APPLICATIONS OF NANOTECHNOLOGY IN AEROSPACE

a Technical Paper submitted to JAWAHARLAL NEHRU TECHNOLOGICAL UNIVERSITY, HYDERABAD in partial fulfillment of the requirement for the award of the degree of BACHELOR OF TECHNOLOGY in

ELECTRONICS AND COMMUNICATION ENGINEERING

by

S.VAMSHI
(H.T.No: 09TR1A0482)

Department of Electronics and Communication Engineering,

SREECHAITANYA INSTITUTE OF TECHNOLOGICAL SCIENCES (Affiliated to JNTU, HYDERABAD)

THIMMAPOOR, KARIMNAGAR, AP-505 527.
2009-2013

SREECHAITANYA INSTITUTE OF TECHNOLOGICAL SCIENCES (Affiliated to JNTU, HYDERABAD)

THIMMAPOOR, KARIMNAGAR, AP-505 527 DEPARTMENT OF ELECTRONICS & COMMUNICATION ENGINEERING

CERTIFICATE
This is to certify that the Technical Seminar report entitled

APPLICATIONS OF NANOTECHNOLOGY IN AEROSPACE is being submitted by S.VAMSHI (09TR1A0482) in partial fulfillment of the requirements for the award of the Degree of Bachelor of Technology in Electronics and Communication Engineering to the Jawaharlal Nehru Technological University Hyderabad, is a bonafide work carried out by him under my guidance and supervision. The result embodied in this report has not been submitted to any other University or Institution for the award of any degree or diploma.

Supervisor Sri.S.SANTHOSH, Assistant Professor, Department of ECE, SCITS. ii

Head of the Department Sri. D.BHANU PRAKASH, Associate Professor, Department of ECE, SCITS.

ACKNOWLEDGEMENTS
The Satisfaction that accomplishes the successful completion of any task would be incomplete without the mention of the people who make it possible and whose constant guidance and encouragement crown all the efforts with success. It is my privilege and pleasure to express my profound sense of respect, gratitude and indebtedness to my supervisor Sri.S.SANTHOSH, Assistant Professor Department of ECE, SCITS, for his constant guidance, inspiration, and constant encouragement throughout this Technical Seminar work. We wish to express our deep gratitude to Sri.D.BHANUPRAKASH, Associate Professor and HOD, Department of ECE, SCITS, karimnagar for his cooperation and encouragement, in addition to providing necessary facilities throughout the Technical seminar work I sincerely extend my thanks to Dr.A.PRASAD RAJU, Principal, SREE CHAITANYA INSTITUE OF TECHNOLOGICAL SCINCES, Karimnagar, for providing all the facilities required for completion of this Seminar. I would like to thank all the staff and all my friends for their good wishes, their helping hand and constructive criticism, which lead to the successful completion of this Technical Seminar. I am immensely indebted to my parents, brothers and sisters for their love and entrenched belief in me, understanding and ever-decreasing grudges for not spending time more often. I will now thank them, since the excuse is in the process of vanishing by being printed on these very pages. Finally, I thank all those who directly and indirectly helped me in this regard.I apologize for not listing everyone here. S.VAMSHI
iii

Table of contents: Chapter 1: Nanomaterial in Aerospace

1.1 Introduction..1 1.2 Nanostructured metals ........................................................................1 1.3 Polymer Nanocomposites.1
1.3.1 Classification.2
1.3.1.1 Layered silicate (clay) nanocomposites2 1.3.1.2 Nanofibers/carbon nanotube in polymer nanocomposites...3

Chapter 2: The Art of Technology and Trends in Aerospace

2.1 Airframe and components5
2.1.1 Fibre-reinforced polymers6 2.1.2 Metals.7 2.1.3 Ceramics.8 2.1.4 Composites..8

2.2 Coatings.8 2.3 Engines9 2.4 Others10

Chapter 3: Futuristic Visions

3.1 Space Elevator.11 3.2 Space Colonization..12

Chapter 4: Summary of Needs in Aerospace Research

4.1 Aeronautics Needs..14 4.2 Environmental Needs.15 4.3 Safety, Security, Quality and Affordability Needs.15 4.4 Conclusion..16

