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Technical Seminar Merged
Technical Seminar Merged
A
Technical seminar report
On
Bachelor of Engineering
in
Aeronautical Engineering
Submitted by
Mr. SUBRAHMANYA GAJANANA GOUDA 4KM20AE027
2023-24
DEPARTMENT OF AERONAUTICAL ENGINEERING
KARAVALI INSTITUTE OF TECHNOLOGY
NEERUMARGA, MANGALORE-575029
KARAVALI INSTITUTE OF TECHNOLOGY
NEERUMARGA, MANGALORE-575029
Certificate
Certified that the technical seminar report entitled “COMPOSITE MATERIALS IN
AIRCRAFT DESIGN” carried out by Mr. Subrahmanya Gajanana Gouda (4KM20AE027)
bona-fide student of Karavali Institute of Technology, Neerumarga, Mangalore, has submitted
the technical seminar report in partial fulfillment for the award of degree of Bachelor of
Engineering in Aeronautical Engineering of the Visveswaraya Technological University,
Belagavi during the academic year 2023-24
Principal
Dr. Raghu Chand R, M. Tech, Ph.D.
KIT, Mangalore
2.
DECLARATION
I, Subrahmanya Gajanana Gouda hereby declare that the technical seminar
detail which is being presented in this report is in fulfillment of the requirement for the
award of degree of Bachelor of Engineering in Aeronautical Engineering of
Visvesvaraya Technological University, Belagavi. I hereby declare that I have
undertaken technical seminar on “COMPOSITE MATERIALS IN AIRCRAFT
DESIGN” under the guidance of Dr. Raghu Chand R, Principal, Department of
Aeronautical Engineering, KIT, Mangalore.
I hereby declare that this technical seminar report is my own work and the best
of my knowledge and belief the matter embedded in report has not been submitted by
us for the award of other degree to this or any other university
Place: Mangalore
Date: Mr. SUBRAHMANYA GAJANANA GOUDA
i
ACKNOWLEDGEMENT
Any achievement big or small should have a catalyst and constant
encouragement and advice of valuable and noble minds. The satisfy action and euphoria
that accompanies the successful completion of any task would be incomplete without
the mention of the people who made it possible, whose constant guidance and
encouragement crowned our efforts with success.
I would like to express our sincere and grateful thanks to our guide Dr. Raghu
Chand R, Principal, Department of Aeronautical Engineering, Karavali Institute of
Technology, Mangalore for the valuable guidance, encouragement, technical comments
throughout our project work.
I would like to convey heart full thanks to Dr. Raghu Chand R, Principal,
Department of Aeronautical Engineering, KIT, Mangalore for giving me the
opportunity to embark upon this topic and for his continued encouragement throughout
the course of this technical seminar.
Finally, we are thankful to our parents, friends and loved ones, who are always
our source of inspiration and for their continued moral and material support throughout
the course and in helping us to finalize the technical seminar.
ii
ABSTRACT
Composite materials have revolutionized the aerospace industry, offering
significant advantages over traditional metal alloys in aircraft design and
manufacturing. This paper provides an overview of the use of composite materials in
aircraft, highlighting their superior strength-to-weight ratio, corrosion resistance, and
flexibility in design. Various types of composites, including carbon fiber reinforced
polymers (CFRP) and glass fiber reinforced polymers (GFRP), are discussed, along
with their applications in different aircraft components such as fuselage, wings, and
empennage. Additionally, the challenges and considerations in the manufacturing and
maintenance of composite aircraft structures are addressed, including material
selection, fabrication techniques, and inspection methods. Finally, future trends and
advancements in composite materials for aircraft design and manufacturing are
explored, emphasizing the continued growth and evolution of this field in shaping the
future of aviation.
