Carbon fiber rocket

engine thrust frame:

THERMAL,
MECHANICAL,
PROCESS
CHALLENGES

JULY 2021

Forged molding compound

extends SMC capabilities / 20
Portable kits enable infield
composite repair / 24
Optimizing RTM with
heat-flux sensors / 30

A property of Gardner Business Media VOL 7 No. 7

 TABLE OF CONTENTS

FMC Design
JULY 2021 / Vol: 7 No
–: 7

COLUMNS FEATURES
4 From the Editor 20 Forged molding compound:
6 Out of the Mold Metal Design
Extending SMC capabilities
New material, design, process combination
New robotic and digital technologies are
approaches prepreg performance with chopped
enabling advanced in-house capabilities
carbon fiber SMC.
for small companies and innovative
suppliers willing to embrace the move By Peggy Malnati
toward more affordable, sustainable
20
composites.
24 Easy-to-use kits enable
8 Perspectives & Provocations infield repair of composite
While the industry returns to some structures
semblance of normality, a pre-pandemic
“business as usual” does not seem likely. Portable kit enables patch repairs using UV-cure
Dale Brosius ponders some of the glass fiber/vinyl ester or room-temp stored
questions that need to be faced. carbon fiber/epoxy prepregs and battery-
powered curing equipment.
10 Design & Testing By Ginger Gardiner

12 Gardner Business Index

30 Speeding RTM with
Accelerating new orders, backlogs and
challenging supply chains propel the heat-flux sensors
index higher. Clean Sky 2 INNOTOOL 4.0 project advances
cure monitoring for larger and less costly
24
lightweight landing gear made using
composites.
» DEPARTMENTS By Ginger Gardiner

14 Trends
36 New Products
40 Applications
41 Calendar
42 Marketplace
42 Ad Index
43 Showcase
48 Post Cure

30

» ON THE COVER FOCUS ON DESIGN

DES GN
On the cover is a test panel that shows
the Royal Netherlands Aerospace Centre's
44 Rocket engine thrust
"smart overlapping" technology. It was de- frame proves a strong
veloped for the stiffened structural skin of a composites
candidate for compos
full-scale version of the composite-engine
thrust frame demonstrator developed and
conversion
fabricated for a space launch vehicle. Smart The engine thrust frame of a space launch
laun
overlapping involves strategic use of AFP vehicle, located at the bottom of a rocket
rock stage,
to build a series of integrated square grid must deliver strength and stiffness across
acro a
stiffeners. See p. 44. range of temperatures — cost-effectively.
ective y.
By Jeff Sloan
Source | Airbus Defence and Space

CompositesWorld (ISSN 2376-5232) is published Valley Ave., Cincinnati, OH 45244-3029. accurate. In applying recommendations, however, you should exercise care and normal MEMBERSHIPS:
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PUBLISHER Ryan Delahanty

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 FROM THE EDITOR

» This is my 175th editorial for CompositesWorld. I probably What else do I notice? Future, change, technologies, develop-
should have paused at the 100th or 150th milestones to look back ment, ideas and innovation speak to the dynamic (that’s in there
on my work, but those came and went without me noticing. And I too) nature of the composites industry, fueled in large part by the
guess I could wait a couple of years for my 200th editorial to make vast array of resins, fibers, fiber formats, manufacturing processes
a big deal of things, but this seems like as good a time as any. and end markets at play in the composites community. In fact,
The question I faced, as I began this effort, was how to assess this dynamism — and the innovation it breeds — might be the one
 years’ worth of editorials. Do I go back and pick out what theme I have returned to most often in the last  years. And as I
I consider notable or interesting and see how they have noted before, this large selection and variability
resonate (or don’t resonate) today? Do I look for offered by the composites industry is a blessing
trends in my commentary, and how would (mostly) and a curse (occasionally).
I do this? And how do I do any of this A few other things jump out at me. The
without rereading every editorial I ever word “oil,” right in the middle, is bigger
wrote — which, frankly, doesn’t sound than I would have expected. There was
that fun. a time when we tracked the price of
It was then that I struck upon the oil more closely, thinking that as oil
idea of dumping all , words prices rose, automakers might be moti-
I have written in  editorials into vated to build lighter-weight and thus
a word cloud, and seeing what that more fuel-efficient cars. I could see why I
looked like. This, I thought, might be a would think such a thing, but in retrospect,
good way to identify some of the recurring it doesn’t make much sense. Most car-buyers
terms and ideas that have received attention in are not sensitive to fuel efficiency, which leads to
my editorials over the years. The final result is above. little market demand for more fuel-efficient vehicles.
So, what do we make of this? A few things stand out for me. The word “cost” also caught my eye. I am dead certain this word
First, the most obvious things. The dominant words are those was almost always used in reference to the high cost of carbon
you might expect to find in a compilation of editorials about the fiber and the challenge that poses to the expanded use of carbon
composites industry spanning - — composites, fiber, fiber. Maybe this challenge will be met before I write another 
carbon, glass, process, market, aerospace, automotive. Boeing, editorials.
Airbus, the  and the A got — and continue to get — a lot of Finally, I draw your attention to “hope.” I’m glad hope got
attention from me because of their importance to the industry. But some love in the cloud. I am, generally, an optimistic and hopeful
I would also remind you that the  and the A were launched person, and it’s reassuring to see that I deployed those ideas
during this window of time, and those aircraft were vital to the somewhat regularly. So, I hope you enjoy this word cloud and if
advancement of myriad composite technologies. You’ll also notice you have your own observations about it, I hope you will share
that wind is prominent. Early in my editorial writing I often opined them with me at [email protected].
on the U.S. production tax credit (PTC), the now-expired federal
subsidy for wind farm owners. Whenever I wrote about the PTC,
I usually bemoaned the fact that the U.S. Congress had a difficult
time consistently renewing it, which created uncertainty for wind
turbine manufacturers. And uncertainty for any business, as you
know, is frowned upon. JEFF SLOAN — Editor-In- Chief

4 JULY 2021 CompositesWorld

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 OUT OF THE MOLD

The democratization of composites is

reconfiguring supply chains

» CW received a press release in April titled, “TRB Lightweight Fast Track  companies and as a supplier to Airbus, and then
Structures manufactures prepreg material to streamline part announced a new, ,-square-foot manufacturing center in
production.” Bringing materials manufacture in-house isn’t new. I the U.S. — a joint venture with Toyota Tsusho America (New York,
remember touring Diamond Aircraft’s (Wiener Neustadt, Austria) N.Y., U.S.) — for high-volume production of carbon fiber composite
composite aircraft manufacturing facility in London, Ontario, electric vehicle components using its advanced robotics-based
Canada, in the 1990s and seeing European resin impregnation press-forming process that allows price parity with aluminum parts.
machines that allowed the company to produce its own “wet” This commingled advance in equipment, processes and mate-
prepreg materials on-demand, which were immediately used to rials is another trademark of the democratization trend. As compos-
build aircraft structures using hand layup. The goal was to control ites automation specialist Effman (Sherbrooke, Quebec, Canada)
materials production and quality to enable the production flex- adapted a plug-and-produce AFP head by Addcomposites (Espoo,
ibility and cost control needed by the small aircraft manufacturer. Finland) into an automated cell aimed at small and medium enter-
What is different now is that, thanks to new robotic and digital prises (SMEs), it also developed a novel dry glass fiber tape to facili-
technologies, everything from fiber placement to computed tate flexible and cost-effective dry preform production. MTorres’ dry
tomography (CT) to injection molding is being automated in fiber tape lines were developed for production of wind blades and
increasingly smaller equipment that is more flexible and cost- automotive parts while also enabling affordable runs of new mate-
effective. This not only gives small companies the capability for rials. Another interesting characteristic of companies embracing this
high-quality, high-performance composite parts production at advance in composites affordability and new markets is that they are
potentially high volumes — a capability traditionally affordable often also pushing boundaries in worker training and sustainability.
only to large, Tier  aerospace suppliers — but it also expands the All of this is worth noting for future supply chains.
market for such composite parts beyond the traditionally high- What we at CW are seeing is that traditional hand-laid prepreg
value, high-margin realm of aerospace. will give way to automated, digital manufacturing, and the skills/
Both goals were noted in my  blog, “The democratization of personnel required will change accordingly. Though manual labor
composites” about Covestro’s (Leverkusen, Germany) launch of jobs will decrease, there will be an increased need for new imagina-
Maezio continuous carbon fiber-reinforced thermoplastic tapes. tion and creativity in how to exploit these new technologies and also
Covestro asserted that Maezio was fulfilling a desire for democ- for workers skilled in Composites ./digital tools, sensors and data
ratization by innovative companies (e.g., Haier air conditioners science, robotics, mechatronics and more. Sustainability is also key.
and Bmai running shoes) to provide the design and performance Already a powerful tool for composites startups in fundraising, the
advantages of composites without a Lamborghini price tag. reality is that sustainability is an existential issue. Emerging compos-
An increasing number of advanced manufacturing capabili- ites supply chains will be led by companies with C-suite execs and
ties can now be brought in-house, including not just prepreg- technical personnel that investigate and implement not only recy-
ging, but production of dry braids (e.g., Herzog) and dry fiber cling at end of life, but also raw materials that exploit increased bio
tapes (e.g., MTorres), automated tape laying (e.g., Addcompos- and recycled content and renewable energy, as well as reduced water
ites, Effman, Conbility, etc.), robotic inspection (e.g., Radalytica, use, emissions and toxicity throughout manufacture, use and re-use.
Hexagon Manufacturing Intelligence, CIKONI, etc.) and robotic The composites industry has always been dynamic — change
injection overmolding (Anybrid). Couple this with all of the has been constant and, I have no doubt, will continue to be so. But
sensors now available, and the ability to outsource traditional the pace has increased, and noticeably. It will be interesting to see
jobs such as tooling to online portals (e.g., Plyable, ExOne) — at which companies embrace this democratization and which resist —
lower lead time and cost than previously possible — and you have and the latter, I believe, will find themselves no longer key players in
a totally new supply chain beginning to form. (Note, the develop- the fast-developing supply chains of the future.
ment of thermal flux sensors for shorter cure in the production of
composite landing gear components is discussed on p. .)
Let’s go back to TRB Lightweight Structures (Huntingdon,
U.K.) as one example of this trend. The company was founded as
a honeycomb core sandwich structures manufacturer and then CW senior editor Ginger Gardiner has an engineering/
materials background and more than 20 years of experience
acquired by composites investor Jonathan McQueen in . In in the composites industry. 
, it announced a new biocomposite prepreg and foam core [email protected]
door for passenger railcars. In , it was named among the U.K.’s

6 JULY 2021 CompositesWorld

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 PERSPECTIVES & PROVOCATIONS

The end is in sight: What comes next?

»Fourteen months ago, I wrote about the novel coronavirus mandates and automaker investments. What will be the clear
and the impact it was already having on the composites market- applications for composites in such vehicles, especially as
place, specifically, and life in general. At the time I wrote that batteries become cheaper and increase in density? Will weight
column, about a month into the pandemic, the industry hoped savings remain important? While the commercial aircraft market
COVID-19 would just be a short blip, with business as usual within went to the back burner, interest (and investment) in advanced air
a few months. As time went on and cases increased worldwide, it mobility (AAM), including flying cars and delivery vehicles, has
became obvious the only route back to “normal” would rely on the zoomed to new heights. Most of these vehicles are expected to be
development and administration of COVID-19 vaccines. battery-powered and will rely on composites as an enabler.
Fortunately, vaccines have been developed and have proven Addressing climate change with green energy infrastructure, like
to be highly effective in preventing the infection and spread of wind, solar and hydrogen has accelerated during the pandemic
COVID-. At the as well, and this will have a very positive impact on the outlook
end of May , for composite materials. We were even introduced to the idea that
A return to normal will roughly half the U.S. future commercial aircraft will run on liquid hydrogen, perhaps
population  and older to be stored in cryogenic carbon fiber tanks. In terms of infra-
look much different
had been fully vacci- structure, significant investment in U.S. roads, bridges and water-
than “business as usual”
nated and almost % had ways are also being considered, with emphasis on resilient, long-
pre-pandemic. received at least one dose. lasting solutions as an integral part of any funding legislation. This
Cases have fallen dramati- provides a clear opportunity for composites, but can we finally
cally and large numbers of capitalize on it?
people have resumed outdoor and indoor activities. Over the U.S. Supply chain issues exposed by the pandemic are fueling
Memorial Day weekend at the end of May, U.S. airports processed legislation in many countries to increase investment in R&D for
almost two million travelers per day, roughly the same as were advanced technologies, including composites, with a focus on
flying prior to the pandemic. Over the same weekend, , growing domestic production of materials, parts and assemblies
spectators were at the Indianapolis  auto race, capped at % and improving economic competitiveness. Workforce devel-
of the , capacity for the track. Nonetheless, it was the largest opment will be a key component to growing production. The
crowd at a single event during the pandemic. pandemic led to layoffs and retirements, and reduced opportuni-
With many countries moving quickly with vaccinations, it’s ties for next-generation workers. How will we meet the demand for
tempting to declare victory over this coronavirus. However, there technicians, researchers and engineers to meet those needs?
is still a long way to go before the world reaches herd immunity, Finally, after many months of interaction via Zoom, Teams and
and even then, there is the chance future variants may yet elude other virtual platforms, how will we engage going forward? While
existing vaccines. It does look like the end is in sight, but a return technical service representatives will need to make customer
to normal will look much different than “business as usual” pre- visits, will sales calls remain virtual or will they return in person? If
pandemic. So much has changed in the past  months that, for it’s the former, does this make the large trade shows/conferences
every answer, there seem to be even more questions. like JEC, CAMX and SAMPE even more important for meeting
As mentioned above, air travel, especially among tourists, is face-to-face? There are still a lot of questions, and I’m looking
showing a robust recovery, with international routes expected forward to being part of the answers!
to open over the course of the summer months in the northern
hemisphere. But is this enough to spur airlines to release holds
on aircraft orders? Or will we have to wait until September, when
tourism ebbs, to see if business travel comes back strong? During
Dale Brosius is the chief commercialization officer for the
, recreational vehicles and boats set records for sales, as Institute for Advanced Composites Manufacturing Innovation
consumers changed how they spent time on vacations. Both are (IACMI), a DOE-sponsored public-private partnership targeting
large markets for composite materials, but will these two sectors high-volume applications of composites in energy-related
industries including vehicles and wind. He is also head of his
maintain higher-than-average levels of production? own consulting company, which serves clients in the global composites industry.
During the pandemic, a true transformation has taken place His career has included positions at U.S.-based firms Dow Chemical Co. (Midland,
in the automotive market, as I wrote in January. While internal MI), Fiberite (Tempe, AZ) and successor Cytec Industries Inc. (Woodland Park,
NJ), and Bankstown Airport, NSW, Australia-based Quickstep Holdings. He served
combustion engines (ICEs) still dominate today’s powertrains, as chair of the Society of Plastics Engineers Composites and Thermoset Divisions.
electric vehicles (EVs) are clearly the future, based on country Brosius has a BS in chemical engineering from Texas A&M University and an MBA.

