Composite Materials for Aircraft Structures Composite Materials for Aircraft Structures

Dr. Douglas S. Cairns,

Lysle A. Wood Distinguished Professor
Department of Mechanical and Industrial Engineering
Montana State Universityy
ME 463 Composites,
Fall 2009 Fall 2009
Lysle Wood Professor
Goals of the Professorship
Make a positive and significant impact on aerospace Make a positive and significant impact on aerospace
technology nationally and in Montana
Provide support for aerospace related faculty
d l development
Enhance student learning opportunities for aerospace
related engineering careers related engineering careers
Design and Analysis of Aircraft Structures
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Cairns Background
Began composites career in 1978 as a Staff Engineer at the University of Wyoming
Characterization of compression fatigue mechanisms of F18 vertical stabilizer
(AS1/3501-6) for Navy
Hygrothermal characterization of Carbon Glass and Kevlar with Hercules 3501 6 for Hygrothermal characterization of Carbon, Glass, and Kevlar with Hercules 3501-6 for
Navy and Army
Senior Engineer, Hercules Aerospace, Magna UT (designed and analyzed space and
aircraft structures manufactured from composite materials)
Ph.D. in Aeronautics and Astronautics, MIT, thesis on damage resistance and g
damage tolerance due to impact damage in carbon/epoxy and kevlar/epoxy
structures, research sponsored by FAA
Manager of Composites Technology, Hercules Materials Company
US largest manufacturer of structural carbon fibers
materials for militar and commercial aerospace primar str ct ral applications materials for military and commercial aerospace primary structural applications
Radius Engineering Board of Directors since 1988
Joined Mechanical and Industrial Engineering at Montana State University in 1995,
began working on wind turbine blade structures, <$10/lb final part cost target based
on aerospace technology on aerospace technology
Teamed with Boeing engineers to develop and implement Aircraft Structures course
at MSU
Former Chairman, AIAA Materials Technical Committee
Co-Chairman Damage Tolerance Committee NASA/ MIL HDBK 17 Composites
Design and Analysis of Aircraft Structures
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Private Pilot Certificate, 2006
FAA Consultant for developing composite materials specifications for General
Aviation Aircraft
Introduction
Composite materials are used more and more for p
primary structures in commercial, industrial, aerospace,
marine, and recreational structures
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Composites:
Composites materials consist of a fibrous reinforcements
bonded together with a matrix material g
Occur naturally in your bones, in wood, horns etc.
Allow the stiffness and strength of the material to change
with direction of loading
Design and Analysis of Aircraft Structures
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The Hierarchy for Advanced Structural Materials
Begin as laboratory curiosity
Applications to expensive structures (often Military Applications to expensive structures (often Military
Aerospace)
Applications to stuff rich people buy
Applications to things you and I can afford
K A ti R t i l lti t l Key Assumption: Raw materials are ultimately
inexpensive and materials synthesis is ultimately
inexpensive p
Design and Analysis of Aircraft Structures
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Case History- Aluminum
At one time, more rare than gold and silver; Kings
and Queens wanted aluminum plates p
Very Expensive Applications
Art Deco furnishings in the 1920s and 1930s
Milit i ft d i WWII Military aircraft during WW II
Stuff that rich people buy (Post WW II through 1960s)
General Aviation
Boats
Bicycles
Toda Today
Aluminum BBQ grills at K-Mart
Aluminum shower curtain rods at hardware store
Design and Analysis of Aircraft Structures
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Composites:
FiberglassFibers Kevlar Fibers
Carbon Fibers
Fiberglass Fibers Kevlar Fibers
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Radius Engineering- Salt Lake City, Utah
Radius developed
the Trek carbon
fiber bicycle used by
Radius developed Swix carbon fiber
G
y y
Lance Armstrong
ski poles; have been used by Gold
medal Olympic skiers since 1990s
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Discussion Objective
Provide a brief introduction to composite materials
and structures in Airplane Structures p
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Composites are Damage Tolerant
F18 Midair Collision (Circa 2002, no injuries)
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Composites are Damage Tolerant (cont.)
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Composites are Damage Tolerant (cont.)