iii
TABLE OF CONTENTS
DECLARATION i
ACKNOWLEDGEMENT ii
ABSTRACT iii
TABLE OF CONTENTS iv
LIST OF FIGURES vi
LIST OF TABLES vii
CHAPTER 01
1. INTRODUCTION 01
CHAPTER 02
CHAPTER 03
iv
3.5 PROPERTIES OF PMC, MMC, CMC REQUIRED FOR AIRCRAFT
APPLICATION
CHAPTER 04
4. CASE STUDIES 20
CHAPTER 05
CHAPTER 06
6. CONCLUSION 25
REFERENCES
v
LIST OF FIGURES
types of composites 07
vi
LIST OF TABLES
Aircraft Applications
vii
COMPOSITE MATERIALS IN AIRCRAFT DESIGN
CHAPTER 1
INTRODUCTION
In the early 20th century, researchers began experimenting with combining
different materials to create composites with enhanced properties. The use of composite
materials became more widespread during World War II, particularly in the aerospace
industry. Aircraft manufacturers started using composite materials, such as fiberglass
and phenolic resins, for components like radomes and aircraft fairings. After World
War II, advances in polymer chemistry and manufacturing techniques led to further
developments in composite materials. The introduction of high-performance fibers,
such as carbon fiber and aramid (e.g., Kevlar), in the 1960s and 1970s revolutionized
the field of composites. In the 1970s and 1980s, composite materials gained significant
traction in the aerospace industry. Companies like Boeing and Airbus began
incorporating composites into aircraft structures to reduce weight and improve
performance. The introduction of carbon fiber-reinforced composites in commercial
aircraft, such as the Boeing 787 Dreamliner, marked a major milestone in aerospace
engineering. Over the years, advancements in manufacturing technologies, such as
autoclave molding, resin transfer molding (RTM), and additive manufacturing (3D
printing), have further expanded the capabilities of composite materials.
Today, composite materials are widely used across various industries, including
aerospace, automotive, marine, and construction, owing to their exceptional strength,
lightweight, and versatility. Ongoing research and development continue to push the
boundaries of what is possible with composite materials, with a focus on improving
performance, reducing costs, and enhancing sustainability.
CHAPTER 2
aircraft tires and interiors. Of even greater value, however, is the ability of polymer
matrix composites to help satisfy the relentless drive in the aerospace industry to
enhance performance while reducing weight.
Polymer matrix composites can be categorized based on their matrix material. The
main types include:
Thermoplastic matrix composites are tougher and less brittle than thermosets, with
very good impact resistance and damage tolerance. Since the matrix can be melted the
composite materials are easier to repair and can be remolded and recycled. Aircraft
manufacturers already use thermoplastic composites in small parts like brackets and
clips, and in limited cases bigger components like the wing leading edge of the Airbus
A380. Thermoplastics have one or two dimensional molecular structure and they tend
Department of Aeronautical Engineering, KIT, Mangalore 4
COMPOSITE MATERIALS IN AIRCRAFT DESIGN
Metal–matrix composites (MMCs) are metals that are reinforced with fibers or
particles to improve properties such as stiffness, strength, thermal conductivity, thermal
expansion, friction, and wear resistance. The choice of matrix metal varies depending
on the desired properties, with aluminum, magnesium, titanium, and their alloys being
common choices. Reinforcement materials like silicon carbide, alumina, and boron
nitride are often selected for their high strength and thermal stability. MMCs find
There are two types of fiber reinforced composite material they are
CHAPTER 3
Matrix Reinforcement
Properties Application
Material Material
-High-impact energy
Titanium SiC Landing gear
-Weight reduction (32%)
-Improved high-temperature
Al Cu–Nb, Engines
strength
-Light-weight
Al alloy (LM25) SiC -Optimum performance Aircraft wing
-Reduces fuel costs
Matrix Reinforcement
Properties Application
Material Material
-Low density
-High elastic modulus Fuel tank (door part) and
Al alloy SiC -High thermal conductivity fans
-Preventability of resonance (F-16 fighter aircraft)
vibration
Al alloy Activated
-Good thermal resistance Engines
(AA6061) carbon
-Creep resistance
Cu Nb3Sn Engines
-Stiffness
-Lightweight
-High temperature
Glass- -Lightweight -Aircraft compressor,
Ceramic Glass
ceramic -Better performance combustor, and turbine
-Reduced thrust-specific
fuel consumption
-Bending strength
C/SiC SiC Carbon fiber -Turbine blades
-Fracture toughness
-Withstand temperatures
C/SiC SiC Carbon fiber -Aircraft brakes
up to 1200 °C
-Weight reduction
-Improved retardation
-Wear resistance
-Aircraft brake (disks
SiC SiC Carbon fiber -Improved carrier load
and rotors)
and availability
-Reduction in
maintenance cost
-Structural re-entry
-Good thermo-erosive
components
properties (up to 2000
-High-performance heat
°C)
shields
C/SiC SiC Carbon fiber -High oxidation
-Brake discs
resistance
-Rocket nozzles
-High strength-to-weight
-High-temperature heat
ratio
exchanger tubes
-Lightweight
-Low density
-Aircraft brake systems
C/SiC SiC Carbon fiber -High and stable
(brake pads and disks)
coefficient of friction
-High wear resistance
Various polymers including PLA, PP, and epoxy resins were employed as
matrix materials for the development of composites for aircraft applications.
