3rd Generation of Composite Materials for Airframe · Current composite technologies: composites...

3rd Generation of

Composite Materials

for Airframe

June 2015WMF - AIRBUS - 3rd Generation of Composites for Airframe

Procurement

Olivier CauquilSVP Material and Parts Procurement

World Materials Forum

Workshop on Composites

© AIRBUS Operations S.L. All rights reserved. Confidential and proprietary document.

Outline


• Composite use evolution in Airbus

• Current composite technologies

Introduction

• Cost reduction

• Performance & Multifunctionality

• Processability

• Reuse & Recyclability

Composite Airframe – Key development areas

Conclusions


0

10

20

30

40

50

1970 1980 1990 2000 2010

A400M

Co

mp

os

ite

Str

uc

tura

l W

eig

ht

[%]

A300

A310-200

A320

A340-300A340-600

A380

A350During the last 40 years, Airbus has

continuously and progressively

introduced composite technology in

aircrafts, as a result of a successful and

accumulated experience in this field

Composite use in Airbus A/C: a sustained increase


However, continuous R&D effort

in composites is key to maintain

their competition in Airframe

field for future Airbus programs



Material use in Airbus Aircrafts


Overview of current composite technologies for Airframe


Performance benchmark Cost challenge!! Thermoset

Prepreg

(epoxy + CF,

tape / fabric)

Dry CF textile /

Resin (epoxy)

infusion

Thermoplastics

(PEEK/PEKK +

CF prepreg /

tape)

High performance, low use Cost & use increase challenges – Big parts!!

Cost attractive Performance challenge to reach prepreg!!

Process: ATL / AFP lay-up + autoclave curing

Process: dry textile lay-up +

Liquid Resin Infusion + oven /

tool curing

Process: prepreg lay-up

(+oven/autoclave) ; press

forming, injection

moulding…

Primary structure, wide use

Primary structure, still less used than

prepreg

Small parts, secondary structure


Key composite research areas


NEOs –Incremental development

Composite Materials

development

Performance &

Multifunctionality

Damage

tolerance

Conductivity

Damping…

Reuse &

RecyclabilityProcessability

Thermoset:

uncured or

cured

Thermoplastic

Dry Fibers

Lay-up

Curing

NDI, quality

control

…

3rd generation of

COMPOSITE materials

Cost Reduction

Fiber

Matrix

Prepreg

…


Performance – Thermoplastic materials development

WMF - AIRBUS - 3rd Generation of Composites for Airframe

Processing

Tª

Material Basic / technology

development

1st generation

Applications

2nd generation

Application

PEKK – CF (UD

tape) as alternative

to PEEK - CF

(reference)

• Material screening /

characterization

• Processability

evaluation:

• Lay-up processes,

injection moulding,

Over-moulding…

• Welding (US,

Induction, resistance)

• Multifunctionality

integration: electrical

conductivity,

acoustic

attenuation…

• Recyclability

evaluation

Secondary

structure:

Primary

structure as

fuselage / cabin,

wing, …

New

Low melting

polymer

ADVANCED TP

• Thermoplastic

new formulation

integrating multi

functionalities

• Advanced

assembly concept

• In-situ

consolidation

40

0°C

Tow

ard

s long term

30

0°C

Moveables/LE/TE/

HTP/VTP structure

Pylon

TB

D

Floor structure

Towards long term

TRL

3

June 2015


Multifunctional composites: key development

Description / Objective: Integration of non-inherent

composite properties to cover other functions (ex.:

electrical conductivity)

Benefit: they will mean an important step forward in

terms of the main drivers of future aircraft parts,

programs: weight and cost saving

Functions and technologies:

• Damage tolerance & high energy impact

resistance: integrated shielding technologies

• Electrical: conductive particles, nanotechnology

• Acoustic & vibration attenuation: elastomeric

material integration (embedded damping)

• Erosion resistance: elastomeric surface film…

• Anti / de - ice: hydrophobic / heatable coatings

• Sensing: sensor integration inside CFRP

Multifunctional Composites

Today: “mono-skill”

Composites with structural properties

Electrical structural network

Future: “multifunctional”

Composites with structural and functional properties


Fuselage acoustic solution

LE Erosion protection

Embedded damping

CFRP coated with Cu

NanodopedRTM resin


Cost reduction


TECHNOLOGY DEVELOPMENT

Qualification New Approach

Quality Control Approach

New Precursor Technologies for Carbon Fiber

High Tow Fibers

New Resins

Pre-Impregnated Architecture

Towards low cost

building blocks

Towards less

testing


Cost reduction: building blocks


Fiber

• Higher fiber tows industrial fiber

• Precursor main focus

Matrix

• Low cost polymers Epoxyalternative

• Monomer Substitution of “Fossil”-

Monomers by “bio”-monomers

(Source: vegetable oils epoxy)

Prepreg

• New architecture

• Interleaf system

• Resin content tailoring

• Higher areal weight

K Cost

Towards

50K

Precursor fiber

(PAN): high cost

Lower cost

polymers

Biosources:

lignin, Spinifex

grass


Processability


IMPROVE

MANUFACTURING:

HIGHER EFFICIENCY

On line Process &

NDI Concept

Decrease of Process Control

Specimens

Low Cost Tooling Concept

New curing approaches: COCURING,

semicuring PART

INTEGRATION

New Part Design:

Design to Manufactu

ring

Reuse &

Recycling

More Efficient

Process:

QUICKER LAY-UP

+ CURING

(RAPID CURING)

Reduction /

elimination of

auxiliary

materials


Reuse & Recycling


Reduction of raw materials residue

Recycling of

composite

raw materials

Reuse of residue non cured material

Composite

Materials Must Get

RECYCLABLE

Scraps Cut ScrapsAfter

processing

Carbon Fiber

0% Resins

1) Removal of resin by

pyrolysis.

2) Electric Cogeneration

3) Getting fibers without

sizing for TP injection

moulding or matt prepregs


Airbus has always bet on composite use as a way to improve A/C

performance and, then, save weight, until reaching more than 50% of structural

weight in composite for last generation aircraft: the A350 XWB

Current composite technologies: composites made of epoxy resin and

carbon fibers are the predominant ones, while thermoplastic composite use in

airframe is still low. In terms of composite processing: prepreg is the most used

technology, followed by liquid resin infusion

Composite materials need to compete again with metallic materials for

airframe applications that are made of composite in last generation A/C

(example: fuselage)

A continuous R&D effort is needed to develop innovative composite

materials and processes: cost reduction, performance, multifunctionality,

processability & reuse / recycle are key development areas to maintain

composite presence / use in commercial aeronautical field Research

community effort is key in these areas

Conclusions




© AIRBUS Operations S.L. All rights reserved. Confidential and proprietary document. This document and all information contained herein is the sole property of AIRBUS Operations S.L. No intellectual property rights are granted by the delivery of this document or

the disclosure of its content. This document shall not be reproduced or disclosed to a third party without the express written consent of AIRBUS Operations S.L. This document and its content shall not be used for any purpose other than that for which it is supplied.

The statements made herein do not constitute an offer. They are based on the mentioned assumptions and are expressed in good faith. Where the supporting grounds for these statements are not shown, AIRBUS Operations S.L will be pleased to explain the basis

thereof. AIRBUS, its logo, A300, A310, A318, A319, A320, A321, A330, A340, A350, A380, A400M are registered trademarks.

Presentation Prepared by:

• Jose Sánchez Gómez – Composite Materials Senior

Expert, ESCAA

• Ivan Gayoso – Composites Procurement, PMCC

• Tamara Blanco – R&T Composite Materials, ESCRNM

Thank youfor your attention

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