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Composite Vertical Stabilizer and Rudder Damage
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Composition of Composites
Fiber/Filament
Reinforcement Composite Matrix
Good shear properties
Lowdensity
High strength
High stiffness
High strength
High stiffness Low density High stiffness
Low density
High stiffness
Good shear properties
Low density
Design and Analysis of Aircraft Structures
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y
Carbon is the Emperor
Typical large
tow properties
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The Emperors New Clothes
Two Basic Facts Hamper Application of Carbon Fibers to Primary Structure
Carbon Fiber is expensive; about 8X-10X E-glass
fibers fibers
Much more sensitive to fiber mis-alignment from g
manufacturing process
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Not Just An Academic Exercise
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Consequence of Misalignment in Large, Composite Structure
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The Emperors New Clothes
Two Basic Facts Hamper Application of Carbon Fibers to Primary Structure
updated 3:56 p.m. MT, Fri., Aug 14, 2009
Boeing Co. has discovered another problem with its long-delayed 787 jetliner,
prompting the aircraft maker to halt production of fuselage sections at a factory in Italy.
The Chicago-based company found microscopic wrinkles in the skin of the 787s
fuselage and ordered Italian supplier AleniaAeronautica to stop making sections on fuselage and ordered Italian supplier Alenia Aeronautica to stop making sections on
J une 23, spokeswoman Lori Gunter said Friday. Boeing has started patching the areas.
The plane, built for fuel efficiency from lightweight carbon composite parts, is a priority
f B i it t l ith d i dli d id th l b l i for Boeing as it struggles with dwindling orders amid the global recession.
http://www.msnbc.msn.com/id/32415601/ns/business-aviation/
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Difficult to Control Manufacturing Defects in
Production
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Shorthand Laminate Orientation Code
Tapes or Undirectional Tapes
[45/0/-45/90
2
/-45/0/45
Each lamina is labeled by its ply orientation.
Laminae are listed in sequence with the first number representing the
lamina to which the arrow is pointing. a a to c t e a o s po t g
Individual adjacent laminae are separated by a slash if their angles
differ.
Adjacent laminae of the same angle are depicted by a numerical
subscript indicating the total number of laminae which are laid up in
sequence at that angle
[45/0/-45/90]
s
sequence at that angle.
Each complete laminate is enclosed by brackets.
When the laminate is symmetrical and has an even number on each
side of the plane of symmetry (known as the midplane) the code may
be shortened by listing only the angles from the arrow side to the
Tapes or undirectional tapes
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midplane. A subscript S is used to indicate that the code for only one
half of the laminate is shown.
Shorthand Laminate Orientation Code
Fabrics and Tapes and Fabrics
[(45)/(0)/(45)]
Midplane
When plies of fabric are used in a laminate. The
angle of the fabric warp is used as the ply direction
angle. The fabric angle is enclosed in parentheses
[(45)/0(-45)/90]
Fabrics
g g p
to identify the ply as a fabric ply.
When the laminate is composed of both fabric and
tape plies (a hybrid laminate). The parentheses
around the fabric plies will distinguish the fabric
Midplane
p g
plies from the tape plies.
When the laminate is symmetrical and has an odd
number of plies, the center ply is overlined to
indicate that it is the midplane.
Tapes & Fabrics
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p
Fatigue Performance of Composites Exceeds
That of Metals
(Reference only)
1.00
Maximum
25/50/25/ Gr/Ep
0.75
cyclic
stress/ultimate
stress
0.50
Room
temperature
0.25
7075-T6 aluminum
temperature,
dry
R = -1.0
K
1
= 3.0
0
10
2
10
3
10
4
10
5
10
6
10
7
Design and Analysis of Aircraft Structures
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Cycles to failure
Reduced Corrosion Problems With
Advanced Composites
Advanced composites do not corrode like metals
the combination of corrosion and fatigue cracking g g
is a significant problem for aluminum commercial
fuselage structure.
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Corrosion Case History Aloha Airlines
Low time airframe (but many Ground-Air-Ground cycles, 89,090
compressionand decompressionpressurization cycles fromshort hops)
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compression and decompression pressurization cycles from short hops)
Operated in moist, warm environment (chemical processes exponential
with temperature)
767 Exterior Composite Parts
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Honeycomb Usage
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SummaryAdvantages and Disadvantages
of Composite Materials
Advantages Disadvantages
Weight reduction
(approximately 20-50%)
Some higher recurring costs
Higher nonrecurring costs
Corrosion resistance
Fatigue resistance
Higher material costs
Nonvisible impact damage
Tailorable mechanical
properties
S l th h ff t
Repairs are different than
those to metal structure
Sales through offset
Lower assembly costs
(fewer fasteners, etc.)
