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APRIL 2023

Composite tension leaf springs:

Available for trucks at last / 38
Plant tour: Middle River
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NFCs grow to meet
sustainability needs / 54

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 TABLE OF CONTENTS

APRIL 2023 / Vol: 9 No

–: 4

COLUMNS FEATURES
4 From the Editor 12 JEC World 2023 preview
SAMPE Seattle, JEC World and the Paris JEC World is the composites industry's largest
Air Show are approaching fast, and they trade event.
signal the real emergence of a post-
32 By Jeff Sloan
pandemic world.

6 The Troubleshooter 32 MFFD thermoplastic

Gary Bond discusses common pitfalls and floor beams — OOA
compromises when designing good cure consolidation for next-gen
tooling and their holistic significance for a
robust composite production process. TPC aerostructures
The Multifunctional Fuselage Demonstrator is
10 Design & Testing paving the way for next-gen airframes.
A second new test method has been By Ginger Gardiner
standardized by ASTM for determining
notch sensitivity of sandwich composites. 38
38 Composite tension leaf
14 Gardner Business Index springs: Available for trucks
The GBI: Composites Fabricating closed at last
February at the same level it was in
Tension leaf springs with progressive spring
November 2022, right before experiencing
rates meet the needs of truck suspensions.
a rare two months of contraction.
By Peggy Malnati

44 Plant tour: Middle River

44 Aerostructure Systems
MRAS is advancing digitized automation for
more sustainable composites production.
» DEPARTMENTS By Ginger Gardiner

16 Trends
66 New Products 54 Natural fiber composites:
72 Marketplace
Growing to meet
72 Showcase
sustainability needs
Commercial interest in flax and hemp
80 Post Cure fiber-reinforced composites is growing.
By Hannah Mason
54

» ON THE COVER FOCUS ON DESIGN

GKN Fokker led a two-year development
in collaboration with Mikrosam to demon-
74 Composite sidewall
strate the manufacture of 12 CF/LM-PAEK cover expands options
floor beams used in the passenger cabin for fire-safe rail
floor grid for the Multifunctional Fuselage
Demonstrator (MFFD). An innovative AFP
components
layup strategy using tow steering, followed Carbon fiber-reinforced thermoplastics and
by autoclave consolidation, became key to recycled manufacturing scrap help CG Rail
overcoming the thermoplastic floor beams' meet fire safety, weight and volume targets.
complex geometry and layup. See p. 32. By Hannah Mason

Source | GKN Fokker, Clean Sky 2/Clean Aviation

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 @CompositesWrld

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 FROM THE EDITOR
» On Feb. 29, 2020, I was in Prestwick, Scotland, visiting Spirit
AeroSystems. I had been invited to see Spirit’s new automated
manufacturing line for the production of resin transfer molded
CFRP spoilers for the Airbus A320 Family of aircraft.
I remember listening to a local radio station while driving my
rental car from Edinburgh to Prestwick, and hearing that there
was one confirmed case of
COVID- in all of Scotland.
It’s hard not to feel The reporter said that more
“normal” has crept were expected in the next few
back up on us. weeks. I also remember finding
out, during the trip, that the JEC
World  trade show, which was
scheduled for the following week in Paris, had been cancelled. I
suddenly had to find a way home.
Less than two weeks later, on March , I attended a SpeedNews
conference in Beverly Hills, California, where speakers tried, in
real time and in vain, to predict how the coronavirus pandemic
might impact air passenger traffic. “A % drop would be cata-
strophic,” said one speaker. That was my last work-related trip
until August .
If the pandemic shut the world down overnight, it was a
foregone conclusion that a return to the free flow of people
and goods would be much more gradual. Indeed, every time
we thought we saw a light at the end of the pandemic tunnel,
we were hit by a COVID variant or some other knock-on effect
(supply chain crises) that seemed to diminish that light.
As I write these words three years — almost to the day — after
the pandemic hit, it’s hard to not feel like “normal” has crept back
up on us. I look at the calendar and am somewhat daunted by the
next few months.
First, in late April, we have an unprecedented back-to-back
schedule of SAMPE Seattle (April -) followed by JEC World
in Paris (April -). This timing is an unfortunate byproduct of
the pandemic itself. JEC was forced to push the  iteration of
its show to May because of the omicron variant in late /early
. The late April  dates represent a gradual migration of
JEC World back to its normal spot in early March in . The
collision with SAMPE is unlikely to happen again, though it will
4 APRIL 2023 CompositesWorld
make for an exciting and exhausting couple of weeks for those of
us attending both events.
We expect these two shows will tell us much about the mate-
rials, technologies and end markets that the composites industry
thinks is important right now. There’s a lot to choose from.
Commercial aerospace is blooming again, advanced air mobility
shows much promise and hydrogen storage is on pace to demand
much of the industry’s bandwidth in the next few years. And we
can’t forget the wind industry — already the composites indus-
try’s largest consumer of raw materials — or the automotive end
market, which is striving for lightweighting now more than ever.
A little further out on the horizon is the Paris Air Show (June
-), which returns as an in-person event for the first time
since . The business side of the Paris Air Show revolves
around the exhibitions, which feature the entire aerospace and
defense supply chain, from material suppliers to tier manufac-
turers to OEMs like Boeing and Airbus. The  show is shaping
up to be a critical one as a source of signals about where and how
the commercial aerospace industry might expand in the next
few years.
As important as these events are to the composites industry,
we here at CW know that getting to all of them can be difficult. So,
we will do all that we can to keep you abreast of new technolo-
gies and news emerging from each. Keep tabs on CW’s news feed
and social media (LinkedIn, Twitter, Facebook) for the latest, and
please reach out to us if you have something to share at any of
these events. Safe travels.
JEFF SLOAN — Editor-In- Chief
A Partner You Can Count On

JEC WORLD
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April 25-27, 2023 PARIS-NORD
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 THE TROUBLESHOOTER

Nine factors to
consider when
designing
composites cure
tooling
Composite tool layup, curing
Large composite tool for layup and cure of a fairing. Carbon fiber-reinforced
facesheet is paired with carbon “eggcrate” backup structure for optimal coefficient of
thermal expansion (CTE) and thermal performance. Source | Janicki Industries

» “You can make a bad composite part off a good tool. The reverse
is not true.” (LaminateLife “Composite Truisms,” 2020).
In my almost  years in the composites industry, I have
learned (sometimes after much blood, sweat and tears) the
profound truth in that statement. While many things can
go wrong with a
composite part from
Good composites layup to bagging to
tooling involves many cure, the fact stubbornly
factors integrated in a remains that if you start
with bad cure tooling,
holistic design.
things will go wrong.
This column focuses on
cure tooling (i.e., bond jigs or Material, process compatability
layup molds) for the main reason that other types of tooling, such An Invar facesheet is paired with an Invar substructure to reduce CTE effects but
as trim or assembly jigs, generally do not see elevated tempera- maintain durability. Note the edge of ply (EOP) and trim lines etched into the
tures or high pressure and are therefore greatly simplified in facesheet as well as tooling ball holes around the edges to precisely locate the tool for
design. automated ply layup processes or laser ply projection systems.
At its most fundamental level, cure tooling is merely a way to Source | Visioneering Composite Technologies

provide a pressure reaction surface under temperature to give

composites their final shape after cure or consolidation. Getting
to that surface is the fun part; there are many ways that tooling
design can go pear-shaped. Let’s walk through some of the
common pitfalls.
Good composites tooling (as distinguished from composite
tooling or tooling made from composite materials) involves many
factors that need to be integrated in a holistic design. Design,
by its very nature, is an activity of compromise, and for compos-
ites cure tooling, the following factors need to be considered and
balanced.

Design drivers
Part geometry, material system, build rate and process drive
the overall tooling design. Cure temperatures and pressures
push different choices in tooling materials and backup structure Maintaining thermal uniformity
layout. In general terms, the lower the cure temperature, the Invar “eggcrate” structure to enable good gas flow. Facesheet stiffeners also have
more inexpensive the cure tool can become. The more complex half-circle holes to help with thermal uniformity. Source | Visioneering Composite Technologies

6 APRIL 2023 CompositesWorld

 Cure tooling design considerations

a part, the more expensive the tool. A tool for one or two proto- transportation, faster heat up, etc.). The facesheet (the portion of
types will likely be designed very differently than one for an the tool actually in contact with the composite part) needs to be
anticipated thousand-article production run. thin to speed cure cycles and reduce costs, but thick enough to
Moreover, tools that are used with automated processes, maintain contour under pressure.
such as advanced fiber placement (AFP) or automated tape The facesheet is the key part of the cure tool and needs to
layup (ATL), may require additional backup structure or thicker be able to resist cuts and scrapes. Any nicks or scratches on it
facesheets to handle the pressure-point loads from the roller must be able to be easily repaired or blended out. Addition-
head and/or features to integrate with headstock/tailstock ally, the facesheet has to take numerous thermal cycles without
fittings if the tool needs to rotate. degrading or deforming. At the same time, it has to be compat-
ible with the mold release and withstand the demolding and
Material choices cleaning/reapplication cycles of mold release.
There are a number of material choices that can be used for Backup structure (supporting the facesheet), such as
composites cure tooling, but they generally fall into three main
families: low-cost metals such as aluminum or plain carbon
steel; high-end nickel steel alloys such as Invar; and composites.
Each of the three families have their uses and need to be evalu-
ated against all of the other required properties listed here. Also
up-and-coming are additive — metal and polymer — manufac-
tured tools, which have their own set of advantages (rapid design
changes, no tools to make tools, almost limitless geometries) and
challenges (high thermal expansion, poor durability, vacuum
integrity).

Thermal performance
Cure tools must be able to hold their shape up to cure tempera-
ture and even beyond to account for cure cycle overshoots. Coef-
ficient of thermal expansion (CTE) is an important consider-
ation, especially for larger parts; how much the tool grows during
heat-up (and shrinks during cooldown) can significantly impact Considering production needs
dimensional control of the part and/or quality.
Durable and inexpensive low carbon steel tool with pocket features for ply build-ups
For example, trapped details can experience delamination or honeycomb. Note the integrated features for distributing vacuum.
due to shrinkage of high CTE tooling during cooldown after cure. Source | Visioneering Composite Technologies
Thermal uniformity of the tool is important to avoid hot/cold
spots — this means an open backing structure to enable gas flow.
Tools need to undergo thorough heat surveys to confirm uniform
heating before being released to production.

Dimensional compensation
Tooling must be designed so that the final as-cured part
conforms to dimensional requirements. CTE is an important
factor, as well as the internal stresses of the cured composite,
which can lead to effects such as spring-in. In metals, shapes
need to be over-formed because they will “spring back” — on the
other hand, composites need to be under-formed because they
exhibit the opposite behavior, springing “in” after cure. Under-
forming is usually on the order of 1.5 degrees as a rule of thumb,
but it is material- and cure cycle-dependent. In recent years,
thermal modeling of parts and tooling during cure has signifi- Quality layup surfaces
cantly improved first-time tool design quality. Smoothness of the layup surface is important. Reactive additive manufacturing
(RAM) made this thermoset layup tool. Additive manufacturing (AM) of cure tooling
Facesheet and backup structure can work well for prototype and proof-of-concept rapid manufacturing trials.
Tooling should be designed for minimal weight (ease of Source | Mississippi State University, Advanced Composites Institute

CompositesWorld.com 7
 THE TROUBLESHOOTER

“eggcrate,” needs to be spaced close for rigidity and dimensional can occur at welded joints. For tooling made from composites,
control, but far away enough to reduce weight (and cost) and porosity in the facesheet or surface porosity can make vacuum
improve gas flow. integrity more challenging.

Vacuum integrity Surface profile/smoothness

The facesheet of the tool must prevent any gas leak paths (which Depending on the tooling approach, the tooled surface of the part
can cause porosity) from reaching the composite layup. In may be outer mold line (OML) or inner mold line (IML). IML-
metallic tooling, this generally is not a major issue, although leaks tooled parts need an appropriate surface profile to mate with the
substructure; OML-tooled parts need
smoothness to reduce drag.
Although tight tolerances might seem
Scan the
QR code
an easy way to reduce risk, it also greatly
for more increases cost. For smoothness, toler-
ances twice as tight as the final desired
part smoothness are typically levied
against the tool to account for in-process
variation and degradation of the tool
over time.

Cost
The cost of the tool will be spread across
the production run of the part. Therefore,
the more parts being built on the tool,
the less the influence of tooling on part
cost and the more that can be invested
in better (lower CTE) and more durable
tooling.
Conversely, for prototyping and
one-two part runs, tooling costs must be
very carefully controlled or significant
additions to part cost may be incurred.
This may drive the tooling choices to
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COMPOSITES CPV development and samples production service Ultimately, time (and budget) invested
up front to proactively address each of
the above issues will pay large dividends
during production with robust processing
and low scrap rates.

Gary Bond is a private pilot,

a SAMPE Fellow and a Solvay
Technical Fellow, providing
2-year warranty | 24x7 support sales@mikrosam.com www.mikrosam.com technical service support to
Solvay customers who are facing
BOOTH D51
BOOT composites manufacturing challenges. Prior to
retirement, he worked with Boeing for 26 years
as a composites M&P Technical Fellow. You can
follow him on LinkedIn at www.linkedin.com/
in/compositebond for LaminateLife — all things
composites, aviation and really bad dad jokes.

8 APRIL 2023 CompositesWorld

Adapt-ability
in mixing
Around the world, ROSS Multi-Shaft Mixers produce
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 DESIGN & TESTING

Notched testing of sandwich

composites: The sandwich
open-hole flexure test
» In my January  column, I discussed a new ASTM test
method for use in assessing the notch sensitivity of sandwich
composites: the sandwich open-hole compression (OHC)
test, ASTM D. A second notch sensitivity test method
for sandwich composites was also recently standardized: the
sandwich open-hole flexure (OHF) test, ASTM D. In this
column, I’ll provide an overview of this second sandwich notch
sensitivity test method and draw some comparisons with other
existing notch sensitivity test methods for composites.
Perhaps the first question to address is why it’s necessary
to have two notch sensitivity tests for sandwich composites.
For starters, it’s worth noting that there are two open-hole test
methods for composite laminates: one for tension loading, ASTM
D, and a second for compression loading, ASTM D.
A primary reason for having two notch sensitivity test methods
for composite laminates is the difference in failure modes
and resulting notch sensitivities under tension and compres-
sion loading. Sandwich composites are commonly subjected
to flexural loading, resulting in a tension-loaded facesheet and
a compression-loaded facesheet. When using fiber-reinforced
composite facesheets, the compression-loaded facesheet typi-
cally fails first.
Additionally, sandwich composites are
used in compression-loading applica-
The choice of notch sensitivity
tions, and their notched strengths under
compression and flexural loading are test should be based on the
typically not the same. Therefore, even primary type of loading in the
though failure primarily occurs in intended application.
compression-loaded facesheets, two
separate test methods are desired.
The new sandwich OHF test standard is designated as an ASTM
standard practice, as it provides only supplemental instructions
for modifying the sandwich long beam flexure test method, ASTM
D, for use with open-hole sandwich specimens. As in all
other ASTM notch sensitivity tests for composite laminates and
sandwich composites, a specimen width-to-hole diameter ratio
of : is used. This ratio has been widely accepted in the aero-
space composites community for producing acceptable notched
strength reductions while minimizing the interaction between the
centrally located open through-hole and the specimen edges.
As in the case of the sandwich OHC test specimen, a -milli-
meter-diameter through-hole is used, resulting in a -milli-
meter specimen width. Interestingly, this specimen width differs
FIG. 1 Fixture and specimen testing
ASTM D8453 sandwich open-hole flexure test fixture and specimen.
Source (all images) | Dan Adams
slightly from the -millimeter width specified in the sandwich
long beam flexure test method, on which it is based. The reason?
Using a -millimeter specimen width and maintaining a width-
to-diameter ratio of : would require a .-millimeter-diam-
eter through-hole, for which cutting tools are not readily avail-
able. Note, however, that when performing the test according to
U.S. customary units, a .-inch-
diameter hole is machined into a
.-inch-wide specimen, the same
width as specified in the sandwich
long beam flexure test method. Both
the sandwich OHC and OHF test speci-
mens have the same -millimeter hole
diameter and -millimeter specimen
width, as the two test methods were developed in a coordinated
effort.
The four-point flexural loading configuration used for the
sandwich OHF test produces a uniform bending moment and
zero shear force across the notched inner span while minimizing
the shear forces in the outer spans. The same -millimeter outer
support span and -millimeter inner loading span that are
designated as the standard configuration for unnotched sandwich
flexure testing in ASTM D are also used for sandwich OHF
testing. A total specimen length of  millimeters allows for a
-millimeter specimen extension beyond the outer supports.
Prior to standardization, both testing and finite element
analyses were performed to investigate the effect of the inner load

