3 generation of composite materials for airframe

3rd Generation of
Composite Materials
for Airframe
June 2015
WMF - AIRBUS - 3rd Generation of Composites for Airframe
Procurement
Olivier Cauquil
SVP Material and Parts Procurement
World Materials Forum
Workshop on Composites

© AIRBUS Operations S.L. All rights reserved. Confidential and proprietary document.
Outline
June 2015
• Composite use evolution in Airbus
• Current composite technologies
Introduction
• Cost reduction
• Performance & Multifunctionality
• Processability
• Reuse & Recyclability
Composite Airframe – Key development areas
Conclusions

0
10
20
30
40
50
1970 1980 1990 2000 2010
A400M
Composite
Structural
Weight
[%]
A300
A310-200
A320
A340-300
A340-600
A380
A350
During the last 40 years, Airbus has
continuously and progressively
introduced composite technology in
aircrafts, as a result of a successful and
accumulated experience in this field
Composite use in Airbus A/C: a sustained increase
June 2015
However, continuous R&D effort
in composites is key to maintain
their competition in Airframe
field for future Airbus programs

June 2015
Material use in Airbus Aircrafts

Overview of current composite technologies for Airframe
June 2015
Performance benchmark  Cost challenge!!
Thermoset
Prepreg
(epoxy + CF,
tape / fabric)
Dry CF textile /
Resin (epoxy)
infusion
Thermoplastics
(PEEK/PEKK +
CF prepreg /
tape)
High performance, low use  Cost & use increase challenges – Big parts!!
Cost attractive  Performance challenge to reach prepreg!!
Process: ATL / AFP lay-up + autoclave curing
Process: dry textile lay-up +
Liquid Resin Infusion + oven /
tool curing
Process: prepreg lay-up
(+oven/autoclave) ; press
forming, injection
moulding…
Primary structure, wide use
Primary structure, still less used than
prepreg
Small parts, secondary structure

Key composite research areas
June 2015
NEOs –
Incremental
development
Composite Materials
development
Performance &
Multifunctionality
 Damage
tolerance
 Conductivity
 Damping…
Reuse &
Recyclability
Processability
 Thermoset:
uncured or
cured
 Thermoplastic
 Dry Fibers
 Lay-up
 Curing
 NDI, quality
control
 …
3rd generation of
COMPOSITE materials
Cost Reduction
 Fiber
 Matrix
 Prepreg
 …

Performance – Thermoplastic materials development
Processing
Tª
Material Basic / technology
development
1st generation
Applications
2nd generation
Application
PEKK – CF (UD
tape) as alternative
to PEEK - CF
(reference)
• Material screening /
characterization
• Processability
evaluation:
• Lay-up processes,
injection moulding,
Over-moulding…
• Welding (US,
Induction, resistance)
• Multifunctionality
integration: electrical
conductivity,
acoustic
attenuation…
• Recyclability
evaluation
Secondary
structure:
Primary
structure as
fuselage / cabin,
wing, …
New
Low melting
polymer
ADVANCED TP
• Thermoplastic
new formulation
integrating multi
functionalities
• Advanced
assembly concept
• In-situ
consolidation
400°C
Towards
long
term
300°C
Moveables/LE/TE/
HTP/VTP structure
Pylon
TBD
Floor structure
Towards long term
TRL
3
June 2015

Multifunctional composites: key development
Description / Objective: Integration of non-inherent
composite properties to cover other functions (ex.:
electrical conductivity)
Benefit: they will mean an important step forward in
terms of the main drivers of future aircraft parts,
programs: weight and cost saving
Functions and technologies:
• Damage tolerance & high energy impact
resistance: integrated shielding technologies
• Electrical: conductive particles, nanotechnology
• Acoustic & vibration attenuation: elastomeric
material integration (embedded damping)
• Erosion resistance: elastomeric surface film…
• Anti / de - ice: hydrophobic / heatable coatings
• Sensing: sensor integration inside CFRP
Multifunctional Composites
Today: “mono-skill”
Composites with structural properties
Electrical
structural network
Future: “multifunctional”
Composites with structural and
functional properties
June 2015
Fuselage
acoustic solution
LE Erosion
protection
Embedded
damping
CFRP coated
with Cu
Nanodoped
RTM resin

