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equivalent aluminium designs. However, in
some cases, the application of composites
has led to a significant increase in part cost.
To improve affordability, composite
technology selection should ideally be
optimised according to the geometry and
loading of each part. This results in the use
of a wide range of different composite
materials and processing technologies for
different applications. For example, whereas
the A310 used only relatively expensive and
labour intensive prepreg technologies, the
A380 will employ a mixture of technologies
including textile preforming, resin injection
and thermoplastics. Figure 8 shows the
planned composite parts for the A380.
Today, there is still no carbon fibre fuselage
or wing in series application, but many
current technology programs are developing
the basic understanding for the design,
manufacture and operation of fully
composite aircraft. The next big step forward
will be the A400 M military transport plane,
for which major parts of the wing are
foreseen in composites. Within Airbus, there
are visions of using composites for more
than 60% of the airframe structure by 2025.
Boeing is also working intensively on the
wider use of composites. For the 7E7, with a
planned market introduction of around 2008,
the use of composite wing and fuselage
technology has been announced. This would
lead to a composite share on this aircraft of
more than 50% of the structural materials.
Figure 6 – composite parts of the Boeing 777
(source: Boeing)
Figure 7 – composite parts of the Dornier 328
(source: Dornier GmbH)
Figure 8 – planned composite applications for the
A380 (source: Airbus)
Improved composite application
New 777 composite application
Vertical Tail Plane
Section 19
Horizontal Tail Plane
Rear Pressure
Center Wing Box Bulkhead (FST)
J - Nose
Floor Beams
for Upper Deck
Outer Flaps
8
Military Aircraft
Fighter aircraft often drive new technologies
because of their special requirements. For
example, lightweight structures are
necessary for improved payload, improved
agility, and short take-off and landing
capabilities. Therefore, it is not surprising
that many of the early composite technology
programs in the 1970s were part of fighter
aircraft development projects such as the
F15, Alphajet, Tornado and Mirage. Figure 9
illustrates some typical composite parts on
military aircraft, including fins, undercarriage
covers and fuselage components. These
were developed by MBB within the
framework of the Tornado, X31 and
Eurofighter projects. A significant proportion
of the existing composite knowledge with
respect to design, damage tolerance,
manufacturing technologies, and in-service
behaviour (e.g. moisture pick-up and crack
sensitivity) was generated within such
programs.
Whilst European companies such as Airbus
and Dornier were quicker to implement
composites in civil aircraft, the US has led
for military aerospace applications. This
development is compared in Figure 10.
1965 1970 1975 1980 1985 1990 1995 2000
Year
F-14 Tornado
F-15
F-16
F-18
F-22
EAP
Mirage 2000
Rafale
Gripen
EF
AV-8B
USA
Europe
Fibre Composite
% of Structural Mass
10
20
30
5
0
15
25
Figure 10 – development of composite share in
military aircraft structures in the US and Europe
Nowadays, all modern fighter aircraft make
extensive use of composite materials
throughout the airframe structure. A typical
example is the Eurofighter, which has a 70%
(surface area) share of composite materials.
The material selection for this airframe is
shown in Figure 11.
CFRP
Aluminium
Titanium
GFRP
Aluminium-casting
Figure 11 – composite parts of the Eurofighter
Intensive research on new materials and
processes has also been conducted in the
joint strike fighter program in the US.
Thermoplastic wing skins and braided
horizontal stabilisers are just two examples.
However, it is not known which of these
technologies will finally enter series
production.
Figure 9 – typical composite components for
military aircraft (source EADS)
In general, it is remarkable that the variety of
materials and technologies in military aircraft
is much smaller than that of civil aircraft.
Prepreg technology still dominates for
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