References..18

ABSTRACT
The aerospace applications for nanotechnology include high strength, low weight composites, improved electronics and displays with low power consumption, variety of physical sensors, multifunctional materials with embedded sensors, large surface area materials and novel filters and membranes for air purification, nano materials in tires and brakes and numerous others. This lecture will introduce nano materials particularly carbon nanotubes, and discuss their properties. The status of composite preparation polymer matrix, ceramic matrix and metal matrix will be presented. Examples of current developments in the above application areas, particularly physical sensors, actuators, nanoelectromechanical systems etc. will be presented to show what the aerospace industry can expect from the field of nanotechnology. Of all the nanoscale materials, carbon nanotubes (CNTs) have received the most attention across the world. These are configurationally equivalent to a twodimensional graphene sheet rolled up into a tubular structure. With only one wall in the cylinder, the structure is called a single-walled carbon nanotube (SWCNT). The structure that looks like a concentric set of cylinders with a constant interlayer separate on of 0.34 A is called a multi-walled carbon nanotube (MWCNT). The CNTs structure is characterized by a chiral vector (m, n). When m-n/3 is an integer, the resulting structure is metallic; otherwise, it is a semiconducting nanotube. This is a very unique electronic property that has excited the physics and device community leading to numerous possibilities in nanoelectronics. CNTs also exhibit extraordinary mechanical properties. The thermal conductivity can be as high as 3000 W/mK. With an ideal aspect ratio, small tip radius of curvature and good emission properties, CNTs also have proved to be excellent candidates for field emission. CNTs can be chemically functionalized, i.e. it is possible to attach a variety of atomic and molecular groups to the ends of sidewalls of the nanotubes.

The impressive properties alluded above have led to investigations of various applications. The most important aerospace application is high strength, low weight composites. Investigation of metal and ceramic matrix composites with CNTs as

constituent materials is in its infancy. A status update will be provided. CNTs have been shown to provide desirable electrical properties for polymer matrix composites. In many cases, the current problem is the inability to disperse the nanotubes homogeneously across the host matrix.

Other applications for CNTs include electronic components, logic and memory chips, sensors, catalyst support, adsorption media, actuators, etc. All early works in nanoelectronics use CNTs as a conducting channel in an otherwise silicon CMOS configuration. This approach may not really have a future as the use of CNTs, while inherently not solving any of the serious problems of CMOS downscaling (such as lithography, heat dissipation, etc.) it doesnt show an order of magnitude performance improvement either. The critical issue now is to develop alternative architectures in addition to novel materials. In contrast, the opportunities for CNTs in sensors both physical and chemical sensors are better and near-term.

The opportunities for aerospace industry are through thermal barrier and wear resistant coatings, sensors that can perform at high temperature and other physical and chemical sensors, sensors that can perform safety inspection cost effectively, quickly, and efficiently than the present procedures, composites, wear resistant tires, improved avionics, satellite, communication and radar technologies.

Chapter 1 Nanomaterials in Aerospace

1.1 Introduction
In the aerospace industry, there is a great need for new materials whichexhibit improved mechanical properties. Materials possessing high strength at a reduced mass and size make lighter aircraft with lower fuel consumption. The development of new materials with tailored properties is a primary goal of todays materials science and engineering. However, the possibility of obtaining improved mechanical properties bythe conventional methods of cold working, solution hardening, precipitation hardening, etc., has been almost exhausted. The current trend is to integrate intelligence and multi functionality into the varied components of aerospace systems and vehicles.

1.2 Nanostructured metals

Nanostructured metals have nanosized grains, which gives them greaterstrength and hardness. Heralded as alternatives to toxic materials like chromium for coatings and for structural applications, their use can be hampered by their increased brittleness and complex processing requirements. Nanostructured metals can provide very hard coatings that are resistant to corrosion, useful for applications including aerospace components, such as landing gear and construction equipment such as drill bits and bulldozer blades. Low volume, high margin applications for the aerospace and defenceindustries, and high-end sporting goods are largely driving the development of nanostructured materials. However, for real success there is a need to start establishing customers in other areas by 2009.