Cost reduction
June 2015
TECHNOLOGY DEVELOPMENT
Qualification New Approach
Quality Control Approach
New Precursor Technologies for
Carbon Fiber
High Tow Fibers
New Resins
Pre-Impregnated Architecture
Towards low cost
building blocks
Towards less
testing

Cost reduction: building blocks
June 2015
Fiber
• Higher fiber tows  industrial fiber
• Precursor  main focus
Matrix
• Low cost polymers  Epoxy
alternative
• Monomer  Substitution of “Fossil”-
Monomers by “bio”-monomers
(Source: vegetable oils  epoxy)
Prepreg
• New architecture
• Interleaf system
• Resin content tailoring
• Higher areal weight
K Cost
Towards
50K
Precursor fiber
(PAN): high cost
 Lower cost
polymers
 Biosources:
lignin, Spinifex
grass

Processability
June 2015
IMPROVE
MANUFACTURING:
HIGHER EFFICIENCY
On line
Process &
NDI
Concept
Decrease of
Process
Control
Specimens
Low Cost
Tooling
Concept
New curing
approaches:
COCURING,
semicuring 
PART
INTEGRATION
New Part
Design:
Design to
Manufactu
ring
Reuse &
Recycling
More Efficient
Process:
QUICKER LAY-UP
+ CURING
(RAPID CURING)
Reduction /
elimination of
auxiliary
materials

Reuse & Recycling
June 2015
Reduction of raw materials residue
Recycling of
composite
raw materials
Reuse of residue non cured material
Composite
Materials Must Get
RECYCLABLE
Scraps Cut Scraps
After
processing
Carbon Fiber
0% Resins
1) Removal of resin by
pyrolysis.
2) Electric Cogeneration
3) Getting fibers without
sizing for TP injection
moulding or matt prepregs

 Airbus has always bet on composite use as a way to improve A/C
performance and, then, save weight, until reaching more than 50% of structural
weight in composite for last generation aircraft: the A350 XWB
 Current composite technologies: composites made of epoxy resin and
carbon fibers are the predominant ones, while thermoplastic composite use in
airframe is still low. In terms of composite processing: prepreg is the most used
technology, followed by liquid resin infusion
 Composite materials need to compete again with metallic materials for
airframe applications that are made of composite in last generation A/C
(example: fuselage)
 A continuous R&D effort is needed to develop innovative composite
materials and processes: cost reduction, performance, multifunctionality,
processability & reuse / recycle are key development areas to maintain
composite presence / use in commercial aeronautical field  Research
community effort is key in these areas
Conclusions
June 2015

June 2015
© AIRBUS Operations S.L. All rights reserved. Confidential and proprietary document. This document and all information contained herein is the sole property of AIRBUS Operations S.L. No intellectual property rights are granted by the delivery of this document or
the disclosure of its content. This document shall not be reproduced or disclosed to a third party without the express written consent of AIRBUS Operations S.L. This document and its content shall not be used for any purpose other than that for which it is supplied.
The statements made herein do not constitute an offer. They are based on the mentioned assumptions and are expressed in good faith. Where the supporting grounds for these statements are not shown, AIRBUS Operations S.L will be pleased to explain the basis
thereof. AIRBUS, its logo, A300, A310, A318, A319, A320, A321, A330, A340, A350, A380, A400M are registered trademarks.
Presentation Prepared by:
• Jose Sánchez Gómez – Composite Materials Senior
Expert, ESCAA
• Ivan Gayoso – Composites Procurement, PMCC
• Tamara Blanco – R&T Composite Materials, ESCRNM
Thank you
for your attention

3 generation of composite materials for airframe

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