...powerful and efficient energy sources and secondly to obtain maximum possible motive power from the available energy. The second development is heavily dependent on the properties of engineering materials. In aircraft and aerospace industries, a union of opposites i.e., lightweight in combination with high stiffness is demanded. In pressure vessels technology, high strength and corrosion resistance are both prerequisites for efficient operation. Whenever a designer faces such situations composite materials provide an efficient solution to such problems. The flexibility that can be achieved with composite materials is immense. Merely by changing...
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...Composite Materials in Building and Construction Applications Presented at: ACMA’s CORROSION, MINING, INFRASTRUCTURE & ARCHITECTURE CONFERENCE May 15, 2013 - Denver, CO Course Description Composites have been used extensively in industries such as marine and transportation for more than 50 years. Yet in some industries composites are just now becoming a primary material of choice. The use of composites in the building industry is growing rapidly. Traditional benefits offered by composites are being recognized and utilized to address design limitations and can be used to reduce life cycle environmental and cost impacts. Learning Objectives • Define ‘Composite Materials’ and learn the history of composites in multiple industries and the factors that led the growth of composites in these industries. • Identify the design and performance attributes of composites used in other industries that are applicable to the building / construction market. • Review case studies that demonstrate how the inherent attributes of composites such as low weight, durability and low thermal conductivity, result in environmental and cost effective material options. • Explore web based education tools that offer case studies on the use of composites in construction and allow users to connect with composite fabricators that specialize in design, fabrication and installation of composite building materials. What is a Composite? Composite An engineered combination...
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...The use of Composite Materials in Aerospace, Wind Power and Automotive Technologies Introduction A composite is a multiphase heterogeneous material comprising of fibres that are embedded in a matrix [1], [2]. A composite is unlike an alloy because in an alloy, the other components have been produced by naturally occurring changes. There is a diversity of types of composites currently available, since “it is possible to design materials with property combinations that are better than those found in the metal alloys, ceramics and polymeric materials” [3]. The main ones focused on in this essay are polymeric matrices, metal matrix composites and ceramic composites, and their applications in the aerospace, automotive and wind industries. (1) Brief Fundamentals of Composites 1.1 Concise History [4] The search for alternative materials arose from growing technological and environmental demands for more efficient and sustainable components for industrial purposes. It was in the 1940s when the military first placed a priority on finding more high-strength and lightweight materials for their vehicles. The main materials used at that time were metallic, and while they were functional, they were often prohibitively heavy, so that the engines could not carry as much as cargo as they preferred, whereas the composite materials were much less heavy, as shown in Table 1, and when compared to non-composites, even steel, carbon based composites have a higher tensile strength. At the bottom...
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...(Hons) in Aircraft Engineering Composite Aircraft Module no: AE3110 Module Title: Aerospace Technology Submitted by: Muhammad Ariffin Bin Omar (K1068479) Abstract This report will contain the study of composite materials, why it is attractive for applications in the aerospace industry, factors limiting its use, as well as a brief review of the composite materials in commercial aircraft over the past 20 years. Contents Abstract 2 Introduction 4 Composite 5 Advantages of Composites in Aerospace Application 6 Factors limiting use of Composites 8 Applications of Composites in the last 20 years 10 Potential Challenges 12 Conclusion 13 References 14 Introduction During the early years of aviation, aircrafts were constructed by using wood and cloth. Later on in the 1930’s it began to transit into the use of aluminum, steel and titanium as the main building materials for constructing aircrafts. Only in the 1950’s was composite material being introduced to construct aircrafts when it was used on the Boeing 707 commercial aircraft. Even so, its application in the aerospace industry was still very little. Only recently has composite material been more widely used for aerospace applications. The Airbus A380 uses composites in the construction of its wings, and the Boeing 787 has a structure that is 50 percent made of composites. This evolution in material used driven by economics, logistics and the expectations of society. The developments in materials, processing methods and design...
