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In reality, however, the composites industry is an amalgamation of many highly vertical markets � slow boat sailing podcast exchange, automotive, marine, consumer, wind.

This usage is driven by part performance requirements, cost slow boat sailing podcast exchange, regulations and customer demand. For instance, the material, process and cost parameters in commercial aerospace manufacturing are substantially different than the material, process and cost parameters in recreational boatbuilding.

Composite materials can meet such diverse needs because they are so diverse themselves. The array of fiber, resin, tooling, process and finishing options available make possible the fabrication of nearly any composite part for nearly any application. The highly bespoke nature of composites not withstanding, there are some broad materials and process trends shaping the entire composites industry that bear watching over the next several years.

First among these is the effort to get touch labor out of the manufacturing process by increasing use of robotics and automation. This is driven by several things, including a desire to increase consistency and quality, a desire to reduce costs, and a demand for higher volume manufacturing.

Second is the effort to get out of the autoclave. Slow boat sailing podcast exchange wonderful as the autoclave is at consolidating composite laminates, it is expensive to acquire and operate. It also can be slow boat sailing podcast exchange production bottleneck that hinders the drive toward higher volume throughput. As a result, out-of-autoclave OOA materials and processes � resin infusion, resin transfer molding RTM and thermoplastic composites � are being considered more seriously in a range of applications, not the least of which are large commercial aerospace structures.

Third, thermoplastics slow boat sailing podcast exchange general are on the rise, slow boat sailing podcast exchange because of the attributes they offer, including OOA processing, easy storage and handling compared to prepregs and easy recycling. Fourth is the advent of Composites 4. This is leading to development and use of complex algorithms that will govern thinking machines in the next-generation composites manufacturing environment.

Fifth Swan Sailing Boat 2019 is the massive expansion of additive manufacturing AM in composites fabrication. The initial use of chopped fiber reinforcements in thermoplastic-based AM has led to the use of continuous fiber reinforcements to make discrete parts as well as tooling and mold components. The industry has also seen the advent of thermoset -based AM as well as new processes that combine AM with automated fiber and tape placement.

All of these technologies spring from and help drive a highly dynamic and fast-changing composites industry, and in the Multitude of Markets that follow, you will learn how composites materials and processes are being adapted and applied in each of the major end markets served by composites designers and fabricators. You will also learn how macro trends in each end market affect the composites manufacturing community. Aerospace composites: Some of the newest aerocomposites manufacturing technologies are being deployed in the manufacture of the wings for the Boeing X.

Slow boat sailing podcast exchange wingspan of the plane is ft 72m and the wings are being fabricated with autoclave-cured carbon fiber prepreg at a Boeing facility in Everett, Wash. The plane is expected to enter service in Source Boeing. Inthe global commercial aerospace industry was shaped and dominated by the grounding of the Boeing MAX, which was precipitated by the crash of two MAX aircraft, one in late and the other in early The cause of the crashes, which killed more than people, was an automated flight control system Boeing developed specifically for the MAX.

Boeing has committed significant resources to correcting the automated flight control system, but as of this writing in early November mid-Octoberthe plane was not expected to return to service until late or early In the meantime, Boeing continues to assemble MAX aircraft, but is not delivering these until the fix is done, proven and certified.

The grounding of the plane has had significant ripple effects throughout the aerospace industry supply chain, with some consequence to the composites industry slow boat sailing podcast exchange. In particular, Boeing has had on the drawing board for some time the New Midsize Aircraft NMAa twin-engine, twin-aisle, mid-range plane that would fit between the and the in terms of size and range and would serve a segment that used to be occupied by the discontinued However, the MAX grounding apparently has not allowed the company to devote significant resources to a new program launch, plus Boeing experienced problems with the engine on the X and delayed first flight of this craft with all-composite wings to early All of this added up to no NMA announcement in Paris.

It will seat people and have a range of nautical miles. This makes the Slow boat sailing podcast exchange competitive slow boat sailing podcast exchange the NMA, for which Boeing slow boat sailing podcast exchange contemplating two versions: One that seats with a 5,nautical-mile range and another that seats with a 4,nautical-mile range.

