COMPOSITE MATERIALS

FOCUS
WHY COMPOSITE MATERIALS? WHAT IS COMPOSITE MATERIAL? DIFFERENT CONSTITUENTS & THEIR FUNCTIONS ADVANTAGES & DISADVANTAGES OF COMPOSITE MATERIALS HOW THEY ARE DIFFER FROM METALS? SOME OF THE APPLICATIONS

Function of Structure
Basically, to:
Transmit & resist applied loads. Provide aerodynamic shape. Protect crew, passengers, payload, systems, etc.

Most of the a/c, use of semi-monocoque design (thin, stressed outer shell with additional stiffening members) for wing, fuselage & empennage.

DESIGN DRIVE
SAFTY
STRUCTURE PASSENGER

PERFORMANCE
MISSION FUEL

COST
PRODUCT OPERATION & MAINTENANCE

Operating cost of an aircraft

Weight breakdown
Structure 30%

Power plant 8% Rest is payload, fuel, fixed equipment

Light weight materials e.g. composite can contribute to the efficiency. However, there are complex issues associated with certification and maintenance and repair

Weight Trade off

Reduce fuselage mass by 10% - payload increases by 3% and specific fuel burn decreases by 2% Reduce wing mass by 10% - payload increases by 6% and specific fuel burn decreases by 5%

STRUCTURAL WEIGHT important facts

EVERY ENGINEER SHOULD CONCERN ABOUT WEIGHT OTHERWISE THE COMPANY WILL FIND IT DIFFICULT TO MEET THE COMPETITION TO PRODUCE AIRCRAFT WITH GOOD PERFORMANCE A VERY SMALL MARGIN OF WEIGHT DETERMINES THE DIFFERENCE BETWEEN EXCELLENT AND POOR PERFORMANCE OF AIRCRAFT 5% INCREASE IN WEIGHT MAY RENDER A HIGHLY SUCCESSFUL MODEL TOTALLY UNACCEPTABLE WEIGHT OF AIRCRAFT STRUCTURE IS ABOUT 20 TO 40% OF TAKE OFF WEIGHT. ONE 1KG EXCESS WEIGHT IN STRUCTURE OR SYSTEM LEADS TO 10 KG INCREASE IN ALL UP WEIGHT

Composite in military aircraft

COMPOSITES IN BOEING 787

COMPOSITES USAGE IN ALH

COMPOSITE COMPONENTS STRUCTURAL WEIGHT : 30% SURFACE AREA : 70% WEIGHT REDUCTION : 130 Kg.

CARBON+GLASS GLASS KEVLAR CARBON

COMPOSITE PARTS IN ALH

MAIN ROTOR BLADE COWLING STABILISER SIDE SHELL #3-4 TOP SHELL COCK PIT RADOME PILOT DOOR SLIDING DOOR TAIL BOOM CLAM SHELL DOOR SIDE SHELL AFT #5 SIDE SHELL #4-5 EMERGENCY EXIT DOOR BOTTOM SHELL AFT #5 HUB PLATE TAIL ROTOR BLADE VERTICAL FIN

BOTTOM SHELL #2 -3BOTTOM SHELLS #3 4 & #4-5

TYPICAL COMPOSITE COMPONENTS FOR TEJAS

AIR BRAKE SKIN

AIR INTAKE SKINS

FRONT FUSELAGE EQPT. BAY DOORSHEAR WALL ASSY. SKIN

SPINE COVERS

FUSELAGE FRAMES

ENGINE BAY DOOR

FRONT FUSELAGE SKIN

AFT BOX ASSY.

I.S BOX ASSY.

WING SKINS

WING SPARS

TOP FLOOR

COMPOSITE COMPONENTS IN TEJAS

FIN AIR BRAKE ASSY. SPINE COVERS RUDDER ELEVON ASSEMBLY WING SUB-STRUCTURE

WING SKIN EQUIPMENT COVER

GLARE SHIELD

TOP SKIN NOSE U/C DOOR

AIR INTAKE SKINS

FUSELAGE SKINS NOSE CONE

COMPOSITE COMPONENTS
STRUCTURAL WEIGHT : 45% SURFACE AREA : 90% WEIGHT REDUCTION : 485 Kg.

THE AIRFRAME
The airframe consists of components such as
wing upper wing lower fuselage skin spars, frames, ribs landing gear control surfaces.

Essentially, the airframe is required to resist applied loads, provide an aerodynamic shape and protect passengers, payload and equipment from the external environmental conditions. Each component has different specific constraints, resulting in different material selection criteria for each component.