Fiberglass/epoxy materials were employed to produce non-crucial components such as
shroud panels, fans, duct fairings, spacers, and seals. However, CFRP finds the most
practical application in aircraft component design. CFRP is employed in various aircraft
due to their light weight and ability to withstand the desired conditions. A 4-seater
aircraft helped to reduce the weight by almost 25% as compared to a metal alloy’s
counterpart by using PMCs. Moreover, in an approach to reduce the weight of the
aircraft, the components were integrated and made as one composite part, such as the
landing gear integrated with the fuselage, in the main landing gear bay. This mainly
comprised CFRP and limited the use of titanium. The component was prepared by a
one-shot curing process, and it can reduce the assembly recurrent cost by up to 80%.
-High specific
Hybrid kenaf/glass strength
Polymer -Aircraft brakes
fiber -Rain erosion
resistance
-Improved tensile
Hybrid bamboo/glass
Polypropylene strength -Aircraft structures
fiber
-Increased fatigue life
-Reduction in weight
Polymer Ramie fiber -Aircraft wing boxes
(12–14%)
-Aircraft brakes
-Design flexibility
-Fuselage
-High stiffness
-Window frames
-Reduced scrap
-Aircraft wing
-Resistance to flames
-Rotors
and heat
-Brackets
-Fatigue resistance
-Boxes
Polymer Carbon fiber -Corrosion resistance
-Bulkheads
-High strength
-Fittings
-Damage and impact
-Airframe
tolerance
-Blades
-Vibration-damping
-Vertical fins
properties
-Tail assemblies
-Fracture resistance
-Food tray arms
-Improved flexural
-Engine access door
Polylactic acid properties
Glass fiber -Acoustic liners
(PLA) -Improved tensile
-Vanes
properties
-Flame retardant
-Good mechanical
Epoxy resin Fiber performance -Aircraft structures
-Resistance to
irradiation
-Improved mechanical
-Controlling static
strength
Epoxy resin Carbon black electricity in the avionics
-Resistant to oxidation
system
-Flame retardant
-Excellent
Nano-carbon performance at
(graphene, carbon different temperature
Silicone -Aircraft structure
nanotube, and carbon ranges
black) -Resistant to
chemicals, and aging,
-Unique electrical
insulation properties
-Excellent resistance
to oxidation
-Lightweight
-Negative refractive
Thermoset and Carbon fabrics, glass -Radar-absorbing
index
thermoplastic fabrics, and Kevlar structures (stealth
-Negative
resins fabrics aircraft)
permittivity, and
permeability
-Lightweight (40%)
-Good thermal shock resistance Boeing 767–300
Carbon/Carbon
-Good tribological properties -Aircraft brakes
composites
-High heat capacity (2.5 steel) (brake disc)
-High strength (2 steel)
-Microporous
-High thermal shock resistance
C/C-SiC -Corrosion resistance
(SiC infiltrated C/C -Good sealing agent for the -Coated pipes
composites) pressurized pipes
-Oxidation resistance at high
temperatures
Have higher
Exhibit better fatigue
fatigue resistance Have low resistance under fatigue
Fatigue resistance compared
compared to loading
to CMCs
MMCs and CMCs
Creep
High High Low
resistance
Operating
Up to 200 °C Up to 800 °C Up to 2000 °C
Temperature
High-temperature components,
subsonic jet engines (exhaust
mixer nozzle), aircraft
Brakes, structures, compressors, combustors,
wing boxes, turbines, turbine blades, aircraft
fuselage, window brakes (disks and rotors),
frames, wing, structural re-entry components,
Landing gear,
rotors, brackets, high-performance heat shields,
engines, aircraft
Application in boxes, bulkheads, rocket nozzles, high-temperature
wing, fuel tank (door
Aircraft fittings, airframe, heat exchanger tubes, jet vanes,
part), and fans (F-16
blades, vertical aircraft engine combustor (rig and
fighter aircraft).