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...Composite Fibreglass Helical Spring Objective To make a helical spring from fibreglass composite with the following properties: D(mean) = 43 mm D(internal)>30mm K = 250 lb/in Compression max = 3 in = 75mm Length = 130mm N = 6 active + 2 inactive Materials Used for Final Sample Unidirectional Fibreglass Roving Araldite (epoxy) Properties of the Composite Taken from the book ”mechanics of composite materials” by Robert M. Jones E1 = 7.8 X 10^6 psi E2 = 2.6 X 10^6 psi G12 = 1.3 X 10^6 psi Xt = 150 X 10^3 psi = Xc Yt = 4 X 10^3 psi S = 6 X 10^3 psi Yc = 20 X 10^3 psi Formulae's used to Design Rate (N/mm) = K 2 G b t 3/ (N D 3) Stress (N/mm 2) = K 1 W D /( b t 2 ) * b = largest section dimension(mm) * t = Smallest Section dimension(mm) * K 1 = Shape Factor (see table) * K 2 = Shape Factor (see table) * C = Spring Index = D/(radial dimension = b or t) For b=t, K 1=2.41, K 2=0.18 Theoritical Parameters Obtained Square cross section Side = 10mm D(min) = 31mm D(mean) = 41mm Length = 127mm Compression max = 55mm K = 263 lb/in N = 5 active Initial Trial Used an aluminium core of 30 mm Dia. Used double sided tape to make the design Used fibreglass unidirectional roving Used unknown matrix material. Results Obtained Removal of spring from the core was very difficult...
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...Advanced Composites as High-End Engineered Materials K.S.Krishnamurthy, PhD Date : 05th March 2009 www.itcinfotech.com Advanced Composites as High-End Engineered Materials T he quest for using light-weight structural materials, which also have the necessary strengths, especially in aerospace industry led to the development of the modern fiber reinforced laminated composite materials in the late 70’s. While light weight metals such as aluminum or its alloys were widely used in the industry, they still lacked the necessary strengths and stiffnesses required in high strength applications. These limitations of pure materials or alloys were overcome by embedding fibers of glass, carbon, Boron and other substances in a metal or polymer matrix paving the way for an era of advanced man made materials of high strength. The fundamental idea of reinforcement of a weaker matrix material with tougher fibrous materials has, however, always existed since primitive times and is still being used in a variety of ways- in simple to complex engineering application domains. Mud mixed with jute or straw are still being used for building construction in certain societies, with an intuitive understating of the improvement in structural behavior. Reinforced cement concrete was invented with similar ideas, as hardened concrete though having a high compressive strength can resist negligible tensile loads. Mild steel bars with a good bond in the concrete matrix are designed to take all the...
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....6 Vacuum forming molding..………………………………………………..7 Spray up process description……………………………………………10 Materials and equipment used………………………………….…….13 Technical drawings ………………………………………………………...17 Cost analysis…………………………………………………………………….19 Video………………………………………………………………………………..20 X. References……………………………………………………………….…….21 3 Open Mold: Spray Up Fibre is chopped in a hand-held gun and fed into a spray of catalyzed resin directed at the mould. With open molding, the gel coat and laminate are exposed to the atmosphere during the fabrication process. The selection of this technique for the manufacture of the bathtub was because the feasibility that open mold methods allows such as: Most appropriate technique based on the costs of tooling due to the single cavity mold of fiberglass used for the size of the part 30x35x18 in. Portable equipment permits on-site fabrication. This technique enable the manufacturing of hot bathtubs that requires different types of reinforcement able to tolerate heat and load. 4 Sheet Metal for Bathtub Mold Injection mold is a technique used for the manufacture of bathtubs. For small baby bathtubs, injection molding is a affordable technique because of the size, and the costs are not so expensive. Using Sheet metal technique is cheaper and easier to manufacture if compared with an injection molds for a big bathtub. After forming the sheet a composite mold is manufacture. Therefore, the final bathtub will Sheet metal forming technique is used to...
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...the plastic industry. Fiber-reinforced composites are used for their superior mechanical properties and advantages for applications in aerospace and transportation. Delamination is a mode of failure for composite materials. Modes of failure are also known as ‘failure mechanisms’. Delamination is a problem associated with drilling fiber-reinforced composite materials. In this sample, the effects of feed speed, rotational speed and drill geometry on the resulting delamination factor are comparable in spite of the drill point angle used. A statistical model is proposed to predict delamination in drilling glass fiber-reinforced plastic composites. Key words: Delamination, Drilling The article focuses on the delamination when drilling fiber-reinforced composite materials that, in addition to reducing the structural strength of the material, also this causes poor assembly tolerance, which could cause potential problems through out the life- time of the material. The hypothesis behind the problem lies in reducing the downward force when drilling. Two problems when drilling the material is peel-up and push-out at the drill exit. There are several techniques along with several different eqautions that are used to measure the delamination after drilling composite material. Some techniques include optical microscopy, scanning and digital photography. The delamination factor has been widely used to group the level of damage on the work material at entrance and exit of the drill. The...