10 APRIL 2023 CompositesWorld

 Sandwich open-hole flexure test
Unnotched Notched
1 tion used in these investigations consisted of Hexcel (Stamford,
0.8
Normalized Strengh
0.6
0.4
0.2
0 type of loading in the intended application.
S-OHF S-OHC
Test Method
FIG. 2 Unnotched vs. notched strengths
Unnotched and notched strengths from sandwich open-hole flexure (OHF) and
sandwich open-hole compression (OHC) testing.
span length on the open-hole flexure strength. The -milli-
meter inner loading span length was determined to be sufficient
to minimize interactions between the open-hole stress concentra-
tion and the inner loading heads.
The long beam flexure test fixture (Fig. ) loads the sandwich
specimen using pivoting, -millimeter-wide flat loading blocks.
Additionally, rubber pressure pads may be used between the
loading blocks and specimen to prevent localized damage to the
facesheets. Because of the dominating presence of the -milli-
meter through-hole in the center of the specimen, test results are
relatively insensitive to parameters of concern in the unnotched
sandwich flexure test, such as failure at the loading points and
rough or uneven specimen edges. However, because the notch
has a dominant effect on the sandwich specimen strength, consis-
tent preparation of the hole, without damage to the sandwich
specimen, is required for obtaining meaningful results.
Note that the only acceptable failures are those that occur at the
hole in one or both of the facesheets. As with all other composite
notch sensitivity tests, the open-hole strength, referred to in the
standard as the facing ultimate stress, is calculated using the total
width of the specimen, disregarding the reduced area produced
by the hole.
Having introduced the two new standardized test methods
for notched testing of sandwich composites, I’ll now revisit my
earlier question regarding the need for two notch sensitivity tests
for sandwich composites. While developing these test methods,
considerable testing and analysis was performed for each of
CompositesWorld.com
the sandwich test methods. The primary sandwich configura-
Conn., U.S.) IM/ carbon/epoxy cross-ply facesheets
bonded to a -millimeter-thick,  kg/m Hexcel Nomex honey-
comb core. Notched and unnotched specimens were tested to
determine the notched strength ratio for the sandwich OHF and
OHC test methods. Three replicates were tested for each condi-
tion and results were normalized to the average strength of the
unnotched sandwich flexure specimens as shown in Fig. . Note
that the baseline unnotched strengths as well as the notched
strengths differ significantly between the flexure-loaded and
compression-loaded test methods, confirming the need for both
sandwich notch sensitivity test methods and suggesting that the
choice of notch sensitivity test should be based on the primary
Finally, note that for the sandwich configuration inves-
tigated, the notched strength ratio, defined as the notched
strength divided by the unnotched strength, is similar for the
two notched sandwich test methods: . for the sandwich OHF
method and . for the sandwich OHC method. However, this
observation is based on a single sandwich configuration, and
further investigation is required to determine if similar notched
strength ratios are produced with other materials and sandwich
configurations.
REFERENCES
1
ASTM D8454/D8454M-22, “Open-Hole Compressive Strength of Sandwich Constructions,”
ASTM International (W. Conshohoceken, PA, U.S.), 2022.
2
ASTM D8453/D8453M-22, “Open-Hole Flexural Strength of Sandwich Constructions,” ASTM
International (W. Conshohocken, PA, U.S.), 2022.
3
ASTM D5766/D5766M-20, “Open-Hole Tensile Strength of Polymer Matrix Composite
Laminates,” ASTM International (W. Conshohocken, PA, U.S.), 2018 (first issued in 1995).
4
ASTM D6484/D6484M-20, “Open-Hole Compressive Strength of Polymer Matrix Composite
Laminates,” ASTM International (W. Conshohocken, PA, U.S.), 2020 (first issued in 1999).
5
ASTM D7249/D7249M-20, “Facesheet Properties of Sandwich Constructions by Long Beam
Flexure,” ASTM International (W. Conshohocken, PA, U.S.), 2020 (first issued in 2006).
6
Stanfield, M.L., Kuramoto, B., and Adams, D.O., “Development and Evaluation of the Sandwich
Open-Hole Flexure Test,” to appear in Journal of Sandwich Structures and Materials, 2023, doi:
10.1177/10996362231151453.
ABOUT THE AUTHOR
Dr. Daniel O. Adams is vice president of Wyoming Test Fixtures
Inc. (Salt Lake City, Utah, U.S.) and an emeritus professor of
mechanical engineering at the University of Utah, where for
23 years he directed the Composite Mechanics Laboratory. He
holds a B.S. in mechanical engineering and an M.S. and Ph.D.
in engineering mechanics. Adams has a combined 43 years of academic/industry
experience in the composite materials field. He has published more than 120
technical papers, is vice-chair of ASTM Committee D30 on Composite Materials
and co-chair of the Testing Working Group for the Composite Materials Handbook
(CMH-17). He regularly provides testing seminars and consulting services to the
composites industry. adams@eng.utah.edu
11
 SHOW PREVIEW
JEC World
2023 preview
What: JEC World 2023
When: April 25-27, 2023
Where: Parc d’Expositions Nord
Villepinte, Paris, France
»It’s spring, which means it’s time for JEC World , the global
composites industry’s largest trade show, scheduled for April -
at the Parc d’Expositions Nord Villepinte in Paris, France.
JEC World is a robust and vibrant event, bringing together the
composites industry’s entire supply chain, from raw materials and
software suppliers to intermediates producers and finished parts
and structures fabricators. The  iteration of the show features
more than , exhibitors from more than  countries, spread
out over , square meters (, square feet) of exhibit
space.
There are also  regional and international pavilions featured
at JEC World, representing all or parts of Belgium, China, Czech
Republic, Germany, India, Italy, Japan, Luxembourg, the Nether-
lands, South Korea, Spain, Turkey, the U.K. and the U.S.
Although JEC World is best known as a trade show, it does
have a substantial conference and presentation component,
offered on the show floor in designated meeting spaces. Featured
topics for the  show include natural fibers and bio-polymers,
composites in building and construction, composites in architec-
ture, sustainability, next-gen commercial aircraft, women in the
composites industry, recycling and more.
The Composites Exchange program at the show features
product and technology information presented by exhibi-
tors. These presentations, each  minutes long, span a range of
material, equipment and software suppliers, including, but not
limited to, Coriolis, Solvay, OCSiAl, Arkema, Westlake Epoxy,
Henkel, Faurecia, Toray, CMS, Saertex, Huntsman, Dieffenbacher,
SGL Carbon, Hexagon and many more.
A very popular program at JEC World since  is the Startup
Booster, a competition designed to shed light on new and
emerging companies and technologies. Finalists in the Startup
Booster competition will make their pitch at JEC World in front of
a jury of industry experts, will be featured in the Startup Booster
exhibit area and receive other promotional benefits. Past Startup
Booster winners include Arevo, Continuous Composites, Vartega,
CompAir, Fortify and several others.
JEC World’s Planets — specialty pavilions designed to highlight
12 APRIL 2023 CompositesWorld
International hub for composites
JEC World 2023 will feature more than 1,200 exhibitors representing the
entire composites industry supply chain. Source | CW
composites innovations in specific end markets — tend to attract
large crowds. The Mobility Planet exhibits parts and structures
from the automotive, rail, aerospace, unmanned aircraft, advanced
air mobility (AAM) markets and more. The Industry Planet feature
parts and structures from the building and construction, sports,
lifestyle, energy and marine end markets.
Probably the most popular exhibit area at JEC World is the Inno-
vation Awards, which recognize creative, insightful application of
composite materials, composites processes and design in a variety
of structures for a variety of end markets. The  Innovation
Awards winners, announced in March, will be on display on the
show floor and always provide an interesting look at the materials
and process innovations driving the composites industry.
The  winners include Alpex Technologies, Audi, Toyota,
the National Institute for Aviation Research (NIAR), Chantiers De
L’Atlantique, Huntsman Advanced Materials and Swancor Holding
Co. Ltd.
JEC World is held at Parc d’Expositions Nord Villepinte, which
is closer to the Charles de Gaulle Airport than it is to the city
center of Paris, but there are lodging options relatively close by.
Most attendees, however, find lodging in the city and commute to
JEC World via regional train service, which can take  minutes
to one hour each way. For more information about JEC World
, including registration and lodging, visit jec-world.events/
welcome.
Jeff Sloan is editor-in-chief of CompositesWorld, and has been
engaged in plastics- and composites-industry journalism for
27 years. jeff@compositesworld.com
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 GARDNER BUSINESS INDEX: COMPOSITES FABRICATING

Composites industry index ends

February in growth mode
February — 51.6 ABOUT THE AUTHOR

Jan Schafer, MBA, is

»Composites Fabricating activity bounced back in February following two months of contrac- the director of market
tion. The Gardner Business Index (GBI): Composites Fabricating closed February at 51.6, research for Gardner
following a reading of 48.5 in January. Production and employment components continued Intelligence, a division of
Gardner Business Media
growing at slightly faster rates like they have for about four months straight. New orders and (Cincinnati, Ohio, U.S.). She has been an
backlog, on the other hand, have been contracting for a similar amount of time — since essential part of Gardner Intelligence for over
September 2022, specifically — with the pace of this contraction just starting to slow in February. five years, and has led research and analysis
in various industries for over 30 years.
It is a bit puzzling that these four components are not moving together more similarly as they typi- jschafer@gardnerweb.com
cally do. Supplier deliveries continued to lengthen at an ever-slowing rate, reinforcing that what
may be an indication of potential upticks toward expansion for other components are just that —
potential upticks — as long as the supply chain shows no signs of being stretched or stressed.

GBI: Composites Fabricating Moving on up

GBI: Composites Fabricating activity grew in
February. Source (all images) | Gardner Intelligence

GBI: Composites Fabricating — Employment, Production, New Orders and Backlog Ups and downs
(three-month moving average) Production and employment activity are
opposite new orders and backlog for
Employment (3-MMA) New Order (3-MMA) February, the former expanding while the
Production (3-MMA) Backlog (3-MMA) latter contracts.

PRESENTED BY

Stay ahead of the curve with Gardner Intelligence.

Visit the blog at gardnerintelligence.com or email jschafer@gardnerweb.com

14 APRIL 2023 CompositesWorld

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 TRENDS
Cuboidal tanks from TU Munich enable standard platform for BEV and FCEV;
Fabrum tests LH2 storage and delivery system; Ford’s Mustang Dark Horse
features carbon fiber wheels; Joby begins final assembly of its eVTOL aircraft;
Glass Fibre Europe updates its LCA on continuous filament glass fiber; and more.

CARBON FIBER

TU Munich develops cuboidal conformable

tanks using carbon fiber composites
for increased hydrogen storage
Fuel cell electric vehicles (FCEV) powered by zero-emission
hydrogen (H2) provide an additional means to reach net-zero
climate goals. H2-powered fuel cell (FC) passenger cars can
be refueled in 5-7 minutes for a driving range of 500 kilome-
ters but are currently more expensive due to low production
volumes. One means of cost reduction is to use one standard
platform for battery electric vehicle (BEV) and FCEV car
models. This is currently not possible because the Type IV
Source | TU Dresden (upper left), Technical
University of Munich, Chair of Carbon cylindrical tanks used to store compressed H2 gas (CGH2)
Composites (LCC)
at 700 bar in FCEV do not fit into the underbody battery

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16 APRIL 2023 CompositesWorld

 Cuboidal conformable tanks

enclosures well-developed for BEV. However, pillow-shaped, presents other issues. “It’s clear that you need to counteract
cuboidal pressure vessels could fit into that flat package the bending forces on the flat walls due to the pressurized
space. gas,” continues Gleis. “To do this, you need reinforcing struc-
The Chair of Carbon Composites (LCC) at the Technical tures on the inside that connect into the tank walls. But that’s
University of Munich (TUM, Munich, Germany) is partici- difficult to manufacture with composites.”
pating in two projects developing this concept. The first Gleis and her team sought to integrate reinforcing tension
is Polymers4Hydrogen (P4H), headed by the Polymer struts in the pressure vessel in a way that would work
Competence Center Leoben (PCCL, Leoben, Austria). The with the filament winding process. “That’s important for
work package at LCC is led by research associate Elisabeth enabling high-volume production,” (continued on page 18)
Gleis.
The second project is Hydrogen
Demonstrator and Development
Environment (HyDDen), with LCC
work led by research associate
Christian Jäger. Both aim to produce
scaled demonstrators of the manufac-
turing process to produce a conform-
able CGH2 tank using carbon fiber
composites.
P4H has already produced a
proof-of-concept cuboidal tank
using a thermoplastic skeleton with
composite tension straps/struts that
is overwound with carbon fiber-
reinforced epoxy. HyDDen will pursue
a similar design but use automated
fiber placement (AFP) to produce an
all-thermoplastic composite tank.

Cuboidal tank, MAI Skelett approach

Gleis references a variety of
cuboidal tank concepts as well
as other approaches in the paper,
“Development of a manufacturing
process for a cuboidal pressure vessel
with tension struts,” presented by
Gleis, et al. at the ECCM20 confer-
ence (June 26-30, 2022, Lausanne,
Switzerland). In that paper, she cites
TUM research published by Michael
Ruf and Swen Zaremba which found
that a cuboidal pressure vessel with
tension struts connecting the rect-
angular sides provided roughly 25%
more storage versus multiple small
cylinders packed into a flat battery
space.
The problem with packing numer-
ous small Type IV cylinders into a
flat enclosure, explains Gleis, “is that
you lose a lot of volume between the
cylinders and that system also has a
very large surface for H2 gas perme-
ation. Overall, this system provides
less storage volume than a cuboidal
tank.”
However, a cuboidal tank design

CompositesWorld.com 17
 TRENDS
(continued from page 17)
she explains, “and it also allows us to design the winding
pattern in the vessel wall to optimize the fiber orientations
per load in each area.”
To enable winding, the team came up with a new concept
that has four basic steps. The tension struts are positioned
in a prefabricated skeleton structure which is made using a
method drawn from the MAI Skelett project. In this project,
BMW developed a “skeleton design” for a windshield frame
using four fiber-reinforced pultruded bars and then over-
molded these in a plastic frame.
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“Our idea was that you could build a cuboidal tank skel-
eton as a modular structure,” says Gleis. “You then place
these modules into an overmolding tool, place the tension
struts into the skeleton modules and then use the MAI
Skelett method to injection mold around the struts, inte-
grating them with the skeleton sections.” This could be an
efficient method for serial production, she adds, resulting
in a structure that would then serve as a mandrel or core
for filament winding the tank’s composite shell.
TUM designed the tank skeleton as a cuboidal “pillow”
with solid sides, rounded sides and
3D-printed hexagonal-patterned
skeleton section on top and bottom
through which tension struts could
be inserted and attached.
The team bought 68 pultruded
carbon fiber-reinforced polyamide
6 (PA6) rods from SGL Carbon
(Meitingen, Germany) to use as
tension struts. “For this proof of
concept, we did not perform any
overmolding,” says Gleis, “but
instead simply inserted the struts
into the 3D-printed honeycomb skel-
eton core and bonded them using
epoxy adhesive. This then provided
the mandrel for filament winding the
tank.” She notes that although it was
relatively easy to wind around these
rods, there were also significant
issues, which will be described later.
“For this first step, our goal was
to demonstrate the manufactur-
ability of this design and disclose
challenges in the manufacturing
concept,” Gleis explains. “So, the
tension struts protruded through the
outer surface of the skeleton struc-
ture and we used wet filament wind-
ing to attach the carbon fibers onto
that core. After this, in the third step,
we bent the head of each tension
strut. Because the struts were made
from thermoplastic, we simply used
heat to reshape the head so that
it was flattened and anchored into
the first layers of winding. And then
we continued winding around the
structure again, so that the flattened
heads of the tension struts were
geometrically encapsulated within
the tank wall laminate.”
Cones, reshaping struts and
winding
Gleis reiterates this first tank was
a proof of concept. “The use of 3D
printing and adhesives was just for

initial validation and gave us insights on several challenges
we face.”
The team trialed different options for reshaping. “Those
that appear circular worked best,” says Gleis. “Also, for the
prototyping phase, we used a modified soldering tool to
introduce heat and reshape the tension strut ends. In a
serial production concept, you would have a larger tool that
simultaneously shapes and overmolds all the strut ends into
the inner wall laminate.”
Thus, the laminate was cured after the first winding step,
the struts were reshaped, TUM completed the second fila-
ment winding and then performed a second cure for this
outer tank wall laminate. Note, this is a Type V tank design,
meaning it has no plastic liner as a barrier for gas perme-
ation. See discussion below in “Next Steps.”
“We cut the first demonstrator into cross-sections and
imaged the linkage areas,” says Gleis. “In the close-ups, you
could see that we had some issues with laminate quality
and the strut head did not lay flat on the inner laminate.”
This initial 450 × 290 × 80-millimeter tank was completed
last summer. “Since then, we have made a lot of progress,
but we still have gaps in between the inner and outer lami-
nate,” says Gleis. “So, we tried using a high-viscosity neat
resin to fill these gaps. This actually improved the connec-
tion between the struts and the laminate, and thus signifi-
cantly increased the mechanical load capability.”
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CompositesWorld.com
Cuboidal conformable tanks
NEWS
Next steps
The team continues to develop the tank design and
process. “We have proven the feasibility of this manufac-
turing concept,” says Gleis, “but we need to further work
on improving the connection between the laminate and the
reshaped tension struts. We are doing this work now and
have developed a method for pull-out testing in a tensile
test machine. You pull the strut out of the laminate and test
the mechanical loads those connections can take.” Solutions
for the winding patterns required are also being studied.
This part of the Polymers4Hydrogen project is set to
wrap up at the end of 2023, at which point Gleis hopes to
have completed a second demonstrator tank.
Gleis and her team are also exchanging information and
brainstorming with Jäger in the second LCC conform-
able composite tank project within HyDDen, which will
produce a conformable composite pressure vessel that will
be completely thermoplastic, with tape materials supplied
by Teijin Carbon Europe GmbH
(Wuppertal, Germany), for a research
drone. The project will finish at the
end of 2024.
Read more about the
Polymers4Hydrogen and HyDDEn
projects online at
short.compositesworld.com/cuboidaltanks
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19
 TRENDS

Fabrum supplies lightweight composite LH2

tanks for aviation, launches consortium with
Airbus, other partners
Fabrum (Christchurch, New Zealand) was founded in 2004
by chairman Christopher Boyle and technical director Hugh
Reynolds. In December 2022, the company announced
delivery of its first lightweight composite liquid hydrogen
(LH2) tank for aviation. The tank was slated for testing in
early 2023 by Filton Systems Engineering (FSE, Bristol,
U.K.) to demonstrate Fabrum’s capability to deliver a
complete aerospace fuel storage and delivery system. This
system is designed to maximize storage efficiency (aka
Source | Fabrum
mass fraction = ratio of total fuel weight to total fuel system
weight) and reduce boil-off gases during warm (versus
cryo-chilled) refueling. propulsion system for sub-regional aircraft to be in service as
early as 2026.
Work with GKN Aerospace “We’re excited to now tie our aerospace and hydrogen
In August 2022, Fabrum announced it was working with systems together for actual flight and full certification with
FSE and GKN Aerospace (Solihull, U.K.) to develop tech- FSE. We’ve always believed hydrogen is the ideal alternative
nology for an end-to-end H2 fuel system. “We’re the fuel for aviation, and over 17 years, we’ve developed enormous
only company in the world with capability in electrolysis, capability and understand the drivers for aviation systems.”
liquefaction, distribution and fuel ground storage through Boyle notes the challenges for H2-powered aviation are
to aircraft fueling of onboard fuel tanks — with the abil- quite similar to those for Formula One: “It demands the best
ity to vaporize liquid back to gas at the right pressure and tech to achieve the outcomes the industry is after and requires
temperature for the fuel cell,” says Boyle. high performance, high reliability and consciousness around
GKN Aerospace announced in January 2021 its lead in weight. Our technologies are a game-changer for aviation
the £54 million H2GEAR program, aimed to develop an LH2 innovators and researchers — as (continued on page 22)

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 TRENDS

(continued from page 20)

we’re enabling liquid hydrogen production on-demand as Fabrum plans to use the funding to expand its global presence
close as possible to the point of use, storage and contain- and scale up its manufacturing capacity with a purpose-built
ment. This is a paradigm shift from liquid hydrogen produced manufacturing facility at its Christchurch headquarters.
at large-scale plants and transported to the site of use.” The new Hydrogen Consortium in New Zealand has been
Fabrum reports that it is manufacturing onboard fuel launched to pioneer the commercial deployment of green
tanks to carry LH2 for zero-emission flights, as well as hydrogen-powered, zero-emission aircraft by partners
green hydrogen systems for ground-based infrastructure at Airbus, FFI, Air New Zealand, Hiringa Energy, New Zealand’s
airports. Both are being supported financially. Christchurch Airport and Fabrum.
Fabrum announced its $23 million Series A financing led
by London-headquartered AP Ventures with participationFabrum history
Fabrum describes itself as a world leader in industrialized
from Australia-based Fortescue Future Industries (FFI),
Japan-based Obayashi Corp. and New Zealand-based K1W1.small- to medium-scale liquefaction systems and composite
cryogenic vessels. For example, LH2
is typically stored in dewars with an
inner and outer tank — typically metal
— separated by multilayer insulation
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(MLI) in a high-quality vacuum. There

are efforts to develop all-composite
dewar tanks for onboard LH2 stor-
age, including the NL LH2 consortium
COMPOSITE PRESSES project — which is still in early stages of
a lifelong bond
development — and GTL whose tanks
are undergoing initial testing.
Fabrum touts a history of innovation
and precision engineering in compos-
ites, cryogenics and power systems,
evidenced by solutions it has delivered
for a variety of projects:
•Collaboration with NASA on a Liquid
Air life support package for astro-

• Compression
nauts and a CO2 sublimation project

• Thermoforming
for the Mars lander program.

•
•Work with Rolls-Royce to develop
Injection superconducting systems.

• Press
•Co-development of the world’s first
electric aircraft engine for MagniX.
Automation
•
•Built superconducting electric
Specialized motors/rotors for Safran/Airbus.
Solutions •Fabrum also worked on an
H2-powered foiling catamaran for
the four-time champion Emirates
Team New Zealand (ETNZ). The
catamaran, Chase Zero, will be used
as the team’s chase boat in the 37th
America’s Cup.
Fabrum lists its core competencies
as green hydrogen production, storage,
dispensing and system integration. The
company reportedly also has a strong
presence in the traditional cryogenic
markets of liquid nitrogen, liquid
oxygen (LOX), liquid natural gas (LNG)
and liquid air, with a global customer
base including hi-tech research insti-
tutions, manufacturing and defense
COMPOSITE PRESSES AND PRESS SYSTEMS forces. In addition, it claims capabilities
to design optimized composite satellite
platforms with integrated propulsion,
www.wickert-usa.com energy management, fuel tanks and
structures.

22 APRIL 2023 CompositesWorld

 Joby company-conforming aircraft
NEWS

Joby begins final assembly of company-

conforming aircraft
In February 2023, Joby Aviation Inc. (Santa Cruz, Calif., U.S.) began final
assembly of what is believed to be the world’s first company-conforming
electric vertical takeoff and landing (eVTOL) aircraft. Per the company’s
agreement announced in December 2020, Joby’s aircraft is employing Toray
Advanced Composites’ (Morgan Hill, Calif., U.S.) carbon fiber prepreg systems.
The aircraft, which is the first to be produced at Joby’s pilot manufac-
turing facility in Marina, California, has been manufactured in accordance
with a released design and built according to a complete implementa-
tion of a quality management system (QMS), qualifying it as a company-
conforming aircraft — a key step on the path to achieving the Federal
Aviation Administration
(FAA) type certifica-
tion required to begin
commercial passenger
operations.
“Beginning final assem-
bly of our first company-
conforming aircraft is
a critical achievement
for Joby and a land-
mark for the wider
eVTOL industry,” Didier
Papadopoulos, head of
aircraft OEM at Joby,
says. “It unlocks the
path ahead and allows
us to exercise our qual-
Source | Joby Aviation
ity management system
in preparation for type
certification and a subsequent production certification.” He notes that there
is a significant amount of work that goes into getting to this point, thanking
the energy and commitment of the team behind this achievement.
Having built the major aerostructures of the aircraft — the wing, tail and
fuselage — Joby is now beginning the process of mating the structures
together and installing the wiring, electronics, actuation and propulsion
systems on its pilot production line. Joby expects the aircraft to begin flight
testing in the first half of 2023.
Joby’s QMS, matured over a number of years, includes tracking and
documentation of every part on the aircraft, configuration management
of engineering drawings, environmental conditions during fabrication and
actions taken by manufacturing technicians. The system is reviewed regu-
larly by the FAA as part of the company’s preparation to receive a produc-
tion certificate following the type certification of its eVTOL aircraft.
Concurrently with low-rate aircraft production in Marina, Joby is actively
evaluating proposals from a number of U.S. states to support the construc-
tion of the company’s Phase 1 production facility.