8 JULY 2021 CompositesWorld

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 DESIGN & TESTING

Composite testing
challenges, Part 3:
Testing systems
» In Part  and Part  of this series on composites testing, I
covered the types of standardized mechanical tests currently avail-
able for composite materials and recent developments in strain
measurement, respectively. In the final installment of this series, I
will discuss the recommended system requirements that will help
you test these materials accurately and efficiently.

Testing systems for composites

Several factors need to be considered when configuring a system
for testing composites (Fig. 1). First and foremost, tests need to
be conducted in compliance with the appropriate standards and
audit requirements. This means the system must be able to accom-
modate the fixtures needed for each test and meet requirements
regarding specimen alignment and other factors. This includes
providing the correct test environment, so that any required fixtures
can operate reliably within it. Moreover, the process for changing
the test setup should be simple in order to maintain high levels of
productivity, and the system should be easy to use and minimize
the skill level required by the operator, which reduces the likeli-
hood of errors and optimizes productivity.
Because composite specimens can experience explosive FIG. 1 Instron 6800 Series Universal Testing System with an environmental
failures, testing machines should have a high axial stiffness and be chamber, used for testing composites at non-ambient temperatures.
very robust to reduce and resist wear and tear from these repeat- Source (all images) | Instron
edly large shock forces. They should also have a high lateral stiff-
ness and an accurate guidance system to maintain alignment,
particularly when performing compression tests. medium is usually on the order of days or weeks, and the majority
It is desirable to have a force measurement system (load cell and of short-duration static property testing is conducted in a chamber
electronic signal processing) with a wide measurement range, as that provides a temperature-only environment. Chambers designed
this eliminates the need to change the load cell when switching for testing at low and high temperatures are generally equipped
from high force tests (e.g., tension/compression) to low force with electrical heating elements and cryogenic injection systems
tests (e.g., ILSS). It is also important that machine electronics for cooling (usually liquid nitrogen or carbon dioxide). Mechan-
are protected against the ingress of carbon fiber dust and debris, ical cooling (refrigeration) systems are also available. Although
which is conductive and can damage electronics. mechanical systems generally do not provide the high cooling rates
and minimum temperatures that can be achieved with cryogenic
Test environment injection cooling, they are suited to provide constant temperatures
The most common testing environment for composite materials for long-term tests.
is at elevated temperatures, generally in the range of 80-250°C.
Specimens may be conditioned in specific environments prior to Grips and fixtures
testing, typically to temperature, humidity and exposure to liquids Suitable grips for composites testing include manual and hydraulic
such as water, fuel and hydraulic fluids. The time taken for polymer wedge grips. For demanding aerospace testing, hydraulic wedge
composite materials to achieve equilibrium with a conditioning grips are generally preferred because of their accurate alignment

10 JULY 2021 CompositesWorld

 Composite testing systems

FIG. 2 Alignment software can provide data on speci-

men bending and the concentricity and angularity of errors.

and repeatability. However, well-designed

mechanical wedge grips can also provide accept-
able alignment. For safety and reliability, hydraulic
grip solutions for non-ambient testing will usually
place the hydraulic components outside of the
temperature chamber. In most cases, it is best
to leave the grips permanently fixed in place on
the test machine and use “piggyback” adapters
as necessary to mount any test fixtures such as
compression platens or bend fixtures onto the
grips. This approach reduces the need for handling
heavy items and maintains grip alignment.

Alignment
Accurate alignment is very important when testing
composite materials due to the anisotropic and
often brittle nature of composite specimens. Adjustable align- signatures and traceability. Typically, verification and valida-
ment fixtures are available to ensure that testing systems meet the tion of users means regulating the access of specific individuals
alignment criteria required by specific audit programs used by the to different functions within the software. For example, a lab
aerospace industry, such as Nadcap AC7122/1. To be effective, manager will be able to create and modify test methods, while an
alignment fixtures need to allow adjustment of both concentricity operator will have limited access to the test parameters and only
and angularity while the machine load string is under load. The be able to run methods that have already been pre-configured.
accepted method of confirming alignment is to use a strain-gauged Electronic signatures enable users with the appropriate rights to
“alignment cell or specimen” to check the alignment under load. approve test results and documents.
The alignment cell should have dimensions that are as close as It is also possible to produce audit trails of changes to methods
possible to the specimens being tested. Typically, the alignment and test results. For example, when a new version of a test
cell will be fitted with two or three groups of four strain gauges. It is standard is published and a test method is modified, this will be
possible to record the outputs of the gauges and manually calcu- recorded in a file revision number along with a list of all changes.
late the bending caused by misalignment, but this is a complex and
tedious process. Fortunately, software is available that provides a The future of composites testing
display of both the bending and the concentricity and angularity Composites testing will continue to be driven by the development
errors in real time (Fig. 2). of new materials and processes and the expansion of new markets
for composite materials. The mechanical testing of composite
Test machine software materials is complex and involves a range of test types and stan-
Software is responsible for controlling the testing machine, dards, along with the need to condition and test in a variety of envi-
collecting data from the test and analyzing the data to produce ronments. Integrated test systems with aligned grips, interchange-
test results. The latest generation of testing software is capable of able fixtures and intuitive software with pre-configured methods
all of this and much more. For instance, touchscreen technology will continue to make testing as easy, accurate and efficient as
can simplify and enhance the way in which an operator interacts possible.
with the system. Data and reports can also be exported to networks
and databases, and software can integrate the system with other
devices such as temperature chambers and dimensional measure-
ABOUT THE AUTHOR
ment devices. Libraries of pre-configured test methods for standard
composite test types are available to help simplify the management Ian McEnteggart has a physics degree from Birmingham
of the wide range of tests commonly encountered in a composite University and has worked for Instron (Norwood, Mass., U.S.)
testing lab. for 41 years, currently serving as the composites market
manager. In the field of composites, he is active in the
Security is also an important consideration. Key elements development of international standards for materials testing
of security are verification and validation of users, electronic and is chair of the BSI PRI/42 Composites Standards Committee.

CompositesWorld.com 11
 GARDNER BUSINESS INDEX: COMPOSITES FABRICATING

Composites Index sustains a third

month in record territory
May—62.6
» The Composites Index rose slightly in May to 62.6, marking the third consecutive month in ABOUT THE AUTHOR
which the Index has bested its pre-pandemic high in 2018. The index was propelled higher by
rising supplier delivery, new orders and backlog readings. A slowing contraction in export orders, Michael Guckes is the
Chief Economist/Director
in addition to slowing expansion in employment and production, kept the index from making of Analytics for Gardner
further gains. Generally, expansion across the industry has been uneven in the year-to-date Intelligence, a division of
period due to the industry’s large exposure to the aerospace market, which remains fragile. In Gardner Business Media
(Cincinnati, Ohio, U.S.). He has performed
contrast, fabricators have found relatively greater success serving the automotive and custom economic analysis, modeling and forecasting
processing markets. work for nearly 20 years in a wide range of
Overall, May’s data reported a fourth consecutive month in which new orders activity signifi- industries. Guckes received his BA in political
science and economics from Kenyon College
cantly outperformed production. Historically, new orders and production readings have kept a and his MBA from Ohio State University.
very tight relationship, with production frequently posting a slightly higher reading. This supply [email protected]
and demand imbalance, seen in successive months, has significantly affected the industry in two
critical ways. The first has been quickly rising backlog levels to new all-time highs, and the second
has been rising material prices that affected virtually all surveyed fabricators in May.

GBI: Composites Fabricating Composites Fabricating

Business Index
The Composites Index edged higher in
May due to elevated supplier delivery, new
orders and backlog readings.

GBI: Composites Fabricatingg — Material Prices and

a d Supplier
ppl Deliveries
l s Index activity divergence
(3-month movingg average)g ) Backlogs are soaring as difficult supply
chain conditions and strong new orders
Materiall Prices
M activity cause demand to overwhelm supply.
Supplier
pp Deliveriess This situation is causing upstream prices to
rise, reflecting fabricators’ desperation for
the materials needed to complete orders.

PRESENTED BY

Stay ahead of the curve with Gardner Intelligence.

Visit the blog at gardnerintelligence.com or e-mail [email protected]

12 JULY 2021 CompositesWorld

October 5-7

October 5-7
 TRENDS
STELIA Aerospace converts its automotive experience into industry-leading storage
efficiency for fuel cell applications, CW’s Scott Stephenson sits down with Kane Robotics
COO, Alan Hiken, to discuss composites use in commercial aerospace and an Evonik-led
group is designing an epoxy SMC battery housing concept for the automotive industry.

AEROSPACE

STELIA Aerospace Composites advances hydrogen storage

STELIA Aerospace Composites (Salaunes,
France) has a deep reservoir of composites
expertise, spanning multiple locations, parts
and processes. Its site in Bordeaux employs
330 people with 40,000 square meters
of workshops and its own integrated test
laboratory. It also comprises three core
business segments: aerostructures, aircraft
cabin components and filament-wound gas
storage systems. The latter can be used
for anything from oxygen to nitrogen to
hydrogen, and has been a core business
segment for more than 35 years.
“STELIA Aerospace Composites is well-
known within the pressurized gas storage
field,” says Christophe Blois, chief technical
officer for STELIA Aerospace Composites.
“But now, with all the different green aircraft
Source | STELIA Aerospace Composites
announcements and the transition to a
zero-emission economy being supported
by the French and EU governments, we’re having more and hydrogen tanks from STELIA Aerospace Composites. In
more companies contact us.” April 2018, the two companies jointly exhibited a cutting-
As a subsidiary of STELIA Aerospace, most of STELIA edge hydrogen storage tank prototype at the Hyvolution
Aerospace Composites’ manufacturing experience has been event in Paris.
with pressure vessels for aerospace and defense applica- As CW Senior Editor Ginger Gardiner explains with
tions. For example, it has produced composite tanks for co-author Mike Favaloro in the 2021 SAMPE paper titled,
hydrogen storage ranging from 2.4-143 liters and pressures “Projected growth rate of carbon fiber usage in hydrogen
from 100-700 bar. “We have industrial filament wind- powered vehicles,” the main issue for compressed gas tanks
ing capacity for tanks up to 5,000 liters,” says Blois, “and is the low volumetric density of hydrogen gas. Even at a
specialize in the complete design of tanks, tailored to meet pressure of 700 bar, compressed gas (CGH2) tanks must
our customer’s technical needs.” be larger than liquid hydrogen (LH2) tanks. This is why the
In November 2016, STELIA Aerospace Composites aviation industry is looking at LH2 for aircraft and why auto-
announced it had developed a new 140-liter carbon fiber/ makers are seeking solutions to the space and weight issues
epoxy composite storage tank for hydrogen aimed at of CGH2 tanks. Also, the higher pressure and large size
improving range for fuel cell electric vehicles (FCEVs). This needed to meet the required vehicle range by different car
is roughly the same volume of hydrogen stored in the 2021 and truck manufacturers increases the amount of carbon
Toyota Mirai and Honda Clarity FCEVs. However, only the fiber-reinforced composite needed, and thus tank cost.
Clarity uses a single tank. The other two FCEVs currently in Blois, when asked about his company’s work with Air
production — the Mirai and the Hyundai Nexo — both use Liquide and whether the global industrial gas company
three tanks. could be serious about developing composite storage tanks,
Further, Faurecia announced in a May 2017 press release says, “They are interested in composite tanks for hydrogen,
that it had acquired an exclusive license to the intellectual and we have worked with them. In general, composites are
property and process know-how regarding composite really only used for mobile systems due to the amount of

14 JULY 2021 CompositesWorld

 Advancing hydrogen storage

hydrogen needed for vehicle range

and a push to reduce weight to extend BIZ BRIEF
that range. For stationary applications,
there has not been much interest for a Presented by CompositesWorld, “CW Tech Days: Composites in the Hydrogen Economy” is
composites solution.” a webinar series featuring experts presenting updates on the emerging hydrogen economy
Can large tanks use pressures and the opportunities for composites in this lucrative space. Topics examine the demand for
greater than 700 bar? “Pressures up hydrogen as an energy source, the role composites can play in the transport and storage of
to 1,000 bar can be considered,” says hydrogen and more. The series can be viewed on-demand at compositesworld.com/webinars.
Blois. “The thickness of the composite
walls in the tank is directly linked to
the service pressure and to the tank
diameter. Currently, there is a limit in
the tank wall thickness beyond which • Over 40 types of

W yoming
the performance of the composites fixtures in stock,
decrease.” ready to be shipped.

T est
What about using liquid versus • Expert consultation
compressed gas hydrogen for avia- with Drs. Dan and
tion? “Due to the large quantity of Don Adams

F ixtures
hydrogen necessary in an aircraft, • Email or call today to
the higher density of cryogenic gas discuss your fixture and
custom design needs.
is more interesting than compressed INC.
gas,” says Blois. “However, it is hard
to maintain a temperature of 40°K to MODIFIED D695 COMPRESSION TEST FIXTURES
80°K [-233°C to -193°C] in tanks for
such a long time. It is still necessary
to work on technical solutions.”
Is there an opportunity to use
thermoplastic composites in hydro-
gen tanks? “For the structure of the
vessel in future tanks, but not for
today,” says Blois. “For 700-bar tanks
on a large scale today, it isn’t efficient
to use thermoplastic composites
and achieve the performance in the
tank vessel. However, the technol- Boeing Modified D695
ogy of the thermoplastic liners (for BSS 7260
Type IV tanks) is indeed key to the
tank performance, and in the future,
a global thermoplastic tank may be
able to increase recyclability and
sustainability.”
Where do you see the market for
composite hydrogen storage tanks in
the next five to 10 years? “In the first
five years, we think work will continue prEN 2850 SACMA
on hydrogen gas storage tanks, and End Loaded Compression SRM 1
there is still a lot of homework for us
to do,” says Blois. “Knowing that the We provide quotes for a variety of grips, fixtures, and jigs. We carry
first tests in aircraft are now being over 40 types of fixtures in stock, available for immediate delivery.
performed using hydrogen gas stor- Email or call us today. We look forward to hearing from you.
age, there will be some time required
Dr. Donald F. Adams, President Dr. Daniel O. Adams, Vice President
to develop the necessary technol-
50+ years of Composite 40+ years of Composite
ogy and reach maturity on liquid Testing Experience Testing Experience
hydrogen storage, but that should be
possible in several years.” 2960 E. Millcreek Canyon Road
Salt Lake City, UT 84109 email: [email protected]
Read the full article online at Phone (801) 484.5055 www.wyomingtestfixtures.com
short.compositesworld.com/STELIAh2

CompositesWorld.com 15
 TRENDS

Episode 38: Alan Hiken, Kane Robotics

In this latest podcast, CW’s Scott Stephenson, director for strategic initiatives and events,
sits down with Alan Hiken, COO of Kane Robotics. Alan has long experience with compos-
ites use in commercial aerospace applications — specifically the fuselage. Alan discusses
his work on the Large Aircraft Composites Fuselage Program (LACF), NASA’s Advanced
Composites Technology Fuselage, development of IML tools for the 787 fuselage, the pros
and cons of IML and OML fuselage design and the role of automation in a fast-changing
manufacturing world. This Q&A is excerpted from the CW Talks podcast and is edited for
clarity. To hear the entire interview, please visit www.compositesworld.com/podcast.