1.3 Polymer Nanocomposites

The reinforcement of polymers (thermoplastics, thermosets, elastomers) using fillers, whether inorganic or organic, is common in the production of modern plastics. Polymer composites are strong, yet remarkably lightweight and so they are leading the field in aerospace applications. 1

This is all down to the fact that researchers are always looking for ways toreduce the amount of fuel needed for flights and a key way of achievingthat is by reducing the weight of the aircraft itself. Similarly, the amount of energy needed to propel an object into space means that spacecraft must be even stronger and lighter, plus the harsh and varied conditions they face will put even the best materials to the test.

1.3.1 Classification
In general, polymer nanocomposites fall into three categories, dependingon the form of nanoparticles being used: layered silicate or nano fibers / carbon nanotube-polymer nanocomposites and high- performance PNCs resins.

1.3.1.1 Layered silicate (clay) nanocomposites These minerals considerably increase the mechanical and thermalproperties of standard polymers, offering improvements over conventional composites in mechanical, tri biological, thermal, electrical and barrier properties. Furthermore, they can significantly reduce flammability and maintain the transparency of a polymer matrix. Loading levels of 2-5% by weight result in mechanical properties similar to those found in conventional composites with 30-40% of reinforcing material. The attractive characteristics of layered silicate nanocomposites

alreadysuggest a variety of possible industrial applications for layered silicate (clay) nanocomposites, including flame retardant panels and high performance components for aerospace. The special properties of clay-polymer nano composites expand the use of resins and blends based on polyolefins, styrenics, polyamides orpolyesters. Other PNCs are also based on thermosets, including epoxies, unsaturated polyesters and polyurethanes.

Fig. 1.3.1.1 Layered silicate nanocomposite (IMI, AFRL) 1.3.1.2 Nanofibers/carbon nanotube in polymer nanocomposites The properties of nanotube / polymer composites depend on a multitudeof factors that include the type (SWNT, DWNT, MWNT), chirality, purity, defect density, and dimensions (length and diameter) of the nanotubes, nanotube loading, dispersion state and alignment of nanotubes in the polymer matrix, and the interfacial adhesion between the nanotube andthe polymer matrix. These factors should be taken into account whenreporting, interpreting, and comparing results from nanotube / polymer composites Functionalization of nanotubes provides a convenient route to

improvedispersion and modifies interfacial properties that may in turn improve the properties of nanocomposites, especially mechanical properties. Thesignificant progress in nanotube functionalization chemistry in recent years ensures that this approach will become more prevalent.

Quantifying nanotube dispersion in polymers (and solvents) is aninherently challenging problem because it involves a range of lengthscales, and thereby multiple experimental methods are required. Fortunately, new experimental methods are applied to the problem, suchas a fluorescence method to nondestructively detect isolated SWNT in apolymer matrix.

Nanotubes have clearly demonstrated their capability as conductive fillers in polymer nanocomposites. Further advances with respect toelectrical conductivity in nanotube / polymer composites are likely if only (or predominantly) metallic nanotubes could be used in the nanocomposites. Two approaches are actively being pursued in SWNTmaterials: modify the synthetic route to preferentially produce metallicnanotubes and sort the existing nanotubes.

The physical properties of nanotube /polymer composites can beinterpreted in terms of nanotube networks, which are readily detected byelectrical and rheological property measurements. The nanotube networkprovides electrical conduction pathways above the percolation threshold,where the percolation threshold depends on both concentration andnanotube alignment. The nanotube network also significantly increasesthe viscosity of the polymer and slows thermal degradation. In contrast, it remains a challenge to reduce the interfacial thermal resistance ofthese nanotube networks, so as to take advantage of the high thermalconductivity of individual nanotubes in a polymer composite system.