BIZ BRIEF

Siemens Gamesa (Zamudio, Spain) has announced its intention to build a major offshore
nacelle manufacturing facility in New York, subject to the company’s wind turbines being
selected by the New York authorities in their third offshore wind solicitation. The company
is also committing to localizing several new component supplier facilities, including steel
component fabrication, bearings and composite components, demonstrating the further
development of a sustainable local supply chain ecosystem.

CompositesWorld.com 23
 TRENDS
AUTOMOTIVE
Ford Mustang Dark Horse features
Carbon Revolution carbon fiber
wheels
Several sources have reported that Ford (Detroit, Mich.,
U.S.) is outfitting its 2024 Mustang Dark Horse with Carbon
Revolution (Geelong, Australia) carbon fiber wheels,
unveiled at this year’s Chicago Auto Show. The 19-inch
wheels boast colored carbon fiber detailing using Hypetex’s
(London, U.K.) Chapel 2x2 260-gsm 3K twill carbon fiber,
a material that is said to have been engineered specifi-
cally to work within Carbon Revolution’s Diamond Weave
Technology — creating an aesthetic carbon fiber weave on
the visible surface of the wheel face — and to match the
blue interiors of the Dark Horse.
The optional wheels with single-piece carbon fiber rims
weigh 37% less than the Dark Horse’s standard aluminum
wheel set for roughly 21 pounds of weight savings total,
Ford told Motor Authority. They are Carbon Revolution’s
first five-spoke design for a Ford vehicle, and the first time
the lug nuts have been positioned between the spokes
on a Carbon Revolution wheel. The Mustang Dark Horse
is Carbon Revolution’s fourth program with Ford — both
companies have previously collaborated on the Mustang
Shelby GT350R and the Ford GT, says Motor1.com.
24 APRIL 2023 CompositesWorld
Source | Carbon Revolution
Autoweek.com notes that joining Ford’s Mustang options
list is a special finish reminiscent of the company’s mysti-
chrome Mustang finish. A new color-shifting paint for the
Dark Horse is dubbed blue ember, a color that shifts from
blue to amber depending on the lighting.
Ford is “still tuning the car for the wheels, but the design
has already undergone over 200 tests for structural and
environmental validation.” The Mustang Dark Horse will be
on sale in late 2023 and available in key right-hand drive
(RHD) Mustang markets, including Australia, the U.K. and
Japan.
Importantly, Carbon Revolution’s growth and industrial-
ization strategy is enabling supply of wheel programs on a
greater range of vehicles like the Dark Horse, and at higher
volumes. Its wheels have begun
meeting market demands for electric
vehicle (EV) SUVs and trucks, and
even aircraft.
Carbon Revolution is expected
to commence production of the
Mustang Dark Horse carbon fiber
wheels on the Mega-line in late FY23.
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 GFRP lifecycle assessment
NEWS

Glass Fibre Europe publishes updated continuous Safe, Green

filament GFRP lifecycle assessment Acetone
Glass Fibre Europe (Brussel, Belgium), the European Glass Fibre Producers Replacement
Association, has commissioned PwC – Sustainable Performance and
Strategy to prepare a report on the lifecycle assessment (LCA) of contin-
uous filament glass fiber products. The new report is an update of two A pproaching our sixth decade
in the marketplace, U. S.
Polychemical Corp. is proud to
previous studies based on
2010 and 2015 data, and announce the availability of our
is publicly available on
Polychem Acrastrip line.
the European association Polychem Acrastrip is a safe, green
website. alternative for all your cleaning
The updated report is needs within the composite industry.
based on 2021 manufactur-
U.S. Polychemical has partnered
ing data collected by PwC
with the EPA’s Design for the
from 11 plants based in the
Environment (“DfE”) program to
European Union, the U.K.
promote the use of products with
and Norway. It covers Glass
improved environmental and
Fibre Europe members’ human health characteristics.
production of chopped
Source | Shutterstock strands (dry and wet), direct Polychem Acrastrip is non-
rovings (single-end rovings), flammable, biodegradable, has no
assembled rovings (multi- HAPS and is re-usable. Designed as
end rovings) and mats (chopped strand mats, continuous filament mats). a solvent and acetone replacement
These continuous filament glass fiber products reportedly represent the product, it will effectively clean,
majority of the reinforcement used in thermosetting and thermoplastic flush and strip uncured or cured
composite applications.
polyester, vinyl ester, epoxy resins,
as well as adhesives and coatings.
The analysis itself is a cradle-to-gate approach. According to Glass
Fibre Europe, it is an assessment of the product lifecycle impacts from In addition to our Acrastrip line
the raw material extraction and manufacture (“cradle”) to the factory exit Polychem has introduced
gate (i.e., before it is transported to the customer). The use and disposal “Bio-Lock” a revolutionary way
phases of the products are not covered. to eliminate grinding and sanding
“For over a decade, Glass Fibre Europe’s LCA reports have demonstrated for secondary bonding!
the advantages of using composites as sustainable solutions. The report
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methodology through the value chain,” Cédric Janssens, secretary general or 1-800-431-2072
of Glass Fibre Europe, says. Glass Fibre Europe data is to be shared with
the Association of the European Composites Industry (EuCIA, Brussels,
Belgium) for a future update of the “Eco Impact Calculator for compos-
ites,” an online tool calculating the environmental impact of composite
products in Europe.
The report shows that, between 2015 and 2021, the European indus-
try has reduced the primary energy consumed to produce 1 kilogram of
continuous filament glass products by 8.1% on average and greenhouse
gas (GHG) emissions by 3.2% on average. In terms of a circular economy,
44% of the industry’s production waste has been recycled in 2021, a large
jump compared to the previous reference year, which was 26% in 2015.
“The European glass fiber industry has the ambition to become climate
neutral by 2050 and that zero internal waste ends up in landfills,” Ludovic
Piraux, president of Glass Fibre Europe, adds. “We know that the journey
towards climate neutrality is very challenging but also exciting for our
industry. It is therefore encouraging that the latest LCA report clearly
shows that the investments made by the industry are paying off and that
we could reduce the environmental footprint of our products.”

CompositesWorld.com 27
 TRENDS
Pyromeral mineral composites
demonstrate resistance to
thermal runaway
Pyromeral Systems (Barbery, France)
specializes in the development and manu-
facture of heat-resistant mineral composites.
PyroKarb, Pyromeral’s class of carbon fiber-
reinforced glass-ceramic composite mate-
rials, for example, are well-suited for the
production of lightweight parts that operate at low temper-
atures in normal conditions, but require resistance to flames
at very high temperatures, a situation most commonly expe-
rienced by thermal runaway in battery enclosures, or from
burning kerosene.
Unlike carbon fiber-reinforced polymers (CFRP),
PyroKarb composites are reported to be completely
incombustible with a low density of 1.65 kg/dm3. Pyromeral
says it does not release any smoke or harmful gases
when exposed to elevated temperatures and successfully
complies with the most stringent fire safety requirements.
Pyromeral has proven these characteristics through
several tests. In one demonstration, PyroKarb composite
with a minimum thickness of 0.6 millimeter was exposed to
a kerosene flame (1,070-1,100°C) for 15 minutes without the
flame traveling, nor were there fumes or smoke. Pyromeral
noted loss of some of the material’s mechanical properties
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Source Pyromeral
— specifically, its tensile strength dropped from 250 MPa to
40 MPa — but the material was virtually untouched.
In recent years, Pyromeral has tested its material against
electric vertical takeoff and landing (eVTOL) aircraft
battery casings as a potential fire protection solution and
as an additional opportunity to save weight on the aircraft
— typically, eVTOL batteries weigh more than one ton. As
PyroKarb materials resist well in FAA-AC 20-135 tests, it
made sense to contribute it to the protection of eVTOL
vehicles and its passengers in case of thermal runaway.
CREPIM Laboratory (Bruay-la-Buissière, France) was
consulted to lead Pyromeral’s battery ignition resistance
tests to demonstrate’s PyroKarb’s capacity for eVTOL
applications. Tests have been performed on a thin PyroKarb
cover (0.9 millimeter thick) on a metallic rack using eight
connected lithium-ion battery cells, each with 185 watt-
hours of power and 51 amp-hours of (continued on page 30)
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 TRENDS

(continued from page 28)

capacity. Thermal runaway was generated using a 600-watt

heating pad, which heated the cover to 925°C. An aperture
was made in the center of the PyroKarb plate to enable
fume and particle evacuation.
At the test’s conclusion, the PyroKarb cover did not
show any wear or damage. Only surface pollution was
visible. Mechanical tests were performed on both control
samples and heat-affected areas. The company reported no
impact on mechanical properties after the fire test (tensile
modulus of 75 GPa and tensile resistance comprised
between 195-220 MPa). Thus, the demonstration proved
to Pyromeral the composite material’s capacity to survive
well during a thermal runaway event, meaning it could be
considered as a structural material for battery enclosures.
What’s next for the company? “Pyromeral plans to
increase material quantities per the demand of end-use
partners, while implementing two new prepreg production
lines, the first one being installed in its European factory
(in France), and the second one being in a new production
facility in the U.S. (California),” Dr. Ing. Guillaume Jandin,
sales and marketing director, Pyromeral, says. “The U.S.
facility will also incorporate a design office and compos-
ite component production capacities. Both lines will be
in operation before the end of this year. They could each
produce approximately ~50,000 square meters (>500,000
square feet) of prepreg per year. A third machine will be
prepared to enter production in 2025.”

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 WORK IN PROGRESS

MFFD thermoplastic
floor beams — OOA
consolidation for
next-gen TPC
aerostructures
GKN Fokker and Mikrosam develop AFP
for the Multifunctional Fuselage Demon-
strator’s floor beams and OOA consoli-
dation of 6-meter spars for TPC rudders,
elevators and tails.

By Ginger Gardiner / Senior Technical Editor

» The Multifunctional Fuselage Demonstrator (MFFD) is paving
the way for next-generation airframes made using thermoplastic
composites (TPC) instead of primarily thermoset composites —
mostly carbon fiber-reinforced epoxy — used for aerostructures
today.
Funded by the EU joint research and innovation program,
Clean Aviation, the materials and processes being advanced
in the MFFD will enable increased aircraft production — for
example, - narrowbody aircraft/month. These technolo-
gies will also enable reduced CO2 emissions by using lighter
weight composites as well as reduced cost by replacing a majority
of fasteners with TPC welding to produce integrated struc-
tural modules for final assembly. The project’s final  × -meter
fuselage section — to be completed in early  — will be the
largest all-TPC structure ever built.
GKN Fokker (Hoogeveen, Netherlands) has led production of
the MFFD lower half in the STUNNING subproject. Completed
in late  and shipped to Fraunhofer IFAM (Stade, Germany),
the lower half will be joined to the upper half later this year
using an advanced laser in-situ joining process developed with
Fraunhofer IWS (Dresden, Germany). The lower half includes
a structural grid for the cargo compartment floor and another
grid for the passenger cabin floor. The latter comprises  TPC
floor beams with welded TPC brackets for attaching metal seat
rails and welded TPC vertical struts to attach the floor grid to the
fuselage frames (Fig. ). These brackets and struts are joined using
conduction welding (see Learn More).
AFP of thermoplastic composite floor beams
Composite floor beams are not new, but using thermoplastic prepreg tape and
advanced fiber steering to produce them is, and has been successfully demon-
strated by GKN Fokker and Mikrosam during development and manufacture of
the 12 TPC beams used in the passenger cabin floor grid for the Multifunctional
Fuselage Demonstrator (MFFD) lower half.
Source (all images) | GKN Fokker, Clean Sky 2/Clean Aviation
This article discusses GKN Fokker’s two-year development of
the TPC floor beams in collaboration with equipment supplier
Mikrosam (Prilep, Macedonia), including an innovative automated
fiber placement (AFP) layup strategy using tow steering, followed
by autoclave consolidation. A follow-on development uses a
specially designed press and bladder concept to enable consolida-
tion without an autoclave for future production of -meter-long
spars for TPC rudders.
AFP layup and tooling
The MFFD floor beams have a C-section shape with varying web
height and thickness along their length. “The shape is quite similar
to the Boeing 787 floor beams,” says Arnt Offringa, director of the
GKN Aerospace (Solihull, U.K.) Global Technology Centre Nether-
lands (GTC-NL, Hoogeveen). “There’s often a recess in the beams
to allow spacing for electrical and other systems. The complexity
of the geometry and layup was why we chose AFP, and the process
developed was a joint effort between GKN Fokker and Mikrosam.”

32 APRIL 2023 CompositesWorld

 MFFD thermoplastic floorNEWS
beams

FIG. 1 Full-size beams for

passenger floor grid
The MFFD lower half includes a structural
grid for the passenger cabin floor across
its top, including metal seat rails (below).
GKN Fokker produced 12 CF/LM-PAEK floor
beams with conduction-welded vertical
struts (at left) that would then be conduc-
tion welded to the fuselage frames in the
finished module.

GKN Fokker developed a strategy to lay up two beam preforms

simultaneously on a shaped steel mandrel with a cutting channel.
The latter aided cutting the layup into two preforms before consol-
idation (Fig. ). “This is a very efficient approach, with much less
waste than when the preforms are made separately,” says Offringa.
Vele Samak, general manager of Mikrosam, agrees, noting,
“It also minimized the layup time by optimizing the AFP path.
Courses are laid continuously as the mandrel rotates, which mini-
mizes cuts and restarts. This helps to maintain consistent quality
and makes the process much simpler. It also maintains good Fiber steering, optimized design and process
tension on the fiber. This helps to prevent warpage and results in a “The layup strategy, which uses fiber steering, evolved during
layup that is almost consolidated, which then helps to reduce cycle the manufacturing development process,” says Offringa. “Before
time for the subsequent consolidation step.” the advent of AFP, we always stuck to 0°, 90° and 45° layups. But
“To speed up the development process,” says Offringa, “a first with AFP, we need and want to use fiber steering to achieve, for
set of beams was produced at Mikrosam’s R&D facility.” Subse- example, double-curved panels without wrinkles or gaps and with
quent beams were made with a new eight-axis AFP machine the fibers best oriented for the structural loads. However, fiber
from Mikrosam installed at the GTC-NL. The center also installed steering is relatively new in manufacturing. But we will see it more
Mikrosam equipment for slitting thermoplastic prepreg tapes and and more with AFP and thus increasing deviation from more tradi-
a custom consolidation press, discussed later. tional, standard layups.”
“The AFP machine features a modular, multi-material head The floor beam layup started with a radial first ply, slightly
and high-temperature laser heating system,” says Samak. “GKN deviated from the typical ° angle, explains Samak, “to achieve
Fokker is using it now to develop thermoplastic technologies, but continuity of the fibers and good fixation to the mandrel. A
in the future, they can use it also for dry fiber or thermoplastic lower temperature was used since this ply had nothing below to
prepreg tapes which use thermoplastic binders. Our AFP heads are
modular so that you can attach the same head to different configu-
rations while being inherently multi-material without requiring FIG. 2 One mandrel, two preforms
modifications. Thus, it offers a lot of flexibility and upgradeability GKN Fokker developed a shaped steel mandrel with a cutting channel in the middle
as new technologies develop.” to facilitate cutting the single AFP layup into two MFFD floor beam preforms.
Offringa notes that development began with materials from
Solvay Composite Materials (Alpharetta, Ga., U.S.). However,
the STUNNING floor beams were made using Toray Advanced
Composites (Nijverdal, Netherlands) Cetex TC tape
comprising T carbon fiber (CF) and a low-melt polyaryletherk-
etone (LM-PAEK) matrix. This material system was chosen for use
throughout the STUNNING demonstrator, with input from Airbus
as the MFFD project leader. Although the Mikrosam AFP head can
deposit four tapes at once (-inch-wide course), it was decided
to use two tapes during layup to accommodate the geometry and
achieve better consolidation at the low-radius edges of the beam.

CompositesWorld.com 33
 WORK IN PROGRESS
FIG. 3 Fiber steering for improved 0° plies
GKN Fokker worked with Mikrosam to optimize the floor beam AFP layup. In the
diagram above (top image), the layup on the left is not optimized, while on the
right 0° plies no longer stop in the radius area, but instead further down the slope
in a flatter area of the web. This reduced ply starts and stops in a difficult area, as
well as gaps and overlaps, and made the AFP process more efficient.
consolidate with. For better fixation onto the steel mandrel, Kapton
[high-temperature polyimide] tape was used.”
Zero-degree layers
“The 0° direction is along the beam,” explains Offringa. “In the final
layup sequence, 0° plies no longer stopped in the radius area, but
further down that slope in a flatter area of the web [Fig. 3 diagram].
This diagram shows these two strategies. The beam on the left was
made with a non-optimized layup while the layup on the right was
really very elegant. It reduced gaps and overlaps and improved the
layup process.”
Note, the layups shown in Fig.  are being built up on top of a
curved mandrel. “In the image on the left,” continues Offringa,
“fibers are either continuous over the whole length of the beam or
they start and stop at this angled section in the beam, which is not
so easy. You are trying to create this radiused section of the beam,
and yet you create a corner by stopping each ° ply. It is also not
easy to start and stop at these locations due to the complex shape
of the beam. So, Mikrosam’s engineers helped us modify the AFP
layup program so that fibers were more steered to have the same
performance, but with a more friendly manufacturing route.”
34 APRIL 2023 CompositesWorld
Optimized process parameters and 45° layers
MikroPlace software was used to generate the machine code for the
AFP layup process. To start, the designed layers, tow drop zones,
gaps/overlaps and possible collision issues were simulated in
MikroPlace, and solutions — e.g., a larger angle for the first ply —
and different layup rosette strategies were analyzed together with
the GKN Fokker team.
MikroAutomate software was then used to simulate the
online machine control. A team from Mikrosam, the Institute for
Advanced Composites and Robotics (IACR, Prilep, Macedonia) and
GKN Fokker optimized the layup design with respect to process
parameters. “For example,” explains Samak, “changing the angle
of the AFP head to avoid collision will change the laser angle,
resulting in a different heating zone. Modifying the layup tempera-
ture may be required to address this.”
He continues, “Our AFP machine control software allows you
to fine tune how much laser output you have in different sections
of the courses and layers. Using a standard control where you just
output power in proportion to the speed of the AFP head is not
enough, for example, where you have steep curves. You will likely
need to reduce some of that laser output in this specific section so
that you’re not burning the incoming material.”
Another optimization in the floor beams was in the ° plies.
Samak notes that MikroPlace software enabled specification of
each ° ply separately for each course of tapes. “This means that
our software allowed finer modification of the course paths for
each of these plies,” he explains. “As you’re programming the AFP
head for the ° plies, you end up with course deviations, espe-
cially in that middle bulky area of the beam where you ramp up
 MFFD thermoplastic floorNEWS
beams

FIG. 4 Completed MFFD lower half

The STUNNING project, led by GKN Fokker, has completed
assembly of the MFFD lower half, shown here at SAM|XL.
The module has been transported to Fraunhofer IFAM
(Stade, Germany) where it will be joined to the upper
half using a laser-based welding process developed by
Fraunhofer IWS (Dresden, Germany). Source | SAM|XL

and then drop down again. So, as you’re doing

the ° layup, you have to manually address the
deviations that occur. The MikroPlace software
allowed the team to fine tune these layups so
that there were no gaps or overlaps.”
What about in-situ inspection for gaps and
overlaps? “We don’t have an inline inspection
system on this AFP machine,” says Samak, “but we record the Autoclave consolidation, floor grid assembly
layup with a process camera and thermal camera. With both of After each layup was completed, it was slit into twin preforms. All
these, the operator can monitor if there are any gaps or overlaps 12 preforms were then autoclave consolidated into the TPC beams
during the layup process and also see if they’re going out of to minimize porosity in the finished structures. “We vacuum
desired targets. For example, if the incoming tape is thinner, it will bagged the preforms using our standard high-temp Kapton film for
be noticed on the thermal camera at once, since that area will be thermoplastics,” says Offringa, “and used 6 bar of pressure during
heated differently. The operator can stop the layup if necessary a 6-hour autoclave cycle. The only finishing required was to cut the
and address this.” flanges to width.”