SS: So Alan, you mentioned the U.S. Air Force LACF Another significant component of the ACT program was
program in the ‘80s. What about the lessons learned from the development of a cost model for evaluating the cost
NASA’s Advanced Composites Technology or ACT fuselage effectiveness and reproducibility of the various designs,
program? How are they different from the LACF and was tooling approaches and materials. I think those were all
it just a continuation of technology that you picked up on things that fed Boeing as they developed the structural
the LACF that went further in the ACT program? concepts for what would lead into the 787. They studied
AH: Actually, the ACT program was much larger and had stiffened skin structures with combinations of co-curing,
many more companies and universities involved. There co-bonding, bonding and mechanical attachment of the
were also larger budgets as well that go with that and stringers and frames to either monolithic skins or sandwich
more directed focus on what they were trying to achieve. panels. They looked at AFP (automated fiber placement)
It really dug into the details of the preferred structure and contoured tape length for skin fabrication. For frames,
or arrangement for large commercial aircraft composite they were looking already at resin transfer molding (RTM),
fuselage, skins and frames and the associated manufac- compression molding and even pultrusion and stretch
turing processes to fabricate those preferred structural forming of thermoplastics, and various configurations like
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16 JULY 2021 CompositesWorld

 Q&A
NEWS

One significant lesson that they [Boeing] learned was to be overnight, especially for the commercial industry.
the blind nature of trying to fully integrate the skin frame I think the defense and the space industries have fared
stringer structure using flexible caul plates and custom-fit much better during this time, and they seem to have
rubber bags — it was just too risky to develop that fully continued on as best they could despite the COVID-19
integrated structure. So, they settled on the co-curing of crisis. In a lot of cases they have actually been helping to
stringers in the IML tooling, and the mechanical attach- sustain the supply base that was lucky enough to have
ment of frames as the preferred concept, and that was dual military and commercial programs.
what ended up going into the 787.
SS: Can you discuss a little bit how tooling design and
manufacturing advances sort of
coincided with each other, and were
co-developed during the process
of this evolution of the composite
fuselage?
AH: Tooling was clearly an enabler
to building a large composite
fuselage, and the ability to produce
very large and accurate tools was a
key factor in that the ACT program
certainly proved how important the
tooling was to the producibility of
large, integrated composite struc-
ture. This included large multi-axis
machining capability, laser measur-
ing and tracking systems, as well as
the wide use and availability of Invar.
Those were all key enablers to being
able to build the 787 fuselage and
the A350 fuselage. And when Invar
was too heavy, Spirit AeroSystems
incorporated a BMI-cured tooling.
Boeing also used composite tool-
ing on fuselage sections 46 and 47,
after they had some early genera-
tion room-temperature cure tooling
challenges.
SS: Recently we had the 737
MAX grounding and then COVID-19.
Assuming further composite fuselage
development eventually continues
for single-aisle aircraft, what do
you think are the major challenges
from your experience, besides rate?
What might be some new enabling
technologies to increase rate and
overcome some of these technical
challenges?
AH: Well, I think you’re certainly
going to start seeing more automa-
tion being applied. I hope that the
industry is using this COVID-19 pause
to better understand their exist-
ing operations, to lean them out, to
look at process improvements and
to prepare themselves for when the
industry does start to shake out
again. I don’t think that it’s going

CompositesWorld.com 17
 TRENDS

AUTOMOTIVE

Evonik-led group targets epoxy SMC

for EV battery housings
Evonik Industries (Essen, Germany) reported in February 2021 that it is
leading a consortium that has developed a lighter and more cost-effective
high-voltage battery housing concept for e-mobility solutions using glass
fiber-reinforced epoxy sheet molding compound (SMC). The holistic
battery system concept is designed to offer the automotive industry a
safer and more energy-efficient alternative to metals or higher priced
carbon fiber-reinforced plastics (CFRP).

Source | Evonik

The consortium includes Evonik, Forward Engineering (Munich,

Germany), LION Smart (Garching, Germany), Lorenz Kunststofftechnik
(Wallenhorst, Germany) Vestaro (Munich, a joint venture of Evonik and
Forward Engineering) and, most recently, MINTH (Jiaxing City, China).
The composite battery housing concept developed by the consortium
can be used for three battery sizes: 65 kilowatt-hours (kWh), 85 kWh and
120 kWh for use in various vehicle sizes and classes. CW spoke with engi-
neers from Evonik and Vestaro to learn more about the consortium, the
epoxy SMC, the housing design and the consortium’s go-to-market plans.
Sebastian de Nardo, manager applied technology ECA composites
and adhesives at Evonik, says the genesis of the battery housing spans
back several years. Evonik, he says, recognized in the broader compos-
ites market a need for an epoxy SMC that would reduce VOC exposure,
process quickly and easily, reduce weight and provide performance and
mechanical properties better than standard SMC.
This led first to Evonik’s development of VESTALITE S, a new amine-
based epoxy hardener that, says de Nardo, enabled many of the attributes
sought in an epoxy SMC. VESTALITE S is said to be compatible with any
epoxy and improves viscosity, reactivity and glass transition temperature
(Tg). It also offers a fiber volume fraction (FVF) of up to 65% and low
residual shrinkage through the B-stage. Evonik worked with compounder
Lorenz Kunststofftechnik on development of the epoxy formulation with
the VESTALITE S hardener, and then turned its attention to finding an
application.
Evonik, says de Nardo, identified e-mobility battery housings as a good
option given the demanding mechanical, weight and cost requirements.
The company eventually connected with battery technology firm LION
Smart and, working with Forward Engineering, began design of a housing
to enclose and protect LION Smart’s battery technology.
The resulting design, says de Nardo, is completely novel and checks off
several features that, Evonik hopes, will make the housing a good fit for
e-mobility OEMs. Such features include simplicity, scalability, minimal parts
count and ease of assembly. Design specifics of the housing include a flat
aluminum bottom, penthouse geography in a glass fiber/epoxy SMC top

18 JULY 2021 CompositesWorld

 Evonik epoxy SMC battery housing
NEWS

cover, molded-in structural ribs, molded-in inserts, molded- Canada) press. The mold was developed by Lorenz
in mounting points and easy cover sealing during assembly. Kunststofftechnik, which likely will manufacture the hous-
The battery technology the housing encloses, developed ing if and when it enters production. Taschner says the
by LION Smart, is called the LION Light Battery. It consists reaction time of the epoxy SMC was about three minutes at
of multiple Supercells. Each Supercell is immersed in a 150°C. VOC emissions, which are typically 969 g/g for vinyl
dielectric coolant, which provides a low average operat- ester SMCs, were just 9 g/g for the epoxy SMC, with no
ing temperature that extends battery life. This technology styrene emissions.
requires integration of a coolant pump within the housing With a mechanically and thermally viable product in
and a heat exchanger outside the housing, which the design hand, and with a process that can accommodate relatively
accommodates. The modularity of the LION Light Battery high manufacturing volumes, Vestaro is now working with
design allows expansion up to 120 kWh, and with further e-mobility OEMs inside and outside of Europe, as well as
design adjustments it can be extended to accommodate automotive Tier 1 suppliers, on implantation in a produc-
high-energy EVs, such as buses and trucks, which typically tion vehicle. If and when this housing comes to fruition in a
require 200-kWh systems. commercialized vehicle, Taschner from Vestaro expects the
Evonik also worked with Vestaro to validate the process- design will be modified to meet the working envelope and
ability of the epoxy SMC housing. Philipp Taschner, proj- requirements of the powertrain itself. “We would adjust this
ect engineer at Vestaro, says the company manufactured concept to the requirements of the OEM,” he says, adding
several hardware demonstrators in an already existing that the addition of MINTH to the consortium provides
complex SMC tool to prove the processability of the mate- “expertise in metal structures and large-scale production.
rial under real-life conditions. The demonstrator hous- They add great value to the already existing partnership.”
ings were produced in a Dieffenbacher (Windsor, Ontario, Read the full article online at short.compositesworld.com/EvonikEV

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CompositesWorld.com 19
 WORK IN PROGRESS

Forged molding compound:

Extending SMC capabilities
New material, design, process combination approaches
prepreg performance with chopped carbon fiber SMC.

By Peggy Malnati / Contributing Writer

Preserving isotropic
FMC Low-Flow Molding orientation
Low-flow specimen shows more uniform strain distribution and parallel tow/fiber breakage
A key element of Mitsubishi’s new
forged molding compound (FMC)
carbon fiber-reinforced SMC is the use
of low-flow (but not low-pressure)
compression molding, which helps
preserve isotropic fiber orientation/
distribution in the material to yield
parts with high complexity and high
Traditional High-Flow Molding mechanical properties for use in
High-flow specimen shows high strain concentration area swirling and fiber bunching, single fracture structural applications (upper image;
point cross-flow direction). Using FMC in
conventional high-flow compression
molding (lower image; cross-flow
direction) destroys the isotropic prop-
erties and can lead to property loss.
Source (all images) | Mitsubishi Chemical Corp.

»Sheet molding compound (SMC) is a workhorse composite — in the form of a tough, thermoset-
ting, B-staged, compression moldable sheet-form molding compound — used commercially since the
early 1960s. However, as compounders extend technology to more novel resins, reinforcement types
and formats, SMC is being reinvented. With new kinds of SMC come new application opportuni-
ties, as with a new product developed by Mitsubishi Chemical Corp. (Tokyo, Japan) with engineering
support from Gemini Composites LLC (Seattle, Wash., U.S.), which Mitsubishi acquired in 2017.
Called forged molding compound (FMC), the material is an advanced SMC reinforced with chopped
carbon fiber and developed for structural applications with fairly complex designs using a compres-
sion molding variant.

Highly moldable, isotropic and better performing

FMC edges closer to prepreg performance while retaining more of SMC’s processability and afford-
ability. It combines industrial-grade carbon fiber tows, which are chopped and split into smaller
bundles, then impregnated with vinyl ester (VE) or epoxy matrices. By splitting larger tows into finer
bundles, it’s possible to achieve materials with better and more uniform mechanical performance at
lower cost than starting with aerospace-grade tows. Cure occurs in 40-120 seconds at 130-150°C.
“While there are many different continuous carbon fiber composites, they have limited applica-
tion,” explains Koichi Akiyama, president, Gemini Composites and one of the developers of FMC.
“What we wanted to create was a high-performance, chopped carbon fiber material that could be
used in a much wider variety of applications and formed on commonly available equipment. FMC
technology really consists of three factors. It involves an advanced material, an optimized molding

20 JULY 2021 CompositesWorld

 Forged molding compound
NEWS

Tensile Strength & Modulus Deep Rib Molding

Top Specimen
i n
400 40
Ribb Specimenn
Tensile Strength (MPa)

Tensile Modulus (GPa)

300 30

200 20

100 10
Deep Rib Molding Condition
0 0 Mold Coverage: 95% charge only on top, no insert in rib
15K 3K FMCTM Part Thickness: Top 2.0 mm, Rib root 3.0 mm, Ribtop 2.0 mm
Rib Height: 43 mm, Rib Draft angle: 1°
Tensile Strength Tensile Modulus Mold pressure: 10 MPa, Mold Temp: 140°C

Flexural Strength & Modulus Tensile Strength Retention of Top & Rib Specimens

700 40
100
600
Flexural Modulus (GPa)
Flexural Strength (MPa)

30 80
Strength Retention (%)

500
400 60
20
300
40
200 10
20
100
0 0 0
15K 3K FMCTM 15K 3K FMC

Flexural Strength Flexural Modulus Top Specimen Rib Specimen

Optimizing mechanical properties and Complex geometry capabilities

performance Even though FMC is capable of penetrating deeply into tall ribs, it does a better job
FMC takes advantage of a well-established phenomenon in the composites of preserving tensile strength between base and tip than either 15K or 3K CF-SMC.
industry that smaller/finer carbon fiber tows yield materials with better fiber
wetout/bonding and parts with better properties when compared to traditional
SMC. Even though FMC starts with industrial-grade carbon tows, by splitting and
then chopping them into fine tow bundles, FMC achieves better performance carbon fiber composites in structural applications with complex
than even 3K CF-SMC in molded parts.
geometry at an affordable cost,” recalls Akiyama. “However, we
were convinced that if we could find the right combination of
material, process and design, then what had previously been
process and dedicated design. Together, these factors enable FMC impossible would become possible.”
to replace lightweight metals in structural applications at signifi- One focus was on formulation of high-performance epoxy
cantly lower weight.” resin and sizing systems to support robust mechanical properties
and short molding cycles necessary for high-volume, cost-sensi-
Foundational research tive end markets like automotive. Another goal was to develop a
Interestingly, technologies that would prove key to FMC develop- method to affordably deploy small-tow count carbon fiber.
ment began as separate research projects around 2015. Initially, “It’s well established in the industry that smaller/finer carbon
the team’s focus was on increasing the performance of Mitsubi- fiber bundles yield higher properties, but such fiber is expen-
shi’s own 3K and 15K chopped carbon fiber SMC (CF-SMC) rather sive owing to manufacturing challenges and the resulting yield,”
than developing a new material. The goal was to produce a true Akiyama explains. “That led us to start by splitting larger tows.
isotropic composite with chopped fibers in complex shapes that Interestingly, tests show we’ve achieved higher molded properties
offer mechanical performance closer to prepreg. with FMC than with K CF-SMC.”
“Nothing was easy about trying to find ways to use chopped A major challenge was to achieve isotropic fiber distribution

CompositesWorld.com 21
 WORK IN PROGRESS

between X and Y axes by developing a tightly controlled

FMC Design
compounding process that eliminates the inherent machine-direc-
tion bias characteristic of all chopped fiber SMC. This bias leads
to a higher coefficient of variation (CoV) of mechanical properties
— a feature exacerbated by conventional high-flow compression
molding.
“To achieve isotropic fiber distribution in a molded part, the
starting material must have an isotropic fiber distribution,” explains
Akiyama. “We had a clear vision of what the ideal shape, size and
distribution of chopped fibers in the material needed to be. The big
Metal Design challenge was how to achieve this.”
By , the team had developed the split-tow carbon fiber and
high-performance epoxy resin system. Next, they finalized work
on a special chopping unit, which not only produced fine fiber
bundles (<K tows) quickly and controllably, but disbursed/distrib-
uted those bundles isotropically across the sheet during SMC
compounding.
“Split-tow carbon fiber does break up into smaller bundles
during chopping, but those bundles weren’t small enough to
FMC automotive suspension component provide the level of property enhancement we sought,” continues
An early FMC demonstrator was an automotive suspension component ~362 x 63 Akiyama. “We developed proprietary equipment and a process to
x 70 mm and 3-13 mm thick. break bundles up further and achieve the type of fiber distribu-
tion we believed would give us both excellent properties and good
moldability.” Because FMC doesn’t rely on flow in the tool to help
mix material, impregnation and compounding steps have to be
Rev 0 Rev I Rev II
carefully controlled to ensure very low variation in mechanical
Design Aluminum Part Aluminum Part FMC Design
Design Design properties.