fins, tail inner and outer liners), outer flaps
assemblies, (Rafale Fighter M88 engine
food trays and A262), SNECMA M 882 engine,
arms (Flame holders, engine flaps, and
exhaust cones), Boeing 767–300
rocket nozzles (throat and exit
cones), and coated pipes
3.5 Properties of PMCs, MMCs, and CMCs Required for Aircraft Applications
CHAPTER 4
CASE STUDIES
The Boeing 787 aircraft is 80% composite by volume. By weight, the material
contents is 50% composite, 20% aluminum, 15% titanium, 10% steel, and 5%
other [11]. Aluminum is used for the wing and tail leading edges; titanium is used
mainly on engines and fasteners, with steel used in various areas.
Each Boeing 787 aircraft contains approximately 32,000 kg of CFRP composites, made
with 23 t of carbon fiber. Composites are used on fuselage, wings, tail, doors, and
interior. Boeing 787 fuselage sections are laid up on huge rotating mandrels.
Reinforcing fibers are oriented in specific directions to deliver maximum strength along
maximum load paths. The fuselage sections are cured in huge autoclaves. The
resulting monocoque shell has internal longitudinal stiffeners already built in. This
highly integrated structure requires orders of magnitude less fasteners than the
conventional built-up airframes. Similar composite manufacturing techniques are
applied to the wings.
Boeing 787 has composite wings with raked wingtips where the tip of the wing
has a higher degree of sweep than the rest of the wing. This aerodynamic design feature
improves its fuel efficiency and climb performance while shortening takeoff length. It
does this in much the same way that winglets do, by increasing the effective aspect ratio
of the wing and interrupting harmful wingtip vortices thus decreasing the amount of
lift-induced drag experienced by the aircraft. This capability of applying various
camber shapes along the wingspan as well as a double-curvature configuration is
particular to composite wings and cannot be efficiently achieved in metallic wings.
CHAPTER 5
CHAPTER 6
CONCLUSION
In the world of airplanes, weight is really important because the heavier the
plane is, the more fuel it needs to fly. And more fuel means more money. So airplane
designers are trying to find ways to make planes lighter and more fuel efficient. One
way they are doing this is by using a material called carbon fiber instead of aluminum.
Carbon fiber is really strong but also really light, so it makes planes lighter without
sacrificing strength. This means planes can fly farther, faster and use less fuel. The
newest planes, like the Boeing 787 Dreamliner and the Airbus A350, use a lot of carbon
fiber in the designs. In fact, the Airbus A350 has a carbon fiber fuselage and wings,
which means it’s much lighter than older planes. Using carbon fiber also makes it easier
to design planes with better aerodynamics, which means they can fly more efficiently.
This is really important because it can save airlines a lot of money on fuel costs. In the
future, planes might look really different because of these new materials. They might
have thicker, more curved designs that make them more efficient and comfortable for
passengers. They might also be quitter and require less maintenance, which is really
important for airlines. Overall, using carbon fiber is a big step forward for airplane
design and could lead to some really exciting changes in the future.
REFERENCE
1. "Composite Materials for Aircraft Structures" by Alan Baker, Stuart Dutton,
and Donald Kelly
2. ."Composite Materials: Fabrication Handbook #3" by John Wanberg.
3. "Analysis and Performance of Fiber Composites" by Bhagwan D. Agarwal and
Lawrence J. Broutman.
4. "Composite Materials: Engineering and Science" by F.C. Campbell.
5. "Introduction to Composite Materials Design" by Ever J. Barbero.
6. "Composite Structures of Steel and Concrete: Beams, Slabs, Columns, and
Frames for Buildings" by R.P. Johnson.