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...Analysis of the Cracks in Longeron 2 1.4 Conventional Metallic Patch Repair 3 1.5 Bonded/fortified Patch Repair 4 1.6 Repair Design 4 1.7 Testing of the Repair Concept 6 1.8 Inspection of the bonded patch repair 8 1.9 Concluding Remarks 9 1.10 Repair Design Diagrams 10 2. Redesigning the Aircraft Wing 13 2.1 Introduction 13 2.2 How the Structure of an Aircraft being made 14 2.3 Design for Assembly and Manufacturing of Aircraft Wings 15 2.4 Types and Characteristics of Wings Assembly Method 15 2.5 Comparison of Wings Assembly Methods 17 2.6 Selection of Wing Assembly Method 18 2.7 Structural Wing Design & Analysis 18 2.8 Wing Structure (Spar) 19 2.9 Wing Structure (Ribs & Skin) 21 2.10 CFRP Composite Material for Constructing Wing Assembly 22 3. References 24 3.1 Books 24 3.2 Other Sources 24 Revision History Name | Date | Reason For Changes | Version | | | | | | | | | Repairing a cracked aircraft longeron A fighter was found with a fatigue crack on one of its longerons, which may eventually lead to a catastrophic failure. So, here in this report some of the techniques and possibilities are discussed as how to repair the cracks on the flange of the wings or longerons and what factors affect the repairing schemes and techniques. Abstract A two or three cracks or splits were detected in the flange of the upper left longeron of an aircraft. I first thought of how possible it is to apply the bonded patch repair...
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...Stress-Strain Equipment | Included: | | 1 | Stress-Strain Apparatus | AP-8214A | 1 | Force Sensor | PS-2104 | 1 | Rotary Motion Sensor | PS-2120 | 1 | Calipers | SF-8711 | | Required but Not Included: | | 1 | 850 Universal Interface | UI-5000 | 1 | PASCO Capstone Software | UI-5400 | Introduction The objective of this lab is to find the relationship between tensile stress and strain for various materials. The Stress-Strain Apparatus stretches (and in some cases breaks) a test coupon while it measures the amount of stretch and force experienced by the test coupon. Software is used to generate a plot of stress versus strain, which allows Young's Modulus, the elastic region, the plastic region, the yield point, and the break point to be ascertained. Theory The ratio of the force (F) applied to the cross-sectional area (A) of a material is called the stress: Stress=FA (1) The ratio of the change in length (L) to the original length (Lo) of a material is called the strain: Strain=∆LLo (2) Stress (Pa) Strain Elastic Region Plastic Region Yield Point Stress (Pa) Strain Elastic Region Plastic Region Yield Point In the elastic region, the stress is proportional to the strain and the proportionality constant is called Young’s Modulus, Y. Y=StressStrain (3) Set-Up Figure 1. Stress/Strain Apparatus Assembly 1. Open the PASCO Capstone software on the computer. 2. Connect the Stress/Strain apparatus to the computer...
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...a type of biphenol A mixed with the four functional epoxy like TGMDA( tetraglycidyl methylene dianilime), which is often used to manufacture high performance epoxy matrix composite parts because of its relatively higher cross linking density over DGEBA. Epoxy resins based on DGEBA (diglycidyl ether of biphenol A), needs active hydrogen (H) or other active groups to open two epoxy rings, Generally the 913 epoxy resin has a bi component blend of DGEBA and TGMDA with a curing agent/ hardener DDS (Diamino diphenyl sulfone), because the TGMDA is intrinsically brittle and it was expected that the blend of these two systems could provide higher strength, modulus, fracture toughness and high temperature resistance. In this research work a methodological procedure was developed to analyze the cure kinetic parameters and the cure behavior of hexply 913/ G810 carbon epoxy prepeg material. The data can be used to optimize the cure cycles and to minimize the cure cycle time and the process cost. The Fig. 1 shows the chemical structure of the TGMDA and the DGEBA epoxy...
