NOV 2018


Issue link:

Contents of this Issue


Page 23 of 51

NOVEMBER 2018 22 CompositesWorld WORK IN PROGRESS can be described as a construction equipment being itself part of an assembly." e composite laminates or sheets can be carbon, glass or aramid, in prepreg form or dry reinforcements. e process takes advantage of the specific in-plane stiffness of a bent fiber-reinforced composite sheet. It can produce compo- nents in solid laminate or cored sandwich form. e end result can be anything from simple panels, straight or tapered tubes and cylinders to aircraft wings, ailerons, flaps, rudders and fuselage tubes. e process is capable of much beyond aerospace, says Wehren. Automotive bodywork or coachwork, railway coachwork, boat decks, masts, rudders, poles, beams, furniture, trays and the inner reinforcing structures of any component can be fabricated. Parts can be built in negative (female) or positive (male) form. Wehren describes how it works. A thin carbon sheet forms the Layup and curing of fuselage tube Once all layers are layed up, the fuselage tube is simply rolled to its final configuration, with edges joined wet- on-wet, and cured. Source | Wehren Emcom xxtherm2 BFM process for wings and flaps BFM is also used for wings and flaps. In this example, a glass fiber ply acts as the flexible mold, with additional carbon plies added. BFM allows the wing skins to be produced as seamless shells from trailing edge to trailing edge, without a splice at the airfoil nose. The trailing edges are joined, wet in wet, and cocured. Shown are the templates and forms used to create the proper part shape. Source | Wehren Emcom xxtherm2 PRESENTER PRESENTED BY EVENT DESCRIPTION: After more than 30 years of development, additive manufacturing has finally gained the attention it deserves. Composite manufacturing has followed a similar trajectory, and the time has finally arrived for the two technologies to converge for the next generation of high-performance composite structures. e Boeing 787 and Airbus A350 have established the necessity of composite materials in commercial aviation, but the manufacturing technology must also evolve to meet economic constraints. We are finally at a tipping point and in-situ consolidation (ISC) is the obvious choice to enable "printing" of high- performance composite structures such as commercial aircraft. PARTICIPANTS WILL LEARN: • Additive Manufacturing of high-performance composite structures • In-situ consolidation of thermoplastic composites • Aerospace composite manufacturing • The future of composites manufacturing In-situ Consolidation of Thermoplastic Composites for Next-Generation Aerospace Structures November 29, 2018 • 2:00 PM ET REGISTER TODAY FOR WEBINAR AT: SHORT.COMPOSITESWORLD.COM/AD1129 DAVID HAUBER Engineering Manager

Articles in this issue

Links on this page

Archives of this issue

view archives of CompositesWorld - NOV 2018