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CompositesWorld.com 35
 WORK IN PROGRESS
FIG. 5 OOA process chain for future TPC spars
In the LIFT project, GKN Fokker produced a TPC spar for the V-tail of demonstrator
tiltrotor aircraft using the process chain shown above. Flat tailored blanks were
produced using an automated tape laying (ATL) system with an integrated
ultrasonic tacking machine. Those blanks were then preformed into C-shapes
using a simple preforming press and then placed into the Mikrosam consolidation
press to produce the final part.
“The beams were then assembled into the MFFD floor grid,” says
Offringa. “The beams were welded into the lower fuselage shell
which had frames already installed. The connection between the
floor beams and the fuselage frames was made with our patented
new conduction welding process which uses a heated rod element
with an anvil to apply counterpressure.”
He notes the same process was used to produce the welded
fuselage with frames subassembly that GKN displayed at the JEC
 show’s Mobility Planet. “We use an element that is heated
and cooled,” he points out, “and that transfers via conduction by
touching the parts being joined. The element is mounted on a
robot which basically moves it to each weld position. At SAM|XL,
that robot is on a gantry.” SAM|XL is the Smart Advanced Manufac-
turing XL research center at TU Delft (Delft, Netherlands), where
the MFFD lower half assembly was completed (Fig. ., p. ).
How long did this TPC floor beam development take? “To
develop the beams was part of the STUNNING project as a whole,”
says Offringa. “We started in early  and it took about nine
months. Of course, we had to have the equipment installed and
Mikrosam helped us out — before our new AFP machine was oper-
ational — by producing the first two experimental beams. We then
transferred the tool to the GTC-NL and continued the develop-
ment. We made the  beams for the MFFD in about six months.”
OOA consolidation
In parallel, GKN Fokker developed a novel out-of-autoclave (OOA)
36 APRIL 2023 CompositesWorld
consolidation process for beams and spars up to 6 meters long.
“We currently manufacture TPC spars of this size that we would
like to produce without an autoclave,” explains Offringa. “OOA
consolidation reduces cycle time as well as the amount of energy
and auxiliary materials needed. We had previously developed this
technology for wing ribs [Learn More], but wanted to scale it for
larger parts.”
To do this, GKN Fokker developed tools with integrated
pressure, heating and cooling systems, and used these in a
specially designed consolidation press built by Mikrosam.
Integrated tools
“You often see these integrated tools used with resin transfer
molding [RTM],” says Offringa. RTM is a molding process where
liquid resin — traditionally a thermoset resin, such as epoxy — is
injected into a dry fiber preform and then cured with pressure
and heat in an RTM press. GKN Fokker isn’t using liquid or
thermoset resins, but it is using these integrated tools to apply
temperature and pressure to consolidate TPC preforms. Notably,
the TPC parts GKN Fokker manufactures may compete with RTM
to achieve higher production rates in composite aerostructures.
In the GKN Fokker OOA consolidation tools, explains Offringa,
“water is used for cooling and conventional systems or induction
can be used for heating the tool surface in contact with the TPC
preform. Cooldown is more important than heating up. If cooling
isn’t homogeneous over the whole surface of the part, then you
will get shrinkage first on one side and then on the other and that
will cause defects in the part.”
Although induction heating is practically instantaneous and
very energy-efficient for high-temperature heating, do such
systems present any challenges during cooldown? “The induc-
tion heating is indeed very fast and cooling is a bit tricky and
must be controlled in combination with the tooling design,”
says Offringa.
 MFFD thermoplastic floorNEWS
beams

Novel press and bladder Coexpair [Namur, Belgium] does with its RTM presses built using a
GKN Fokker’s OOA-integrated tools are placed within a novel license from Radius Engineering [Salt Lake City, Utah, U.S.].” Note
press supplied by Mikrosam. “This is the first custom-engineered that Coexpair supplied the RTM presses used in Spirit AeroSystems’
press we’ve built,” says Samak. “Presses are usually not our high-rate production of composite spoilers in Prestwick, Scotland,
core business, but we do have good engineering, and the GKN for the Airbus A. “Coexpair recently supplied a -meter RTM
team saw that we could work with them to build a very custom press,” adds Offringa, “which is a bit like the one built for us by
press where they can integrate their own heating and cooling Mikrosam, but which uses a different system of opening and closing.
mechanisms.” And they’re very cost-effective.”
“The press is like a -meter-long steel box,” says Offringa. “And “So, our press is very simple and the bladder is very simple,” he
in that box, you can put your tool with its own heating, cooling and continues. “It isn’t metal, but is more like a fire hose, flexible and
pressurization. It’s a modular system for manufacturing all sorts of designed to withstand pressure. You place the preform in the tool
parts. And for pressurization, we are using a bladder system.” with the bladder system and close the press with a simple action at
Using a bladder or membrane to apply pressure during the top, and it can apply - bar of pressure all over the preform.
TPC molding and consolidation is not new. In the  article, And in that press, we have hardly any movement, yet pressure is
“Hydrostatic membrane consolidation: Skin-stringer panels applied from the top and sides.”
in  minutes,” (Learn More) “This system is also modular,” notes Samak, “which provides a lot
Airbus Operations (Hamburg, of flexibility for future production.”
Germany), Airbus subsidiary
Read this article online |
short.compositesworld.com/ Composites Technology Center Future TPC structures production
MFFDThermoplasticFB (CTC, Stade, Germany) and press Not only has the MFFD floor beams project played a part in
Read more about the MFFD production line supplier Siem- advancing large, welded TPC airframe modules, it has also laid the
welded floor grid | short. pelkamp (Krefeld, Germany) foundation for GKN Fokker to more efficiently produce ever larger
compositesworld.com/welding TPC aerostructures (Fig. 5, p. 36). “We make rudders and eleva-
demonstrated consolidation of
Read more GKN Fokker’s OOA a CF/PAEK UD tape composite tors for business jets in our factory here in the Netherlands,” says
consolidation of wing ribs |
short.compositesworld.com/ skin while integrating stringer Offringa. “The elevators are 6 meters long and they have spars today
WOTribs preforms of the same material in that previously have been vacuum bagged and autoclave cured.
More on using bladders or less than  minutes (-minute Now, however, we are moving this to OOA, which eliminates vacuum
membranes to apply pressure ramp up, -minute hold and bagging man-hours and materials and cuts cycle time by 80%.”
| short.compositesworld.com/
-minute cooldown). The This more sustainable production of TPC structures has been
hydrostatic
project used a stainless steel further advanced in a second Clean Aviation project called LIFT,
Watch the video of GKN
Fokker’s OOA process for TPC membrane with oil behind it to where GKN Fokker worked with Leonardo Helicopters (Cascina
parts | short.compositesworld. exert hydrostatic pressure on the Costa di Samarate, Italy) to produce a TPC tail structure for a flying
com/GKN-FokkerTPC assembly’s top surface, replacing tiltrotor aircraft. “This tail structure is also made using AFP and has
the upper part of a -piece a simple C-shaped structural member,” says Offringa. “We produced
matched steel mold. That tool set this spar using a process chain that we have installed in the GTC-NL.
was placed into a conventional We first made a flat blank using an automated tape laying [ATL]
vertical action press that then machine that tacked the plies together with an ultrasonic tacking
applied heat and pressure. system. We then used a simple, servo-controlled preforming press.
That article also discussed The ATL system and preforming press are from Boikon [Leek, Neth-
themoforming of CF/polyether- erlands]. Finally, we placed the preform into the Mikrosam consoli-
ketoneketone (PEKK) UD tape dation press, which produces the final TPC part.”
into a demonstrator rib in the RApid high-Performance Manufac- So, what are GKN Fokker’s next steps? “To expand the OOA
turing (RAPM) program led by Boeing (Chicago, Ill., U.S.): forming and co-consolidation technology to more challenging appli-
“The tooling approach developed used a thin aluminum bladder cations,” says Offringa, “such as complex spars and beams as well as
that was pressurized with inert gas at high temperatures, expanding integrally stiffened skins.”
to apply even pressure to all of the part’s surfaces during stamping.
This made it possible to maintain hydrostatic pressure horizontally
against the part’s vertical flanges while using a press that lacked
horizontal hydraulic system and controls and thus acted only in the
vertical direction.” CW senior technical editor Ginger Gardiner has an engineering/
materials background and more than 20 years of experience in
How does the GKN Fokker process differ? “Our press is a simple the composites industry. ginger@compositesworld.com
concept,” says Offringa, “similar to latching a door shut, basically.
It is not a huge pneumatic or hydraulic press, but closer to what

CompositesWorld.com 37
 WORK IN PROGRESS
Composite tension leaf springs:
Available for trucks at last
Tension leaf springs with
progressive spring rates
meet the demanding needs
of truck suspensions.
By Peggy Malnati / Contributing Writer
38 APRIL 2023
»Last year, some versions of 2022 model year Chevrolet Better ride,
Silverado and GMC Sierra full-size, half-ton pickups and all lighter vehicles
BrightDrop electric delivery vans from General Motors Co. BrightDrop electric delivery
vans (above) as well as
(GM, Detroit, Mich., U.S.) debuted with North America’s
Chevrolet Silverado/GMC
first tension leaf springs (TLS) featured on the rear axles.
Sierra pickups from General
Compared to a steel leaf spring (SLS), the composite TLS Motors Co. feature North
reduces mass significantly for these light- and medium-duty America’s first composite
truck programs while improving durability, ride, noise/vibra- tension leaf springs (TLS)
tion/harshness (NVH) and more. The road to developing this with progressive spring
rates on rear axles for
technology was neither straightforward nor easy.
better ride and lighter
vehicles.
Leaf spring evolution Source | General Motors Co.
Leaf springs are an important element of vehicle suspension
systems, which themselves are a series of linkages, springs
and shock absorbers that connect vehicle wheels and body, enabling both to move
relative to each other while permitting control of steering and braking.
They are designed to spring/flex vertically in response to irregular road surfaces and
as weight is added to or removed from the vehicle. As such, leaf springs serve multiple
CompositesWorld

functions, such as improving ride smoothness, locating
the axle to facilitate turning, controlling vehicle height,
protecting cargo from damage and keeping tires aligned on
the road.
Leaf springs have been used to improve vehicle ride for
hundreds of years, starting with horse-drawn carts and
carriages, and were widely used on nearly all motorized
vehicles until the s when GM introduced helical coil
springs as part of its independent front suspension offerings.
With some exceptions, today SLS are mostly used on
commercial vehicles designed to carry heavier loads,
including larger trucks, buses, delivery vans and pickups,
because their high spring rates and high load capacity make
them cost-effective versus other suspension options.
There are numerous mono- and multi-leaf spring designs
and mounting options, but all essentially feature a relatively
thin, curved/bowed plate called a leaf (initially wood and
currently metal or composite) or a stack of (usually) progres-
sively shorter leaves joined to each other via a central bolt
and additional external clips.
Lateral/longitudinal leaf springs are oriented parallel to
the vehicle’s main axis (front to back) and perpendicular to
the axles; transverse leaf springs run parallel to the axles (left
to right) and perpendicular to the main axis of the vehicle.
With longitudinal leaf springs, which are typically used on
the rear suspension, the pack’s center is connected to the
axle, its front is connected directly to the frame and its rear is
connected to the frame via a shackle (short swing arm) that
pivots to compensate as the leaf spring lengthens/shortens
in response to the addition/removal of weight, or as the
suspension moves up/down in response to a bumpy road.
Most leaf springs are still steel, although that wasn’t always
the case. The first composite leaf spring — a filament-wound,
compression-molded transverse rear mono-leaf — debuted
in  on GM’s C (third-generation) Chevrolet Corvette
sports car. The new design was lighter, quieter, corrosion-
resistant and improved ride. Three years later, the C
Corvette sported front and rear transverse composite mono-
leaf springs (CMLS), a change that enabled the hood line
to be lowered. By , GM minivans were equipped with
CMLS, and in , luxury cars followed. For the next decade
or so, millions of midsize cars used CMLS technology.
In Europe, the Mercedes-Benz Sprinter commercial van
from Mercedes-Benz Group AG (Stuttgart, Germany) has
sported transverse CMLS in the front for  years, and in
the rear starting in . However, CMLS technology never
took off on North American light-duty or commercial trucks,
despite numerous attempts. This is likely due to the linear
spring rate characteristic of composite and steel mono-leaf
designs and the stepped but still linear rates of steel multi-
leaf designs (see sidebar).
Consequently, most truck suspensions have continued
to use multi-leaf SLS or metallic coil springs. Notable
CompositesWorld.com
Composite TLS onNEWS
trucks
SIDEBAR
Linear/stepped vs. progressive spring rates
Traditional steel or composite mono-leaf springs have linear spring rates
regardless of how much weight the vehicle is carrying. Multi-leaf SLS
systems offer multiple spring rates. As load is applied to the first bowed leaf
spring, it bends/is displaced via suspension travel. Partway through that
deflection, the first spring contacts the next leaf spring, which begins to
bend, contributing a second spring rate. Hence, a vehicle with a multi-leaf
spring will have multiple spring rates, but they are stepped so the transition
between rates is not smooth, as shown for the multi-leaf SLS at 30
millimeters’ displacement in the graph below.
This makes a multi-leaf spring more effective at providing a smoother
ride than a mono-leaf spring for a vehicle whose load changes regularly as
cargo (or occupants/gear) is added/removed and/or as the vehicle travels
rougher roads or offroad. However, it won’t create the smoothest ride
because of those transitions between one spring rate to the next.
TLS versus SLS
Compared to a steel multi-leaf spring, with linear/stepped spring rates, a
tension leaf spring, which offers a progressive spring rate, provides a smoother
ride both unloaded (curb weight load) and fully loaded. Source | Muhr und Bender KG
A better option to ensure a more homogeneous ride regardless of load
status or road condition would be to design a leaf spring with a progressive
spring rate offering smoother transitions at increasing load and displace-
ment (tension leaf spring curve above). Some metal coil springs do provide
progressive spring rates via coil-to-coil or coil-to-seat contact. However, coil
springs are less desirable on rear axles (under the cargo-carrying rear box)
as they are less efficient at carrying heavy loads. They also are prone to rust,
NVH issues and sagging as they age.
Creating an SLS with a progressive spring rate has proven very
challenging. To permit a practical amount of suspension travel (the spring’s
response to higher loading), the induced strains would be so high that they
would lead to severe plastic deformation or outright failure of steel leaves
or to severely curtailed suspension travel (with concurrent restrictions in
load-carrying capacity) — poor options for commercial vehicles. However,
because composites generally offer better fatigue properties than steel and
can repeatedly handle high induced strains without permanent deformation
or failure, efforts have been focused on composite materials for nearly 15
years.
39
 WORK IN PROGRESS

multi-leaf SLS at % lower mass, while increasing payload capa-

bility, reducing part count, decreasing interleaf friction and noise
and providing smoother engagement.

Composite tension mono-leaf springs

Comparing leaf spring geometry
Geometry of conventional steel multi-leaf spring (top) versus composite tension
leaf spring (bottom, with front of spring on the left and rear of spring on right) —
both shown from the side. Source | Muhr und Bender KG
exceptions are GM’s  Silverado/Sierra  pickups and 
Ford F- pickups from Ford Motor Co. (Detroit, Mich., U.S.),
which feature the first hybrid multi-leaf spring on rear axles. That
system combined a high-strength steel main pack/leaf with a
high-pressure resin transfer molded (HP-RTM) fiberglass-rein-
forced epoxy helper pack (second leaf ). The resulting dual spring
rate reportedly provided the same stiffness and durability as a
The ability to incorporate a progressive spring rate into a composite
mono-leaf spring was finally solved by Tier 1 Muhr und Bender KG
(Mubea, Attendorn, Germany) in 2018. Previously, no leaf spring
(regardless of material) offered an infinitely progressive spring rate.
Even then, it took a full decade of R&D effort for Mubea — which
has deep experience designing and building suspension systems for
passenger and commercial vehicles — to find the right combina-
tion of design and materials to prove out the concept and to build
a production facility to service the first commercial TLS program in
Europe.
In terms of geometry, the TLS looks different than typical
C-shape mono- or multi-leaf springs. While the front half does
curve upward, there is an extra S-curve (elbow) at the rear instead
of a shackle that is key to providing a progressive spring rate while
still maintaining a reasonable amount of suspension travel. Without
a shackle, length compensation occurs via tensile loading in the
spring rather than shackle rotation. This induced tensile load adds
to the spring rate progressively as spring displacement increases.
“The ratio between tensile strength and [tensile] modulus is key

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40 APRIL 2023 CompositesWorld
 Composite TLS onNEWS
trucks

Looks and performance

Not only does the tension leaf spring look different than a conventional SLS, but it also performs differently
and offers a greater range of benefits. Source | Muhr und Bender KG

to making this concept work,” explains Jared Heitsch, Mubea engi- reproducibility (R&R) and is fast enough to supply high-volume
neering manager – chassis composites. “While our tensile strength automotive programs like GM’s pickups.
is similar to that of steel, our modulus is about one-fifth that of
steel. Composite’s lower modulus allows us to induce a high Available on trucks at last
amount of tensile loading in the spring, enabling our progressive As Mubea’s concept for the TLS evolved, the company talked with
[spring] rate while maintaining wheel travel. This concept does not automakers in Europe and North America to assess interest. The
work in steel while still permitting good suspension travel owing first customer was Mercedes Benz’s Sprinter van, which switched
to the lower elastic elongation that steel can withstand before to a composite TLS on the rear axle in 2018. Meanwhile,
yielding.”
Finding the right type of continuous
fiber reinforcement for the applica-
tion proved important. Initial work
ruled out carbon fiber because slightly
better weight savings came at higher
cost. Also, carbon fiber’s higher strength
and modulus and penchant for brittle-
ness would have led to the same kinds of Composite Parts,
Assemblies
restrictions seen in SLS (restricted travel
or restricted load-carrying capacity) or

Tooling
would have required modifications to the
geometry that would have caused other AND
vehicle-level performance issues, adds
Heitsch. As the longitudinally mounted
• Rapid Design and Build
TLS deforms due to displacement, fibers
orient to carry high tensile loads in • One-Off or High Volume
combination with the bending mode of
the spring, which progressively resists
• Large, Complex Shapes
further deflection. Interaction between • High-Precision Machining
both forces provides the progressive
spring rate. • Non-Destructive Testing
In its final form, Mubea’s composite
TLS is produced by robotically laying up
janicki.com | 360.856.5143
as many as  plies of continuous fiber-
glass-reinforced epoxy prepreg/tapes We’re Hiring Scan this QR code
(all at ° orientation) and compression Engineering and to view our current
molding the stack. The fully automated Manufacturing Roles job openings!
process offers high repeatability and

CompositesWorld.com 41
 WORK IN PROGRESS

Mubea had also been working with GM to prove out the technology on the automak-
er’s light-duty pickups since 2015. Significant virtual prototyping was done, followed
by physical prototyping and small- then large-scale physical testing, including signif-
icant on-vehicle testing at GM’s Canadian Technical Centre in Oshawa, Ontario,
Canada. Design and testing work was iterative, and each round led to further modi-
fications of the concept and design. Once the technology was proven in GM engi-
neering, the TLS was launched on 2022 Sierra/Silverado pickups.
In a parallel program, work was underway to adapt the technology to GM’s new
BrightDrop electric delivery van, which is a larger vehicle designed to carry heavier
payloads than either the pickups or the Sprinter van. Being an electric vehicle (EV),
weight savings would be more impactful in terms of distance traveled/charge.
OVER 80 YEARS Although the basic TLS design is the same for both platforms, BrightDrop’s spring

OF INNOVATION
is longer and thicker to accommodate that vehicle’s heavier loads. Interestingly, the
technology passed all the automaker’s requirements while eliminating the need for
AND INGENUITY shackles, shackle bushings and helper leaves.

Benefits of the composite TLS

Weight savings is a major benefit of the tech-

Watch Daily
nology change. On Silverados/Sierras, the Read this article online |
short.compositesworld.com/
TLS saved 32 kilograms per vehicle (75% mass
TLS4Trucks
Live Demos at reduction) versus SLS and was 58% lighter
than the hybrid system on 2019 models. On the
JEC World BrightDrop Zevo 600, 52 kilograms were saved
versus comparable SLS. Lighter leaf springs
increased payload capacity while reducing CO2
emissions. This helps the pickups avoid green-
house gas penalties, which makes the tech-
nology less expensive on a net cost basis.
The TLS also eliminates corrosion and is
projected to double the durability/lifespan of SLS while improving ride, thanks to
the progressive rate curve, reduction in unsprung mass and elimination of interleaf
friction and self-generated noises, which have historically been a major warranty
issue with SLS systems. The progressive spring rate also reduces impact loads on the
jounce bumpers.
Additional benefits include more flexible design parameters, thanks to the more
CLOSED MOLD DEMOS: forgiving production process. For example, lateral stiffness can be improved without
degrading ride quality; wind-up/wind-down stiffness is improved and slip-yoke
Fast Flow LRTM w/Polyurethane
travel is reduced versus SLS, further improving NVH. Wheel recession can be tuned
11am daily
for desired steering characteristics, and the tuning range for suspension damping
SVB Seal for Vacuum Infusion also is improved thanks to reduced interleaf friction.
3pm daily “The TLS represents the next evolution in leaf springs and suspension compo-
nents for light- and medium-duty trucks,” explains Leandro Castro, GM design
Plus, more exciting release engineer. “As such, our peers in industry have recognized its significance
technology. with important industry honors, including the  Altair Enlighten Award and the
 SPE Automotive Innovation Grand Award.”
Be sure to stop by!