Isolation needed to prevent
adjacent aluminum part
galvanic corrosion
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( , )
Material and Process Specifications
Material
specifications
Process
specifications
Supplier qualification
Fiber requirements
P i t
Storage and handling
Cure cycle
L d b i Prepreg requirements
Fiber volume
Resin chemistry
Mechanical properties
Layup and bagging
procedures
In-process quality control
Postprocess quality control
Mechanical properties
Forms (tape, fabric)
Cure cycle
Quality controls
Postprocess quality control
Acceptable anomalies
Splicing
Manufacturing characteristics
Incoming and receiving tests
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Building Block Approach
Elements
J oints
Coupons
Environment
RT/Ambient
(Th d )
Small Panels
Full
Airplane
Structure
Subcomponents
(Thousands)
(Hundreds)
(Dozens)
Large Panels
Components
Structure
Coupons and Elements
Mechanical properties
Interlaminar properties
St t ti
Large Panels and Test Boxes
Validate design concepts
Verify analysis methods
Stress concentrations
Durability
Bolted J oints
Impact damage characterization
E i t l f t
Verify analysis methods
Provide substantiating data for
material design values
Demonstrate compliance with criteria
Demonstrate ability of finite element
Materials
The effects of temperature and moisture
t df i d i l d
Analysis
Thermal and moisture strains calculated
usingfinite element model for each
Environmental factors
Demonstrate ability of finite element
models to predict strain values
Design and Analysis of Aircraft Structures
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are accounted for in design values and
strength properties.
using finite element model for each
critical condition.
FAA/JAA Requirements for
Material Allowables
FAR 25.613, Material Strength Properties FAR 25.613, Material Strength Properties
Statistical basis
Environmental effects accounted for
MIL-H-17B
FAR 25.615, Design Properties , g p
A basis for single load path
B basis for redundant structure
FAA AC 20-107A
JAR 25.613, 25.615, and 25.603 similar to
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, ,
FAA regulations
FAA/JAA Regulations That Govern
Structural Materials
FAR 25.603, Materials ,
Suitability and durability established by tests
Conform to specifications that ensure strength
Takes into account environmental conditions
FAR 25.605, Fabrication Methods
Fabrication methods must produce consistently Fabrication methods must produce consistently
sound structure (repeatability)
New methods must be substantiated by tests
FAR 25.609, Protection of Structure
Protected against deterioration or loss of strength
JAR 25 603 25 605 and 25 609 similar to FAA
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JAR 25.603, 25.605, and 25.609 similar to FAA
regulations
FAA/JAA Advisories That Govern
Composite Materials
FAA AC 20-107A, Composite Aircraft Structure , p
Presents an acceptablebut not the onlymeans for
certifying advanced composite structure
FAA AC 21-26, Quality Control for the
Manufacture of Composite Structure
Presents an acceptablebut not the onlymeans for
complying with the quality control requirement of
FAR 21
JAA ACJ 25.603, Composite Aircraft Structure
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Similar to FAA AC 20-107A
Strength Reduction of
Advanced Composite Materials
Pristine Materials
R d i
Processing anomalies
Surface irregularities
Splicing
Reduction
of the
allowable
stress
Waviness
Inclusions
Voids
Damage
Stress
stress
Damage
Visible damage
Nonvisible damage
Repair (holes, etc.)
D i
Allowable
design
Design
Environment
Allowable strain
reduction
design
region
Strain
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reduction
S a
777 Composite Primary Structure
Certification
Sequence Load Description Sequence Load Description
1 Limit proof Load 4 Strain survey p
a. Up bending
b. Up bending/unsymmetric
c. Down bending
d. Down bending/
5
6
7
y
Fatigue spectrum
Strain survey
Ultimate load strain survey
a. Stall buffet
2
g
Unsymmetric
e. Stall buffet (unsymmetric)
Strain survey 8
b. Up bending
c. Down bending
Destruction test -
d b di
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Fatigue spectrum 3 down bending
787 Airplane
Approximately 50% of the airframe is made from composites; a
very bold move in the commercial aircraft industry
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Boeing 787 Dreamliner Logistics
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Summary
Composite parts used for aircraft applications are defined by
Material, process, and manufacturing specifications.
Material allowable (engineering definition).
All of these have a basis in regulatory requirements.
Most efficient use of advanced composites in aircraft Most efficient use of advanced composites in aircraft
structure is in applications with
Highly loaded parts with thick gages.
High fatigue loads (fuselage and wing structure, etc).
Areas susceptible to corrosion (fuselage, etc).
Critical weight reduction (empennage wings fuselage etc) Critical weight reduction (empennage, wings, fuselage, etc).
Use must be justified by weighing benefits against costs.
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