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scrap by developing near-net shape
processes.
18
FUTURE OPPORTUNITIES FOR COMPOSITES IN
AEROSPACE
As described on pages 5-10, composite
materials are well established in all
aerospace fields. Nevertheless, there are
big opportunities to further intensify the use
of composites for improving the performance
and affordability of aerospace structures.
From the expected achievements of ongoing
research and development programs, further
improvements in mechanical performance,
cost reduction and improved fundamental
understanding can be anticipated. This will
lead to composites becoming the number
one candidate material for more and more
components.
In civil aircraft, the next big steps could be
the composite wing and the composite
fuselage (Boeing 7E7). Current
demonstration projects show promising
results and the decision to employ a
composite wing for the A400 military
transport aircraft demonstrates the
confidence in this application.
Technologically, many interesting topics are
under continuous and successful
development. Textile preforming, nonautoclave
injection technologies, microwaveheating
and health monitoring are only a few
examples. In the longer term, further
progress could also be realised through the
use of nanotechnologies. In particular,
carbon nanotubes look very promising as
potential reinforcements to produce
composites with unique performance.
A very important task is the development of
integrated design tools that allow the
simulation of the manufacturing process as
well as the structural performance (shortterm
and long-term). This will reduce the
development effort by limiting the number of
experimental tests required. It will also
further improve the utilisation of materials in
the ongoing quest for optimised weight
reduction.
CENTRES OF EXCELLENCE FOR COMPOSITES IN
AEROSPACE
Centres of excellence for composites in
aerospace can be divided into:
• Material suppliers.
• Part manufacturers.
• Aircraft manufacturers.
• National research centres.
• Universities.
With respect to material suppliers, there has
been an extensive consolidation of the
industry in recent years. Toray and Tenax /
Toho should be mentioned as carbon fibre
manufacturers, whilst Hexcel and Cytec
Fiberite are the biggest producers of
prepregs. However, several other
companies are well established with their
own individual products.
Independent part manufacturers include, for
example, Fischer FACC (Austria),
Composite Aquitaine (France), MAN
(Germany), Fokker Special Products (The
Netherlands), Sonaca (Belgium) and
Gamesa (Spain). These organisations all
run their own development projects and
have specific expertise and fields of
application.
The largest aircraft manufacturers with
competence in composite development and
manufacturing are EADS (Airbus, Military
Aircraft, Eurocopter, Astrium), Dassault
(France), SAAB (Sweden), Alenia, Agusta
Westland, Pilatus and Diamond Aircraft
(Austria).
An interesting approach is being followed by
Airbus with the establishment of the
Composite Technology Centre (CTC) in
Stade. Several suppliers are working in
close cooperation with Airbus in the vicinity
of the Stade composite manufacturing plant
on the development of new production
technologies for composite materials.
The EREA (European Research
Establishment in Aeronautics) is a crossborder
organisation that links the most
important national research centres: DLR
(Germany), ONERA (France), NLR (The
Netherlands), DERA (United Kingdom),
CIRA (Italy), INTA (Spain), and FFA
(Sweden). These all have their own specific
competencies, but work together in the
EREA to share resources and avoid
duplication of effort.
Of course, many Universities all over Europe
play an important role in the research and
development of composites for the
aerospace industry, but it is beyond the
scope of this document to mention them all
here.
CONCLUSIONS
Composite materials and structures have
proven their potential for use in high
performance aerospace applications over
the last fifty years. High mass specific
stiffness, strength and energy absorption,
high functionality (e.g. through tailored
anisotropy), and optimised structural
concepts (e.g. due to high levels of design
integration) are the main reasons for
specifying composites.
The materials share for composites has
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