CHAPTER 2 The art of Technology and Future trends in Aerospace

The global passenger traffic is expected to increase steadily over the next20 years by an average growth rate of about 5%. Main reasons are GDP growth, increased globalization, and population growth. To satisfy these expectations aircraft companies are looking for new technologies. Main drivers are: Increased safety Reduced emissions Reduced noise Increased capacity Increased range Enhanced payload Higher speed Lower operating and maintenance costs Better overall management of the aircraft and its use

2.1 Airframe and components

The drivers are for lighter, stronger and safer aircraft. According to a study of Lockheed, it is not sufficient to reduce the density of a material. When reducing the weight of an element by 10% it is necessary to reduce its density by 10%, but simultaneously to enhance its strength by 35%, its stiffness by 50% and its damage tolerance by 100%

Current aircraft are composed of different materials. Besides conventional metals like steel the use of lighter metals such as titanium, magnesium and aluminium has strongly increased in the past. Higher potential for lighter structures have the use of fibre-metal composites like glare (a laminate of aluminium and glass fibres) and fibre-reinforced polymers. Recently, the increasing use of fibre-reinforced polymers 5

in civil aircraft, e.g. the Airbus A380, has lead to a competitive advantage for the Aerospace industry. Mainly carbon fibres with diameters of a few micromeres are used for reinforcing. Fibre-reinforced polymers have the potential to reduce weight by up to 30% compared with aluminium parts and 50% compared with steel structures. In current aircraft of around 20% by weight of reinforced polymers are used, in the Airbus A380 this value will be enhanced to 25%, for the Airbus A400M fibrereinforced blades are planned also with an increase of the polymer amount to 30%.

A further improvement can be expected by substituting micrometer fibres in these composites by fibres in the nanometre range. Estimations are made that aluminium, reinforced with carbon nanotubes, can lead to a weight reduction of 6070% compared with current fibre-reinforced polymers.

Advantages of nanomaterials are: Ultra high strength to weight ratio Improved hardness, wear resistance and resilience Thermal shock, fatigue and creep resistance Enhanced anti-microbial activity Multi-functional materials can reduce weight by reducing the number of components

Nanomaterials can enhance the properties of almost every material used in aircraft building.

2.1.1 Fibre-reinforced polymers Carbon Nanotubes (CNT): Hollow tubes of one (SWCNT, single walled carbon nanotubes) or more (MWCNT, multi walled carbon nanotubes) layer(s) of graphite. The feasible reduction of the weight of aircraft components using composite materials reinforced with carbon nanotubes (CNT) can be as large as 60-70% compared to existing carbon fibre reinforced polymers.

Figure 2.1.1. Nanotube-Reinforced Polymer (CNTFRP) and Nanotube Reinforced Aluminium (CNT/Al) Composites compared to an advanced carbon fibre reinforced polymer (IM7 CFRP) composite. The major hurdles preventing a broader use of CNTs (not only in the aerospace sector) are the 10,000-fold increase in price compared to standard fibres and the lack of an appropriate industrial-scale production method. Technical problems include a lack of methods to achieve spatial alignment of CNTs, good adhesion to the polymer matrix and achieving a high loading rate. The addition of nanoparticles (e.g. clay-like mineral montmorillonite) to synthetic resin is being studied to improve material strength. Carbon-fibre reinforced polymers have a greater potential as a lightweight design than aluminium alloys, but suffer from delaminating under load. The use of SiO2 nanoparticles leads to an improvement of 64% in tensile modulus, 25% more strength and 90% more impact resistance. 2.1.2 Metals Properties of metals are governed by the Hall-Petch relationship as grain size decreases, strength increases. Nanocrystalline materials are characterized by significant increases in yield strength, ultimate tensile strength, and hardness. For example, the fatigue lifetime can be increased by 200-300 % by using nanomaterials with a significant reduction of grain size in comparison with conventional materials. Nanostructure metals, particularly aluminium and titanium alloys can improve the mechanical properties and enhance corrosion resistance. 7