Material 15K CF-SMC FMC FMC

Low-flow, not low-pressure
Molding Process Traditional High- FMC FMC Development soon accelerated thanks to opportunities to use FMC
Flow
in primary automotive body structures. The main challenge, as
Weight Reduction from 47% 47% 41%
Aluminum Part
mentioned above, was how to mold it without losing those isotropic
properties. Further testing indicated that if FMC was allowed to flow
during compression molding like traditional SMC, it not only would
lose isotropic fiber alignment, but excessive flow would produce
Aluminum defects and property loss. Fortunately, Gemini Composites, which
Part Ultimate
Compression Failure Load

had been developing low-flow molding for structural CF-SMC,

proved a perfect fit for FMC. It also made Gemini an ideal acquisi-
tion target for Mitsubishi. Since then, Gemini has led FMC design
Aluminum
Part Yield and process development to ensure isotropic properties are not lost
during processing.
With FMC, material flow in the tool must be limited, which
requires a different approach to mold design, part design and
processing. For example, with straight vertical walls, it’s difficult to
Rev 0 Rev I Rev II charge enough material on the feature. With conventional SMC,
such walls are commonly filled by flowing material from another
Comparing design performance area of the part, inadvertently making the material (and resultant
The benchmark cast aluminum part was first directly converted to 15K CF-SMC part) more anisotropic owing to greater fiber movement. To fill
(Rev 0) using the metal design and high-flow molding. This reduced mass 47% vertical walls with FMC, Akiyama says ingenuity and experience
vs. the benchmark, but at lower compression performance. Next, the metal design are needed to not only fill the geometry but also compensate for
was minimally modified to be moldable in FMC with low-flow molding (Rev I). This
negative effects resulting from the inevitable material flow — a far
design achieved the same 47% mass reduction, but at somewhat higher compres-
sion performance. Finally, the part was redesigned specifically to take advantage more complex approach.
of FMC material and low-flow molding (Rev II). This time, mass was 41% lower but “We can design with some angles if there is acceptable space in
compression performance was much higher than the benchmark. the part,” explains Akiyama. “And we can even use a straight wall if

22 JULY 2021 CompositesWorld

 NEWS
Forged molding compound

that is essential to the design. However, we would modify geometry FMC,” Akiyama adds. “Since we can make a mold for the cost of
in another area of the part to minimize flow up the vertical wall. We machining a few metal parts, if more than a handful of parts are
could also use special mold features like slides, or split the part to needed, we will be competitive.”
charge enough material to fill the wall. Therefore, it’s very impor- Not yet ready for commercial production, which should begin
tant for the part designer, toolmaker and the Gemini team to work later this year, Mitsubishi is sampling VE- and epoxy-based resin
closely so both part and mold are low-flow friendly.” systems to interested customers, while Gemini provides engi-
It’s important to clarify that while material should not flow neering support. Epoxy formulations permit room-temperature
much — with layups designed to cover -% of the tool before storage for up to two weeks, unlike conventional epoxy prepreg,
press closure to purposely leave little room so as to restrict flow — which requires cold storage. The first commercial applications are
the process is neither no-flow, nor low-pressure molding. This is in likely a few years away. Although the company can theoretically
comparison to average tool coverage with traditional SMC which, cut its split-tow fibers to any length, they initially will be offered in
depending on part complexity, surface finish, etc., typically ranges standard ,  and  millimeters, with fiber volume fractions of
from -% and can be as broad as -%. Additionally, the -%. Grades with better flame/smoke/toxicity (FST) proper-
usual SMC molding pressures of - MPa are also used in FMC. ties and higher glass transition temperatures (Tg) are said to be in
Fulfilling one FMC program goal, properly designed parts can fill development. Targeted automotive applications include compo-
complex geometry like ribs. Reportedly, FMC retains % and % nents for large body structures, suspension, powertrain, crash
of nominal tensile strength at, respectively, the top and bottom of box and EV battery enclosures. Other industries considering FMC
deep ribs. Akiyama says FMC fills complex geometry better than include aerospace/defense and industrial.
K CF-SMC. Given the large mold coverage of a charge of FMC, it’s
useful to lay up near net-shape charges in a preform jig like conven-
tional prepreg or SMC. This helps balance the shape and weight of
the charge and speeds manual or robotic loading of the press.
Contributing writer Peggy Malnati covers the automotive and
infrastructure beats for CW and provides communications
New opportunities services for plastics- and composites-industry clients.
“With this technology, we’ve created a more homogenous struc- [email protected]
ture that provides excellent mechanical
properties and dimensional stability at
much-lower CoV versus traditional SMC,”
Akiyama continues. “There are more fiber
layers in the same thickness of material
than are seen with 3K CF-SMC, yet there
are also fewer resin-rich areas owing to the
excellent wetout we achieve. This enables
us to provide better properties more
economically.” Engineering Services ► Complex Shapes ► 5 Axis NC Milling
He notes that FMC technology actually Non-Destructive Testing (NDI) ► High-Precision Equipment
makes simulation work easier and more
accurately than with conventional SMC,
where molded parts often have lower-
than-predicted properties after material
flow and fiber orientation changes. That
flow can also cause defects, which lead to
failure at lower loads. “With FMC tech-
nology, we can eliminate most of the trial
and error usually needed to develop struc-
tural applications,” Akiyama adds.
While raw material prices will likely
be higher for FMC than aluminum, short
molding cycles, light parts and near-net
shape designs reduce material usage and
secondary finishing, which should help
make FMC parts roughly cost-comparable www.janicki.com
to aluminum parts. “Replacing machined 360.856.5143
metal parts is an excellent application for

CompositesWorld.com 23
 INSIDE MANUFACTURING

UV-cure prepreg
patch repair
Even though the carbon fiber/
epoxy prepreg repair that Custom
Technologies LLC developed for infield
composite bridges was demonstrated
to be simple and quick, a more
expedient system was developed using
glass fiber-reinforced UV-cure vinyl
ester resin prepreg.
Photo Credit: Custom Technologies LLC

Easy-to-use kits enable infield repair of

composite structures
Portable kit enables patch repairs using UV-cure glass fiber/
vinyl ester or room-temp stored carbon fiber/epoxy prepregs
and battery-powered curing equipment.

By Ginger Gardiner / Senior Editor

»Modular deployable bridges are a key asset in military tactical patch repair is performed by a novice with no prior training. The
operations and logistics, as well as for restoring transportation feasibility of the technology was established by performing a series
infrastructure during natural disasters. Composite construction of analytical, material selection, test specimen fabrication and
is being investigated to reduce the weight of such bridges, which mechanical testing tasks, as well as small- and full-scale repairs.
in turn reduces the burden on transport vehicles and launch-
retrieval mechanisms. Composites also offer the potential to From cracked ship decks to bridge decks
increase load-carrying capability and extend service life compared The principal investigator for both SBIR phases was Michael
to metal bridges. Bergen, founder and president of Custom Technologies LLC.
The Advanced Modular Composite Bridge (AMCB) is one Bergen retired from Naval Surface Warfare Center (NSWC) Card-
example, designed and built using carbon fiber-reinforced epoxy erock with a 27-year tenure in the Structures and Materials Depart-
laminates (Fig. , p. ) by Seemann Composites LLC (Gulfport, ment, where he managed the development and application of
Miss., U.S.) and Materials Sciences LLC (Horsham, Penn., U.S.). composite technologies for the U.S. Navy fleet. Dr. Roger Crane
However, the ability to repair such structures in the field has been joined Custom Technologies in 2015 after retiring from the U.S.
an issue hindering the adoption of composites. Navy in 2011 with 32 years of service. His composites expertise
In , Custom Technologies LLC (Millersville, Md., U.S.) was includes technical publications and patents covering topics such
awarded a Small Business Innovation Research (SBIR) Phase I as new composite materials, prototype manufacturing, joining
grant funded by the U.S. Army to develop a repair method that can methods, multifunctional composites, structural health monitoring
be performed successfully by soldiers in the field. Based on this and composite repair.
method, a Phase II SBIR grant was awarded in  to demonstrate These two experts had already developed a unique process that
new materials and battery-operated equipment that could restore used composites to repair cracking in  aluminum superstruc-
% or more of the structure’s original strength, even when the tures on the USS Ticonderoga CG- class guided-missile cruiser.

24 JULY 2021 CompositesWorld

 NEWS
Infield repair for composite structures

“That process was developed to reduce crack

growth and serve as an affordable alternative to a
$- million deck plate replacement,” says Bergen.
“Thus, we had demonstrated that we knew how to
do repairs outside of the lab and in a real service
environment. But the challenge was that current
methods for military assets are not very successful.
The options are a bonded doubler repair [essen-
tially gluing a plate on top of the damaged area]
or remove the asset from service for depot level
(D-level) repairs. There are so many assets sitting
off to the side because a D-level repair is required.”
What is needed, he continues, “is a method
that can be executed by a soldier with no experi-
ence in composites, using only a kit and repair
manual. Our goal was to make the process easy:
Read the manual, assess the damage and do the
repair. We didn’t want any mixing of liquid resins
because that requires precise measuring to ensure full cure. We
also needed a system with no hazmat waste to handle after the
repair is completed. And it had to be packaged as kits that can be
deployed by the networks already in place.”

Novel bonded patch materials

One solution that Custom Technologies has successfully demon-
FIG. 1 Composite bridges, key infield assets
strated is a portable kit that enables a bonded composite patch,
tailored to the size of the damage — up to a maximum of 12 square The Advanced Modular Composite Bridge (AMCB) was designed and built
by Seemann Composites LLC and Materials Sciences LLC using carbon fiber-
inches — using a toughened epoxy adhesive. Demonstrations
reinforced epoxy composites.
were completed on composites representative of the 3-inch-
Source | Seeman Composites LLC (top, left) and U.S. Army (bottom, right).
thick AMCB deck, which features a 3-inch-thick balsa core (15
pounds per cubic foot density) with faceskins comprising two
plies of Vectorply Corp. (Phenix City, Ala., U.S.) C-LT 1100 carbon
0°/90° biaxial stitched fabric, one ply of C-TLX 1900 carbon fiber higher glass transition temperature (Tg) is required. Both prepregs
0°/+45°/-45° triaxial and two more plies of C-LT 1100 for five plies are supplied in the portable repair kit as premade prepreg patch
total. “We decided the kit would use premade patches in a quasi- layups sealed in plastic film envelopes.
isotropic layup of similar multiaxials so that fabric orientation Because repair kits may be in storage for an extended time,
wouldn’t be an issue,” says Crane. Custom Technologies was required to perform a shelf-life study.
The next issue was the resin matrix for laminating repairs. “We bought four hard plastic cases — typical of the type the
To avoid mixing liquid resins, the patch would use prepregs. military uses for shipping equipment — and put samples of the
“However, the challenge for these is storage,” explains Bergen. To epoxy adhesives and vinyl ester prepreg in each one,” says Bergen.
develop a storable patch solution, Custom Technologies teamed The cases were then placed in four different locations for testing:
with Sunrez Corp. (El Cajon, Calif., U.S.) to develop a glass fiber/ on the roof of Gougeon Brothers’ facility in Michigan, on the roof
vinyl ester prepreg that cures in six minutes using ultraviolet (UV) of an airport in Maryland, outdoors at a facility in Yucca Valley
light. It also worked with Gougeon Brothers (Bay City, Mich., (California desert) and at an outdoor corrosion testing lab in
U.S.), which suggested using a novel flexible epoxy resin film. southern Florida. All of the cases had data loggers, Bergen notes,
Early investigations had already demonstrated that epoxy was “and we’d pull data and material samples every three months for
the most suitable resin for a carbon fiber prepreg — UV-cure vinyl evaluation. A maximum temperature of °F was recorded by the
ester works great with translucent glass fibers but does not cure boxes in Florida and California, which is a real challenge for most
beneath light-blocking carbon fibers. Based on Gougeon Brothers’ repair resins.” In addition, Gougeon Brothers tested the newly
novel film, the final epoxy prepreg demonstrated a one-hour cure developed neat epoxy resin in-house. “Samples held for months
at °F/°C with a long shelf life at room temperature — no in an oven at °F started to polymerize,” says Bergen. “However,
low-temperature storage is required. The resin will also cure at for corresponding samples held at °F, the resin chemistry
higher temperatures, says Bergen, for example at °F/°C if a advanced only a small amount.”

CompositesWorld.com 25
 INSIDE MANUFACTURING

1 This test panel shows the 3-inch hole diameter to simulate damage marked 4 The glass fiber/vinyl ester repair patch is cut to size and positioned on the
at center as well as the repair perimeter. repair area.

2 A battery-powered hand grinder is used to remove damaged material and 5 After a peel ply is placed over the repair area, the patch repair is cured
scarf a 12:1 taper to receive the repair patch. using a cordless UV light for six minutes.

3 The prepared repair area is then cleaned with a solvent wipe using 6 Completed UV-cured glass fiber/vinyl ester prepreg patch repair.
disposable alcohol pads.

26 JULY 2021 CompositesWorld

 Infield repair for composite structures
NEWS

Repair testing
To demonstrate the repair technology, representative laminates
had to be manufactured, damaged and then repaired. “In the Phase
I project, we initially worked with small-scale, 4 x 48-inch beams
and four-point bending tests to assess the viability of our repair
process,” says Crane. “We then transitioned to 12 x 48-inch panels
in the Phase II project, applying load to create a biaxial stress state
to failure, and then evaluated the repair performance. In the Phase
II project, we also completed repairs to a model of the AMCB we
had built.”
The test panels used to demonstrate the repair performance were
fabricated using the same pedigree in laminate and core as the
AMCB built by Seemann Composites, says Bergen, “but we scaled
down the facesheet thickness from . inch to . inch, based
on the parallel axes theorem. This approach, along with additional
7 For the carbon fiber/epoxy prepreg, the repair area was vacuum elements of beam theory and classical laminate theory [CLT], was
bagged and cured using a battery-operated hot bonder for one hour at used to relate the moment of inertia and effective stiffness of the
210°F/99°C. full-scale AMCB to more tractable and cost-efficient down-sized
demonstrative articles. We then used finite element analysis [FEA]
models developed by XCraft Inc. (Boston, Mass., U.S.) to refine the
design of the structural repairs.” Carbon fiber fabrics for the test
panels and AMCB model were purchased from Vectorply and balsa
core was supplied by Core Composites (Bristol, R.I., U.S.).
“We wanted to simulate a higher degree of damage in the test
panels than what is likely to be seen on infield bridge decks,”
Bergen explains. “So, our approach was to use a hole saw to make
a -inch-diameter hole. We then pulled the plug of damaged
material out and performed a : scarf using a handheld pneu-
matic grinder.”
For the carbon fiber/epoxy repair, explains Crane, once the
“damaged” facesheet material was removed and the appropriate
scarf applied, the prepreg was cut to width and length to match the
taper of the damaged area. “For our test panels, this required four
plies of prepreg that brought the repair material to be even with
the top of the original undamaged carbon facesheet. After this,
three overplies of the carbon/epoxy prepreg were centered over
this repair section. Each successive ply extended  inch on all sides
of the ply below, which provided a gradual load transfer from the
“good” surrounding material into the repaired area.” The total time
to perform this repair — including repair area preparation, cutting
and placing the repair material and applying the cure procedure —
was approximately . hours.
8 Repairs for both patch materials showed >75% strength restoration on Even though the carbon/epoxy repair is simple and quick, the
4-inch-wide beams and >90% strength restoration on larger test panels
team recognized the need for an even more expedient solution
and the AMCB model.
that could restore performance. This led to the exploration of the
UV cured prepreg. “Interest in Sunrez vinyl ester resin was based
on previous Navy experience with Mark Livesay, who founded
the company,” Bergen explains. “We began by providing Sunrez
with a quasi-isotropic glass fabric to prepreg with their vinyl
ester and evaluated the cure profile under varied conditions.
Further, knowing that vinyl ester resin does not provide as suitable
secondary bonding properties as epoxy does, there was an addi-
tional effort to evaluate various bondline coupling agents and
qualify one for this application.”

