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The new generation of all composites airplane requires new design and manufacturing processes and the
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Title: Composite bone structure with embedded block
Authors: I. Dikici
Turkish Aerospace Industries Inc.
Time: November 4, 2009 2:00 pm
Room: Lumen
The concept is a bone structure concept as shown in Figure-2 that provides assembly of two parts by opening
threads into metal embedded block (15) installed parallel to composite layer direction (14) during manufacturing
lay-up operation. The “T-cross section” and “L-cross section” cleats as shown in Figure-1, which are used
in composite structures, are eliminated by using this way of connections ease and weight gain is targeted
at the product assembly phase. It was observed that the invention is able to withstand extremely high loads
when compared to parameters determined in the shear force in the direction of resin in composite structures
with fibers. In manual/automatic laying production technique in autoclave curing process, the resin flow and
precision tolerances are taken under control with the new vacuum bagging design, which is realized during the
production of the invention. The concept is especially an alternative to omit the radii effect of composite, which
comes mostly from the uncontrolled lay-up process of composite plies, especially at composite L and T cross
section folding regions.
The concept is targeted to be used in the industries where the assembly connection are primarily targeted to
carry high loads such as aeronautics, space, automotive, marine, furniture and construction sectors, followed
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by other sectors in which composite design and manufacturing are realized.
This concept is used at ALCAS (EU 6th Framework Program managed by AIRBUSUK) project for the design and
the manufacturing of LWB (Lateral Wing Box) Rib-09 (which is 2.3 m long and 0.5 m in max. width) as shown
in Figure-3. The delivery of the rib was in February 2009 to AIRBUS-UK by TAI. And the assembly concept at
the 30 LWB level is being developed by AIRBUS-UK.
Title: Development of Aircraft Flight Control Surfaces - An Evolutionary Process
Authors: G. Ghilai, Dr A. Green
IAI
Time: November 4, 2009 2:20 pm
Room: Lumen
Historically, many of the earliest applications of composites to aircraft were for flight control surfaces: ailerons,
flaps, elevators and rudders. The weight saving possible with composites is particularly important for these
components. Also, they are removable and replaceable parts for which application of new technologies are
more easily accepted.
IAI applied composite structure to the ailerons of the Astra aircraft about 30 Years ago. Prior to this, these structures
were mechanically fastened sheet metal assemblies or bonded full depth honeycomb metal structures.
The Astra ailerons used pre-cured composite skins and spars, metal fittings and non metallic full depth honeycomb,
structurally bonded (fig. 1). Later developments used one shot co cured structures with integral spar and
leading edges (fig. 2).
Trends in the aircraft industry are in the direction of eliminating honeycomb structures, primarily due to problems
of moisture ingress and water accumulation, even in undamaged structures. Accordingly, when it was decided
to develop a composite rudder for a new IAI aircraft, various non-honeycomb options were considered.
The first option was for integrally stiffened covers cured integrally with front and rear spars, with final assembly
incorporating separately manufactured ribs using mechanical fastening. This concept was complicated to
manufacture and expensive.
A single curing process for all spar structure was then considered, with much better productivity. However this
concept was shown to be too heavy in design and stress analysis studies.
The concept eventually adopted was for an integral one shot cure combined rib and spar torsion box with a
separate front spar attached mechanically. Experience at IAI with a similar structure had proved the efficiency
of such a structure, but had shown that cost efficiency was limited by the prepeg/autoclave technology used.
Accordingly for the new component, RTM manufacturing technology was adopted.
Design evolution, manufacturing process development and structural testing will be described in detail in the
full paper.
Title: Impact damage resistance and compression-after-impact strength of sandwich
composites with graphite-epoxy facesheets and nomex honeycomb cores
(RMIT, Alpha STAR)
Authors: A. Zammit, Prof. J. Bayandor, M. Garg, F. Abdi
　
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