 Metals can be strengthened by ceramic fibers such as silicon carbide, aluminium oxide or aluminium nitride. Advantages of these so-called MMC (Metal matrix composites) are a high thermal stability, a low density, high strength, high thermal conductivity, and a controllable thermal expansion. MMC have the potential to substitute magnesium and aluminium parts in the future. 2.1.3 Ceramics Nanophase ceramics show an enhanced ductility and strength, and a reduced sinter temperature. These materials can be used as thermal and oxidation protection for fiber-reinforced construction materials. 2.1.4 Composites Glare a laminate made of aluminium and glass fibers is as strong as aluminium but lighter and corrosion-resistant. However, it is much more expensive. The bonding between the metallic sheets and fibers can be enhanced by nano particles.

2.2 Coatings
The main target for nanocoatings is the protection of metals against corrosion, but other applications are also under discussion. For example, magnesium which is one third lighter than aluminium and 80% lighter than steel has been used increasingly in the past, but magnesium alloys are strongly susceptible to corrosion. The application of durable anodic or conversion coatings typically provide protection against such effects. Anodic coatings are tougher, harder and have better wear properties than conversion coatings, but their cost is too high for mass production. Chromate-based conversion coatings are cheaper, but the hexavalent chromium involved is both carcinogenic and a hazardous air pollutant, so that a viable alternative is urgently needed. Additional coating applications are more durable paints allowing aircraft to be repainted on a less regular basis, insulator coatings for heat and chemicals, and bio-nanomaterial coatings to keep airplane surfaces clean and free of microorganisms. High performance nanocomposites of polymers, metals and ceramics, can be used for tribological coatings of aircraft platforms operated at higher temperatures. 8

Nanocrystalline cobalt-phosphorous coatings are also being developed to provide superior sliding wear resistance and a lower friction coefficient. Specific surface properties could be designed in order to open new functionalities, as for instance self-cleaning or self-healing properties. Each single de-icing procedure of an aircraft can cost of up to 10,000 . In principle it should be possible to remove ice from the aircraft body by an electrical current flowing through a thin conductive layer. This technique is currently under investigation for removal of dew and ice from automotive headlights.

Scratch-resistant nanocrystalline coatings are already available on the automotive market. Research is underway for their use in aircraft windows. Anti-bacterial coatings using nanoscale silver are available in the clothing industry, refrigerators, and washing machines. Their use is now being investigated for aircraft cabins.

Hard compound nano ceramic films are being investigated for the protection of propeller-blade surfaces. Nanocomposite polyurethane paints and fluorocarbon paints have been patented for use in aircraft. These paints should show greater durability than current paints. Nano paint (nano graphite, nano Teflon, nano talc powder) has also been patented for reducing friction of ship and aircraft surfaces (allowing faster speeds to be achieved). The advantages should be a very high lubricating and self-lubricating performance.

2.3 Engines
Improvements in aircraft engine efficiency can be reached by materials which allow higher operating temperatures, lower engine weights, higher pressures and increased rotor operating stresses. The application of high temperature nanoscale materials to aircraft engines may lead to an increase of the thrust-to-weight ratio of up to 50 percent and fuel savings of 25 percent for conventional engines.

Nanomaterials are being applied as coatings on aircraft engine blades. Research is ongoing to manipulate the properties of the coatings down to the molecular level making them adhere more firmly to the surface of the metal blade and allowing the engines to run hotter.

Aluminium nanoparticles are used with liquid jet and rocket fuel to increase the propulsion energy. Iron oxide nanoparticles can act as a catalyst for solid propellants.

Nano-sized energetic metals and boron particles possess desirable combustion properties such as a high combustion temperature and fast energy release rates. A comprehensive understanding of the important characteristics of nano sized particles to reach a desirable performance and ease of processing is still not available. There is still much to learn about the correlation between physical and chemical properties and measured combustion performance.

Aircraft turbine engines are very flexible in the kind of fuel that they can burn. Cleaner and alternative fuels may help in reducing harmful emissions. Examples under discussion are hydrogen or cryogenic fuels. Problems are a suitable industrial production technique of hydrogen and suitable storage technologies. Nano materials are being widely investigated for their ability to store hydrogen and other gases and liquids because of their high surface-to-volume ratio.