CompositesWorld.com 27
 INSIDE MANUFACTURING

FIG. 2 Battery-powered cure

A pre-programmed, battery-powered hot bonder
cured the carbon fiber/epoxy repair patches with the
push of one button — no repair knowledge or cure
programming required. Source | Custom Technologies, LLC

Another issue was that glass fiber does not provide the same then filmed the repair methods on the AMCB model to provide
mechanical properties as carbon fiber. “This was addressed by a visual reference for how to use the infield techniques and
using one additional ply of the glass/vinyl ester compared to the equipment.”
carbon/epoxy patch,” says Crane. “The reason only a single addi-
tional layer was required was that the glass material was a heavier Novice success, future applications
fabric.” This resulted in a suitable patch that could be applied One key aspect of the project was to prove that a novice could
and then cured in six minutes even in very cold/freezing infield easily complete the repair. To do this, Bergen had an idea: “I had
temperatures with no need to provide heat. Crane notes this promised a demonstration to our two technical points of contact at
repair could be completed in one hour. the Army: Dr. Bernard Sia and Ashley Genna. At final review for the
Both patch systems were demonstrated and tested. For each Phase I project, I asked Ashley, who had no prior repair experience,
repair, the area to be damaged was marked (Step , p. ), created to perform the repair. Using the kits and manual we provided, she
with the hole saw and then removed using a battery-powered applied the patch and completed the repair without any issues.”
hand grinder (Step ). The repair area was then scarfed to a : Another key development is the battery-powered curing
taper. The scarfed surface was cleaned with alcohol pads (Step ). system. “With infield repair, you only have battery power,” notes
Next, the repair patch was Bergen. “All of the process equipment in our developed repair kit
cut to size, positioned on is cordless.” This includes the battery-powered hot bonder that
Read this article online | the cleaned surface (Step Custom Technologies developed with hot bonder supplier Wichi-
short.compositesworld.com/ ) and consolidated with a Tech Industries Inc. (Randallstown, Md., U.S.). “This battery-
Infieldrepair roller to remove air bubbles. powered heat bonder is pre-programmed to complete the cure, so
For the glass fiber/UV-cure the novice doesn’t need to program for the cure cycle,” says Crane.
vinyl ester prepreg, a peel “They simply push the button and it completes the appropriate
ply was then placed over the repair area and the patch was cured ramp and soak.” The batteries currently used last one year before
using a cordless UV light for six minutes (Step ). For the carbon they need to be recharged.
fiber/epoxy prepreg, the repair area was vacuum bagged and With the Phase II project now completed, Custom Technolo-
cured using a pre-programmed, one-button, battery-operated hot gies is preparing a follow-on enhancement proposal and collecting
bonder for one hour at °F/°C (Fig. , above). letters of interest and support. “Our goal is to mature this tech-
“We then performed tests to evaluate the adhesive bond of the nology to TRL  and get it out into the field,” says Bergen. “We also
patch and ability to restore the structure’s load-carrying capa- see potential for non-military applications.”
bility,” says Bergen. “In Phase , we were required to demonstrate
ease of application and ability to restore at least % strength.
This was accomplished on the  x -inch carbon fiber/epoxy and
balsa core beams in four-point bending following the repair of CW senior editor Ginger Gardiner has an engineering/
materials background and more than 20 years of experience
simulated damage. The Phase  project used  x -inch panels in the composites industry. 
and had to show greater than % strength requirement under [email protected]
complex strain loading. We met all of these requirements and

28 JULY 2021 CompositesWorld

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 WORK IN PROGRESS

Speeding RTM with heat-flux sensors

Clean Sky 2 INNOTOOL 4.0 project advances cure
monitoring for larger and less costly lightweight
landing gear made using composites.

By Ginger Gardiner / Senior Editor

Temperature [0C], cure level [%]

5.0 150
Heat flux [kW/m2]

2.5 100

0.0 50
Temperature Relative Cure level
Raw Heat Flux Signal Flow front - end of
-2.5 cure detection
0
Reactive Heat Flux

-1 hour 0 hours 1 hour 2 hours 3 hours

»Accounting for -% of an aircraft’s weight, landing gear have Cure monitoring for INNOTOOL 4.0 demonstrator
long been targeted for weight reduction to improve aircraft effi- The graph above shows TFX heat flux sensor data used to monitor resin flow and
ciency. This has become even more critical with the imminent cure during an INNOTOOL 4.0 project trial employing the mold in Fig. 3 (RTM6
switch to energy- and emissions-reducing electric propulsion resin, 3.2-mm thickness). The project’s goal is to advance sensor-based cure
systems. monitoring to reduce the cost of large composite landing gear parts like the
HECOLAG project demonstrator shown here. Source, all images | GKN Fokker Landing Gear,
For example, Safran Landing Systems (Vélizy, France) will
NLR, Techni-Modul Engineering and TFX.
enable engines-off, electric taxiing via electric motors integrated
into aircraft landing gear wheels, reducing NOx, CO, CO and
unburnt hydrocarbons emissions by %, %, % and %,
respectively. This is a huge win for more sustainable aviation, but commercial aircraft.” Hence, they have mostly been manufactured
electric motors require power, and the batteries needed to supply from high-strength metals.
that power are heavy. That tide is beginning to turn, however. Clean Sky  is pursuing a
Thus, the demand for lightweight landing gear structures % weight reduction, but via CFRP components in the HECOLAG
seems a perfect fit for applying composites, except for one issue: (High Efficiency Composites LAnding Gear) project, for two appli-
“Because the landing gear is a single-load path structure, failure cations. In the first application, a CFRP alternative was developed
of a structural component could result in a serious emergency for the existing aluminum upper drag stay for the A- nose
landing condition,” says Peet Vergouwen, technologist at GKN landing gear, originally developed and manufactured by Liebherr-
Fokker Landing Gear (Helmond, Netherlands). GKN Fokker Aerospace (Lindenberg, Germany). HECOLAG partners Royal
Landing Gear has worked for more than a decade to demonstrate Netherlands Aerospace Centre (NLR, Marknesse) and GKN Fokker
the technical feasibility of composite landing gear structures, Landing Gear have designed this CFRP drag stay to Liebherr
including development of carbon fiber-reinforced polymer (CFRP) requirements. Using in-house developed automated preforming
drag stay braces for the F- Lightning II. “Due to their criti- technology, NLR has built functional prototypes of the CFRP drag
cality, landing gear structures are among the most conservative in stay, which were tested by GKN Fokker Landing Gear.

30 JULY 2021 CompositesWorld

 Advancing sensor-integratedNEWS
tooling

FIG. 1 HECOLAG
demonstrator
production mold
NLR used this production mold —
built by Techni-Modul Engineering
and equipped with TFX heat flux
sensors — to produce the landing gear
component demonstrator (opening
image) during parts trials in March and
April 2021.

In the second application being evaluated by HECOLAG, NLR Techni-Modul Engineering (TME, Coudes, France) and resin
and GKN Fokker Landing Gear have also developed a CFRP lower injection specialist Isojet Equipements (Corbas, France). They
side stay in conjunction with Safran Landing Systems for the began work in April 2019 and completed the initial milestones in
electrified main landing gear. CW will report specifically on the March 2021.
overall HECOLAG project results later in , but here, the focus “The composite part must be cost-competitive with forged
is on the INNOTOOL . subproject, guided by topic manager steel and aluminum,” notes Vergouwen at GKN Fokker Landing
GKN Fokker Landing Gear to advance highly automated produc- Gear. “That is only possible with automation, enabling a very low
tion of CFRP landing gear structures using resin transfer molding number of labor hours and more affordable materials than current
(RTM). Specifically, INNOTOOL . seeks to demonstrate aerospace-grade, autoclave-cured CFRP.”
sensor-integrated tooling that will lead the way to smaller tools Thus, INNOTOOL . sought to integrate sensors into the RTM
with less mass for faster production cycles, easier handling and tooling to monitor and manage the injection and cure processes
reduced energy consumption, as well as increased automation including resin flow front detection. “The goal is to be completely
for lower cost and composites .-intelligent process control. The automated — load the preform, push a button and the molding
INNOTOOL . project is funded by the Clean Sky  Joint Under- equipment will manage the temperature, pressure, vacuum
taking under the EU’s Horizon research and innovation program and cure,” says Stéphane Besson, commercial director at TME.
under GAP No. . However, this is the first time that GKN Fokker Landing Gear and
TME have worked with cure monitoring. “We have worked with
INNOTOOL 4.0 goals temperature and pressure sensors before,” says Besson, “but not
The demonstrator for this second part of HECOLAG (see opening with sensors for resin flow and polymerization.”
image) is more of a generic part, Vergouwen explains. “It is for The INNOTOOL . project’s initial milestones required TME
demonstrating part design, simulation and manufacturing meth- and Isojet to deliver a sensor-equipped molding tool and injec-
odologies that will provide the performance, production rate tion system to NLR that would be used to produce demonstrator
and cost needed for single-aisle aircraft.” By the end of 2017, the parts in March and April . In parallel, TME would use an
HECOLAG consortium had defined the initial CFRP demonstrator existing tool for the production of CFRP plates — sized  x
part and production tool, analyzed tool thermal behavior and  millimeters with thickness of - millimeters — modified
conducted performance trials. This large and complex product with the same sensors for process control trials at their facility.
passed preliminary design review and reached a technology “This is something you’d rather do on a small scale the first time
readiness level (TRL) of 4 later that year. “Based on the issues and rather than directly on a large tool with a high-cost part,” says
lessons learned from that first demonstrator, we were searching Vergouwen. Thus, TME used a different tool, but the same sensors
for partners to develop RTM tooling technology to optimize and to show their capabilities and depth. With this testing complete,
shorten the cure cycle,” says Vergouwen. A Clean Sky 2 Call for NLR would then reuse the main HECOLAG tool to produce a new
Partners was issued in 2018 and was awarded to the INNOTOOL round of CFRP demonstrators to further optimize process control
4.0 consortium, comprising equipment and automation supplier on actual parts.

CompositesWorld.com 31
 WORK IN PROGRESS

heat flux sensor

internal temperature sensor

FIG. 2 Sensors for RTM

production tool
Two TFX-191 sensors were integrated into the upper half
of the RTM production toolset delivered to NLR (see
orange circles at left and right of CAD drawing).

RTM production tool design mandrel as a solution will be completed within the larger
TME began production of the RTM tool design using CATIA V5 HECOLAG project, but that was not included in the INNOTOOL .
software by Dassault Systèmes (Vélizy-Villacoublay, France) for subproject.
mechanical and electrical design, and ANSYS (Canonsburg, Pa.,
U.S.) for thermal and mechanical simulation. This tool would be Heat flux sensors
paired with Isojet’s piston-based 1K-2K (for one- and two-part TME initially planned to use dielectric sensors to monitor resin
resins) system to inject Hexcel (Stamford, Conn., U.S.) HexFlow 2K flow and cure (see Learn More) but switched to heat flux sensors
RTM 6 and Solvay (Alpharetta, Ga., U.S.) 1K PRISM EP 2400 one- from TFX (Boncourt, Switzerland). “As we progressed in the devel-
component, aerospace-grade epoxy resins at an injection pressure opment, we wanted sensors that allowed measurement without
of up to 20 bar. direct contact with the polymer and composite materials to be
“The shape of this molding tool is very complex,” notes Besson, controlled,” explains Jorge Lopez Torres, project manager at TME.
“combining varying thicknesses in the D dry preform with a “The TFX sensors enabled this because they measure heat flux,
closed, tubular shape. This creates complex thickness transitions, which propagates through the materials.” He points out that this
with issues around preform assembly, ply end accuracy, internal is basically the same measurement used in differential scanning
temperature gradients and resin shrinkage, as calorimetry (DSC), a laboratory
well as how to optimize the heating method technique that analyzes a polymer or
and heating capacity of the internal mandrel The goal is to use these heat composite’s state of cure. Notably, TFX
to enable a short cycle time. To enable short flux sensors to manage sensors and DSC testing both measure
cycle times, all elements of the tool must composites processing in the heat released during polymeriza-
be simple to use, robust and allow rapid production environments. tion/cure and result in a curve of heat flux
heating and cooling.” Even though the versus temperature and time.
INNOTOOL . project briefly requested For TFX sensors, the temperature data
non-metallic mold solutions, a typical matched set of upper and comes from an internal temperature sensor within the heat flux
lower steel molds was devised due to the pressures necessary to sensors. Although dielectric sensors are similarly equipped
minimize wrinkles and ensure fiber alignment during forming. with an internal temperature sensor, the two sensors are very
The matched upper and lower molds halves and mandrel are different. “Dielectric sensors directly measure the polymer
heated and cooled. “The matched molds use an integrated water properties during cure,” explains TFX manager Dr. Fabien Cara.
circuit while the mandrel is electrically heated,” explains Besson. “Heat flux sensors do not give the material’s state at a given
“Water circulation provides quick heating and cooling to reduce instant. However, measuring the heat generated during resin
the part cycle time and the electrical heating achieves the same in flow and polymerization provides a nice view on how the process
the mandrel where space is limited.” is behaving and how repeatable the cure cycle is for each part
“Another challenge was the number of parts in the mandrel,” produced. And like DSC, we need to see the whole curve of the
says Besson. “Because of the complex shape and need to remove curing process, but our ability to monitor cure is very reliable.”
the mandrel after molding, it comprised six self-heating compo- TFX has decades of experience (Learn More), and sensors for
nents and two support elements where the sensors pass through every type of composites molding process, based on the method
to control the internal temperature of the mandrel pieces. In of heat transfer to the sensor: conduction (RTM, compression and
use, these elements are assembled by hand with the help of a injection molding), convection (autoclave, oven) and radiation
base support that guides the operator.” Work with an inflatable (filament winding, AFP). The sensors used in the INNOTOOL .