Visit MVP at
Peggy Malnati covers the automotive and infrastructure beats for CW and provides
Hall 5 Booth V44 communication services for plastics and composites industry clients. She also writes
for CW sister publications, MoldMaking Technology and Products Finishing magazines.
peggy@compositesworld.com

42 APRIL 2023 CompositesWorld

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 Plant tour: Middle River
Aerostructure Systems, Baltimore, Md., U.S.
The historic Martin Aircraft factory is advancing digitized automation
for more sustainable production of composite aerostructures.
By Ginger Gardiner / Senior Technical Editor
» Opened in 1929, the Glen L. Martin factory became the largest
and most advanced aircraft manufacturing complex in the world
during World War II. Famous for the B-10 and B-26 bombers, the
iconic China Clippers for Pan Am, as well as a series of military
seaplanes, the Martin Co. manufactured more than 85 different
designs and produced 11,000 aircraft, many with innovations
never used before.
After Martin’s death in , the Martin Co. merged to form
Martin Marietta in  and Lockheed Martin in , producing
missiles, rockets/launch vehicles and submarine structures. The
part of the company specializing in composites, nacelles and
thrust reversers, renamed Middle River Aerostructure Systems
(MRAS, Baltimore, Md., U.S.), was then split off and sold to GE
Aviation in .
In , MRAS was acquired by ST Engineering (Singapore), a
$ billion global technology, defense and engineering group, and
the world’s largest provider of aircraft maintenance, overhaul and
44 APRIL 2023 CompositesWorld
Mega facility for aerocomposites manufacturing, MRO
The largest U.S. aircraft plant in the 1940s today comprises 1.4 million square feet
of aerostructures, composites and metal-bonded manufacturing and is pioneering
composites 4.0 digitized production.
Source (all images) | Middle River Aerostructure Systems, ST Engineering
repair (MRO) services. With , employees worldwide and
customers in more than  countries, ST Engineering’s major
business units include commercial aerospace, satcom, defense
and public security and urban solutions. The company describes
digital transformation as a key mission across these businesses.
MRAS is a key site for designing and developing composite
structures. It brings extensive manufacturing expertise to ST Engi-
neering and offers increased capacity for structures production
and MRO growth for customers worldwide. MRAS is also part-
nered with Safran Nacelles (Gonfreville-l’Orcher, France) in the
 NEWS
MRAS plant tour

Middle River
Aerostructure Systems
Baltimore, Md., U.S.

©MapTiler ©OpenStreetMap contributors

joint venture Nexcelle (Baltimore, Md., U.S.), a global leader in

design, production and support of aeroengine nacelles.
“Nacelles are not easy structures,” says Mitchell D. Smith,
composites technology and sustainability leader for MRAS. He
and Amy Diederich, MRAS lead manufacturing/process engineer,
are my guides for this tour. “They [nacelles] have a lot of compo-
nents with special requirements, such as noise attenuation and the
ability to withstand high heat without catching fire.”
Current production programs at MRAS include the LEAP-A
engine for the Airbus Aneo, LEAP-C for the Comac C, the
CF- engine for multiple civil and military widebody aircraft, the
Passport  engine for Bombardier’s Global  business jet, the
CF-A engine for the Comac ARJ and the GEX engine for the
Boeing X.
With  employees, Smith describes MRAS as “a mid-size
business,” but with a flat organizational structure. “We’re a Tier 
but have solid processes to enable scaling for increased produc-
tion — we’re not afraid of rate . We run more like a small
company,” he adds. “As part of GE Aviation, we had to make our
financial contributions. So, we stood on our own, and that allowed
us to stay entrepreneurial and drive innovation.” Smith adds that
GE supported technology investment at MRAS. “They believed in
automation and digitization, which allowed us to take significant
steps forward.”
ST Engineering has continued that forward trajectory. “ST Engi-
neering is a technology-based business, and we are increasing FIG. 1 Aerostructures pioneer, past and future
digitization in two ways: automation and machine analytics,”
The original Glen L. Martin Co.’s wood brick floor and 300-foot-wide roll-up door
continues Smith. “We want to be ready to deliver scale whenever (top) to launch seaplanes and bombers in MRAS’ Building B contrasts with its AFP
it’s needed, and part of that is getting high yield out of our equip- machines, sensors and machine analytics (bottom) as part of its ongoing digital
ment and technology. The other part is being ready for the future, transformation.

CompositesWorld.com 45
 PLANT TOUR
increasing our flexibility, cost-effectiveness and sustainability.”
MRAS has already made impressive strides — % reduc-
tion in carbon fiber prepreg waste, % first-time yield (FTY) for
composite nacelle structures at rate  and reduced cycle times
(e.g., from  hours to  minutes) across operations such as kitting,
layup and preforming. And that’s just the beginning.
Nacelle components, acoustics
The MRAS manufacturing space comprises three buildings — A,
B and C — totaling 1.4 million square feet. Composites and metal
bond (e.g., aluminum skins to aluminum honeycomb) fabrica-
tion includes 250,000 square feet of cleanroom/layup space and
600,000 square feet for assembly.
The tour starts between Buildings A and B with a full-scale
(.-meter-long, .-meter-diameter) display showing parts that
MRAS makes for Aneo and C LEAP engine nacelles. First
is the inlet, with an extended aluminum lip skin, directed flow
nozzle anti-ice system and one-piece, Nomex-cored carbon fiber-
reinforced polymer (CFRP) acoustic barrel (Fig. ), which features
some specialty bonding.
“When the engine’s fan is spinning,” explains Smith, “as each fan
blade passes a seam in the honeycomb core, it creates a change in
the pressure wave that propagates as noise out through the inlet
and into the aircraft fuselage. For the LEAP nacelles, we bond
multiple pieces of core so they are acoustically transparent at the
seam, eliminating that noise.” This part also features thousands of
drilled holes for acoustic treatment, as do many of the CFRP parts
on the MRAS production floor.
Next is the two-piece CFRP fan cowl for the C. For the
C core cowl, instead of a traditional two-piece structure, a
46 APRIL 2023 CompositesWorld
FIG. 2 LEAP engine nacelles, perf panels
This 2.5-meter-diameter display (left) highlights CFRP nacelle structures
produced at MRAS, many featuring acoustic panels perforated with thousands of
drilled holes (above).
single-piece, metal O-duct is used. This design is part of Nexcelle’s
Integrated Propulsion System (IPS), where the nacelle and the pylon
connecting the engine to the wing are load-sharing.
“There’s no lower bifurcation in the O-duct,” notes Smith. “Most
commercial thrust reversers have a core cowl with upper and lower
bifurcation flanges that split the bypass air. In contrast, the IPS
technology enables increased bypass area — increasing the bypass
ratio and engine efficiency — by sharing load through all the other
structures.” The last piece in the display is the LEAP-A translating
cowl with five acoustically treated blocker doors that deploy during
landing to reverse thrust.
Digitized cutting/kitting
From here, we walk toward the back of the building, which faces
toward the Middle River. Building A, to our right, mostly houses
A320 trans cowl production, while Building B contains the stock-
room, drilling centers for acoustic treatment of large structures and
large CNC machining centers. Building B also has a large mezzanine
assembly area where subassemblies are manufactured. “I think
it was the largest production mezzanine in the world when it was
installed,” says Smith. Building C, to our left, includes shipping and
receiving, MRO and the ply cutting and kitting cleanroom — our
next destination.
Here, two Eastman Machine (Buffalo, N.Y., U.S.) conveyor cutting
machines are used with Plataine (Waltham, Mass., U.S.) AI-based
software to nest and cut plies. Smith notes that MRAS previously
outsourced most of this operation. “But now we are bringing this
back in-house as we advance along our automation and digitization
strategy. Carbon fiber prepreg costs $-/pound, and we were
throwing away -%. Our first target was to reduce this waste.”
“For us, it was the integration with engineering, ERP and MRP
that was key,” says Diederich. “Plataine integrates into all of this. It
manages the raw materials coming in, generates cut plans per our
engineering and marks the labels on the kit plies. We can dynami-
cally nest up to  parts. The Plataine software uses AI to recom-
mend which rolls of raw material should be cut next.” What is
dynamic nesting? “Optimizing the nests on the fly as the software
 MRAS plant tour
NEWS

receives new inputs or when we query it,” says Diederich. “It can
also send us alarms to change materials or operations.”
The sorted ply information is output to the Eastman systems,
which have “cut and collect” software that identifies plies for kits
using different colored lights (Fig. , p. ). These match stacking
tables at the conveyor’s end. “You simply put all of the green lit plies they need a roll of prepreg, they enter the number and the carousel
onto the green lit cart, etc.,” says Diederich. “That software came
with the Eastman cutters, but Plataine assisted us with the program-
ming for color light projection onto the cut plies to interface with
their nesting software. We are already realizing benefits and opti-
mizing our materials use.” Indeed, Smith notes MRAS has cut its
prepreg waste by % and Diederich says it
enables bulk transfer of kits which, for this
facility size, is more energy-efficient versus
then we’ll pull from it each day.”
The freezer is much smaller, which saves energy, and is now
located behind a long window with a lift-up door along the one
wall without racks. “Instead of having the operators in a freezer,
they are in this more comfortable environment,” says Smith. “When
presents the roll to them through this window. This is a much more
efficient storage system, both for manufacturing and energy use.”
The carousel-based retrieval system is being digitized and coordi-
nated with the Plataine software.
“We started with implementing the Plataine software four years

W yoming
constant transport of individual kits. • Over 40 types of
“But a kit can have more than  plies,” fixtures in stock,
says Diederich, “and with nesting plies for ready to be shipped.

T est
 parts, sorting becomes an issue, which is • Expert consultation
with Dr. Dan Adams
still pretty laborious.”
• Email or call today to

F ixtures
Smith notes MRAS is looking at robotic
discuss your fixture and
ply sorting and stacking systems, for custom design needs.
example, from Airborne (The Hague, Neth- INC.
erlands) and Zund America (Oak Creek,
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Diederich adds MRAS is also auto-
mating the front end of the system. “We’re
incrementally adding automation to the
incoming material and backlit table that
will allow us to inspect all the materials
coming through the cell so that the system
can identify and isolate problem areas and
adjust nesting before it starts cutting. It’s
about integrating the whole process.” Smith
notes this cleanroom has plenty of room for Boeing Modified D695
BSS 7260
growth and adding more machines.

Carousel freezer, RFID tracking

We exit the cleanroom and enter a 30 ×
20-foot prepreg storage room through a
large door. Inside the storage room, five-
shelf racks for rolls of prepreg cover three
walls. “The problem with prepreg freezers,”
says Smith, “is every time you open and prEN 2850 SACMA
close the door, you cycle the compressors End Loaded Compression SRM 1
as well as a lot of moisture and air in and
out. Opening up a door this size 20 times a We provide quotes for a variety of grips, fixtures, and jigs. We carry
day is very inefficient. We’ve instead built a over 40 types of fixtures in stock, available for immediate delivery.
large refrigerator, which we’ll keep at 40°F, Email or call us today. We look forward to hearing from you.
because once thawed, we can store our
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prepreg rolls for 80 days at this tempera-
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ture. We don’t want to put each roll back
in the freezer after use because it takes 16 2960 E. Millcreek Canyon Road
Salt Lake City, UT 84109 email: wtf@wyomingtestfixtures.com
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time, we just keep it in the refrigerator, and

CompositesWorld.com 47
 PLANT TOUR

FIG. 3 Dynamic nesting, 80% less waste
Eastman conveyor cutters feature “cut and collect” software that projects colored
light onto plies to match sorting tables for kitting. MRAS has integrated Plataine
AI-based software to dynamically nest plies for up to 10 parts and reduced its
prepreg waste by 80%.
ago,” says Smith, “and we pushed very far forward, putting RFID
tracking on everything: tools, parts, materials. But there were issues;
for example, the tags can’t go into the autoclave. And if we had two
parts stacked on top of each other, the RFID antenna would only
read the top one. There was also a lot of frustration within our work-
force to incorporate the system into our processes. Their buy-in
is really important. So, we took a break and re-evaluated how we
wanted to implement that technology. We then restarted with just
ply cutting and kitting and using barcode scanning. But we also have
several other types of sensors we’re trialing, including Bluetooth. We
will always move forward, but often that is not in a straight line. You
must be comfortable with failure and learn to pivot and adapt when
implementing new technology.”
And the Plataine software will work with these sensors? “Yes,”
says Diederich, “but it’s also open architecture, so we can keep inte-
grating new functionalities. I’m constantly working with the Plataine
system and coming up with new ideas. The AI guides analytics for
predictive actions. In the future, this will help me plan the materials
we need to buy. We are also adding in machine analytics that will
allow us to do predictive maintenance, versus waiting for unplanned
events which could disrupt production.”

AFP onto RTM fan case

FIG. 4 Autoclaves to meet rate, tiltable layup tools
MRAS added three new autoclaves to meet rate for the A320neo LEAP engine
nacelle structures and uses tiltable tools throughout its layup operations (shown
here in vertical and horizontal positions) to improve ergonomics for its technicians.
We walk back across the aisle to a second cleanroom. Here, we
see a large post-and-rotator Electroimpact (Mukilteo, Wash., U.S.)
automated fiber placement (AFP) machine. Developed for GE, the
configuration of this one-off machine enabled true helical fiber
paths. At MRAS, it is used for finishing the GE9X engine fan case for
the Boeing 777X. Smith notes the 777X program has been dormant
for a few years, but is scheduled to restart in 2023.
This machine, one of four Electroimpact AFP machines at the
plant, features two AFP heads, each capable of applying up to 
.-inch-wide tows. The .-meter/-foot-diameter composite
GEX fan case is produced by Safran Aircraft Engines (Courcou-
ronnes, France) in partnership with Albany Engineered Composites
(Rochester, N.H., U.S.) using a co-developed D woven composite
preform technology and resin transfer molding (RTM) with Solvay
(Alpharetta, Ga., U.S.) Cycom PR liquid epoxy resin.
“This is one of the largest RTM parts that I’ve seen,” notes Smith.
“We receive the shell and then apply a composite structure that aids
during a blade-out scenario. This structure gets cured at °F by
placing the whole fan case in the autoclave. We had one of the few
autoclaves large enough within GE Aviation for it to fit into.”
“We then add acoustic panels, internal structure and abrad-
able panels. Once the X picks up again, this whole cleanroom
will be dedicated to GEX parts. At rate, it’s more than  engines/
month and this fan case requires multiple steps for us to complete
and send on. We could have - of these in progress at any given
time.”
While the X and the GEX are on hold, MRAS repurposed this
area to help resolve an unexpected supply chain issue — manufac-
turing composite blocker doors for the Aneo trans cowl for the
LEAP-A engine. “We made more than  composite tools and
layup aids to manufacture the doors and went from zero to  doors/
week in  months for rate  aircraft production. But we could easily

48 APRIL 2023 CompositesWorld


accommodate a higher volume.” This supply chain issue was
scheduled to be resolved by the end of , and MRAS production
phased out.
Growing MRO
Next, we walk into a large open area where performance improve-
ment package (PIP) work is completed for the 2.8-meter-diameter
GEnx-1B fan case. “We strip out the guts of the fan case and put in
a new composite structure to accommodate a configuration that
improves engine performance,” explains Smith. “This includes
all new composite panels. We mirror GE Batesville’s new-build
operations, but as an MRO provider. We can do this because we’re
a one-stop shop with FAR 145 repair station certification and the
layup, autoclave, waterjet machining and nondestructive inspec-
tion [NDI] capabilities required. We launched engine MRO work
with GE Aviation, and ST Engineering is growing that with nacelles
as well. Our facility lets ST Engineering mirror its Europe and Asia
capabilities in North America. The company is also a leader in
full aircraft overhaul and passenger-to-freighter conversions. This
enables them to send us nacelles and thrust reversers to overhaul
as part of those services.”
Building A
The first area we walk through in Building A is “autoclave row,”
which houses all MRAS autoclaves, says Smith, “except for the
15-foot-long, 15-foot-diameter Autoclave #3 in Building C for
MRO work. Autoclaves #5, #6 and #7 are the largest (50-foot
long, 15-foot diameter), from Thermal Equipment Corp. [Rancho
Dominquez, Calif., U.S.] and our workhorses. Autoclaves #8, #9
and #10 (30-foot long, 13-foot diameter) are from ASC Process
Systems [Valencia, Calif., U.S.], newly installed for the A320neo
LEAP-1A production [Fig. 4], while #1, #2 and #4 are our older
autoclaves for small parts — efficient due to their smaller volume
for heating.”
“We have one control center, which you see here,” he continues,
“and we’re upgrading our controllers and control software to gain
efficiencies in our operations. For us, software is not just about
CompositesWorld.com
MRAS plant tour
NEWS
FIG. 5 Hot drape forming
AFP prepreg blanks are preformed using this four-station hot drape former (top).
The rigid preforms are then co-cured with AFP skin layups to produce trans cowls
for A320neo LEAP nacelles (left).
efficient “rack and pack,” but also about thermal management of the
cure cycle to optimize our cycle times and reduce energy usage.”
From the autoclave room, we walk through the CF metal bond
shop. Smith points out another bond shop on the mezzanine level
above where MRAS manufactures the ARJ-A composite struc-
tures. We then enter an adhesive reticulation room where aluminum
honeycomb cores and perforated acoustic skins are prepared for the
- and C engine cowls.
“This was one of our first robotic systems,” says Smith. “It uses a
combination of infrared heating and a hot air knife to melt and retic-
ulate the adhesive used to bond the skins and cores. We also have a
few barrel reticulators that use a hot air knife on a rotating tool for
reticulating adhesive used in CF core cowl structures.”
Layup, bonding, tiltable tools
Next, we enter a large open area where technicians at 26 stations are
building acoustic skins and cored structures for the A320neo trans
cowls. This allows MRAS to meet a rate of 36 half shells/18 engines/
nine aircraft per week. Smith notes that MRAS achieves a 96-98%
FTY (first-time yield) on these parts.
Each station has twin Virtek Vision (Waterloo, Ont., Canada)
laser projectors where hand layup of multiple CFRP prepreg plies
is completed. The tools for these layups can be moved to present a
horizontal or vertical position, improving ergonomics for the layup
technicians, which in turn helps to maximize efficiency. “They are
a key part of the success of our team,” says Smith. “This is detailed,
tedious work requiring expertise that does not come quickly or
cheaply. We want this team to stay with us for years, and they can’t
do that if they are injured or if this job puts strain on them.”
Skin layup starts with prepreg ply kits from Web Industries (Marl-
borough, Mass., U.S.). “Web is an excellent supplier, but eventu-
ally, this will be brought in-house as we complete our roadmap
for cutting/kitting digitization,” says Diederich. “We need to make
sure we are ready for such high-rate programs.” I notice the plastic
envelope “traveler” that contains each part’s paper trail. “Each of
these kits has a paper traveler for now,” she says, “but we will eventu-
ally get to a fully paperless system.”
49
 PLANT TOUR
“We complete layup for the acoustic skin and then cure it,” says
Smith, “due to a ridge detail in the skin geometry that would cause
disbonds and laminate voids if co-cured. We then strip off the peel
ply and complete the layup by adding the core details, bag-side
composite laminate and the tail skin.” The machined pieces of
Nomex honeycomb core in these layups are also kitted and placed
in each station’s materials corral. Supplied by Hexcel’s (Stamford,
Conn., U.S.) Pottsville, Pennsylvania, site, they are among the most
expensive details that MRAS buys.
Next, we move to a large production area for  thrust reverser
structures, which again features molds on tiltable platforms that
also raise and lower. As these parts are clearly much larger than
those for the Aneo, the technicians also use mobile scissor-lift
carts that allow easier reach along the height and curvature of the
mold, tilted on its side for better efficiency.
Virtek projectors are suspended above the layup stations. “We
can also integrate these into our Plataine software,” notes Died-
erich, “but we haven’t done that yet.” Why would you do this? “To
know what layups are coming up next so we can optimize our
autoclave schedules,” she says. “And again, the AI will do analytics
and give us suggestions for efficiency and predictive maintenance
in tools, etc.”
We walk through a door to an adjoining production room for
GEX fan case, C and Passport  composite nacelle structures
bonding. “We lift the parts up and/or flip them over to enable
layup,” says Smith. “Again, our goal is to improve ergonomics and
keep our workers healthy.” Next, we walk past Passport  engine
fan cowl and apron layup stations, each with a mechanized system
to lift and rotate the mold tools. This area also produces the core
cowl and inlet structures (inner and outer barrels) for the C and
Passport  nacelle inlets.
Performing 38,000 AFP operations/day
At the end of this production area is a large AFP robot and a fixed
gantry system comprising two AFP machines, all from Electroim-
pact. Here, MRAS can build a part roughly every 4-6 hours, says
Smith. “We can comfortably support production for 40 aircraft/
month or more if needed.” The fixed-gantry AFP machines share
a common axis and four interchangeable 8-tow AFP heads. Each
machine has two sleds, so when one part is finished, that sled
50 APRIL 2023 CompositesWorld
FIG. 6 CNC tracking, micro-drilling cells
Predator MDC software (left) tracks 17 CNC cells at MRAS while CRENO micro-
drilling centers (right) can drill up to 35 holes/second for the myriad CFRP
acoustic panels produced.
moves out and the other enters for changeover in less than a minute.
“If we have a piece of equipment, we want it to run all day with as
little downtime as possible,” notes Smith. “These machines lay up
the external skin for the A320neo trans cowl.”
“The large AFP robot,” he continues, “has a  × .-inch-wide
tow servo creel head. That head was the first of its kind and produces
flat blanks that are hot drape formed into hollow hat stiffeners for
the external panels on the Aneo trans cowl. It also lays up the
-ply tail skins that are bonded onto the acoustic structure. Why use
AFP for only  plies? Because we reduce layup time from  hours
to  minutes. I’ll take a -hour cut in cycle time wherever I can get
it on a high-rate program like this. This large AFP robot, which was
installed in , can easily outpace the gantry machine for building
hats and tail skins.”
A centralized AFP command center is managed by two operators.
“Originally, we had an operator station for each machine located
on each side of the room,” says Smith. “This setup is much more
efficient.” The command center also features a smaller robot that
presents AFP heads to the operators for maintenance and material
loading. “It takes - seconds for each machine to swap out heads
and restart,” says Smith, noting that it is possible to achieve utiliza-
tion rates of >%. “When we were running hot before COVID, we
were putting down slit tape more than  hours out of every day.”
“We do more individual add and/or cut operations in a week
(~,/day) than a commercial widebody airframe shop might
do in a month,” he continues. “Using Electroimpact’s EI. software,
we can interrogate by part and job number. Every single part is %
traceable, including what machine, operator, AFP head(s) and layup
tool was used. We also have a record of every single tow error by
course and tow number. For every single build, we can see all ply
details.” MRAS is working to integrate this AFP data with the other
data it’s collecting via the Plataine software. “That’s the beauty of
its open architecture,” adds Smith, “we can pull in these other data
streams. The software can then use AI to see where we can improve
our operations.”
 MRAS plant
NEWStour