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...Boeing decided to build a new jet aircraft known as the wide-bodied 787. Boeing had aspirations of the aircraft being an example of the future. “Designed to fly long-haul point-to-point routes, the 250-seat 787 is made largely out of composite materials, such as carbon fibers, rather than traditional materials such as aluminum.” Hill, 2011 Since, 80% of the aircraft was made out of composite materials, it allowed the plane to be 20% lighter than the average aircraft of similar size. The end result of that was to reduce and save jet fuel consumption. Upon building the aircraft, Boeing decided to outsource 70% of its manufactured parts. By outsourcing, Boeing felt they could work with some of the more efficient producers to help build the new aircraft. Boeing had a plan in place, they were to design, market, sell, and assemble the plane in their Everett plant in Washington State, after each manufacturer has delivered their specific pieces. Albeit, Boeing having a strategic plan in place, there were some minor issues that led to trouble for the aircraft company. Some of its manufacturers that were building their outsourced materials did not finish on time for Boeing to assemble and reveal their plane on schedule. When the outsourced materials were finished, the items did not fit nor meet the quality standards. Even though Boeing had issues with its outsourcing manufacturers, they still remain committed to the idea. Boeing, has learned in order to outsource work to foreign...
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...variety of materials. The materials chosen depend a lot on their cost, repairability, and durability. Fuel efficiency is just one of many variables on the minds of car designers. The typical family sedan these days is usually made from steel body panels with plastic front and rear fascias. Some of them may have an aluminum hood and rear deck lid for weight savings. The unibody (the underlying frame) is almost always made from a combination of steel and special (and costly) high-strength steel. Let's take a look for a moment at the unibody. It has a number of jobs to do, including absorbing and distributing crash loads, serving as the mounting skeleton for the body panels and drivetrain/suspension, and providing structural rigidity to the vehicle. Structural rigidity affects a number of aspects of the driving experience, including NVH levels (noise, vibration, and harshness) and the handling of the vehicle (by providing a solid mounting point for the suspension components). Post-crash repair is an important consideration as well, as complex manufacturing methods (such as bonding aluminum with exotic epoxies, for example) are extremely hard to replicate in your neighborhood body shop. The body panels must consider not only weight and cost, but other factors such as the ease of manufacturing and repair. Paintless Dent Removal is nearly impossible to do on aluminum, for example, due to its limited memory properties. Complex shapes are easier to form into some materials than others...
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...FISCAL IMPACT OF GROUND OPERATION INCIDENT INVOLVING AIRCRAFT Tan Poh Tiong, Sherman AE6200 – Individual Project (Aircraft IEng) 27 April 2014 SUMMARY For the year 2010 to 2012, ground operation incident involving aircraft has cost the United Kingdom (UK) aviation industry an estimate of US$ 20 Million. It is estimated that each incident involving traditional aircraft (mainly metallic structure) would cost the Aircraft Operation (AO) close to US$ 1 Million in expenditure and if the aircraft is assumed to be of high composite ratio, the cost of each incident increase by 50% to US$ 1.5 Million. Do note that this cost does not include damage to the facilities, equipment, or vehicles. Which mean the overall cost could be higher than the estimate. If damage were assumed in all ground operation incident report, the estimated cost would increase 3.5 times. And with high composite ratio aircraft becoming the norm, the cost could spiral upward in excess of more than 5 times. Thus, it is important these ground operation incidents are reduced. Ground operation incident, occurs primarily due to human errors. Possible common reasons include insufficient training, complacency and environmental factors. There are also no detailed legislations in place to regulate the industry, unlike Maintenance Repair Overhaul (MRO) organisations, which is governed by the Civil Aviation Authority (CAA) of UK. Since human errors aren’t a new problem, many researches have been...
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...Activity 2.6 – Aerodynamics on Arrow Arrow would be my aerodynamic example. Its has a very long history, we can start from the stone age till present. Arrow from back then was made by bones or stones for the head (projectile point) and wood or bamboo for the body (shaft). Now, we have tungsten or stainless steel for the projectile point and aluminum or carbon fibre reinforced plastic or composite for the shaft. The evolution of the entire piece of arrow had changed so much, etc from the head, body to the end, every part of it had streamlined with the science of aerodynamic, to attain the expectations of being fast, far and accurate. The aerodynamic of it would be the whole piece, projectile point to cut thru the wind, aerofoil body to assist to travel further, last but not the least is the fletching. It at the end of the arrow, it provide a small amount of drag to stabilize the flight of the arrow. They are designed to keep the arrow pointed in the direction of travel by strongly damping down any tendency to pitch or yaw. The aspect of management in it, you have to be flexible and upgrade yourself to stay the fittest to stay in the market. When the senior management changes strategic planning to suit environment changes, middle management and supervisory level must also change to suit the plan. Look at it as senior management being the fletching setting the direction, middle management being the shaft ensuring the plan go on course and supervisory level being the...
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