32 JULY 2021 CompositesWorld

 REGISTER TODAY!

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for more details.
 WORK IN PROGRESS

FIG. 3 Plate tool trials

Two TFX-224 sensors (top right) were
integrated into the upper half of TME’s
matched metal RTM toolset (top left)
to evaluate sensor capability during
trials of CFRP plates (lower right) with
different resins, cure times and part
thicknesses.

project were conductive,

proj onductive, designed for embedding within metal RTM molds. “They
provide an exceptionally repeatable signal at a distance of up to  millimeter from
the tool surface and composite material,” notes Cara.
TME installed two TFX- sensors — one at resin entry and one at resin exit —
into the upper half of the matched production toolset that it then sent to NLR (Fig. ,
p.  and Fig. , p. ). NLR used this tool to make HECOLAG demonstrator parts in
March and April . The TFX- sensors are for thick metallic tools.
In parallel, TME took a smaller, in-house tool used for making sample CFRP
plates and modified it with two TFX- sensors, which are shorter, for thinner tools
(Fig. ). This RTM plate toolset was then used to conduct sensor demonstration
trials per the INNOTOOL . objectives described above. “These sensors are similar
to what we used for Safran,” says Cara, “but are now improved to be much more
compact and sensitive [Learn More].” The sensors were placed near the center of the
part and the resin exit. In addition to heat flux sensors, TFX developed and supplied
two data acquisition systems — one delivered to Isojet and one used by TME for the
CFRP plate trials.

INNOTOOL 4.0 test results

The trials TME conducted using its plate tool modified with TFX sensors tested two
resins — HexFlow RTM 6 and PRISM EP 2400 — as well as the influence of part
thickness and overall cure time. “The sensors provided nice signals to monitor the
cure cycle,” says Cara. “The team then analyzed the curing curves and showed that
cure time for RTM 6 could be reduced by at least 30 minutes from the prescribed
two-hour cure.”
This can be seen in the curve on p. , where t= hours is the onset of injection.
Note, curing time begins when temperature reaches °C and end of cure corre-
sponds to % of the relative cure level (see vertical axis at right). End of cure also
coincides with raw heat flux stabilization.
This was verified by cure state measurements of demolded parts using dynamic
mechanical analysis (DMA), an alternative lab technique to DSC that measures glass
transition temperature (Tg) for composites. “The DMA results confirmed that for

34 JULY 2021 CompositesWorld

 Advancing sensor-integrated tooling
NEWS

RTM  resin, the Tg remains unchanged after  minutes of curing at the exit, however, was faster due to runners [gaps between the
at °C,” he adds. preform and mold edge, see Learn More] which helps to create a
The effect of thickness was also investigated. “The first CFRP larger thermal contrast that was easier to detect and monitor.”
plates tested by TME in their sensor demonstration trials were less Cara suggests that this resin flow front monitoring could be
than  millimeters thick,” notes Cara. “These plates also had a high improved with new active sensors TFX has developed that use an
fiber volume (-%) and a slow cure cycle to prevent exotherm integrated heating capability within the sensor. “This allows the
and potential issues with thermal stress and part quality. All of sensors to help provide the thermal contrast necessary in parts
this is very normal for aerospace parts, but it means there is very and processes where it is inherently difficult,” he explains.
little resin, and thus the amount of heat flux released by the resin
reaction was small. So we were, in effect, looking for the needle of Extending composite process control capability
heat flux due to resin curing within an ocean of heating the tool “We are happy with the work we have completed so far,” says
and the part.” Torres, “but this is just a first step. The goal is to use these heat flux
In other words, as Cara explains, “Most aerospace RTM cure sensors for managing composites processing in production envi-
cycles involve injecting resin at one temperature and then ronments.” This is possible, says Cara, by automatically sending a
ramping to cure at a second, higher temperature. Thus, when signal from the sensor system to the injection equipment based
you finish injection, you heat up the tool to the cure temperature, on resin arrival and to the press based on a zero slope in the cure
which generates a large heat flux in the overall system.” However, curve. Torres adds that TME has process control systems for the
as with DSC testing, the key to monitoring cure with heat flux injection machine and RTM press that manage temperature and
sensors is to measure the heat released during polymerization/ pressure. “The next step,” he says, “is to integrate the TFX sensors
cure and display those measurements in a curve of heat flux into these control systems and manage the overall process from
versus temperature in a laptop.” Cara notes that TFX sensors and data acquisition also
the molding system work with pressure sensors (e.g., Kistler, Winterthur, Switzer-
and time. “So, we land) to aid in this overall process control, and his company is
More about dielectric sensors | invented a method that developing a sensor that will measure heat flux, temperature and
short.compositesworld.com/LmbientDEA
helps us to subtract the pressure in a single integrated device.
Learn about Synthesites' in-situ process
baseline of heating the But is this process control affordable? Cara says the initial
monitoring | short.compositesworld.com/
Synthsensors mold, and the conduc- $,-$, investment for the monitoring system generally
Read "Decades of experience" sidebar in tion of that heat to achieves a return in the development phase, reducing trial and
online version | short.compositesworld. the part, so that it is error via improved process and part understanding. “The system
com/INNOTOOL4.0 possible to identify the then goes on to provide savings during production, reducing cycle
Learn more about runners | heat flux of the resin time, ensuring repeatability and providing early detection of drifts
short.compositesworld.com/RAPMmfg
reaction.” or non-conformities.”
Thus, even though At GKN Fokker, Vergouwen believes that once the ability to
the process conditions reduce cycle time and improve cost is proven, “then it is possible
in the initial thin plates were very challenging, says Cara, “we to imagine composites in not just the type of landing gear compo-
could still see the heat flux from resin reaction. However, by also nent demonstrated in the INNOTOOL . and HECOLAG projects,
making thicker parts, we were able to see exactly the difference in but all types of parts. That would open up our design space and
heat flux levels according to part thickness and this validated our enable us to push the boundaries of lightweight landing gear
cure monitoring in the thin parts.” Note, the curve (shown in the even further.” Besson sees an even wider application: “This type
opening photo, p. ) was obtained using Hexcel's RTM  resin in of process control can be developed for all kinds of molds and
a .-millimeter-thick plate. composite parts,” he says.
Results for resin flow front detection, however, were more
problematic. “For the sensor near the exit, we could see flow very
well, but not for the sensor near the center, where resin arrived
very late,” says Cara. “Flow front detection with heat flux sensors
requires the resin flow to produce a change in the local thermal
field. This occurs when the resin is not at the same temperature as
the preform.” He notes that ΔT greater than .°C is sufficient for
CW senior editor Ginger Gardiner has an engineering/
detection. “However, with the thin CFRP plate trials, the tempera-
materials background and more than 20 years of experience
ture was very even in the mold and the resin arrived very slowly. in the composites industry. [email protected]
Thus, the thermal contrast was not enough to detect resin arrival
versus the thermal noise in the overall system. The resin arrival

CompositesWorld.com 35
 NEW PRODUCTS

New Products

» THERMOSET RESIN
New thermoset matrix resin offers fast,
low-temp, tunable cure
Trimer Technologies LLC (Ann Arbor, Mich., U.S.) has introduced HARP
Rapid, a new thermoset resin chemistry for liquid molding processes
that offers a fast, tunable cure profile, and a Tg that exceeds the mate-
rial’s cure temperature. Henry Sodano, president of Trimer, says HARP
Rapid’s proprietary chemistry is one-part catalyzed and processes like a
vinyl ester, but offers a distinctly different processing and performance
profile. HARP Rapid can be cured very quickly at temperatures between
Source | Trimer Technologies
100-140°C, Sodano says; 3-mm-thick structural panels cure in about 30
seconds while parts up to 30 mm thick require as little as 120 seconds.
HARP Rapid also has a low room-temperature viscosity of 200 cP, but certification, 108 MPa tensile strength, 4.1 GPa tensile modulus, 139 MPa flex
drops to just 20 cP at a 65°C injection temperature, which, Sodano says, strength and 149 MPa compression strength. Sodano says the resin provides
when combined with the snap cure, can enable drastic reductions in cycle the properties found in aerospace epoxies, but with cycle times below state-
times when used with high-pressure resin transfer molding (HP-RTM) or of-the-art automotive polymers.
other liquid molding processes. Potential applications for HARP Rapid include automotive body-in-white
Trimer has also developed the technology to enable tuning of the (BIW) structures, automotive chassis components, pultruded spar caps for
gel time, allowing the heated resin to maintain a low viscosity and thus wind turbines, aircraft interiors, battery enclosures, missile bodies and UAM
enabling pre-cured resin flow into larger or multi-cavity molds prior to aircraft structures. The resin is in trial with several customers in a variety of
snap curing. HARP Rapid also offers a long gel time at ambient tempera- end markets. Sodano says Trimer currently has capacity to produce more
ture, enabling its use in vacuum-assisted RTM (VARTM) or in filament than 1 million lb/yr of HARP Rapid, but the company is evaluating expansion
winding and pultrusion processes using resin bath systems. Sodano says options. He also reports that the resin is cost-competitive with many of the
Trimer has demonstrated pultrusion speeds up to 10 ft/min. Further, resin systems commonly used in composites manufacturing. Sodano adds that
Sodano says the glass transition temperature has been de-coupled from Trimer is developing a prepreg formulation of HARP Rapid, as well as a formu-
the cure process, offering a dry Tg of 225°C without a post cure. lation that is compatible with sheet molding compound (SMC) use. Trimer is
Other features of HARP Rapid include demoldability at 140°C, a CTE funded in part by two U.S. Small Business Innovation Research (SBIR) Phase II
of 29 ppm/°C, low VOC content, E-Coat stability, non-flammability grants — one focused on use of HARP Rapid in a defense application, and the
after cure, FAR 25.853 compliance, 14 CFR 25.853 OSU heat release other focused on use of HARP Rapid in HP-RTM. trimer-tech.com

» MACHINE TOOLS
Diamond coatings for machining, drilling
composites
Oerlikon Balzers (Balzers, Liechtenstein), a provider of surface solutions,
has introduced its new Baldia portfolio of diamond coatings for cutting
tools. Baldia is said to be extremely wear-resistant, provides excellent
hardness and offers thermal conductivity and is chemically inert, making
it suitable for highly abrasive materials. The new diamond coating
portfolio covers the spectrum of demanding machining applications and
Source | Oerlikon Balzers
is divided into two groups of different base materials. The first contains
coatings for machining highly abrasive compacted and sintered powders
like graphite for molds and dies, as well as ceramics for dental applica- DC are ideal. In both groups the DC connotes maximum coating quality with
tions. For these applications, the Baldia Compact and Baldia Compact consistently strong tool performance and the tightest possible tolerances for
DC coatings produce the best possible machining performance. The tool diameter and coating thickness. Oerlikon Balzers operates competence
second group of base materials are fiber-reinforced plastics, stacked centers for diamond coatings on all continents: Niedercorn, Luxembourg;
materials and highly abrasive aluminum alloys used in the aerospace and Erkelenz, Germany (formerly D- Coat); Lake Orion, Mich., U.S.; Busan, South
automotive industries. For this group, Baldia Nano and Baldia Composite Korea. oerlikon.com/balzers/us/

36 JULY 2021 CompositesWorld

 NEW PRODUCTS

» EXTRUDABLE AM THERMOPLASTIC RESIN » AFP SYSTEM

Microporous 3D printing material enables Plug-and-play AFP
AM design freedom system
Infinite Material Solutions LLC (Prescott, Wis., U.S.), an innovator Automation and automated
in material design for additive manufacturing (AM), has launched fiber and tape placement
its Caverna polypropylene (PP) material, said to be first extrudable specialist Electroimpact
thermoplastic with a water-soluble, co-continuous, microporous (Mukilteo, Wash., U.S.) has
morphology. In simpler terms: It’s a 3D printing filament that allows introduced Scorpion, a new
users to create lightweight foam parts resembling a sponge. modular plug-and-play auto-
Source | Electroimpact
Specifically
Specifi cally designed for use in fused fifilament lament fabrication (FFF) mated fiber placement (AFP)
systems, Caverna PP is the first in Infinite’s system designed for research
l off forthcoming
line f hcoming Caverna build and laboratory applications. Electroimpact calls Scorpion an AFP4.0
als. According to the
materials. system that includes a FANUC M-900iB/700 robot, a four-lane 0.25”
pany, each one will be
company, AFP head, a 3 x 1.5-m flat vacuum charge table, a laser safety enclosure
a blend of two polymers: and operator interface. The AFP head, which can lay down thermoset
a soluble material to or thermoplastic prepreg fiber or dry fiber, features servo-powered
be removed through creels and offers a two-segment eye-safe laser or a four-segment
dissolution, and an high-output laser. Speed capabilities include 100-m/min initial feed,
insoluble build material 75-m/min refeed and 75-m/min cut. Standard in-process inspection
(in this case, PP) to covers tow ends and process errors; optional inspection technologies
remain. After dissolution, cover laps/gaps, foreign object debris (FOD) and backer detection.
the water-soluble phase System expansion options include a part rotator, eight- or 16-lane head
leaves behind a cave-like and 0.125” or 0.5” tows. electroimpact.com
etwork of microporous,
network
i erconnected channels
interconnected
i ide the build material
inside
f a light, soft and porous
for
d .
product.
Source | Infinite Material Solutions LLC h company
The
new material
mpany says it expects this
i l to create opportunities
for new applications in fields such as filtration, separators, footwear
HOt BOnders
and personal protective equipment (PPE). One area of particular
interest is the potential to create porous tooling for the production of
vacuum-formed parts. Caverna PP’s co-continuous distribution of tiny
pores (1–4) could potentially allow for consistent airflow, eliminating
the need to drill holes and maximizing material distribution,
HEat BLankets
Infinite notes.
Caverna PP joins two other novel materials in Infinite’s portfolio:
AquaSys 120 and AquaSys 180 water-soluble support filaments. These
materials are said to pair with popular build materials, ranging from
Materials
PLA to PEEK, to support complex designs, then dissolve quickly in tap
water to leave behind a finished part. Infinite recommends pairing
Caverna PP with AquaSys 120 for one-step dissolution. Users can
simply print the part, leave it to dissolve and come back to find a
complete build with a microporous structure.
infinitematerialsolutions.com
Process Control

www.heatcon.com

CompositesWorld.com 37
 NEW PRODUCTS

» TPUD TAPES
Carbon fiber/PPS
UD tape allows
entry into cost-
sensitive markets
Teijin Carbon Europe (Wuppertal, Source | Teijin Carbon Europe
Germany) announced on May 19 a
new carbon fiber thermoplastic unidirectional pre-impregnated tape (TPUD)
Source | WH Lipex
based on polyphenylene sulfide (PPS). Teijin says the new Tenax TPUD
with PPS matrix allows entry into new cost-sensitive markets while offering
» FIBER SIZING APPLICATION the typical TPUD advantages like resistance to chemicals and solvents, low
Single fiber applicator for glass fiber flammability, storage or shipping at room temperature and recyclability.
sizing implementation Due to its flame-retardant properties and low smoke emission, this new
WH Lipex (Munich, Germany) part of Woollard & Henry Group Tenax tape can be used in interior applications of aircraft or rail vehicles,
(Aberdeen, U.K.) and a fiberglass technology company, introduces the among other applications. The maximum continuous operating temperature
single fiber applicator, a coating module that enables manufacturers is up to 220°C. Features of the material include very low water absorption,
to apply sizing to individual glass fiber strands. good creep resistance at elevated temperatures and high dimensional
Fibers are no longer in bundles, but are instead individually stability. Teijin says these properties make the product suitable for use
displayed, ensuring all individual filaments are better enclosed with with automated tape laying (ATL) or automated fiber placement (AFP) in
wetting additive. This performance is said to significantly increase the combination with overmolding for complex geometries. Teijin also notes that
sizing amount on the fibers, improving their bonding capabilities. PPS allows a lower process temperature compared to polyetheretherketone
Further, WH Lipex says the applicator’s main advantages include (PEEK) or polyaryletherketone (PAEK). Teijin Tenax TPUD tapes, regardless
increasing the end product’s mechanical properties, thus offering new of resin matrix, are available in a variety of fiber basis weights between
possibilities for weight and cost reduction. lipex.de 100 and 190 g/m2 on roll lengths up to 2,000m and in widths up to 24”.
teijincarbon.com

August 4, 2021 • 11:00 AM ET
PRESENTED BY Identifying and Implementing
Closed Molding Solutions
EVENT DESCRIPTION:
Manufacturers are adopting closed molding composite processes for benefits such as reduced waste, lower
emissions, and to achieve consistency and repeatability. With so many processes and options, identifying and
www.mvpind.com implementing the right method can seem daunting. Magnum Venus Products (MVP), a global provider of fluid
movement and production solutions, has been a leader in closed molding technology since its inception. With
equipment, accessories, and years of knowledge and experience working with manufacturers, MVP offers
comprehensive solutions and support for closed molding.
PRESENTERS
In this webinar, MVP technical experts will evaluate a variety of methods including Light RTM, Infusion, Flex
Molding Process, and the latest technology called Fast Flow LRTM. Attendees will learn an overview of each
process, where processes are most effective, and tips and tricks for optimizing efficiency.