BASIC MATERIAL PROPERTIES

SPECIFIC STRENGTH SPECIFIC MODULUS TOUGHNESS STRESS CORROSION RESISTANCE FATIGUE STRENGTH FATIGUE CRACK GROWTH RATE CREEP RESISTANCE

COMPOSITE MATERIALS

COMPOSITE MATERIALS
Two or more materials combined on a macroscopic scale to form a useful material Ideal for structural applications where high strength to weight and stiffness-to-weight ratios are required Conventional composites limited to in-plane distributed loads

Composite materials- constituents

Reinforcement
Strength & Modulus Main load bearing member Decides the mechanical performance

Matrix
Protect the reinforcement Gives shape to the component Local load transfer Decides the manufacturing process

Classification of Composites
REINFORCEMENT
Particulate
Large Dispersion Particle Strengthened continuous

Fiber
Discontinuous

Unidirectional

Bi-directional

Aligned

Random

TYPES OF COMPOSITES

ADVANCED COMPOSITES
FIBER REINFORCED FIBERS
CARBON KEVELAR GLASS

MATRIX
EPOXY POLYIMIDE POLYESTER

WHY FIBERS?

CARBON & KEVLAR FIBERS

BETTER ALIGNMENT OF CHEMICAL BONDS

2500

TENSILE STRESS MPa

BO N

2000

CA RB ON

1500

IM C

S AS GL

AR

1000
AM AR

HS

ID

500

S AS L EG

TENSILE STRAIN %

Kevlars fibrillose COMPRESSIVE STRESS MPa

2500

2000

ON

CA

RB

O N

HS

1500

CA RB

S AS GL

1000

IM

500

AR

D MI A

ASS L EG
2 3 4

COMPRESSIVE STRAIN %

FIBERS FOR ADVANCED COMPOSITE MATERIALS - COMPARISON

REINFORCEMENT FORMS

PREPREG UD TAPES

WOVEN FABRIC PREPREGS

PREIMPREGNATED REINFORCEMENT (Prepreg)

REINFORCEMENTS WITH THE RESIN SYSTEM ALREADY IMPREGNATED; MATRIX IS LEFT IN B-STAGE; CURING IS ARRESTED THROUGH LOW TEMPERATURES A-STAGE: RESIN IS NOT CROSS-LINKED AT ALL B-STAGE: LIGHTLY CROSS-LINKED, PARTIALLY CURED C-STAGE: FULLY CROSS-LINKED

Unidirectional Tape Prepreg

All the filaments are oriented in one direction. The tape is fabricated in width ranging from 3 to 60 inches and is supplied in rolls. Unidirectional tape works well when maximum performance is required in one direction. Tapes are made by careful alignment of side-by-side yarns; usually of 1420 or greater denier. Tapes are usually impregnated with resin and are available from many prepreg suppliers.

Unidirectional Weave

Unidirectional Weave Cloth (95% - 0, 5% - 90) This cloth has 95% of its filaments in the warp direction (length direction) and 5% in the fill direction to facilitate material handling. Its strength is approximately equal to unidirectional tape. It is fabricated and available up to 72 inches in width. This weave has the general characteristics: 1) maximum strength in one direction and 2) minimum strength in the transverse direction.

Plain Weave
The oldest and most common basic textile weave in which one warp end (lengthwise thread) weaves over and then under one filling pick (crosswise thread). This weave has the general characteristics: a. Firmest and most stable of the industrial weaves. b. Affords fair porosity with minimum yarn slippage. c. Uniform strength pattern in all surface directions. d. Affords ease of air removal in hand layup or molding.

Basket Weave
This weave is similar to a plain weave, but it has two or more warp ends weaving as one end over and under two or more filling picks weaving as one pick. This weave has the general characteristics: a. Less stable than a plain weave. b. More pliable than a plain weave. c. Flatter and stronger than an equivalent weight and count of plain weave.

Crowfoot Satin or 4-Harness Satin

This weave is constructed with one warp end weaving over three and under one filling pick. It has the general characteristics: a. More pliable than either a plain weave or a basket weave. b. Specially designed to conform closely to complex or compound curved surfaces. c. Makes possible the weaving of higher counts than plain or basket weaves.

Long Shaft Satin

A long shaft satin construction has one warp end weaving over four or more and under one filling pick. This weave has the general characteristics: a. Most pliable and conforms readily to compound curves. b. Produces laminates and reinforced moldings with high strength in all directions. c. Can be woven in the highest constructions or density. d. Less open than other weaves.