Standardized materials, Park slit tape

The slit carbon fiber (CF)/epoxy prepreg tape run on these AFP
machines is from Park Aerospace Corp. (Newton, Kan., U.S.). “We
use their materials for almost everything we build,” says Smith.
As Smith joined MRAS, the primary material used for most of its
composite structures was being discontinued. One of his first tasks
was to find a new prepreg. His team screened more than 18 materials
and finally chose Park.
“We weren’t a big enough account for Hexcel or Solvay to give
much time or effort to,” says Smith. “It was also tough to manage
those - and -week lead times. So, our metrics included not only
mechanical properties, but also the supplier’s responsiveness to our
needs. Park can get us material within a week if we really need it. We
also wanted to move our material technology forward, and Park was
willing to work with us on that. It is a real partnership.”
As an example, Smith shows me a piece of slit tape from Park
that is fairly stiff and feels dry at room temperature. “There is almost
no tack until it is heated during layup,” he says. “This character-
istic is what makes thermoplastic tapes so efficient for automated
processing and we have leveraged that when developing our [ther-
moset] AFP materials.” Smith then shows me a trans cowl layup that
has a first ply of lightning strike protection (LSP) with embedded
copper mesh. “The Park LSP is dual use, also acting as the tacki-
fier,” he explains. “The operator just lays it down by hand without a
debulk on a cold tool, and it provides an excellent starting surface
for the AFP machine, which needs grip for the first ply down. This
part by hand used to take more than  hours, and now, it’s down to
. hours using AFP.”

HDF hat stiffeners

Between the AFP cell and adjoining A320neo trans cowl production
area is a hot drape forming (HDF) cell to form the flat blanks made
on the large AFP robot into four different-sized hat stiffeners. These
are co-cured to each trans cowl AFP skin (Fig. 5, p. 49). The machine
was built by Coldwater Machine Co. (Coldwater, Ohio, U.S., now
part of Cleveland-based Lincoln Electric). “We worked with them
and helped design it,” says Smith. Four HDF stations are heated
and cooled with water. Each lower semicircular HDF tool receives
a flat blank. Release film is placed on top of the blank, followed by
an orange silicone caul. Partial vacuum holds the assembly in place
as the upper semicircular tool is lowered to apply pressure. The
tools are heated to 130°F, full vacuum is applied and the blanks are
formed, followed by a cooldown. “We can cycle every 12 minutes
per station,” says Smith. “This whole cell was designed and devel-
oped to meet the A320neo rate.”
CNC cells
We next enter a centrally located NDI room with two large gantry
C-scan systems, supplied by Matec Instrument Companies (North-
borough, Mass., U.S.), each with water squirters and a spinner table.
A closed system treats and reuses the water for these machines.
MRAS is using digital tools here as well. The Predator MDC app
(Predator Software, Beaverton, Ore., U.S.) monitors all  CNC
machines at MRAS, including the trim room’s two Fives Machining
Systems (Hebron, Ken., U.S.) automated, six-axis gantry cells.
FIG. 7 A320neo trans cowls
A320neo nacelle parts cover most of Building B, the outer structures featuring
copper lightning strike protection (top). Blue Ducommun closeout panels can be
seen at the top corners of fan cowls (bottom).
We pass through an area with two CRENO (Annecy, France) five-
axis micro-drilling machines (Fig. , opposite) with up to  spindles
per drilling head that can drill up to  holes per second. “These
are very efficient for drilling perforated panels,” says Smith. Indeed,
nearly all of the programs at MRAS require perforated panels and
these machines easily handle that workload.
A320 trans cowl assembly
The left-hand and right-hand halves for the A320neo trans cowls
move down two separate assembly lines to receive the ancillary
pieces and systems required. Smith points out the blue fin-like
“beaver tails” that protrude from the top two corners of each cowl
(Fig. 7). The supplier, Ducommun (Santa Ana, Calif., U.S.), says these
composite close-out panels use its proprietary VersaCore Composite
technology to provide an integrated component design with high
part integrity and strength at lower cost.
At the side of this assembly line is an Electroimpact robotic
assembly cell with twin stations, where CFRP parts with located
metallic hardware are drilled, countersunk and then fasteners

CompositesWorld.com 51
 PLANT TOUR

with sealant are installed. An external cartridge filled with various
types of fasteners sits next to the control center operated by a
single technician. As a new part enters the cell, the system pulls
the needed fasteners from the cartridge and installs them. The
dual stations enable work on a new part to begin immediately as
the finished subassembly exits.
We next enter a large, climate-
Read this article online | controlled room where the one-
short.compositesworld.com/
piece aluminum lip is attached to
MRASpt
the CFRP inner barrel and bulk-
heads for the C and Passport 
nacelle inlets. “The climate control
is crucial because aluminum
expands and contracts with
temperature swings,” says Smith,
“making it difficult to assemble
with the CFRP components.”
Back outside, we walk through the thrust reverser and fan cowl
assembly areas for the Comac ARJ regional jet engines, where
Smith notes MRAS is currently producing  shipsets/year.
for full material qualification and developing design allowable data-
bases, as well as design and certification of larger structures.”
We walk ahead a few steps to the final assembly area for CF,
Passport and - nacelles. I ask about a CFRP cascade being
installed in a thrust reverser and Smith notes these are supplied by
Nikkiso (Tokyo, Japan), which has % of the market.
So where does MRAS go from here? “We have a vision for being a
leader in sustainability, automation and digitization that is integral to
our strategy as a business,” says Smith. “ST Engineering is a forward-
looking company and completely supports our strategy. We will keep
developing and driving new technology into the business. You can’t
wait until there’s a perfect time. We fit it into production, even when
it is uncomfortable. Sometimes, being uncomfortable is a good thing
because that means we’re learning and pushing boundaries.”
Where is MRAS’ finish line for its digital transformation? “There is
no such thing as finished,” says Smith. “My job is to help set up what
it takes for this business to be successful decades from now. Hope-
fully, in - years, some other technologist will be having this same
discussion, sharing their vision for MRAS’ next era.”

Not “finished” for digitization, sustainability

We have now returned back to the entry area between Buildings A
and B. Smith points out that MRAS’ full materials and certification
lab is located in the basement below. “It’s capable of almost any
type of material and/or mechanical testing, including those needed
CW senior technical editor Ginger Gardiner has an engineering/
materials background and more than 20 years of experience in
the composites industry.  ginger@compositesworld.com

52 APRIL 2023 CompositesWorld

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 Natural fiber composites:
Growing to meet sustainability needs
Led by global and
industry-wide sustainability
goals, commercial interest
in flax and hemp fiber-
reinforced composites
grows into higher-
performance, higher-
volume applications.
By Hannah Mason / Technical Editor
54 APRIL 2023
»Natural fibers — derived from plant-based Natural fibers, new markets
sources such as flax, hemp, jute or bamboo In recent years, the landscape for natural
— have been used for thousands of years, but fiber composites — materials, processes and
end markets — has expanded beyond niche
adoption of natural fiber-reinforced composites
applications and R&D labs into increasingly
(NFC) as we currently define them has been
larger-scale commercial projects. A few
much more recent, with commercial applica-
examples pictured include Formula 1 and
tions slowly emerging over the past decade. other motorsports applications (top left
Despite the sustainability appeal of a renew- image), skis and other sporting goods (top
able plant-based alternative to carbon or glass right), furniture and other interior applica-
tions (bottom left) and automotive interiors
fibers, commercial adoption of natural fibers
(bottom right).
in composites has been relatively slow, due
Source, left clockwise | Super Formula, via Bcomp Ltd.; ZAG
to industry challenges such as limited supply, Skis/Juan Cruz, via Bcomp Ltd.; Autonational; Lingrove
variable fiber quality, limited mechanical
performance in finished parts, differences in manufacturability and, depending on the
material, higher material costs compared to fiberglass.
Still, progress is being made and the landscape has changed much over the past
decade, especially in the area of flax fiber composites. According to Laurent Cazenave,
CompositesWorld

communications officer at flax farming cooperative Terre de Lin
(Saint-Pierre-le-Viger, France), “Ten years ago, flax was not widely
used in industrial applications, [though] university studies high-
lighted the advantages of flax fiber, notably low density contrib-
uting to lightweight composite parts.”
Stemming from years of university and industry research, the
first major use cases were sustainability-minded sporting goods
manufacturers of products like tennis rackets and skis. Over time,
various “players, projects and industrial successes have gradually
given [NFCs] visibility and credibility,” Cazenave says.
In , CW reported that biocomposites — natural fibers and
bio-based resins — were beginning to reach a level of commer-
cialization and competitiveness with more traditional synthetic
fiber products. At the time, cellulose fiber, which is processed
from plant-derived pulp into uniform fibers, appeared to be the
top contender in the natural fibers space. By CW’s  feature
on the same topic, improvements in performance and increased
processing options had enabled flax fiber to rise as the natural fiber
of choice for sporting goods applications and some automotive
parts, with research in bamboo fibers showing promise.
Over the past two or three years, sustainability has become
increasingly important. Once a niche interest, sustainability
focused on emissions reduction is now being driven by standards.
Governments, regulatory organizations, OEMs and consumers
are demanding materials and process solutions that favor
decarbonization.
One example related to materials is the EU’s  European
Green Deal which proposed several strategies that mandate
EU-manufactured products ranging from construction materials to
textiles be made from sustainable, recyclable or recycled materials.
This push for sustainability solutions, alongside supply chain
and technical advancements in natural fiber materials, and
processes to manufacture them into composites, are fueling R&D
and commercial growth into new markets.
Natural fiber composites landscape
What does today’s NFC market look like? The Alliance for
European Flax-Linen & Hemp (Paris, France) tracks data on flax
and hemp supply, demand and applications from its member
suppliers across Europe. Chantal Malingrey, director of marketing
and communication, says that flax fibers are the most used natural
fibers in composites today, though composites are still the smallest
end market for these fibers overall, compared to the much more
established fashion and textile industries. “In broad terms, we typi-
cally say the breakdown is 60% for fashion textiles, 30% for furni-
ture textiles and 10% for technical applications, which includes
composites.”
Still, Malingrey says that demand for natural fibers has been
“increasing strongly since . Whereas a few years ago, natural
fibers were more of an R&D exercise, now we see fully developed
products entering the market.”
These materials are growing in appeal not just because
they come from a renewable source, but because of technical
CompositesWorld.com
Natural fiber composites
NEWS
advantages in composites like lightweighting and vibration and
noise damping, as well as aesthetic appeal. Vibration and noise
damping specifically are broadening the appeal of NFCs in appli-
cations like automotive interior components, explains Nicolas
Juillard, VP of technology and development at materials supplier
Texonic Inc. (Saint-Jean-sur-Richelieu, Quebec, Canada). Texonic,
which is part of the Textile Monterey Group (Drummondville,
Quebec, Canada), has been working on optimizing natural fibers
for use in composites at the R&D level with various partners since
, launching its first flax fiber fabric line in .
According to Juillard, Texonic continues to be involved in R&D
work to develop and optimize additional materials for use in NFCs
— with a large focus on hemp fiber as well, which is also continuing
to grow in supply and usage. As he explains it, one of the largest
factors in choosing natural fiber materials is not necessarily the
properties of one type of fiber over another, but localization of the
supply. Currently, due in large part to climate conditions, flax is
produced most widely in Europe, while the market for hemp agri-
culture grows in North America.
“Technically, if you look at the literature, one type of [natural
fiber] may have more resistance and one has higher modulus, but
right now, talking about the differences isn’t the right approach,
because none of them are totally optimized for use in compos-
ites,” Juillard says. “We have some good products now, but there’s
still a lot of work to do. Choosing one over the other isn’t about
processing or properties. It’s about supply chain, and which
material you can get at which cost.”
Today, numerous suppliers have natural fiber materials
Flax and hemp
A variety of plant-based fibers exist today, with the top two in the composites
space being hemp and flax (pictured). The formats and processing capabilities
of these materials continue to expand as more companies enter the arena of
supplying NFC materials. Source | Bcomp Ltd.
55
 FEATURE
Reinforcing NFCs with lattices
WEAV3D Inc. produces carbon, fiberglass or natural fiber lattice reinforcements
for a variety of materials. The company has recently entered the NFC space with
its hemp and jute-reinforced NFC panels for automotive trunks and other interior
applications. Source | WEAV3D Inc.
marketed for composites use. Bcomp Ltd. (Fribourg, Switzerland)
launched its first two products in . The company’s powerRibs
reinforcement grids and ampliTex dry fabrics and prepregs come
in a range of compatibility options, including thermoplastics or
thermoset resins, and processes including resin transfer molding
(RTM), vacuum infusion, autoclave cure or compression molding.
The increased interest in sustainability — and, importantly, the
increase in high-quality flax and hemp fiber — has also led several
mainstay suppliers of more traditional composite reinforcements,
like fiberglass or carbon fiber, to begin offering natural fiber
products.
For example, longtime reinforcements and resins supplier
Hexcel (Stamford, Conn., U.S.) launched an NFC-specific, HexPly
Nature Range in , which includes woven and stitched flax
fiber reinforcements with HexPly M, M-LT and M.-LT
epoxy resins containing partially bio-derived content. The partially
bio-based resins can also be used with traditional fiberglass or
carbon fiber reinforcements, as well, notes Achim Fischereder,
industrial marketing director at Hexcel.
Fischereder adds, “Increased sustainability and enhanced
health and safety are both areas where our input raw materials can
have a major impact. As the bio-derived chemical raw materials
industry has continued to develop, Hexcel has moved to partially
replace petrochemical-based epoxy content with bio-derived
alternatives. A key target for us was to make sure that the excellent
resin characteristics remain unchanged in the new Nature Range
products, maintaining high mechanical performance and consis-
tent processing properties while giving customers a more sustain-
able material option.”
Porcher Industries (Eclose-Badinières, France) and Saertex
(Saerbeck, Germany) have also announced NFC offerings, with
flax fiber/thermoplastic automotive-grade materials (Porcher)
56 APRIL 2023
and flax fiber noncrimp fabrics (NCF) for marine and leisure
applications (Saertex), each in partnership with flax supplier
Terre de Lin. Terre de Lin, which claims to produce about %
of the world’s flax, manages all stages of flax production for its
-member farms, from seeds, to processing of the harvested
flax, to manufacture of fibers specifically for composites and other
markets. Over the past decade, recognizing the value of its flax
fibers within the composites industry, Terre de Lin has worked
to offer flax fibers “adapted to the composites market,” Cazenave
says, including controlled quality and development of a versatile
range of rovings compatible with composites processes.
A number of other companies have also entered this space,
with the goal of making their specific end markets more sustain-
able. Lingrove (San Francisco, Calif., U.S.) launched its flax fiber
and plant-based resin composite material, called ekoa, to replace
wood in ukuleles and guitars in , followed by sporting goods
product in . It then worked to commercialize and industrialize
ekoa for automotive interiors and the furnishings/interiors market.
Joe Luttwak, CEO at Lingrove, explains that architects, designers
and executives in the interiors industry, for residences and
commercial spaces, are increasingly “looking to decarbonize, and
need high-performance products.” The company supplies prefab-
ricated panels and surface veneers designed to provide the look
of luxury wood. Applications of ekoa veneers include wall and
ceiling panels and cabinetry/caseworks products, with flooring in
development.
Lingrove has worked to develop ekoa for automotive interiors for
years, and is now targeting structural applications in the construc-
tion industry.
Also in the interiors space, Culture iN (Montaigu-Vendee,
France) was founded in  with the goal of producing sustainably
sourced and processed textiles for furniture and luggage applica-
tions. Company founder David Ambs “wanted to change our living
spaces” to be more focused on “sensorial appeal [and] respect for
health and the environment,” explains Ronan Legrand, commercial
director.
After several years of research, the company’s core product is
called Varian, a patented “composite thread” that weaves together
flax fibers and plant-based PLA resin; it’s available in prepreg
sheets or rolls. Made from materials sourced locally within France,
Varian is customizable with choices of weave, finish and colors.
Furthermore, beyond natural fiber fabrics and tapes, short
natural fibers are being developed as additives for use in plastic
parts. For example, in , Heartland (Detroit, Mich., U.S.)
launched Imperium, its first hemp fiber additive product line.
According to Jesse Henry, CEO and founder, the company began
as a bio-based plastics company, but pivoted to hemp fiber addi-
tives in , aiming to support customers with cost-effective,
carbon-negative additives for use in thermoplastics. Heartland
sells Imperium in powder and masterbatch format for use in injec-
tion molding, compression molding, extrusion, thermoforming,
and other types of plastic and rubber manufacturing.
“Our materials replace and augment commonly used plastic
additives like fiberglass, talc and calcium carbonate. Our LCA [life-
cycle assessment] gives brands and suppliers a predictable path
CompositesWorld
 Natural fiber composites
NEWS

Wood-like
composites
Lingrove’s ekoa materials
are marketed as a flax
fiber and plant-based resin
alternative to wood for
building and automotive
interiors. Texonic, too, has
developed a wood-like
NFC for use in a variety of
sporting goods, automo-
tive, furniture applications
and more. Source | Lingrove

to reduce the carbon footprint of the plastic they use everyday just by changing the
additive and reducing the amount of plastic required to create the same product,”
Henry says.
The product was also developed to help solve compatibility challenges for
compounders. Typically, “natural fibers don’t mix well with petroleum-based
plastics,” Henry explains, but, “Imperium focuses on solving the bonding, dust,
flammability, moisture and bulk density problems that plastic compounders face
when working with natural fibers.” Over the next two years, the company plans to
scale up its current production to meet growing demand.