2.4 Others For hydraulic uses, better lubricants and safer nano-fluids are being developed. For a reduction of process times of composites, new technologies are making
use of microwaves to decrease the time needed for curing. Ceramic nanoparticles are included in fiber composites, with the aim of increasing strength and surface quality.

In the longer term, active noise control techniques may benefit from new
knowledge on micro and nanotechnologies and could allow aircraft noise to be reduced further.

10

CHAPTER 3 Futuristic visions

If in the near future applications of nanotechnology seem possible for traditional missions, their applications have a huge potential to achieve some very old human dreams. Indeed as flying was considered as science fiction two centuries ago, some space dreams that currently appear like science fiction may be achieved one day and surely with the help of nanotechnologies. To promote scientific researches for space futuristic vision like space elevator or space colonization, NASA has an institute devoted to those questions: the NASA Institute for Advanced Concepts has the mission is to promote forward-looking research on radical space technologies that will take between 10 to 40 years to come to fruition.

3.1 Space elevator

In the most basic description the space elevator is a 37,786 km cable that would stretch into space from a floating platform in the equatorial Pacific Ocean. Satellites or other payloads would be loaded onto climbers which would ascend the paper-thin cable by squeezing it between sets of electrically driven rollers or electromagnetic forces. Even if it looks like a science fiction objective, scientists are seriously thinking of its implementation because of the big advantages it represents.

11

The current problems space scientists encounter with traditional launching pad are: The huge energy consumption needed to launch a spatial object. The weight constraints that it generates. The associated risks (fire, rocket destabilization). Thus the main advantages that a space elevator could allow are The weight is not a problem anymore, therefore the number of payloads onboard is no longer restricted. Launches are definitely cheaper. All of this could call into question the current advanced technologies because of the weight and price constraints that would be partly removed. Thus a researcher from Los Alamos National Laboratory, Bradley Edwards, has been credited with giving the most rigorous thought to the components and technical breakthroughs that would be needed to build a space elevator (Aerospace America, 2006). The main conclusions of his research are that the main components in the construction of a space elevator will be carbon nanotubes. Though the technology is not going to be ready for this application soon. There has been some promising research performed by Yuntian Theodore Zhu, who built a 4cm nanotube. The challenge remains in constructing a cable that is 37, 786 km. Another important aspect is the cable security. Some smarts materials could be used to address this security challenge. The use of nanoscale sensors could be made for detecting damage. Such smart materials do not exist but research should be further conducted on it. Another constraint is the management of the power supply to launch a satellite or a rocket with the elevator. A potential solution may be by using light sensitive cells. Laser light may be projected on gallium arsenide receptors that transform it to electrical energy providing propulsion.

3.2 Space colonization

These are exciting times for human space exploration with several countries contemplating and planning manned missions to Moon, Mars and beyond. Indeed, space agencies such as NASA, ESA, JAXA and the Chinese Space Agency are planning a series of robotic and manned missions that could culminate in the establishment of permanent habitats on the Moon and possibly Mars. With these the 12

ambitious goals in mind, there have been large-scale efforts to design new crew12 vehicles, as well as powerful boosters and habitats to facilitate interplanetary human spaceflights.

Nanotechnologies can find several applications for those requirements such as facing the huge constraint of space radiation with the use of carbon nanotubes for living structures. They can be incorporated into structures, electronics to allow sustainable constructions or in inhabitants suits to enhance human protection and health management. But the main problem they will have to confront is the need for improved monitoring of the human body. Humans on such missions would have to confront microgravity, weak magnetic fields, ionizing radiation and other cosmic hazards. Space agencies are involved in program dedicated to enhance space life monitoring e.g., NASA invested 10M$ in a program called NASAs Bioastronautics Roadmap. The main problem will be to monitor astronauts health: several devices are in development as it is described in part 4 but the long term effects of radiation are very difficult to control.

