ALL COMPOSITES ENGINE

Syed Rakin Kamal Kazmi, Saifa Akbar

Institution of Aviation Studies University of Management and Technlogy, Lahore, Pakistan

E-mail: F2018206018@umt.edu.pk & F2018206002@umt.edu.pk

Abstract

With the advent of aircraft its demand kept on multiplying day by day. The manufacturers wanted to
manufacture more and more aircrafts that lasted for long and were comparatively cheaper than the last
one every time. For this purpose, many new materials, techniques and strategies were introduced to the
industry every day, the upgrading and betterment is yet being done to make the industry grow even more
faster. Wooden aircrafts were replaced by the metal aircrafts which multiplied the benefits and increased
the efficiency of the aircrafts. But this wasn’t the end of all because the industry wanted to achieve
efficiency in terms of both the reliability as well as cost effectiveness. To fulfil this goal the industry has
brought into use many composites that are replacing metals. Many of the structural parts have already
been replaced. The main aim is to remove all the metal from the turbine engine of the aircraft and its
transformation to composites to produce multiplied benefits in terms of cost and life of the aircrafts. For
this purpose, every part of the turbine engine is studied closely and the composites of the properties that
are compatible to be used in those parts are searched, studied and proposed. By the end the results and
the goals that has to be achieved is to produce a minimum weighing turbine engine that is most efficient
and long lasting. Along with the consideration that how much the aircraft is economical for the aviation
industry.
Keywords: Composite, Turbine Engine, Transformation

1. Introduction

With the advent of aircrafts, the attention of the world turned towards it. It was said impossible until the
Wright brothers proved it to fly. The aircrafts in the beginning were made of wooden structures and had
piston engines. But as the technology developed, the requirements of people increased as well. Speed

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was required and the wooden structure cannot bear much strength. Streamlining was hard in wooden
structure. Metal were introduced to the aviation because of its versatility as compared to wood. As the
reliability and affinity increased, the aircrafts began to be used in the field of military and commercial
aviation and aviation became a substantial industry. The use of aircrafts has also increased with the
increase in population. Air force demand in the aviation has increased requiring high speed to more than
Mach 1. Metals were providing great properties.

2. Engine and its sections

The major task lies in replacing the engine and its components that are made of metals with light weight
non-metals. The engine is the most important section of aircrafts producing thrust for the forward
movement and consequently the lift required. Modern aircrafts uses turbine engine and has 4-5 part as
shown in figure 1; Air inlet or fan, Compressor, Combustion chamber, Turbine and Exhaust or nozzle.
The temperature can exceed to about 2000°C in the combustion chamber, the hottest part in the engine.
The composite to be used in replacing the metals in engines must offer high temperature resistance, high
fatigue strength, and high corrosion resistance and to be light weight as well which is a challenging task.

2.1 Inlet

Figure 1: Parts of turbine engine

Figure 2: Inlet and fan

The air inlet section consists of fan at the entering of turbine engine. The task is to reduce the weight of
engine and to reduce the consumption of fuel. To achieve more thrust even after the reduction of fuel

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consumption, the blades of fan are made larger but this will add weight to the engine. In order to reduce
the weight having larger fan blades, carbon fibers blades are then used instead of aluminum or titanium-
based alloys reducing the number of blades from 20-24 to 16-18 with better aerodynamics shapes that
provides better efficiency of the engine, reducing noise, reducing weight and fuel consumption. The
blade must be able to withstand compressive and bending loads and impact loads as well.

2.2 Compressor

The compression section is just after the fan blades of the turbine engine. It compresses the incoming air
which causes an increase in temperature and pressure so that the gaseous energy is produced and the air
is prepared for combustion. The compressor blades must be designed not only to be aerodynamic but
they have to be stiff, impact and temperature resistant, not prone to vibration, and most importantly light
weight[ CITATION TAK15 \l 1033 ]. The metals being used currently in the compressor blades are nickel,
cobalt or iron-based alloys with some common additives such as aluminum chromium and titanium
[ CITATION Koy19 \l 1033 ] . But this increases the weight significantly. To completely transform the engine
to composites it is beneficial to use composites having the properties required for any material used in
compressor. The temperature resistance shown by material used in compressor must be a minimum of

Figure 3 : Axial flow compressor

650°C and it must bear pressure up to 150 PSI [ CITATION TAK15 \l 1033 ]. It should have strength higher
than the nickel alloys which are used currently. The tensile and compressive strength of nickel alloys are
around 160ksi and 170ksi respectively.

2.3 Combustion Chamber

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The combustion section of the gas turbine engine is the section where the high temperature compressed
air mixes with fuel and combusts it producing explosion that generates enough energy to produce the
required power for the shaft. The temperature reaches about 2000°C and this section is known as the
hottest section of gas turbine engine. The material used for combustion chamber must be able to
extremely high temperature, must have high strength to withstand the force imposed by the heated air
and the material must have high fatigue and corrosion resistance. The combustor chamber doesn’t move
rather is a fixed stationary portion. Tungsten, molybdenum, niobium or tantalum metals are used for
combustor chamber [ CITATION TAK15 \l 1033 ]. These metals are heavy with density approximately
19.3g/cm3.

