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Advanced Composites for Multirole Applications in Aeronautics – Project PASSAROManuel Gomes (ISQ)Ricardo Rocha (INEGI)

Portugal Air Summit – Ponte de Sor2019-05-30/31


The PASSARO project

3/11221-05-2019 Portugal Air Summit 2019

Capabilities for Innovative Structural and Functional Testing of Aerostructures

This project has received funding from the Clean Sky 2 Joint Undertaking under the European Union’s Horizon 2020 research programme under Grant agreement No 807083


The partnership

• 11 partners dealing with different aspects of cockpit optimization• WAL - ADS• For impact protection materials

• INEGI• ISQ

4/11221-05-2019 Portugal Air summit 2019


Presentation Structure

• Background introduction• Requirements/Hazards• Objectives/Approach• Material/Technology selection• Testing/Evaluation



Introduction

• Aeronautic industry is one of the most demanding concerning material properties.

• Air frame materials in particular can be under such wide range of service and environmental conditions that are particularly challenging.

• Historically materials usage to this purpose can be leisurely divided in three periods

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The beggining

• Debut of aviation about a century ago, 1903.

• Serious power plant limitations• Light metals mostly unavailable• Domination of natural materials

• Wood• Fabric



Between wars & beyond

• By the end of WW1 Aluminum start being used in aeronautics

• Reasonable strength and toughness compared to steel

• Low density • For most XX century dominated

aeronautic construction



Metal Alloys Limitations• Main properties strongly

depend on the chemical composition

• Metal alloys offer limited possibilities for improvement of mechanical properties

• Very little possibilities of reducing density, thus weight

Whatnext



COMPOSITE MATERIALS

• Different materials• Independently produced• Join together by some physical/chemical means• Optimize combinations of the materials different properties

Not quite a new idea!



Ancient Composites


Adobe (mud) bricksZigurat of Ur, Mesopotamia

Japanese Katana (sword)

Composite bow(Traditional long bow, right)


Modern Composite Families

Metal Matrix Composites (MMC)Metal alloy strengthen with addition of fibers or particles of usually a harder phase

Ceramic Matrix Composites (CMC)Technical ceramic with addition of fibers or particles of usually another ceramic material

Polymer Matrix Composites (PMC)Fibers (random or fabric) usually of high strength material embedded in a more flexible polymeric resin matrix

Sandwich Composites (SC)

Sheets of different metal alloys or composites “glued” together by apolymeric adhesive/resin. Core of a usually light material sandwich between layers of metal or composite materials



Fuselage Skin Basic Requirements

• Impact resistance• Electrical conductivity• Electromagnetic

compatibility (EMC)


strength

toughnessweight


Main Operational Hazards

• Bird strike• Hail strike• Uncontained engine rotor failure debris (UERF)• Runway contamination• Lightening strike• Foreign object strike



Bird strike• FAA figures

• 1990 – 1795 strikes• 2014 – 13159 strikes• In this 25 year – 151267

• Of which 37% (54980) caused noticeable damage



Hail strike / UERF• UERF Not very common …but!• Hail is lighter than birds but

strikes might happen at higher altitudes, thus speeds.



Runway Contamination

• Concorde accident• Probably the most

well known in recent years



Lightening Strike

• Aircraft skin must be conductive

• Faraday cage• Allow electric current to

floe along the fuselage and exit



Foreign Object Strike• Collisions on the ground

• Dropping tools during maintenance

• Potential source of future problems

• Composites maybe more sensitive



The Objectives

• Usage of new multifunctional composites to improve• strength and toughness• impact resistance• Reduce weight of airframes• Reduce vibrations from power plants• Reduce cabin noise• Electrical conductivity• Electromagnetic compatibility (EMC)• Effective in both cost and time to implement



The PASSARO Approach

• Selection of available materials/technologies/simulation models• Improving most promising numerical models• Select most promising materials/technologies• Validate models/technologies with experimental testing• Draw conclusions and suggest improvements



Technology Evaluation

• The materials/technologies identified were critically evaluated on the basis of their cost, availability and application feasibility

• Classified in three groups• Low innovation level – Do not require major changes in design.

Implementable in short term. Reduced risk to implement.• Medium innovation level – Significant improvement on the state of

the art. Some changes in design philosophy. Significant risk for manufacturing or certification.

• High innovation – disruptive improvement on the state of the art. Require new design concepts for the fuselage. Very high risk for implementation.



Materials/Technologies ReviewMaterials/Fibers

Carbon fibers

Aramid fibers

Glass Fibers

Polypyridobisimidazole (M5)

HPPE

Spider/silkworm silk

Natural fibers

UHMWPE

Ceramics

Aluminum

Honeycombs / Foams

Non-Newtonian polymers


Technologies/Desings

Woven fabrics

3D textile reinforced

Sandwich structures

Cores (honeycomb, auxetic)

Fiber orientation & stacking

HybridizationLaminates

fibers

Resins

C. Metal foams

Nano filled C.

Shape memory alloys


Final Testing/Evaluation

Materials

Carbon fibers

Aramid fibers

UHMWPE

Ceramics

Aluminum

Non-Newtonian polimers

Design solutions

Woven fabrics

3D textile

Stacking sequence/orientation

Hybrid laminates

Hybrid fibers

Nano filled composites



Certification Strategy

• Certification of aircraft components is a complex process regulated by strict rules stablish by agencies like EASA or FAA

• The process follows a standard stepwise scheme based on testing

• More recently certification by design is acceptable in some instances

• FEA modelling is crucial



Composite Testing Requirements

• Complex materials• Several components with different interactions• Different response to stresses• Ultimately the material might be “unique”• Data for modelling is more difficult to obtain than in metal alloys

• Material elements behavior• Cohesive elements behavior• Small specimens laboratory testing

• Overall composite solution behavior under impact• Larger coupons impact tests (element level)



Coupon Level Tests


MODEL PROPERTY TEST STANDARD

Material Elements

Model

Tensile strength and modulus 0ºASTM D3039

Tensile strength and modulus 90º

Compressive strength and modulus 0º ASTM D6641

Compressive strength and modulus 90º

In-plane shear strength and modulus ASTM D3518

Longitudinal tensile fracture toughness In-house method

Longitudinal compressive fracture toughness In-house method


Coupon Level Tests


MODEL PROPERTY TEST STANDARD

Cohesive Elements

Model

Interlaminar shear strength EN 2563

Interlaminar fracture toughness energy -mode I ASTM D5528

Interlaminar fracture toughness energy -mode II ASTM D7905


Impact Tests – element level

• High and medium energy impacts• Speed up to 200 m/s• Energy in excess of 1000 J

• Steel and ice (hail) projectiles• Mass up to 100 g

• Damage characterization• Visual• Advanced NDT (digital X-ray, phased array)

• Models calibration




• Compressed air cannon• Smooth bore• 3-4 meters long• 108 mm diameter• 10 bar max pressure




• Projectiles• Steel and ice spheres• Sabot driven



Impact Tests – element level• Test Coupons

• 300x300 mm• Gripped by steel frames• Attached to steel beam

structure



Impact Tests – element level• Test set-up

• Two high speed video cameras

• One ballistic chronograph



Cannon Firing



Steel Sphere Impact Without Perforation



Steel Sphere Impact With Perforation



Ice Sphere Impact Without Perforation



Damage characterization by C-Scan



Manuel Gomes – [email protected] Rocha - [email protected]

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THANK YOUFor your attention

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