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illustrates the growth of composites in civil
aircraft structures over the last 40 years.
Market studies estimate that 2000 tons of
finished composite parts, with a value of
$760 million, were produced for the
European aerospace industry in the year
2000.
The application of composites in place of
metals requires different approaches to the
design and service of structural
components. Labour intensive
manufacturing, expensive raw materials,
damage tolerance aspects, and the need for
new inspection and repair philosophies are
all issues that need to be addressed.
Furthermore, the differing requirements of
civil and military aerospace applications
need to be considered.
Here we review the current status of
composite use in the various aerospace
fields.
Figure 1 – comparison of the mechanical
performance of composites and light metals
Figure 2 – the development of composite
aerospace applications over the last 40 years
(source: DLR Braunschweig)
MD80 MD90
767
757 737-300
A300
747-400
A310
A320
MD11
A340 A330
A321
777
A380
7E7
1975 1980 1985 1990 1995 2000 2005 2010
0 %
10 %
20 %
30 %
40 %
50 %
Year
Share of Composite
Components
Specific Stiffness
0 25 50
500
1500
2000
0
1000
Specific Strength
Ti
Al, St
Mg
MPa / ρ
75 100 GPa / ρ
CFRP-UD
T800
ϕ = 60 %
CFRP-UD
T300
ϕ = 60 %
CFRP-QI
T800
ϕ = 60 %
GFRP-UD
ϕ = 60 %
CFRP-QI
T300
ϕ = 60 %
CFRP-QI
T300
ϕ = 30 %
GFRP-QI
ϕ = 30 %
ϕ = fibre volume fraction
UD = unidirectional
QI = quasi-isotropic
6
Civil Aircraft
Figure 3 illustrates the breakdown of direct
operating costs (DOCs) for a typical civil
aircraft. Due to the high impact of material
selection on (i) the aircraft price (material
and processing costs), (ii) the fuel
consumption (lightweighting), and (iii) the
maintenance costs (inspection and repair), a
significant proportion of the DOCs can be
influenced by the application of composites.
Although it is difficult to give precise figures,
it can be estimated that the value of
lightweighting is around €100 to €1,000 (for
specific applications) per kilogram of weight
saved.
In addition to the cost issues, safety aspects
also have to be considered in the material
selection and design definition phases.
Consequently, the implementation of any
new material system such as composites is
both time consuming and expensive
because of the extensive qualification
requirements. The absolute requirement for
safety also leads the industry to adopt an
evolutionary approach to the uptake of
composites. This is in order to progressively
gain confidence and experience in
manufacturing technologies, operation and
long-term behaviour. Indeed, Airbus has
followed this route very closely. Starting with
the movables and the vertical stabiliser of
the A310 in 1983, an increasing number of
structural components have been developed
using composite materials. Figure 4 shows
the development of composite applications
from the A300 to the A380.
Figure 5 shows the actual composite parts
of the A340-600. Approximately 15 % of the
structural weight consists of carbon fibre
reinforced plastics. This number, as well as
the share of composite parts, is now typical
for modern civil aircraft. Figures 6 and 7
show the composite applications of the
Boeing 777 and the Dornier 328 for
comparison.
Figure 3 – breakdown of the direct operating costs
(DOCs) for a typical civil aircraft (source: Airbus)
Figure 4 – development of composite applications
(highlighted in black) from the A300 to the A380
Figure 5 – composite parts of the A340-600
(source: Airbus)
Insurance & Fees
30%
Fuel
15%
Maintenance
15%
Crew
20%
Capital
20%
Engine Cowling
Wing J-Nose
Keel Beam
Belly Fairing
Horizontal
Tail Plane
Rear Pressure Bulkhead
Vertical Tail Plane
1983
1996
2003
2008
?
7
It has been demonstrated by the structural
composite components in the above
applications that typical weight savings of
15-20% can be achieved compared to
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