Figure 4 : Can type combustion chamber

2.4 Turbine

The turbine section consists of turbine blades that have to withstand a temperature of approximately
1,500°C. The material for the blades commonly used is nickel-based super alloy [ CITATION Tom16 \l
1033 ]. As the unheated air that was bypassed at the inlet circulate through channels of turbine blades, the
blades are cooled due to the bypassed air, the temperature of the metal is reduced and such cooling is
required for metals [ CITATION Koy19 \l 1033 ]. The material used as blades must also have high strength
and high fatigue strength. The density of nickel alloy is around 8.22 g/cm3.

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 Figure 5 : Turbine section
Exhaust
The exhaust section is the portion of turbine engine where the fuel burnt air leaves the turbine into the
environment. The temperature usually here is not more than 600°C. Inconel and stainless-steel alloys are
usually used as exhaust [ CITATION Koy19 \l 1033 ] These metals have corrosion and high temperature
resistance. These metals are heavy with density of 8.22g/cm3. This adds weight to the engines.

Figure 6 : Exhaust nozzle of CFM56

3. Towards an all composite engine

3.1 Air Inlet

The carbon fiber reinforced plastic, CFRP provides high strength to weight ratio, high stiffness and can
provide complex shapes for the blades that are hard to be provided by metals. The CFRP blades are

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stiffer so can be made longer and thinner [ CITATION Tom16 \l 1033 ]. Aramid fiber can be used with
CFRP as AFRP (withstand bullet strike) has one of the highest impact strengths amongst the composites
of 150ft-lbs/in2 which is two times more than aluminum alloy (currently in use). Resin used for the
fibers can be High Impact Polystyrene Resin suitable for impact strength and when reinforced to Carbon
and Aramid fiber can provide very high impact strength. AFRP leading edge should be used on CFRP
fan blades to increase impact resistance so that birds, snow or hails impact can be tolerated [ CITATION
KKH11 \l 1033 ].

3.2 Compressor

Compressors can be made up of polyimides-based composites and coat it with oxidation and
temperature resistant coatings [ CITATION PLe07 \l 1033 ]. CFRP, AFRP or reinforced carbon-carbon with
Polybismaleimides resin and powdered polyimide can be added to improve temperature resistance.
Graphite fillers maybe added in order to produce a highly reliable material for the compressor. The
composites can then be coated with Silcolloy, Hexagonal Boron Nitride, HBN or Silicon Carbide,
SiC[ CITATION Zhe13 \l 1033 ][ CITATION Sas19 \l 1033 ]. These coatings provide high temperature
resistance, corrosion resistance and even oxidation resistance for about 1,100 oC[ CITATION Dee19 \l
1033 ]. With the help of these coating, the impact strength and toughness can be upgraded. The CFRP as
discussed earlier is very stiff and has one of the highest strength having strength greater than that of
steel with a tensile strength of 500ksi and its compressive strength is about 250ksi. The Impact
resistance of AFRP is 150ft-lbs/in2 that is one of the highest amongst composites as discussed in fan
section. The graphene-based polyimide thermosetting has its wide range of benefits due to which it is
already being used for the high temperature parts of aerospace vehicles. The polyimide powder has
impact strength of 40kJ/m2 and it can bear temperature up to 350oC has tensile and compressive
strength of 140MPa and 470MPa respectively. Light weight and high strength fibers used with
temperature resistant Polybismaleimides resin with the addition of powdered polyimide and fillers of
graphene that has a melting point similar to diamond around 3000oC , produces highly strengthen and
very high temperature resistant material.

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 Figure 9 : Carbon fibre compressor blade
3.3 Combustion Chamber

In order to completely transform the turbine engine the combustion chamber must be made up of non-
metals that have highest compatibility to be used in combustion chamber. The Ultra high temperature
ceramic matrix composite can easily withstand temperature above 2,000°C without severe erosions.
These ceramics are Zirconium diboride and Hafnium diboride and their matrix can be used to form
composite material needed for combustor chamber[ CITATION KGr13 \l 1033 ]. These ceramics have
melting point of about 3,000°C and their density is about 10.5g/cm 3 which is twice as lower than
metals[ CITATION EZa13 \l 1033 ]. Reinforced carbon-carbon can bear up to 1,800°C and if protected with
coatings of ultra-high temperature ceramic, the level of tolerance can be further increased [ CITATION
PLe07 \l 1033 ]. These ceramics are fatigue resistant and corrosion resistant as well. They can easily bear
the high pressure combined with immense heat of air [ CITATION HEH18 \l 1033 ].

3.4 Turbine

The reinforced carbon-carbon composites are beneficial to be used along with the coating of ceramic
matrix composites in turbine blades. The density of ceramics matrix composites is less than 3g/cm 3.