OTHER FORMS

FIBERS FOR ADVANCED COMPOSITE MATERIALS - COMPARISON

MATRIX

Polymer matrix
Thermoset
Epoxy Polyester Phenolics Polyimide

Thermoplastic
PEEK PES

MATRIX MATERIALS FOR COMPOSITES

MATRIX MATERIALS FOR COMPOSITES

MATRIX MATERIALS FOR COMPOSITES

MATRIX MATERIALS FOR COMPOSITES

PHYSICAL & MECHANICAL PROPERTIES

LAMINATE

THE LAMINA IS HIGHLY ANISOTROPIC

EFFECT OF LAY UP AND LAYUP SEQUENCE

ADVANTAGES COMPOSITES
HIGHER SPECIFIC STRENGTH & MODULUS
LIGHT WEIGHT PERFORMANCE FUEL EFFICIENT

BETTER FATIGUE PERFORMANCE

RELIABILITY LIFE DOWN TIME

TAILARABILITY / ANISOTROPIC
OPTIMUM WEIGHT & PERFORMANCE

EASY MANUFACTURING
COST

FREE FROM CORROSION PART INTEGRATION

LESS PART COUNT ASSEMBLY TIME WEIGHT (FASTENER)

CONCERNS
BRITTLENESS
POOR IMPACT PERFORMANCE STRESS CONCENTRATION

LIMITED LIFE OF RAW MATERIALS

DETERIORATE IN STORAGE SHELF & OUT LIFE SPECIAL STORAGE

PROCESS SENSITIVE
SENSITIVE TO PROCESS PARAMETERS VARIATION / SCATTER

LAMINATED STRUCTURE / DELAMINATION Tg / ENVIRONMENTAL EFFECTS

EFFECT OF MOISTURE & TEMPERATURE

COST

METAL VERSUS COMPOSITES

METALLIC VERSUS COMPOSITE STRUCTURE

INTEGRAL ISOTROPIC TOUGH MACHINED DOWN GEOMETRY CHANGE HOMOGENEOUS GOOD DATA BASE LESS SCATTER CORROSION LOW STRESS CONCENTRATION LESS NO OF TESTS SIMPLE ANALYSIS CONVENTIONAL FACILITIES LAMINATED ANISOTROPIC BRITTLE BUILD UP PROPERTIES & GEOMETRY HETEROGENEOUS INADEQUATE DATA BASE MORE SCATTER NO CORROSION HIGH STRESS CONCENTRATION MORE TESTS COMPLEX SPECIAL FACILITIES

METALLIC VERSUS COMPOSITE STRUCTURE INTEGRAL LAMINATED

Inter laminar stresses &delamination Poor impact performance

Laminated structures

METALLIC VERSUS COMPOSITE STRUCTURE ISOTROPIC ANISOTROPIC

Easy characterization Simple failure modes Easy to analyze Limited potential for optimization

Many properties Complex failure mode Complex analysis Large Potential for optimization

METALLIC VERSUS COMPOSITE STRUCTURE MACHINE DOWN BUILD UP

KEVLAR PREPREG

ENGINE COWLING REAR

Low buy / fly Complex & large parts

High buy / fly Complex shapes Easy to fabrication

METALLIC VERSUS COMPOSITE STRUCTURE TOUGH BRITTLE

Stress strain Yielding indication of failure Chip formation drilling Better joints - redistribution of stress Low stress concentration

Stress strain

Catastrophic failure Dust - drilling (Kevlar) Difficult to join High stress concentration

METALLIC VERSUS COMPOSITE STRUCTURE HOMOGENIOUS

Less scatter Simple failure modes..

HETROGENEOUS

More scatter Complex / multiple failure modes

ACCOUNT OF COMPOSITE LAMINATE FAILURE PHENOMENA

METALLIC VERSUS COMPOSITE STRUCTURE CORROSION NO CORROSION

METALLIC VERSUS COMPOSITE STRUCTURE

Limited potential for part integration

Large potential for part integration

METALLIC VERSUS COMPOSITE STRUCTURE

UN PERISHABLE RAW MATERIALS PRESHABLE RAW MATERIALS

UNLIMITED LIFE WHEN STORED PROPERLY PROPERTIES DOES NOT CHANGE WITH TIME LOWER INVENTORY COST

LIMITED USABLE LIFE EVEN WHEN STORED @ -18 DEG C PROPERTIES CHANGES RAPIDLY WITH TIME HIGH INVENTORY COST
SHELF LIFE POT LIFE OUT LIFE GEL TIME

ARTIFICIAL LIMBS

SPORTS

Conclusions
Composite materials are increasingly used in civil & military aircraft Large potential for weight reduction & part integration Enables safe, low maintenance structure Reduces fuel consumption and improves performance in aircraft Impact performance & low through the thickness strength are the concerns Further cost reduction is contemplated through cost effective manufacturing processes.