Solving processing challenges

The number of NFC materials available has grown in recent years, but Texonic’s
Juillard notes that one hurdle of NFC development continues to be processing
limits compared to traditional fiber materials. Although natural fiber materials can
be manufactured via a variety of processes, with common methods being prepreg
layup/autoclave cure, compression molding and RTM, unique challenges remain.
One is that natural fibers absorb resin differently than other fiber types — “like
sponges,” as Juillard describes. For this reason, he says manufacturing processes
such as compression molding, RTM or other vacuum-assisted process that intro-
duces pressure during consolidation is needed for optimum results. He adds, “If you
try to do wet layup with no pressure, you won’t be able to control the resin-to-fiber
ratio [with NFCs].”
Another challenge is sensitivity to temperature, especially as companies expand
into new types of processing methods and resins. “At the same temperatures used
to process carbon or glass fibers, natural fiber might start to char or decompose,”

CompositesWorld.com 57
 FEATURE

Starting with sporting goods
The vibration-damping properties of NFCs, plus their aesthetic appeal, contrib-
uted to the materials’ appearance early on in the market, particularly in sporting
goods like skis. Source | ZAG Skis / Quentin Iglesis, via Bcomp Ltd.
explains Christopher Oberste, president and chief engineer of
composite lattice manufacturer WEAVD Inc. (Norcross, Ga., U.S.).
Oberste and WEAVD are relatively new to working with NFCs.
Originally, WEAVD developed an automated weaving system that
manufactures tunable thermoplastic composite lattices that can
be used to reinforce a variety of materials, from concrete to auto-
motive panels. The company began with carbon and glass fiber
CarbCon_HalfPage_2023_v6.pdf 1 2/6/23 4:42 PM
lattices, and has in recent years expanded its R&D work to include
natural fiber lattices, which are used to reinforce NFC panels for
the automotive market.
The automotive interiors industry already mass-produces
compression-molded NFC panels for use in trunk floors and side-
walls, made primarily from hemp or jute in the form of nonwoven
mats or long fibers. Typically, Oberste says, these panels are rein-
forced with injection overmolded glass fiber-reinforced ribs to add
strength and stiffness where needed, but these ribs add unwanted
weight and geometry to the panels. With an OEM partner, WEAVD
began an effort to replace these ribs with layers of carbon, glass
or natural fiber thermoplastic composite lattices produced via
WEAVD’s automated system.
As WEAVD worked in this area, it became clear that because
thermoplastics are involved, the processing window was “very
narrow,” Oberste explains. The melt temperature of the polypro-
pylene commonly used in the company’s products is only  to
°F lower than the top temperature the natural fibers can survive.
The WEAVD process is an adhesive-free technology that relies on
heating the tape to the resin’s melt temperature in order to bond
it to the material the lattice is being made to reinforce. Therefore,
“the amount of heat and how fast [the tape] moves through the
heating zone have to be very carefully controlled, so that you don’t
have degradation of the fiber during processing.”
So far, despite these challenges, WEAVD has seen positive
results, showing that even a single, .- to .-millimeter lattice

CM

MY

CY

CMY

58 APRIL 2023 CompositesWorld

 Natural fiber composites
NEWS

layer adds enough bending stiffness that the OEM could not only
eliminate the ribbing but also make the overall panel thinner.
WEAVD demonstrated that it could produce a lattice-reinforced
composite panel with the same mechanical properties as the
original rib-reinforced panel, but with a % reduction in part
mass. Additional layers can be added to boost stiffness, and the
tapes can be made from carbon, glass or natural fiber as needed.
WEAVD continues to work with Tier  suppliers and OEMs on
prototype panels and tests, aiming toward serial production.
Oberste notes that use of natural fiber tapes over the past
year has been new for WEAVD, involving a back-and-forth
process with the tape supplier to optimize the materials and the
processing. “The behavior of the tape is different, and it handles Marine expansion
differently,” he explains. For example, natural fiber tapes are more Some of the largest NFC parts manufactured to date have been for recreational
prone to curling or twisting, but must consistently lie flat to go and racing marine vessels, including infused decks and hulls. Hybrid fiberglass/
through the WEAVD machine or other processes. natural fiber is also being used. Source | Baltic Yachts, via Bcomp Ltd.
Other composites processes are also being adapted for use
with NFCs, such as filament winding. For the past several years,
the R&D branch of filament winding machinery supplier Autona-
tional BV (IJlst, Netherlands) has been working on filament
winding, prepreg processing and related machinery specifically
geared toward the different mechanical requirements of manu-
facturing natural fiber composites with bio-based resins, explains
Harry Fietje, sales manager at Autonational. This work started with
collaboration with a team at the University of Amsterdam (Nether-
lands), which had created a plant-derived epoxy and was looking
for an industry partner to test the material in a real process.
Backed by government funding, Autonational’s R&D team
began working with the university team and the resulting spin-off
company Plantics (Arnhem, Netherlands), which now sells its
resins commercially. Adapting its filament winding machinery for
natural fibers and bio-based resins required about a year and a
half of trial and error, Fietje says, requiring many adjustments to
the temperature and processing conditions.
Next step: NFCs in aircraft?
Growing into commercial applications: From skis to Several companies and R&D products are working toward use of natural fibers with
aircraft interiors aerospace-grade resins for qualification in aircraft interiors. This concept image
What types of commercial applications are being manufactured uses Culture iN’s Varian flax fiber-based composite material. Source | Culture iN
with NFCs today? Many of the initial commercial NFC applications
were sporting goods and furniture pieces, and these continue to
be two leading market areas for the materials, but as raw material
supply, natural fiber fabrics and processing technologies evolve,
NFCs are increasingly used for applications in even higher-
volume or higher-performance markets like automotive and even
aerospace.
As CW reported in , early commercial adopters of NFCs
included ski and snowboard manufacturers adopting Bcomp flax
fiber/epoxy materials, taking advantage of the lighter weight of
flax fiber compared to fiberglass and high vibration damping for a
smoother ride. Today, Carlson reports that Bcomp still has a large
share of business in sporting goods as well as motorsport appli-
cations. One recent example that CW reported on is an award- Filament winding with NFCs
winning motorbike brake disc cover made in part with Bcomp’s Companies continue to expand the processing capabilities of NFCs from prepregs
flax fiber/epoxy. and infusion, such as Autonational’s R&D work on filament winding with flax
Further, Hexcel’s Nature Range materials were first fiber/bio-based resin. Source | Autonational

CompositesWorld.com 59
 FEATURE
From furniture to floors
Interior commercial applications of NFCs range from tables and chairs to ceiling
and floor panels. Source | Lingrove
prototyped on Blizzard skis at the Tecnica Group Ski Excellence
Center. “We expect that winter sports is going to grow into a key
market for the Nature Range products, as it provides a challenging
set of technical requirements, and successes there will really
confirm that we’ve delivered a more sustainable prepreg solution
that maintains the performance of our previous products,” notes
Fischereder.
In the marine market, NFCs have also found a home on recre-
ational and racing boats and yachts, starting with a number of
prototypes. As one example, the CrossCall racing yacht, which
won the Class World Championships in June , was reported
to be the first Class yacht to make significant
use of flax fiber composites. Infused, hybrid
flax/glass fabrics were used to manufacture
the hull, cockpit and several other compo- The market for NFCs has
nents of the boat. come a long way in the
Terre de Lin’s Cazenave also notes past 10 years.
that several of the company’s partners
have begun successfully replacing
fiberglass with flax fiber composites in
a variety of recreational and racing boats. One notable and large
example is the -meter-wide, -meter-long flax fiber composite
deck for the We Explore proof-of-concept catamaran, developed
by Outremer shipyard, VPLP Design and Kairos Environnement.
Beyond high-performance marine and sports, the appealing
sustainability aesthetic of natural fibers lends these materials to
decorative interior items and furniture, as Lingrove and Culture iN
have discovered with their product lines.
For example, Autonational’s first commercial filament winding
line specifically for NFCs was developed for furniture manufac-
turer Vepa (Hoogeveen, Netherlands). The winder was first used
to build prototypes of filament-wound table legs and chairs from
flax fiber and bio-based epoxy, with the first commercial line
delivered at the end of .
After several initial prototypes of table legs and chairs were
manufactured at Autonational’s R&D center, the commercial
filament winding line was delivered to Vepa at the end of .
60 APRIL 2023
Automotive exteriors
Starting with motorsports and Formula 1, natural fibers continue to find a place
in high-performance automotive exteriors and supercars. This image shows the
focus on flax fiber composites for the Porsche 718 Cayman GT4 Clusport MR,
featuring Bcomp ampliTex and powerRibs.
Source | Dr. Ing. h. c. F. Porsche AG, via Bcomp Ltd.
Companies are also using NFCs in exterior applications in
construction and infrastructure. The multinational design, engi-
neering and architecture firm Arup (London, U.K.) won a JEC
award in  as part of the EU-funded BioBuild project, demon-
strating a self-supporting facade system comprising  × .-meter
flax fabric/bio-resin panels. The NFC panels reportedly reduce
the embodied energy in façade systems by up to % compared
to conventional construction materials with no increase in cost.
More recently, Exel Composites (Vantaa,
Finland) produced  kilometers of flax/
bio-resin profiles for a “fauna passage”
viaduct in the Netherlands. In addition,
three flax fiber/bio-resin bridges will be
completed by  as part of the “Smart
Circular Bridge” project. Luttwak notes
these exterior architecture applications are an
end goal of Lingrove’s. Autonational, too, has
begun working on filament-wound NFC prototypes for outdoor
structures like poles for road signs, with additional applications to
come.
One of the latest, most ambitious exterior construction applica-
tions to date was announced in November  by the University
of Maine Advanced Structures and Composites Center (UMaine
ASCC, Orono, Maine, U.S.), which fabricated a -square-
foot, D-printed prototype house made entirely from bio-based
resins reinforced with a locally sourced, wood-based fiber. Called
BioHomeD, the prototype was developed with funding from the
U.S. Department of Energy (DOE) and in partnership with Oak
Ridge National Laboratory (ORNL, Knoxville, Tenn., U.S.).
Mobility: A natural, next-level fit
Over the past few years, a lot of attention has been paid to the
emergence of NFCs in automotive components. This has included
body panels and hoods for a variety of supercars and race cars, as
CompositesWorld
 NEWS
Natural fiber composites

well as interior applications for commercial vehicles. The company also offers natural fiber-reinforced polypropylene
Notably, in  BMW Group’s investment arm iVentures (NFPP) products that can be compression molded and combined
acquired a stake in Bcomp, signaling a commitment to commer- with other materials like recycled carbon fiber. New product lines
cial uses of sustainable materials. In June , BMW unveiled and serial applications for NAFILean and NFPP are reported to be
a new M GT race car sporting Bcomp’s flax fiber materials in underway.
several body components. The company announced at the time Also making recent headlines is Lingrove’s ekoa product,
that the switch to NFCs reduced greenhouse gas emissions for enabling the color-changing, interactive doorspear component
vehicle production by up to % for those components, while inside Hyundai’s Palisade concept vehicle. Similarly, in ,
improving vibration damping performance. Cobra Advanced Composites (CAC, Chonburi, Thailand) launched
“Automotive is picking up, as the release date of large-scale a line of exterior and interior finish components made from flax
serial production cars is getting close — these are projects that fiber prepregs.
ai167750824919_CW-APR 2023-CGTech-PRINT.pdf 1 2/27/2023 6:30:51 AM
we have worked on together with OEMs
for several years and that are now finally
about to hit the consumer market,”
Bcomp’s Carlson says.
According to WEAVD’s Oberste, more
sustainable, renewable and/or recyclable
materials within automotive designs is
no longer a niche idea, and companies
are willing to pay a bit more to be able
to claim a certain percentage of natural
fiber or other sustainable materials within
a vehicle. “There are several different
approaches the industry is taking to
‘sustainable’ content — natural fibers is
one option within that,” he says.
Oberste sees the prototyping work
WEAVD has done with lattice-reinforced
NFC panels as the first step toward use of
WEAVD’s lattices for automotive appli- C

cations. “The OEMs [we’ve worked with] M

are interested in the idea of whether [this

Y
technology] could strengthen the natural
fiber panels to the point where other types CM
of reinforcements in the assembly could MY
be eliminated, as well as the ribbing, such CY
as brackets or stiffening plates, and there-
CMY
fore reduce weight and part count in the
overall assembly.” K

In automotive interiors, a variety of

companies are beginning to get involved
— and some have been in the space for
many years. For example, global automo-
tive supplier Faurecia (Nanterre, France),
part of the Forvia Group, has been working
on automotive interiors for decades and
announced a number of new technologies
in . The company aims to reduce the
carbon footprint of its materials by % by
 across several of its divisions, with a
focus on sustainable materials.
This includes the company’s NAFILean
products, a hemp fiber-based, injection
moldable material first launched in 
for components like instrument panels.

CompositesWorld.com 61
 FEATURE
Automotive interiors
From trunk panels to visual interior
components like those pictured,
the vibration damping properties
of NFCs serve automotive interiors
well while meeting automotive OEM
goals for increased use of sustainable
materials. In this image, Lingrove’s
ekoa materials are in use on a
color-changing visual doorspear on
the Hyundai Palisade concept vehicle.
Source | Lingrove
Even further, NFCs in the mobility space may some day soon
take to the skies, transitioning into aircraft interiors applications.
Aeroflax, an aerospace-grade flax fiber/bio-based resin product
developed by Lufthansa Technik (Hamburg, Germany) with
Bcomp’s ampliTex and powerRibs flax fiber reinforcements, is said
to be at technology readiness level (TRL)  or , with the poten-
tial to increase sustainability and reduce weight in aircraft ceiling
panels, door frame linings and more.
Challenges and goals
The market for NFCs has come a long way in the past 10 years,
but efforts continue to ready the natural fiber supply chain,
materials and processes for more widespread adoption by
manufacturers.
Bcomp’s Carlson says, “For suppliers of natural fiber rein-
forcements, the market is relatively immature and developing as
we speak. There are so many factors that must come together:
Combining expertise in natural fibers with the industrial knowl-
edge to scale, the technical knowledge to develop a high-perfor-
mance product and the commercial capacity to take it to the
market, and convincing markets with high inertia to change and
high entry barriers to try something new.”
Malingrey of the Alliance for European Flax-Linen & Hemp
agrees, noting that scientifically driven datasets on both the
environmental and technical advantages of flax and hemp fiber
composites are needed to truly prove out their value in the market
and allow for established guidelines on their use.
The supply chain for flax and hemp also continues to grow, but
as with any agricultural product, it can be somewhat volatile. And
though materials suppliers agree that the quality of the product
has come a long way in recent years, measurement of that quality
and standardization are still ongoing endeavors.
To this end, Malingrey says the Alliance has released an open-
source, downloadable LCA for studying the environmental
impact of flax fibers grown and scutched in western Europe. All
fiber suppliers in the study were part of the Alliance’s European
Flax certification and use the European Commission’s Product
Environmental Footprint (PEF) approach. Malingrey notes that
62 APRIL 2023 CompositesWorld
additional mapping and data collection projects are in progress.
“In the same way that other high-end industries use quality
standards, the Alliance engages the flax and linen sector in the
application of traceability and transparency procedures. This is
one of the key strategic commitments to the composites sector,”
she says.
Lingrove’s Luttwak adds that localizing the supply chain is of
vital importance, particularly for materials suppliers that reside in
areas where flax and hemp are not grown.
Next steps in sustainability: Bio-based resins,
thermoplastics, recyclability
The choice to adopt flax or hemp over synthetic or petroleum-
based fibers is a step toward increased sustainability, but natural
fibers alone are not enough to truly make a product sustainable.
Today, many NFCs are made from traditional resins like epoxy.
As Fietje of Autonational notes, to be effective, the ideal supply
chain would involve natural fibers with bio-based resins derived
from plant sources, plus an end-of-life (EOL) solution that allows
the part or its original components to be recycled for another use.
Multiple suppliers are working on bio-based resins for use with
natural fibers, including Hexcel. Fischereder says, “In the future,
we believe that bio-derived epoxy content, in addition to equiva-
lent mechanical performance, will not just be offered as an option.
It will start to become the baseline and a must-have to proceed
with material qualification.” For Hexcel, this means working on
new, bio-derived versions of HexPly resin systems, which are
undergoing certification by testing and certification services
company TÜV (Cologne, Germany).
What about an NFC part’s EOL? In general, several recycling
options for composites exist, at various levels of commercializa-
tion. For example: Mechanical recycling, involving the shredding
of entire parts into small pieces that can be reused for injection
molding or another purpose; pyrolysis or thermolysis, where
heat is introduced to a part until the resin is burned off, leaving
a reusable fiber behind; or solvolysis, which uses some type of
chemical process to separate a resin from its original fibers.
Much of the work done in composites recycling focuses on
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recovering and reusing higher-performance, higher-cost carbon Additional efforts are ongoing at the R&D level. For example,
fiber, begging the questions: Are lower-cost, renewable NFCs worth Fietje reports that Autonational and its partner Plantics are
recycling? Can they survive the same processes as carbon fiber, working on a pilot recycling system using steam to separate fibers
with high enough properties to reuse? These considerations are and resins — specifically with the mechanical requirements of
still being worked out. As Hexcel’s Fischereder notes, new appli- NFCs and bio-based resins in mind.
cations for recycled NFCs are Along with solving these challenges, in the near term, suppliers
also an important part of the aim to scale up their production capacity, expand their product
Read this article online | conversation. With a field as ranges and penetrate further into new markets and increasingly
short.compositesworld.com/ new as NFCs, both demand for large-scale applications.
NaturalFiberComposites recycled NFCs and supply are One of Bcomp’s goals is to qualify its flax fiber materials for use
still immature. in rail and interior aircraft applications, which means developing
Carlson explains that for higher-performance products that can pass stringent fire tests.
Bcomp’s flax fiber/epoxy parts, “Our goal is to help decarbonize mobility; our impact increases as
thermal energy recovery is we reach into even larger markets,” Carlson says.
currently the best option avail- Ultimately, there is still much opportunity for growth in both
able. This involves incinerating technology and adoption of NFCs, but the past few years have
the part at its EOL in a process solidified these as an option for sustainable manufacturing across
that recovers and uses the heat a variety of end markets.
from the incineration for another purpose, such as generating
electricity or capturing the heat for use in houses.
Several suppliers, including Bcomp and Terre de Lin’s manu-
facturing branch TDL Technique, are also working on natural fiber
materials that are suited for use with thermoplastic resin systems. Technical editor Hannah Mason has been writing and editing
Carlson notes that as more thermoplastic-based NFCs are devel- about composites for CompositesWorld since 2018. She has a
Master’s degree in professional writing from the University of
oped, recycling will likely become more viable, as they can be Cincinnati. hmason@compositesworld.com
heated, softened and reshaped via injection molding or extrusion.