13

CHAPTER 4 Summary of Needs in Aerospace Research

4.1 Aeronautics Needs
Safety
- Five fold reduction in average accident rate for global operators - Reducing impact of human error - Higher standard of training for aircraft operators, maintenance and air traffic operations

Quality and Affordability

- Reducing Travel Charges - Increasing passenger choice - Transforming Air Freight Services - Creation of a competitive supply chain that reduces time to market by half

Environment
- Reduction in fuel consumption and CO2 emissions by 50% - Reduction in perceived noise by 50% - Reduction in NOx emission by 80% - Reduction in environmental impact of the manufacture, maintenance and disposal of aircraft and related products.

Air Transport and Efficiency

- Enabling the Air Transport system to accommodate 3 times more aircraft movement by 2020 compared with 2010. - Reduction in time spent by short haul passenger to 15 minutes and long haul to 30 minutes. - Enabling 99% flights to arrive and depart within 15 minutes of departure time in all weather conditions.

14

4.2 Environment Needs

Goal Environment Research Challenge Drag reduction through conventional and novel shapes Fuel additives Noise reduction New Propulsion concepts Emission reduction Environmentally friendly production, maintenance and disposal Better aircraft/engine integration

4.3 Safety, Security, Affordability and Quality Needs

Goal Research Challenge

Flight hazard protection Safety and Security Advanced avionics Probability and risk analysis Computational methods Human error checking systems

Permanent trend Monitoring Quality and Affordability Flexible cabin Environments Passenger services Anticipatory maintenance Systems

Integrated avionics Air Transport management related airborne Systems Novel materials and structural concepts Lead-time reductions Integrated design manufacturing and maintenance systems Advanced design methods System validation through modeling and simulation Concurrent engineering

4.4 Conclusion
Current developments in international and national politics and negotiations on international treaties and declarations are in progress in small parts of especially the space sector. These developments are only to a limited extent influenced by nanotechnology, but the development and uptake of nanotechnology in aerospace is fenced in and guided by these global political developments. Researchers in nanotechnology for aerospace are forced to take these boundary conditions into account in planning their research and in selecting partners in other countries. The uptake of nanotechnology in outer space is in the short time likely to strengthen the urgency of existing ethical concerns such as privacy, security and safety of people and the environment on earth, as miniaturization will lead to cheaper and more abundant satellites orbiting earth. In the long term nanotechnology may lead 16

to new ethical concerns caused by new human initiated activities on other planets or even outside our solar system. The debate on such longer term but not unprecedented developments is barely emerging.

We propose some suggestions for further research: - Current and proposed projects on Ethical, Legal and Social Aspects of science or on Ethics of Science focusing on nanotechnology and on aerospace (aeronautics as well as outer space) should be further reviewed to explore issues in the boundary area between them which are currently overlooked. Such additional research should not distinguish between military and civilian research as this distinction does not really exist in the aerospace. Subsequently, new research projects should be initiated which focus on newly identified issues of major concern to society. - An inventory of regulations on aeronautics should also be prepared in addition to the list of outer space treaties. A main new topic for nanotechnology use in air traffic could be crewless aircraft. These are becoming available first in military, and later in civilian air traffic. Mini- and micro-aircraft are becoming available for military uses, but may also be appropriated by terrorists in the longer term. - Educational programs at schools and universities are needed which combine nano sciences, nanotechnologies, aerospace applications and social, legal and ethical aspects. Two types of programmes should be developed. The first type of programmes should educate the nanotechnology and aerospace workforce. The second type of outreach activities should enhance public awareness of the potential benefits and risks of nanoscience and technology including those specific for aerospace applications.

17

References
3sat, Webpage, 2001, Die kalte Gefahr - Neue Technik gegen Vereisung am Flugzeug, http://www.3sat.de/3sat.php?http://www.3sat.de/nano/astuecke/14480/index.html

Abdulla I.; Rahimzadeh T.; Trueman C.W.; Hoa S.V., SAMPE6: Creating New Opportunities for the World Economy: vol. 51. Proceedings of a conference held in Long Beach, Ca., 30th April-4th May 2006. Editor(s): SAMPE Covina, Ca., SAMPE International Business Office, 2006, Paper 61.