AGENDA:
• Basic overview of closed molding processes and where they are most effective including Light RTM,
Infusion, Flex Molding Process and Fast Flow LRTM
• What to consider when evaluating production and process needs
CHARLES TUR DREW SIMMONS • Tips and tricks from closed mold specialists
Closed Molding Specialist Regional Sales Manager
• How to utilize new technology and automation to increase efficiency

REGISTER TODAY FOR WEBINAR AT: SHORT.COMPOSITESWORLD.COM/MVP0804

38 JULY 2021 CompositesWorld

 NEW PRODUCTS

» RECYCLED 3D PRINTING MATERIAL

Glass fiber-filled rPET 3D printing material
meets high structural performance, reduces
carbon footprint
Materials manufacturer Covestro (Leverkusen, Germany) introduces its
first material developed by the additive manufacturing (AM) business
recently acquired from Royal DSM (Geleen, Netherlands): a glass-fiber
filled recycled polyethylene terephthalate (rPET) for pellet-based 3D
printing. Made from post-
consumer PET waste, Arnite
AM2001 GF (G) rPET brings
structural performance to a
part at a substantially smaller Source | Oxford Advanced Surfaces
carbon footprint than virgin
material, enabling manu- » SURFACE TREATMENT
facturers to achieve a more Water-based surface treatment reduces
circular supply chain without surface preparation time by 90%
the need to compromise on Oxford Advanced Surfaces (OAS, Begbroke, U.K.) has developed a new
performance. water-based surface preparation treatment, Kotefast, that reportedly
Covestro says this tech- reduces surface preparation time by more than 90% compared to the
Source | Covestro AG
nology, also known as fused conventional sanding approach. Kotefast can be used for the painting or
granulate fabrication (FGF), lacquering of a wide range of composite and plastic surfaces. 
permits fast and economi- Kotefast is available in spray formulations to reach difficult areas such
cally viable additive manufacturing of large-size parts. Direct printing of as internal corners, difficult angles and blind voids, and as a result, is said
applications reduces cost by reducing product development time, and 3D to deliver significant improvement in quality and consistency. Kotefast is
printing ensures design flexibility, which can help reduce material cost. suitable for use in both manual and automated processes, and offers
Arnite AM2001 (G) rPET’s mechanical properties and a broad good adhesion to the surface substrate via chemical bonding. Further, as
processing window makes it ideally suited for structural applications a water-based formulation, the treatment is said to avoid environmental
across a variety of industries, including pedestrian bridges, tiles for cyclist challenges that arise with sanding.
or pedestrian tunnels, architectural applications like cladding or partition Kotefast has also been rigorously tested, OAS says, in parts such as
walls, and in outdoor furniture, small boats, packaging crates or tooling. the truck panel shown above. Treatment time is said to be less than 15
Covestro’s glass-filled rPET material can be used to make, for example, minutes. An identical panel took three hours to prepare using the usual
furniture such as the above chair, designed by Michiel van der Kley. method of manual sanding. The treatment product is currently being used
covestro.com by two OEMs with the goal for full integration. oxfordsurfaces.com

» 3D PRINTING COMPOSITE MATERIAL

Windform RS composite material enhances functionality, flexibility
and speed for powder bed fusion processes
CRP Technology (Modena, Italy) has launched Windform RS, a new functionality, offering product
polyamide-based, carbon fiber-filled composite material for production- designers and engineers
grade powder bed fusion (PBF) 3D printing. According to Engineer Franco greater flexibility and speed in
Cevolini, CEO and CTO of CRP Technology, the material combines a high developing intricate parts that
tensile strength of 85.25 MPa with high elongation at break (9.46%) and low must resist fatigue, shocks and a range Source | CRP
Technology
density (1.10 g/cc) for superior additive manufacturing (AM) performance. of temperatures. Moreover, Windform RS is
Windform RS is the tenth material of the Windform Top-Line range of highly printable for the manufacturing of parts, while still ensuring
composite materials created, formulated and developed by CRP Technology high-quality and performance.
for the PBF process. It is said to be resistant to damage, shock, vibrations, The composite material is said to be suited for tough, intricate and
deformations and high temperatures; Cevolini notes that the material has complex 3D-printed PBF parts, robust functional prototypes and heavy-
even been successfully tested to -40°C. Further, it is resistant to water duty end-use applications harsh environments. It is ideal for custom
and liquid absorption down to 1 mm part thickness and has been rated HB production, pre-series parts and mission-critical components for
according to the flammability UL 94 test. demanding end markets such as aerospace, defense, motorsports,
CRP Technology says that Windform RS generally provides enhanced automotive, marine and robotics. crptecnology.com

CompositesWorld.com 39
 APPLICATIONS

Laser projection ››In 2017, global wind power manufacturer Nordex Group (Hamburg, Germany) was
system optimizes tasked with developing an innovative, 74-meter-long composite rotor blade targeted at
serial production, to be an expansion of its previous 50- and 65-meter blades. One chal-
rotor blade lenge to the development process for the longer blade was accuracy; determination of the
exact position for the glass fiber layup was very complex on a rotor blade of that length,
manufacture and millimeter-range accuracy requirements were difficult to meet or time-consuming.
These challenges required Nordex Group to look for a new manufacturing process solution
A series of systems installed by in order to produce the rotor blade both cost-effectively and with high-quality standards.
Z-Laser GmbH helped Nordex After a three-month test phase, the company ultimately partnered with Z-Laser GmbH
Group optimize fiber layup and (Freiburg im Breisgau, Germany) to create a system using laser projection and positioning
positioning processes during the within the layup process to achieve its goals for faster production, shorter cycle times and
development of its 74-meter-long greater precision.
wind turbine blade. The most time-consuming step in the production of a rotor blade is the layup of the glass
fiber layers, which are divided into several patches in sizes up to 20 meters. Most of the
material is used in the “root” area at the base of the blade, since this is where the greatest
forces are experienced once the blade is put into operation. Therefore, small tolerances and
high accuracy must also be observed while laying up this root area. In total, more than 200
individual glass fiber patches in 45 layers are laid up by hand to produce the blade.
To optimize this process, Nordex Group first installed three of Z-Laser’s ZLP2 laser
projectors onto the ceiling of the production facility, at a distance of 8 meters above the
mold where the glass fiber layers are laid up. The projectors were positioned to cover
approximately 90% of the mold for the suction-side blade (the section of the blade
Source (all images) | Z-Laser facing downwind), and 40% of the mold for the pressure-side blade (upwind). Operation
is controlled via ZLP-Suite software, which was able to be easily integrated into Nordex
customer applications using the product’s programming interface. The software is
programmed by the user and may be extended on a modular basis.
During layup, the ZLP2 projects the exact positions onto the workpiece, so that hand
layup can be done optimally and accurately. Excess material can then be removed
along the laser mark so that it does not remain in the component. In addition to correct
positioning of glass fiber layers, the laser projectors are also used to position prefabricated
parts and core material inside the mold. “It is important for Nordex to always keep the
same layup order of the glass fiber layers, and the correct overlapping from layer to layer,”
notes Dr. Roland Fritz, sales manager of laser projectors at Z-Laser. “This ultimately has
the effect of achieving an equal weight for each blade.”
This first projection system was only the beginning, Z-Laser notes. The first ZLP2 laser
Three of Z-Laser’s projectors were installed by Nordex Group’s Rostock, Germany, location in January 2018 for
ZLP2 lasers are mounted the first mold, and in 2019 for the second mold. Additional projection systems were installed
above a rotor blade mold.
at the company’s Matamoros, Mexico, and Lumbier, Spain, factories. In 2021, further projector
units have been shipped to Nordex’s Mexico and India facilities, with two more expected to
be installed in India later this year. In total, more than 100 units will be installed.
According to Z-Laser, overall, the process saves up to three hours in the production
process for a rotor blade with layup of more than 200 glass fiber layers. The company
adds that its laser system is able to aid in manual layup processes with a relative degree of
accuracy of 2 millimeters, and can enable dramatic cost reductions through time savings
during the positioning process, reduced material waste and minimization of corrective work.
The laser system also displays the work steps, minimizing training time for new employees.
“The technical maturity of the products and the technical expertise of Z-Laser were the
deciding factors for us,” says Felix Bach, process engineer for blade technology at Nordex
Group. “Even when timelines were tight, our collaboration with Z-Laser remained friendly
and constructive. They delivered on what they promised 100%. The use of Z-Laser’s laser
projection system has significantly reduced throughput times for the rotor blades while at
the same time improving lamination quality. This means that we have come much closer to
Z-Laser’s ZLP2 laser projection system our goal of reducing process time to a minimum.”

40 JULY 2021 CompositesWorld

 CALENDAR

Composites Events
Editor’s note: Events listed here are current as of August 23-25, 2021 — Raleigh, N.C., U.S. Sept. 20-23, 2021 — Long Beach, Calif., U.S.
June 11, 2021. Visit short.compositesworld.com/ Techtextil North America AeroDef Manufacturing
events for up-to-date information. techtextil-north-america.us.messefrankfurt.com aerodefevent.com
August 23-26, 2021 — Colorado Springs, Colo., U.S. Sept. 21-24, 2021 — Rosemont, Ill., U.S.
July 6-7 2021 — Southampton, U.K. Space Symposium 365 Amerimold 2021
MarineAM spacesymposium365.org amerimoldexpo.com
marineam.com
August 30-Sept. 1, 2021 — Cleveland, Ohio, U.S. Sept. 21-22, 2021 — Tuscon, Ariz., U.S.
July 15-16, 2021 — ONLINE Ceramics Expo 2022 ASC Technical Conference
International Conference on Composites in Civil ceramicsexpousa.com astm.org/COMMITTEE/D30
Infrastructure (ICCCI)
Sept. 1-3, 2021 — ONLINE Sept. 28-29, 2021 — Tampa, Fla., U.S.
waset.org/composites-in-civil-infrastructure-
conference-in-july-2021-in-bali 11th EASN International Conference IBEX 2021
easnconference.eu ibexshow.com
July 28-30, 2021 — Shanghai, China
Sept. 7-9, 2021 — Southampton, U.K. Oct. 5-6, 2021 — London, U.K.
PU China/UTECH Asia
puchina.eu Fiber Polymer Composites in Construction Vertical Flight Expo and Conference
fpcc-conference.com verticalflightexpo.com/
August 10-12, 2021 — São Paulo, Brazil
Sept. 8-10, 2021 — Detroit, Mich., U.S. Oct. 5-7, 2021 — Stuttgart, Germany
Feiplar Composites and Feipur — International Fair
SPE ACCE 2021 parts2clean
and Congress of Composites, Polyurethane and
speautomotive.com parts2clean.de/home
Thermoplastic Composites 
feiplar.com.br Sept. 8-9, 2021 — London, U.K. Oct. 6-7, 2021 — Silverstone, U.K.
International Composites Summit MotorsportAM
August 16-19, 2021 — Houston, Texas, U.S.
internationalcompositessummit.com motorsportam.com
OTC – Offshore Technology Conference
otcnet.org Sept. 14-15, 2021 — Leicester, U.K. Oct. 18-21, 2021 — Dallas, Texas, U.S.
SpaceAM CAMX - The Composites and Advanced Materials Expo
August 23-25, 2021 — Stockholm, Sweden
spaceamcon.com thecamx.org
AAC Epoxy and Resins Technology Conference
advancedmaterialscongress.org/eamc/pages/epoxy- Sept. 14-17, 2021 — Husum, Germany Oct. 20-21, 2021 — Knoxville, Tenn., U.S.
&-resins-technology HUSUM Wind 2021 13th International Conference on Sandwich Structures
husumwind.com and ASTM D30 on Composite Materials Meetings  
astm.org/COMMITTEE/D30.htm

August 3, 2021 • 2:00 PM ET
SPONSORED BY Technology Overview: Additive Manufacturing
with Fiber-Reinforced Materials
EVENT DESCRIPTION:
Additive manufacturing is expanding rapidly and dynamically in the composites
industry, with continuous and discontinuous fiber materials — thermoset and
thermoplastic — being deployed in a variety of platforms, ranging from lab-scale
to very large format. This webinar, presented by CompositesWorld’s editors,
will review the software, materials and processes shaping this fast-evolving
technology and look at how it’s being applied to make finished composite parts
and structures.
PRESENTERS
PARTICIPANTS WILL LEARN:
• Continuous and discontinuous fiber reinforcement for AM
• Design software for fiber-reinforced AM
• AM deposition technologies with fiber-reinforcement
JEFF SLOAN GINGER GARDINER HANNAH MASON • Applications using fiber-reinforced AM
Editor-in-Chief Senior Editor Associate Editor • Outlook for evolution of fiber-reinforced AM

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CompositesWorld.com 41
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July 21, 2021 • 11:00 AM ET

SPONSORED BY CW Trending: Composites Opportunities
in a Growing Infrastructure Market
EVENT DESCRIPTION:
This episode of CW Trending takes a look at the opportunities for expanded
www.compositesworld.com use of composites in infrastructure applications. With the promise of increased
investment in infrastructure coming from the U.S. government, civil engineers
will be facing myriad challenges when it comes to material use in bridges, utility
systems, waterways, and much more. We’ll discuss where the opportunities are
PRESENTER
for composites, the hurdles, the advantages composites convey, and how those
advantages can be leveraged into real applications.
PARTICIPANTS WILL LEARN:
• Composites advantages in infrastructure
• Barriers to entry for composites in infrastructure
• The lifecycle benefits of composites
JEFF SLOAN • Updating civil engineering codes for composites
Editor-in-Chief
• Strategies for expanding composites use in infrastructure

REGISTER TODAY FOR WEBINAR AT: SHORT.COMPOSITESWORLD.COM/CW-TRENDING-0721

42 JULY 2021 CompositesWorld

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CompositesWorld.com
43
 FOCUS ON DESIGN

Rocket engine thrust frame proves a strong

candidate for composites conversion
The engine thrust frame of a space launch vehicle, located at the bottom of a
rocket stage, joining fuel tanks to engines, must deliver strength and stiffness
across a range of temperatures — cost-effectively.

