High-Performance Composites is read by qualified composites industry professionals in the fields of continuous carbon fiber and other high-performance composites as well as the associated end-markets of aerospace, military, and automotive.
Issue link: https://hpc.epubxp.com/i/101340
Source: Gurit Opportunities for thermoplastics SABIC (Pitts���eld, Mass.) product development engineer Mohammad Moniruzzaman discussed high-���ow, high-strength, OSU-compliant carbon ���ber-���lled Ultem compounds. Ultem resins are a family of amorphous thermoplastic polyetherimide (PEI) resins with elevated heat resistance. Reportedly, the company���s EX008PXQ compound (40 percent carbon ���ber, PEI and proprietary additives) is 50 percent lighter than aluminum, stronger than die-cast aluminum and offers similar speci���c modulus and speci���c strength as machined aluminum (see ���Learn More���). Tim Greene, global product manager at Greene, Tweed & Co. (Kulpsville, Pa.), discussed carbon ���ber-reinforced thermoplastics for metal replacement in challenging aircraft interior components. There���s a ���lack of cost-effective, complex-shaped composite solutions,��� said Greene. The company has devel- Interiors-bound cyanate ester Gurit (Isle of Wight, u.K.) reported that its Pn900, a phenol-formaldehyde-free, lowpressure cure, low-shrink cyanate ester resin system, offers good surface quality in applications that do not require high impact strength, such as this complex air duct. oped discontinuous ���ber composites intended to bridge the gap between continuous ���ber composites, which offer superior performance but limit part complexity, and injection-molded composites, which can reproduce complex detail but are semistructural. In the process, aerospace-grade carbon ���berreinforced UD prepreg tape (thermoset or thermoplastic matrix) is processed into random ���chips.��� Finished parts are matched-die compression molded. The resulting part reproduces complex 3-D geometry with high ���ber content. Unlike with injection molding, the ���ber length (0.5 to 2 inches/12.7 mm to 50.8 mm) is preserved. The company���s Xycomp DLF offers discontinuous long ���ber and a thermoplastic matrix. Greene stressed that the material is intended not to displace thermoset composites, but rather to replace metals in complex multipiece assemblies. ���We���re looking at all the bits and pieces of metal that remain on the aircraft,��� he said. Xycomp Carbon/PEEK DLF, which offers between 35 and 50 percent weight savings compared to metal, has been certi���ed for and is currently ���ying on Boeing 787s. Focus on applications Redesigning aircraft seating to reduce weight and optimize capacity has become a priority. Bob Yancey, senior director, Global Aerospace and Marine, Altair Engineering Inc. (Troy, Mich.), highlighted his company���s efforts on this front. His team uses topology optimization software to de���ne the nondesignable spaces, such as attachment points, and the designable spaces in between. Then the team considers applied loads and boundary conditions and determines the optimal structure. One result is a better understanding of where the main load paths are, which also enables better control of ���ber orientation. A high-concept seat design was presented by Christine Ludeke, principal, ludekedesign (Zurich, Switzerland). Based on the idea of ���active seating,��� the seat is constructed using a trademarked aeras knit ergonomic cover on a carbon ���ber back shell. The recline is built into the fabric, eliminating the need for a mechanical recline mechanism. The seat concept is still in development. Patrick Phillips, director of business development, Norduyn (Montr��al, Qu��- Source: HPC/Photo: Karen Wood To date, MIT-RCF says it has reclaimed 1.5 million lb (680.4 metric tonnes) of carbon ���ber scrap from land���lls, not to mention the material that comes directly from manufacturers. A test barrel for Boeing���s 787 program, for example, was chopped up and recycled, and bicycle manufacturer Trek (Waterloo, Wis.) has implemented a recycling program for its carbon bike frames that has, thus far, amassed 140,000 lb (63.5 metric tonnes) of scrap. (For more on carbon ���ber recycling, see ���Learn More,��� this page.) ���Think like an airline��� That was Bill archer���s encouragement for attendees. The president and CEO of Landmark aerospace (Kennesaw, Ga.) stressed the need to understand the very complicated aircraft interiors arena from the customer���s point of view. (For more, read the expanded article noted in ���Learn More.���) bec, Canada), showed off the company���s new lightweight Quantum galley cart by easily lifting it up onto the speaker podium. The cart has a carbon ���ber single-body shell, produced via vacuumassisted resin infusion. A primary manufacturing challenge was to produce the straight sides without bowing, which was overcome via ���ber manipulation during processing. The testing was extreme, explained Phillips. The cart withstood 900 lb/408 kg of pull on the front door, 5,000 cycles of impact on the side panels and door, scratch tests and an impact test that applied 90 units of impact force to its door. Although aluminum doors typically bend under this test, the composite door, which ���exes, can be closed and used again, reported Phillips. Reportedly, the cart also offers improved thermal ef���ciency. Learn More @ www.compositesworld.com Read an expanded version of this article at http://short.compositesworld.com/JmYJeaFB. Read more about carbon ���ber recycling in ���Carbon ���ber reclamation: Going commercial,��� HPC March 2010 (p. 30) or visit http://short. compositesworld.com/Ah8s0EcZ. A SABIC Ultem resin-impregnated compound enabled a recent aircraft interior application of carbon composites, discussed in ���Carbon ���ber food tray arm: Better and cheaper,��� HPC November 2011 (p. 11) or visit http://short. compositesworld.com/pRMxlj9Q. january 2013 | 23