ACARE, Advisory Council for Aeronautics Research in Europe, October 2010, Strategic Research Agenda, Volume 1, http://www.acare4europe.org/docs/ASD-volume1-2nd-final-ss%20illus-171104-out asd.pdf ACARE, Advisory council for research in Europe, 2010. Strategic Research Agenda Vol 2. Available from: http://www.acare4europe.org/docs/ASDAnnex- final-211004-out-asd.pdf Advanced Materials, Mechanical Reinforcement of Polymers Using Carbon Nanotubes, Advanced Materials 18, 689-706 (2011). AFRL, AFRLs Materials and Manufacturing Directorate, Non-metallic Materials Division, Polymers Branch, Wright-Patterson AFB OH, USA Mike AHearn, Sens systems, Aerospace America p 40-41, 20011 http://www.aiaa.org/aerospace/images/articleimages/pdf/sensor%20sys.pdf

18

AIAA, Plasma arc soften jet engine noise. American Institute of Aeronautics and Astronautics. 2005 Available at: http://www.aiaa.org/aerospace/images/articleimages/pdf/notebookjanuar y05.pdf

Airbus, Global Market Forecast 20010-2023, www.airbus.com/en/airbusfor/analysts/ Jrgen Altmann, Zusammenhang zwischen zivilen und militrischen

Hochtechnologien am Bonspiel der Luftfahrt in Deutschland, in J. Altmann (ed.), Dual-use in der Hochtechnologie Erfahrungen, Strategien und Perspektiven in Telekommunikation und Luftfahrt, Nomos, Baden-Baden, 2010 Marlys Amundson, UCLA engineers Pioneer Lab-on-a-chip blood test, UCLA engineering, 2009 http://www.engineer.ucla.edu/magazine/fall06/bloodtest.html V. Aroutiounian, Quantum Dots Solar Cells, Journal of Applied Physics 89, 2268, 2009

ASTM committee E56, Subcommittee for Nano Environmental & Occupational Health & Safety: http://www.astm.org/cgibin/SoftCart.exe/COMMIT/COMMITTEE/E56.htm?L+myst ore+plpm4335+1 107370479 AzoNano, February 27, 2004, Samsung Launches Nano e-HEPA Air Purifier System, http://www.azonano.com/details.asp?ArticleID=560

AzoNano. 2005. Available at: http://www.azonano.com/news.asp?newsID=1208

19

Susanne Bader, B. Stumpp, Materialmix: Die Einsatzart entscheidet, Production Technical, No. 40, Oct. 5, 2006. This article can be downloaded via http://www.produktion.de/article/b76122ae27d.html, but is not for free.

B. Ballou, B.C. Lagerholm, L.A. Ernst, M.P. Bruchez, A.S. Waggoner, Bioconjugate Chem. 15(1), 79-86 (2004). David J. Barnhart et al., Satellite-on-a-chip: a feasibility study, University of Surrey, 2005 Patrick L. Barry, The next Giant Leap, NASA, 2005 http://science.nasa.gov/headlines/y2005/27jul_nanotech.htm

BBC: China's vision for new space age http://news.bbc.co.uk/1/hi/sci/tech/3876373.stm

Bhowmik S.; Bonin H.W.; Bui V.T.; Weir R.D., Journal of Applied Polymer Science 2006, 102 (2), 1959-1967. Blue Road Research, Inc, MNT-based sensors for aircraft/spacecraft structural health monitoring, Concept paper 11a, CANEUS, 2010, www.caneus.org L. Boehm, Nano-materials for aerospace and security applications,

http://www.yosh.ac.il/research/mmt/WS2006/Papers/004.doc Ed Campion, NASA works with new company to bring nanotube technology to the commercial marketplace, NASA, 2011 http://www.nasa.gov/centers/goddard/news/nanotube_tech.html Delft University of Technology and Systematic design B.V, Delfi C3: a student nano satellite test-bed for in-orbit demonstration of micro systems technology, 2010. 20