made with Aramid® Paper: The strong, shapable material that makes the Y frame possible.2 - Carbon Prepreg

© 2010, P. Joyce

Unique direction-specific strength

Allows spot-tuning for extra rigidity in some parts - shock-dampening flex in others.

Maximum strength-to weight ratio

Frames made with carbon prepreg weigh just 2.44 lbs. (1.11 kg), but are incredibly strong..

Trek bicycle frames – composites Trek bicycle frames – composites utilizationutilization

© 2010, P. Joyce

Consumer Products –Composites Consumer Products –Composites UtilizationUtilization

© 2010, P. Joyce

Where Do We Go From Here?Where Do We Go From Here?

OpportunitiesJSFUAV, J-UCASMarine Apps

DisastersNASA X-34 Reusable Launch VehicleAmerican Airlines A300, Jamaica Bay, NYNASA SST TPS

© 2010, P. Joyce

Further ReadingFurther Reading Hexcel website, www.hexcelcomposites.com Reinforced Plastics website, www.reinforcedplastics.com “Wright Brothers legacy flying high,” Reinforced Plastics, April,

2003, pp. 18-24. “The Evolving Nature of Aerospace Composites,” Griffith, J.M., in

Proceeding of the 34th International SAMPE Technical Conference – 2002 M&P - Ideas to Reality, Vol. 34, 2002, pp. 1-11.

“A Brief History of Composites in the U.S. – The Dream and the Success,” Scala, E.P., Journal of Materials, February, 1996, pp. 45-48.

“Innovation in Aircraft Structures – Fifty Years Ago and Today,” Hoff, N.J., AIAA Paper No. 84-0840, 1984.

“Composite Materials in Aircraft Structures,” Hoff, N.J. in Progress in Science and Engineering of Composites, Proceeding of ICCM-IV, Tokyo, 1982, pp. 49-61.

Mechanics of Composite Materials, Jones, R.M., 1999, pp. 37-52.