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 NEW PRODUCTS

New Products

» COMPOSITE HEATING CONTROLLER

Temperature controller eases

composite repair
The RedMini temperature controller released by msquare GmbH
(Stuttgart, Germany) is characterized by its simple, user-friendly
operation. The new heating controller can be connected to any
msquare heating blanket, with a temperature range of 0 to 140°C set
using the controller’s arrow keys — the RedMini is most ideally suited
for composite repairs at an ambient temperature of – 20°C to +50°C
that need to be remedied promptly and do not require documentation
of the heating process.
Once the controller is plugged in, a status LED provides feedback
on the process being carried out. If the temperature is within a good
range, a green light indicates that the desired set temperature can
Source | msquare GmbH
be maintained. If the light is red, the user is clearly informed that the
control is out of tolerance. The RedMini is 80 × 130 mm and weighs less
than two pounds. to act quickly and repair the damage effectively. This is where msquare’s
Minor damage to fiber-reinforced composite components needs silicone heating blankets are most successful; their flexibility enables
quick and easy repairs that meet all qualitative standards. Many msquare to heat even highly curved surfaces homogeneously, thus
industries are affected, and in most cases the technicians on site need serving as a high-quality repair solution. msquare.de

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66 APRIL 2023 CompositesWorld

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 NEW PRODUCTS

» WIND BLADE MAINTENANCE

Modular robot performs

challenging wind blade
maintenance and repairs
Aerones (Riga, Latvia) has unveiled and demonstrated a
robot that offers full-service leading edge wind turbine
blade maintenance and repair. The robot is said to
perform maintenance five times faster than humans and
makes use of various attachments to perform different
tasks, including refinishing blades with Relest coatings
from AkzoNobel (Amsterdam, Netherlands). The robot
is able to perform maintenance and repair for Level
1-3 leading edge erosion (LEE), proactively addressing
erosion in a cost-effective manner and halting progres-
sion to Level 4-5 erosion.
Through the robotized system, Aerones is able
to eliminate the need for rope access technicians
— a profession that is considered potentially hazardous — thus
increasing the safety of maintenance technicians while performing
repairs faster, reducing downtime and costs. For example, the robot
is able to work in wind conditions up to 15 km/s, while technicians
are only able to work in conditions of up to 9 km/s.
The modular system is able to perform multiple tasks including
wind turbine blade surface cleaning; surface preparation; leading
Source | Aerones
edge protective tape removal; primer application; leading edge filler
application; and leading edge protection coating. In the future, the
company will be adding leading edge crack repair functionalities to
the system’s repertoire.
“We continue to work towards making the robot as resilient as
possible to various external conditions, which is why we’ve tested
our system in extreme heat, humidity and wind,” says Danis Kuze,
co-founder of Aerones. “Our ultimate
goal is to create a product where wind
turbines would only have to be stopped
for a short time, or not at all, in order to
be repaired.”
Aerones has also implemented smart
wind turbine modeling and erosion
progression modeling by making use
of digital twin technology. The system
is able to replicate the wind turbine in
a digital environment for monitoring
and modeling for data-based decision
making.
The Aerones system is used by 30
teams servicing thousands of wind
turbines around the world. It has been
used in North America, South America,
Europe and will soon be traveling to
Australia. aerones.com

68 APRIL 2023 CompositesWorld

 TechDays
LARGE-SCALE MANUFACTURING

Thermoplastics for
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 NEW PRODUCTS

» TAPE LAYUP CONSOLIDATION

Flexible sheet simplifies geometry- and

thickness-independent consolidation
A new Flex option for the Dieffenbacher (Eppingen, Germany)
Fibercon system expands customers’ application possibilities by
making consolidation possible independent of the tape layup
geometry and layup thickness. This option is available as a retrofit or
as part of a new Fibercon system.
The Dieffenbacher Fibercon system consolidates tape layups into
near-net shape laminates with high quality and porosity of less than
1%. According to the company, Fibercon achieves exceptionally good
material properties for high-quality components, making it ideal for
large-scale production of individual, component-specific tape layups.
It’s even possible to process high-performance thermoplastics without
Source | Dieffenbacher
further adaptation.
Vacuum consolidation of the tape layups in the standard Fibercon
new Flex option simplifies production.” Variable layup thicknesses and
version takes place between two frames with transparent glass inserts.
In the new Flex version, the upper frame comes with a flexible sheetgeometries of up to 4 mm can be consolidated with high quality but
that automatically adapts to the contour of the tape layup. without component-specific tools.
Many applications, especially in the sports and leisure and automo- With a temperature range of up to 250°C, the Fibercon Flex option
is said to be the ideal consolidation system for all polypropylene (PP)
tive industries, can benefit from the new Flex option, explains Marco
and polyamide 6 (PA6) applications, regardless of the type of fiber
Hahn, director of sales of the Forming Business Unit at Dieffenbacher.
“In manufacturing bicycle frames and rims with high component used. Compared to conventional laminating presses, Dieffenbacher says
diversity, for example — for which the Fibercon is well suited — thethe Fibercon delivers significantly higher product quality, as thickness
variations in the component are preserved,
and neither squeeze flow nor fiber ondulations
occur. Unlike permanently heated laminating
presses, the Fibercon heats the product directly,

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consolidation. In this way, pause and setup times
are bridged without energy input or long heating
processes. This makes the Fibercon consolidation
system energy efficient and resource-saving.
“Each Fibercon is equipped with three pairs
of frames as standard. With the new Flex option,
each customer can choose how many of these
frame pairs to equip with the standard glass
insert and how many with the new flexible sheet.
This ensures maximum flexibility,” says Hahn.
“Existing installations can also be retrofitted with
the Flex option at any time and with minimal
effort.” dieffenbacher.com/en

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70 APRIL 2023 CompositesWorld

 NEW PRODUCTS

» ENVIRONMENTALLY SUSTAINABLE DECKING

High-load FRP bridge decking

The U.S. Departments of the Interior and Agriculture will invest $2.8
billion this year in critical deferred maintenance projects, transportation
improvements and recreation infrastructure for national parks, wildlife
refuges and recreation areas. With park visits on the rise, engineers are
specifying bridges, boardwalks, sidewalks and trails that can support
ambulance and maintenance vehicles. To meet this requirement, Creative
Composites Group (CCG, Alum Bank, Pa., U.S.) has introduced its new
pultruded fiber-reinforced polymer (FRP) H-5 SuperDeck Lite deck
profile.
The composite manufacturer engineered SuperDeck Lite to AASHTO
H-5 standards for uniform live loads and vehicles weighing 10,000 Source | Creative Composites Group (CCG)

lbs (8,000-lb and 2,000-lb axles with a minimum 72" wheel base).
Produced in the U.S. at an ISO 9001:2015-compliant facility, SuperDeck
Lite is corrosion and rot-resistant, environmentally sustainable and offers
what CCG says is the lowest lifetime cost of ownership. Easy to carry,
drill and cut, SuperDeck Lite pultruded deck profiles are lighter than
newly treated lumber and offer fast installation in remote areas. CCG also
developed deck attachments for topdown construction or for blind-bolted
connections.
“Traditionally, park trail bridges and pedestrian access structures
have used treated timber decks,” Dustin Troutman, director of product
development for CCG, says. “Agencies are telling us that they are only
getting about 10 years of performance life out of treated lumber. It’s
difficult to assess the structural integrity of wood decking for supporting
a 10,000-pound vehicle as it ages and begins to rot and decay. A large
number of national parks don’t want to use treated wood because the
preservatives leach into the environment.”
SuperDeck Lite is available in standard isophthalic polyester and vinyl
ester resin systems with a fire-retardant option. Aesthetically pleasing,
the product is designed to blend with its surroundings and is available
in slate gray, olive green and beige. An ADA-compliant anti-skid surface
enhances safety. creativecompositesgroup.com

CompositesWorld.com 71
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72 APRIL 2023 CompositesWorld

 FOCUS ON DESIGN

Composite sidewall cover expands

options for fire-safe rail components
R&D project by CG Rail explores use of carbon fiber-reinforced
thermoplastics and recycled manufacturing scrap to meet fire
safety, weight and volume targets.

By Hannah Mason / Technical Editor

» CG Rail (Dresden, Germany) is a research and development

(R&D) company that specializes in engineering lightweight, inte-
grated, multi-material components for the rail industry. According
to Franz Bilkenroth, project manager at CG Rail, the company
works to bring university-scale materials research, often working
with partners like nearby TU Dresden, to prototype parts that can
then be commercialized by CG Rail’s industry customers.
Since its founding in , the company’s work has culminated
in the development and production of a fully carbon fiber-rein-
forced polymer (CFRP) metro train front cabin, an award-winning
platform for integrating a pantograph to the top of a high-speed
train, a series of prototype all-CFRP rail bogies — the first of which
was unveiled in  — and more. Much of the work CG Rail has
done so far has involved thermoset-based CFRP parts, replacing
traditionally metallic rail components with lighter, stronger, corro-
sion-resistant composite alternatives. However, Bilkenroth explains
that one limitation to thermoset composites has historically been
the stringent fire safety standards needed for rail components,
such as Europe’s EN  standard.
“Traditionally, when we use composites in rail applications, fire
safety is a big challenge,” Bilkenroth says. With thermosets, there
are generally two options: a fire-resistant coating, or a fire-resistant
additive in the resin matrix. Neither of these is ideal, he explains.
A coating adds weight and generally does not last as long as the
composite part itself — over a part’s +-year lifespan, the coating
Designing a lighter, integrated, fire-safe
sidewall cover
R&D company CG Rail performed extensive materials testing and used a
simulation-driven design approach to develop an optimized carbon fiber-
reinforced thermoplastic (CFRTP) sidewall cover to affix to the exterior equipment
bay of a high-speed train (such as the one shown in the example image, outlined
in yellow). The compression-molded prototype comprised 76% recycled materials
and reduced weight by 30% compared to the aluminum version.
Source (all images) | CG Rail
is likely to age and need to be reapplied. Fillers or additives in the
resin, he adds, can also add weight if needed in high amounts or
may have an adverse effect on overall material performance.
In , a high-speed train manufacturing OEM approached
CG Rail looking for alternative, inherently fire-resistant composite
material options for structural rail components. What followed was
a two-year research project that resulted in an exterior sidewall
cover prototype made from a fire-resistant thermoplastic-based
carbon fiber composite.

74 APRIL 2023 CompositesWorld


Air filter grate
(not composite)
Source (original image) | CG Rail
CFRTP rail sidewall cover
› Multi-piece aluminum design › Combines thermoplastics with a mix of 76%
replaced by integrated carbon fiber/ recycled/24% virgin carbon fiber to meet fire
thermoplastic component. safety, strength, weight requirements.
Meeting fire safety standards: Materials screening
Under normal operating conditions, metals are inherently resis-
tant to burning, but as rail OEMs increasingly turn to lighter
weight, anti-corrosive alternatives like composites for structural
rail components, a variety of composite material solutions have
been introduced in recent years, from fillers and intumescent veils
to new resins. The fire performance of these materials is measured
by various factors, including ignition, ability to self-extinguish,
flame spread, burn-through, heat release, smoke generation and
smoke toxicity.
In this case, the customer was looking for a fire-resistant part
that could be made at large scale in an automated process. Consid-
ering the processing, rate and mechanical performance goals, CG
Rail narrowed its options to thermoplastic composite materials.
The overall goal of this project was to “investigate whether there
are some thermoplastic matrix materials that bring fire resistance
benefits without any of the downsides that come with the ther-
moset options,” Bilkenroth explains.
An additional challenge was finding a suitable material at the
right price for rail. “There were some aerospace-level thermoplas-
tics we could have chosen that would have given the right perfor-
mance, but the price point is just not competitive for rail applica-
tions. We needed the right price-to-performance ratio with the
CompositesWorld.com
CG Rail CFRTP sidewall cover
Main structure made
from continuous, UD
CFRTP tapes
Molded-in ribs made
from chopped, recycled
CFRTP tapes
› Compression molded with a 2-minute
cycle time.
Susan Kraus / Illustration
right fire safety and also the right availability in the market from
a major supplier who could dish out the amount of material we
would need to go into serial production,” he says.
To demonstrate this materials research, CG Rail and the
customer decided to target a sidewall cover — typically made from
aluminum — as a prototype part. Located on the exterior of a high-
speed train, these covers protect the vehicle’s electrical equipment
and serve as an entry point for repairs. Bilkenroth explains that the
cover was chosen because it is not too complex in geometry, but
there are several dozen of them on each train car, suiting the rela-
tively fast processing times of thermoplastics compared to a ther-
moset-based prepreg and autoclave process.
The demonstrator part needed to meet the same basic geometry
and mechanical requirements — stiffness, strength, impact resis-
tance, fire safety standards — as the original aluminum part, with
an added goal to reduce overall part weight by %. The weight
savings, Bilkenroth explains, would factor into the customer’s goal
to reduce the train’s overall energy consumption during operation.
Materials screening: Finding the right carbon fiber/
thermoplastic
From the beginning, the customer specified that they wanted a
carbon fiber-reinforced thermoplastic (CFRTP) material for the
75
75
 FOCUS ON DESIGN
Simulation-driven design
From materials evaluation to final part tests, Altair software was used to simulate
impact (top image), stress (bottom image) and other mechanical requirements on
materials samples and each iteration of the part design.
project. “Carbon fiber was chosen because they wanted to make
the part as light as possible,” Bilkenroth says. Glass fiber could
also be used in a similar part to save material and production
costs upfront, depending on the overall goal. “In this case, you
save costs over the part’s lifecycle by switching to the lightest
weight materials that reduce energy consumption by the rail
vehicle.”
Over the course of more than a year, CG Rail screened dozens
of thermoplastic composite materials on the market, including
tapes and woven fabrics, testing coupons against the required
strength and stiffness properties before moving to fire safety tests.
After narrowing down the list to about a dozen material options,
coupons were put through five stages of additional tests based on
customer requirements.
The first of these five stages was fire safety — which eliminated
about half of the material options, Bilkenroth notes. Specifically,
each specimen was tested to EN-, - and -, for spread of
flame, heat release, and smoke opacity and toxicity, respectively.
Specific thresholds that needed to be met were set by the require-
ments of the type of train.
The second stage was temperature performance and stability,
where the coupons were tested under the range of environmental
temperatures a train would need to withstand, from -°C up to
about °C.
76 APRIL 2023
The design process
First, the design team determined the
amount of allowable design space to
work with (see diagram at right, leftmost
green layer). Next, topology
optimization was performed
to determine optimal material
placement and rib structures
(middle blue layer). The final
design was optimized for
manufacturability (far right,
yellow layer).
Design for manufacturing
The right image in the figure above shows the optimal rib placement from a
simulation perspective, given the load parameters needed. The final part on the
left optimizes the ribs for manufacturability.
Stage three tested the materials against environmental influ-
ences. The materials were subjected to heat, water vapor, salt
spray and UV light. “Those are the biggest environmental players
during operation over the course of their lifespan, so we were
essentially ‘aging’ the materials at an accelerated rate, subjecting
them to  years’ of environmental factors over a short span to see
how and if they deteriorated,” Bilkenroth says.
Next up were material property tests. These included tests
to meet standards for static tension, compression, open-hole
compression, open-hole tension, in-plane shear and interlaminar
shear, plus impact testing.
After stage four, only one material was moved on to stage
five: fatigue testing. “We needed to be pretty sure by this point,
because these tests take a lot of time,” Bilkenroth says. “You take
multiple specimens with one specific layup, and then test them in
different directions for different stress ratios and amplitudes. You
then have to repeat the same tests for any layup you want to test.
Each test specimen can take multiple weeks of testing before it
fatigues, but it’s the only way to characterize the material and get
feedback on how the material performs in a scenario of millions
of load cycles.”
He explains that CG Rail has capabilities to do some static
material property tests and temperature testing in-house, while
the other tests were performed by partners.
The final material was eventually narrowed down to a propri-
etary, CFRTP unidirectional (UD) tape.
CompositesWorld

MANUFACTURING THE FINAL PROTOTYPE
1 Virgin UD tapes (right) are layered with layers 3 Lower mold.
made from shredded (middle) manufacturing scrap
that are preconsolidated into a mat (left).
2 Upper mold for the final prototype. 4 The UD tapes and scrap mats are cut and layered.
Part design: Simulation and modeling
In order to meet the timeframe set by the customer, the design
process for the sidewall cover itself was done concurrently with
the materials testing. Once the final material was chosen, the
part design was tweaked accordingly. Most of the modeling and
simulation work was performed using Altair’s (Troy, Mich., U.S.)
OptiStruct and HyperWorks software.
Bilkenroth explains that the design was based on a combination
of customer-provided mechanical requirements (basic geometry,
weight, strength, stiffness, etc.) and materials data that came from
the selection process described above.
First, the CG Rail team had to determine the “design space” they
had to work with — as Bilkenroth explains it, this is the degree
of freedom they had between the prescribed parameters from
the original aluminum part and the upper limits of the space for
attaching this part to the train. In this case, the exterior geometry
was set — the part also needed to be able to incorporate metal
fasteners to attach to the rest of the train car and to attach other
components such as a slotted air filter to the middle of the cover.
The design space was several centimeters of thickness in between
the cover and cladding inside the bay that could be used, if needed.
Steel or aluminum have an inherently high modulus of elas-
ticity, Bilkenroth points out, and short fiber-reinforced composites
CompositesWorld.com
CG Rail CFRTP sidewall cover
5 Sheets are placed into the bottom mold.
6 The final part is compression molded.
often need extra “design space” to make up the difference in a
stiffness-driven component. “When you close the sidewall cover, it
should bend exactly as the aluminum part would bend. For the sake
of keeping the exterior of the train the same, the stiffness of the part
has to be the same.”
Because of the protective nature of the cover, the main load cases
driving design of the part were impact, such as from gravel or other
debris hitting the door while the train is moving. Bilkenroth notes,
“The design requirement was for the largest piece of gravel that could
be there at the highest possible speed that would be feasible in a
scenario like that, to not penetrate the component.”
Using the predefined geometry and load cases, the next step was
topology optimization using Altair simulation software. The resulting
models showed the optimal shape, material density and distribution
as well as rib placement for the given requirements.
Bilkenroth notes that the simulation models worked great as a
starting point, but the next step was making adjustments to make the
modeled designs more easily manufacturable.
Final part and materials iterations: Design for
manufacturing
When it came to the manufacturing process, CG Rail knew
that the part would need to be made in a process that could be
77
 FOCUS ON DESIGN

mass-produced by the customer. Bilkenroth says that compres-
sion molding and injection molding were both considered.
“Injection molding was interesting because it’s a very quick, clean
process, but the tooling is very expensive.” Ultimately, compres-
sion molding was chosen because the tooling was more cost-effec-
tive for the volume needed. “If we were talking several hundred
thousand or something like that, we would have definitely chosen
injection molding, but the part count [for these covers] is more
like several thousand per year, which makes compression molding
much more suitable.”
CG Rail designed the tooling,
that was then machined by a
Read this article online | supplier partner. The part was
short.compositesworld.com/ manufactured via another
FireSafeRailComponents partner of CG Rail’s, using a
Schuler (Göppingen, Germany)
press capable of up to ,
kilonewtons.
Given the manufacturing
process, the design team took the
simulation-optimized design and
adapted for cost and ease of manu-
facturability. For example, the opti-
mized model included a series of ribs along the sides of the struc-
ture, based on placement of material only where needed for added
stiffness. The CG Rail team redesigned the ribs to be of uniform
thickness and spacing for easier manufacture.
Modeling also indicated where the strength properties of
continuous fiber would be needed, and it was decided that less-
costly discontinuous fiber could be used in the remaining areas.
The ribs, in particular, required a discontinuous fiber material —
continuous fiber would wrinkle when pressed into the tool cavity,
while discontinuous fiber would flow more easily during molding.
At first, CG Rail tried using off-the-shelf tapes with discontin-
uous fibers for the ribs. However, these were a slightly different
material than the continuous tapes, which caused issues with the
materials not aligning properly or not having the same properties.
Ultimately, CG Rail worked with its supply partner to use the
manufacturing scraps from the original UD tapes. These scraps
were chopped up and reprocessed into semi-consolidated discon-
tinuous tapes. The final layup includes layers of the reprocessed
discontinuous tapes and UD tapes. This ended up being an ideal
solution: It allowed for reuse of manufacturing waste, enabled
the part to be made with the same material throughout and,
Bilkenroth notes, enhanced recyclability of the end part as well. If
adopted commercially, the part could be shredded and the short
fiber-reinforced material reused for another application because
it’s all made from the same material.
The final part ended up comprising % virgin, continuous fiber
in the areas that would receive highest impact, and % discontin-
uous fiber processed from manufacturing scrap.
Delivery for part testing
Typically, once prototype parts are built, CG Rail performs
physical tests using its own equipment or with partners to validate
the simulations, but in this case, all of the part-level testing was
done via simulation only. Physical testing would be performed by
the customer after delivery of the parts.
Ultimately, “We were able to meet all of the customer require-
ments for fire safety, and we reduced the weight by %,” Bilken-
roth says. More than  iterative covers were produced over the
course of the .-year project, and four final prototypes were
shipped to the customer in late  for mechanical testing and
consideration for commercial projects.
Bilkenroth adds that similar materials could be used in the
future to make a variety of fire-resistant thermoplastic composite
components for rail or other end markets.
Technical editor Hannah Mason has been writing and editing
about composites for CompositesWorld since 2018. She has a
Master’s degree in professional writing from the University of
Cincinnati. hmason@compositesworld.com

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Highlighting the behind-the-scenes
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Composite bipolar plates advance hydrogen systems
Biopolar plates (BPP), a key component of fuel cells, perform a
variety of important functions, including conducting electrical
current between cells, removing heat, providing physical strength
to the stack and distributing gas reactants (H2, air, coolant) in the Source | Hycco
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ultralight, flexible, durable and compact bipolar plates using carbon Show us what you have!
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tant and electrically conductive material has a 0.38-millimeter web feature your composite part, manu-
thickness for a 1-millimeter-thick assembled plate, cutting stack facturing process or facility in next
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ness by 2024. Grooves depict the active area of the bipolar plate. Send an image and caption to CW
Hycco already has a prototype production line capacity of Technical Editor Hannah Mason at
10,000 BPP/year and will deploy a 250,000 BPP/year pilot line hmason@compositesworld.com, or
early in 2024. connect with us on social media.

@CompositesWorld CompositesWorld @CompositesWrld @CompositesWorld CompositesWorld

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