By Jeff Sloan / Editor-in-Chief

»Editor’s note: The views expressed herein can in

no way be taken to reflect the official opinion of
the European Space Agency.
Almost every space launch vehicle designed
to deliver people and cargo into or beyond low
Earth orbit comprises a rocket that features
a two- or three-stage design. The lowest and
largest stage provides the initial thrust to propel ETF external subscale version
the rocket and payload off the launch pad and
To test the use of composites in the ETF, Airbus worked with NLR to develop a 1:3 subscale version,
through the lower atmosphere, where air resis- shown here. This design rendering shows the external surface, which was fabricated using steered-
tance is greatest. As the rocket enters the upper tow automated fiber placement (AFP). The ETF is subject to substantial mechanical and tempera-
atmosphere, and after fuel in that lower stage is ture loads that pose significant design and engineering challenges. Source | Airbus Defence and Space
spent, the entire structure of the lower stage is
detached and falls back to Earth.
At this point, a second rocket in the second
stage of the launch vehicle is ignited and propels
the vehicle on the rest of its journey. And,
depending on the mass of the payload and the
distance and duration of the mission, a third-
stage rocket may be included in the design to
help take the payload further. In any case, almost
every launch vehicle in use or development
today comprises at least two stages. ETF internal subscale version
Composites use in launch vehicles is, of
The ETF comprises two composite structures, a stiffened, structural outer skin that is designed
course, not new. Launch vehicle bodies have to be fabricated via tow-steered AFP, and integral preformed stiffeners co-cured into the interior
made extensive and intensive use of carbon fiber surface. The finished prototype of the ETF subscale version features 22 interior stiffeners instead
structures because of the weight-saving and of the 40 in the full-scale version. The smaller structure also did not allow the inclusion of the
strength attributes they provide. That said, there integrated grid stiffeners on the interior skin. Source | Airbus Defence and Space
are still several components and structures on
a launch vehicle that are fabricated from metals
and thus are candidates for potential conver-
sion to composites — primarily in the interest of increasing payload connects to the engine (or engines) itself.
capacity. One such structure in this category is the engine thrust In many launch vehicles, liquid fuel from the tanks is passed
frame (ETF) of the upper (last) stage of a launcher. through the ETF and into the engine, and several pieces of
hardware are attached to the ETF to monitor engine health and
Engine thrust frame ensure correct operation. The ETF must therefore also provide an
The ETF is a structure that is typically located at the bottom of the equipment support function, in addition to its structural objective
first or upper stages of a launch vehicle. The upper part of the struc- of holding the engine and transmitting its thrust.
ture joins with the fuel storage tank of the stage, while the lower part Airbus Defence and Space Netherlands (Airbus DS, Leiden),

44 JULY 2021 CompositesWorld

 Carbon fiber engine thrust frame

Hot-formed carbon Entire structure co-molded

fiber stiffener preforms and co-cured

Tow-steered Composite female mold,

carbon fiber skin fiber placed and cured
on male tool

Composite rocket ETF

› Outer structural skin reinforced by integral › FEM guides and tunes placement of steered › “Smart overlapping” of tows on inner
interior stringers meets substantial strength tows on outer skin. skin builds integral grid stiffeners.
requirements.

Susan Kraus / Illustration

recognizing the opportunity to convert the ETF on an upper stage metrics, specifically on mass. And the performance metrics for the
from a metallic to a composite structure, recently worked with the ETF are not trivial.
Royal Netherlands Aerospace Centre – NLR (Marknesse) to design, Javad Fatemi, systems engineer at Airbus DS, working out of the
develop, prototype and test a carbon fiber ETF that the two orga- organization’s Leiden, Netherlands, facility, says an upper stage ETF
nizations hope will soon find application on a launch vehicle. The faces a number of performance, strength and stiffness requirements:
activities were funded by the European Space Agency (ESA, Paris, • Provide the attachment for mounting the engine onto the upper
France) and carried out under its Future Launchers Preparatory stage
Programme (FLPP). • Transmit engine thrust to the upper stage and payload adapter
• Transmit loads during ballistic/coasting and ground phase
Being a thrust frame is not easy • Contribute to overall stiffness
As with most metal-to-composite conversions, composites • Provide accommodation, support and fixation for equipment
can only win out on the ETF based on merit, which means the attached/fixed to the ETF
composite solution must be as or more cost-effective than the • Provide the anchorage and enable the load transfer of the servo-
metallic predecessor, and meet or exceed metal performance actuators for the steering and control of the engine nozzle.

CompositesWorld.com 45
 FOCUS ON DESIGN

Smart overlapping
This test panel shows the “smart overlapping” technology
that NLR developed for the stiffened structural skin of the
full-scale version of the ETF. Smart overlapping involves
strategic use of AFP to build a series of integrated square
grid stiffeners. Source | NLR

Fatemi adds that “the upper region of the

ETF [close to the top ring] is strength-driven.
This is due to the high thermal-induced stresses
in the laminate as a result of the difference
in the coefficient of thermal expansion [CTE]
of each ply, as well as the difference of CTE
between the CFRP skirt and aluminum top ring
[currently most launcher fuel tanks are made
in aluminum]. The ETF has to guarantee the
required axial and bending stiffness, which are
needed for the guidance, navigation and control
[GNC] system of the rocket’s upper stage.” In addition to thermal- measures . meters in diameter and . meter tall. This would
induced loads and ground loads, the main loads applied to ETF require a reduction in some design elements — e.g., stringers
are engine thrust loads, servo-actuator loads and the inertial loads reduced from  to , thickness reduced by half, one cutout
of equipment. instead of four — but would provide the data needed to assess the
There are also significant temperature challenges associated overall viability of the design while being a cost-effective project.
with the ETF. Henri de Vries, senior scientist at NLR, says the
temperature at the top of the ETF where it meets the upper stage Complex skin
can be as low as -°C as the fuel is often stored at cryogenic The skin would prove to be the most challenging part to design.
temperatures; less than two meters away, where the ETF mates Gerrits says NLR decided early on that it would employ automated
with the engine, the temperature can be °C. “That is a very fiber placement (AFP) in an out-of-autoclave (OOA) process
short-distance, high-temperature gradient,” de Vries says. which, combined with the mechanical and temperature require-
Still, notes Fatemi, a composite ETF that meets the mechanical ments of the part, guided the material selection process. Thermal
requirements, reduces cost and reduces weight is highly attractive. cycling, microcracking and buckling were the primary concerns,
“Every kilo of weight saved goes to the payload,” Fatemi says. “We says de Vries. Further, he notes, highly stiffened forms tend to
get more payload for less cost and that is critical.” microcrack, thus the stiffness-driven design parameters only
Development of a composite ETF was divided between Airbus elevated this challenge.
DS NL and NLR. Airbus DS NL would provide system require- Six materials were initially assessed; Gerrits says NLR and
ments and design, design simulation and prediction and corre- Airbus DS NL eventually settled on a prepreg that comprises
lation of physical testing to predicted performance. NLR would Hexcel’s (Stamford, Conn., U.S.) IM intermediate modulus (IM)
provide material and processing expertise and perform the fabri- carbon fiber and Solvay Composite Materials’ (Alpharetta, Ga.,
cation. Most of this work was led by de Vries and Wilco Gerrits, U.S.) CYCOM - toughened epoxy.
senior R&D engineer and program manager at NLR. With a material chosen, the next challenge was to apply it.
Fatemi says the design Airbus DS NL settled on for the ETF Use of AFP on a conical structure like the ETF demands use of
integrates a stiffened structural skin with a series of integral, tows steered from the wide end of the ETF at an angle over the
preformed stiffeners, co-cured into the inner surface of the skin. straight edge and onto the sloping conical section. Special scripts,
In addition, the ETF was designed with four rectangular cutouts developed by NLR as part of the FE model for optimization of
located near the narrow end of the conical structure; the smallest the ETF, generate a vector field with preferred fiber directions
one is approximately  x  millimeters and the largest one is for each steered ply. Fiber placement simulation software trans-
approximately  x  millimeters. Cutouts were needed for, lated the vector field into fiber placement paths to be followed
among other things, feed-through of fuel lines towards the engine. by the fiber placement robot head, taking into account manufac-
Designing the ETF, selecting materials and developing fabri- turing constraints for the selected material (.-inch-wide tows).
cation technologies would be managed separately. In addition, Deviations from the AFP simulation caused by manufacturing
rather than develop a full-scale ETF, Fatemi says the decision constraints (e.g., minimum steering radius) in comparison with
was made to evaluate the design on a : subscale version that the original vector field were fed back to the FEM to close the final

46 JULY 2021 CompositesWorld

 Carbon fiber engine thrust frame

design loop for the best prediction in structural

behavior of the optimized ETF. Each ply placed
for the skin is steered in the opposite direction
of the ply it covers.
Gerrits says NLR assessed steering and
application of .- and .-inch tows using
a Coriolis (Queven, France) eight-tow AFP
machine. Fatemi says Airbus DS, with NLR
and others, has spent eight years performing
research on tow steering, learning how to avoid
problematic laps, gaps and wrinkles that tow
steering can produce.
“We had to fine-tune fiber placement to
meet stiffness requirements,” Gerrits notes.
“The whole puzzle for the design optimization
[NLR’s part] was to find the right tuning buttons Future work
to adapt the timing of failure modes — in our The lack of space in the 1:3 ETF design did not allow NLR to apply the smart overlapping process, but if
example, buckling of the stiffener versus material the composite ETF concept finds support in a launch vehicle program, this technology will be given a
failure in the stringer run out. Both are optimal chance to prove itself in a full-scale structure. Source | NLR
when they occur just after reaching ultimate
load. Modifications to the first are influencing
the other. Finally, a solution was found with all failure modes are placed, this ridge grows in height, becomes more pronounced
very close but after reaching ultimate load. That was the whole and completes the square grid stiffener. Says Gerrits: “As long as the
puzzle. How to deal with external and internal pressures so that the overlap has sufficient length, the load transition can be maintained,
composite does not buckle.” with the difference that extra material [thickness] is added, resulting
Moreover, Gerrits says, manufacture of the : subscale design in an increased buckling stiffness of the laminate.”
presented challenges of its own. “Manufacturing constraints are The lack of space in the : ETF design did not allow NLR to build
not scalable when working with the same material [.-inch tape] these stiffeners in the structure it fabricated, but Gerrits and de
and technology [AFP],” he says. “The challenge was to design a Vries say that their team did fabricate single, curved compression
: scaled ETF that behaves the same under loading at cryogenic panels that incorporated such grid stiffeners in between blade stiff-
conditions as the full scale [design], while respecting the not- eners. Tests of these structures indicate that the : design would
scalable manufacturing constraints in combination with scaled benefit greatly from such a design by increasing post-buckling stiff-
geometry, which gave a higher degree of curvature.” ness of the skin by %, which was sufficient for the current design.
Gerrits says higher rates are possible by further increasing the
Smart overlapping height of the integrated grid stiffeners.
Designed and fabricated separately was the inner structure, Lining this grid-stiffened inner skin are the U-shaped stringers,
comprising the 22 stringers in the 1:3 design and 40 in the 1:1 preformed via a hot-forming process and positioned with caul plates
design. The 1:1 design also envisions that each stringer will be and stringer stiffeners. This entire inner structure was then nested
anchored to a carbon fiber laminate that features a series of inte- into the inner surface of the outer skin, which in turn was nested into
grated square grid stiffeners, manufactured using what NLR calls a female mold. This complete assembly was then vacuum bagged
“smart overlapping.” and oven cured to create the final co-cured structure.
In smart overlapping, the AFP machine performs three basic Fatemi says the results of the design and fabrication of a :
tasks. The first is that it lays down one or more continuous plies of version of the ETF were promising enough that the fabrication of
carbon fiber. Next, the AFP system is programmed to cut carbon a : design is warranted. Airbus Defence and Space Netherlands
tows mid-ply in a pattern that creates, in effect, a series of  x is now consulting with launch vehicle manufacturers to assess the
-millimeter tow-less squares. These squares are then covered composite ETF’s viability in next-generation rocket designs.
by fiber-placed patches, which are slightly bigger than the square
they cover, creating an overlap in the same squared pattern. These
overlaps increase the local laminate thickness, forming the inte-
grated square grid stiffener.
Jeff Sloan is editor-in-chief of CompositesWorld, and has been
In between these steps, continuous tows are placed over the engaged in plastics- and composites-industry journalism for
entirety of the squares, which generates additional height and stiff- 24 years. [email protected]
ness and creates a ridge at the edge of each square. As more tows

CompositesWorld.com 47
 POST CURE

Post Cure
Highlighting the behind-the-scenes
of composites manufacturing

Show us what you have!

The CompositesWorld team
wants to feature your composite
part, manufacturing process or
facility in next month’s issue.
Send an image and caption
to CW Associate Editor Hannah
Mason at hmason@composites-
world.com, or connect with
us on social media.

@CompositesWorld

CompositesWorld

@CompositesWrld

@CompositesWorld

CompositesWorld

SSource | TU Munich,, Chair of Carbon

Composites (Lehrstuhl für Carbon
Composites, or LCC)

Combining 3D printing and laser-assisted tape winding

This composite drive shaft demonstrator was consolidated continuous carbon fiber-reinforced
manufactured by a team at the Chair for Carbon exterior. Different materials were tested including
Composites at TU Munich in Germany. It uses 3D PC, PA and LM PAEK, short fiber-reinforced 3D
printed load introduction elements at the end- printer filaments and unidirectional (UD) carbon
fitting as well as longitudinal rib stiffeners that fiber-reinforced tapes. Watch for this image and
spiral toward the opposite end. Laser-assisted associated article in our supplement issue on
tape winding (LATW) is then used to combine additive manufacturing in August 2021!
these elements and simultaneously form an in-situ

48 JULY 2021 CompositesWorld

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