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These ceramics matrix are 3-4 times lighter than the metals having the same mechanical and thermal
properties[ CITATION Cer19 \l 1033 ]. Cermaics like silicon carbide provides the required strength,
toughness and impact strength needed for the blades of turbine [ CITATION AZo01 \l 1033 ]. The toughness
of these composites is increased due to the fiber strands present. These strands slow down or block the
cracks to propagate through the material [18]. The ceramic matrix unlike metals doesn’t require cooling
through unheated air and can operate at high temperature and still have maintained mechanical strength [
CITATION Daw17 \l 1033 ]. These composites are also corrosion resistant and oxidation resistant depending
on the ceramic fiber and matrix used. The reinforced carbon-carbon can bear temperature above 2000°C
provided protective coatings of ceramic to prevent oxidation and has a density of 1.98 g/cm 3[ CITATION
Wik19 \l 1033 ].

3.5 Exhaust

To reduce the overall weight and to reduce the fuel consumption it is necessary to alternative to metals
providing the properties required. Pyro-Sic can be used as exhaust which is light weight. Reinforced
carbon-carbon can also be used with protective coating to avoid oxidation. Carbon fiber reinforced
plastics coated with high temperature resistant ceramics also provides the required properties.
Bismaleimide (BMI) resins are used for carbon fiber reinforced plastic in order to resist the effects of hot
air flowing through the ducts[ CITATION Geo06 \l 1033 ]. These composites have a density of around
Figure
2g/cm3 which is 4 times lower than10 metals
: Ceramiccommonly
turbine blades
used. It provides corrosion resistance, high
strength and temperature resistance with reduces weight.

4. Challenges and Discussion

Usage of aircrafts has increased the consumption of fuel and ultimately has increased in the emission of
pollutants that gives rise in the global warming. It is said that the aviation industry list in the top 10
global emitter and such emission may rise in the mid of 21st century. The aviation sector contributes to
about 5% to the global warming. This great issue has to be solved by using alternatives so that the
weight can be reduced and hence the fuel consumption, making an aircraft more economical.

Composites were introduced to the aviation industry at this point of time. To mitigate weight increases,
aeroengine manufacturers have replaced metal with composites. The composite material offers weight
reduction, thermal stability, corrosion resistance and high strength. It offers all the properties that metal
can, providing light weight as well[ CITATION Com13 \l 1033 ].

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 Figure 11 : Parameters variations in turbine engine
The aviation sector has successfully managed to replace the aircraft metal structure with composites.
Boeing 787 has all of its structure made of carbon laminates. The use of composite as structural material
has reduced 20-50% aircraft’s weight thus reducing the fuel consumption and consequently in the
emission of fuel. The reduction of fuel consumption leads to both the environmental as well as economic
benefits [ CITATION Com13 \l 1033 ]

To further increase the benefits by reducing weight and cost the turbine engines used in the aircraft can
be completely transformed to non-metallic components. The turbine engine on the basis of the followng
graph identifies the different types of composites to be used in different sections on account of different
temperature and pressure ranging from low to extreme. For this purpose many of the challanges that
have to be accomplished are already solved by proposing almost all compatible composites in the article.
The composite to be used in replacing the metals in engines must offer high temperature resistance, high
fatigue strength, and high corrosion resistance and to be light weight as well which is a challenging task.

The GE Company currently is the only company to have composites based fan blades having blades
made of carbon fiber. A new fiber is introduced known as PyroSic can be used with carbon fibers in
order to provide high strength and ability to bear impact load. The newly discovered material named
Graphene that is going to change the future of aviation can be used with CFRP to enhance the properties
of CFRP. Study shows that Graphene has 60% more impact resistance compared to CFRP and at the
same time is light weight [ CITATION Gra16 \l 1033 ][ CITATION Aer18 \l 1033 ]

The challenges for the compressor blades that have to be fulfilled were quite many but with the
appropriate knowledge of how to combine all the solutions proposed it is possible for the manufacturer
to manufacture composite blades of the compressor. By knowing the exact amount required of the

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material proposed appropriate composites can be easily made. The compressor blades are complex to be
made because they have to fulfill a wide range of requirements. They have to withstand tensile and
compressive loads, high pressure and impact and be resistant to vibration resistant [ CITATION TWo17 \l
1033 ].

The temperature of the combustion chamber is the highest among the different parts of the turbine
engine. But there is one relaxation which is that the combustion chamber is a stationary part and does
not have to cater different vibrations and it does not have to as complex as those parts that are rotary.
The requirements that make a material compatible is majorly only the high temperature that it has to
withstand. The material has to be creep, temperature and corrosion resistant. Appropriate composites are
proposed in the article which, if appropriately used, can give excellent effectiveness to be a part of
combustion chamber.

The turbine blades and exhaust are easy to be converted from metals to composites because they do not
have to bear much critical requirements. They do not have to bear excessively high loads and high
temperatures. They can be made with composites that are proposed in the article if proper amount and
proper manufacturing techniques are used in order to fulfill the challenges that have to be overcome for
an efficient all composite engine.

5. Conclusions

By overcoming the all the challenges using the plausible solutions mentioned in the article an all
composite engine can be manufactured which can be effective in terms of strength as well as weight. By
achieving the goal of making an all composite engine a great benefit can be attained in terms of
environmental and economical aspect. This article provides a wide range of solutions that can be used by
the manufacturer to improve the production and fulfill the current need and demand of the aviation
industry.

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