If Boeing announces the NMA soon after the MAX returns to service, and assuming both of these things happen by mid, then prospective customers would have a slow boat sailing podcast exchange of two aircraft that offer similar passenger and range options, with comparable efficiency, with one a single-aisle and the other a double-aisle configuration.

The NMA is significant because it represents the next all-new aircraft program on the horizon, and, slow boat sailing podcast exchange the Slow boat sailing podcast exchange and X, and the Airbus A, it is expected to feature major structures fabricated with carbon fiber composites.

In addition, beyond the NMA, just over the horizon, are expected single-aisle replacements for the Boeing and the Airbus A Both of these aircraft are ripe for conversion to carbon fiber composites and would represent a major leap forward in composites manufacturing throughput � Boeing and Airbus both anticipate single-aisle replacement build rates of shipsets per slow boat sailing podcast exchange. These programs could, if announced in the next couple of years, enter service in the window.

The MAX grounding, however, has thrown some uncertainty into this timeline. That is, Boeing could decide that a replacement should be accelerated, and launch its development sooner than planned. In short, as long as the MAX is grounded, there is much uncertainty in the commercial aerospace supply chain in general, and the aerocomposites supply chain in particular.

Setting aside the issue of which aircraft programs might be announced when, there are substantive and unanswered questions surrounding the NMA and single-aisle replacements. The overarching question is if and where composites will be used on these planes.

For the twin-aisle NMA, use of composites is almost certain, particularly given the supply chain and manufacturing processes in place for theXand the A Also important is the fact that the air carriers themselves prefer the durability and ease of maintenance of composite structures compared to traditional aluminum structures � this fact in and of itself might be enough to compel continued use of composite materials in large aerostructuresregardless of size or configuration.

Assuming that carbon fiber composites use in large aerostructures will continue, the next question is what type of materials those will be. All of these assumptions, however, go out the window with the single-aisle replacements that will follow the NMA. Because of this, the new single-aisle planes in development will almost certainly employ out-of-autoclave OOA materials and processes that deliver dramatically shorter part cycle times.

This has thrust to the fore several OOA technologies that are almost certain to be deployed extensively in next-generation aircraft. These technologies include thermoplastic composites, resin infusion and resin transfer molding RTM. Boeing and Airbus each are pursuing these technologies through a variety of research and development programs designed to bring maturity to a technology readiness level TRL slow boat sailing podcast exchange allows commercial deployment by at the latest.

Airbus, for its part, is pursuing a variety of solutions through multi-company, high-profile programs. This program is assessing use of RTM to fabricate wing skins, wing spars, ribsand wing box.

GKN announced at the Paris Air Show that it had produced demonstrator parts for Wing of Tomorrow, followed in October by the news that it had delivered a demonstrator tool. This means better automation, fewer parts, better parts integration, faster cycle time, faster NDI and faster assembly. Testing of a full wing is expected to begin in Infusion of wing structures is not novel. Moscow, Russia for the Russian market. What the A and the MC prove is that infusion is feasible for commercial aircraft, but the rate on both of these planes is relatively low.

The technology must now be matured for a high-rate environment. Thermoplastic composites, for their part, are being targeted toward fuselage structures. This is important because for many years it was unknown if composite materials made sense for use in the fuselage of a single-aisle aircraft, primarily because fuselage skin thickness on a single-aisle is thinner than that on a twin-aisle aircraft.

That thinner skin, using incumbent composite materials and processes, makes composites cost- and weight-prohibitive. As the name implies, the program aims to increase integration of fuselage, systems, cargo and cabin elements, in the process minimizing the use of fasteners. Use of thermoplastics would allow slow boat sailing podcast exchange via welding.

The Fokker structure represents a small step of many to come in the maturation of this technology for potential use in a single-aisle commercial aircraft. Beyond the fuselage, thermoplastic composites are already making significant inroads with aircraft already in service.

Boeing in particular is in the midst of a concerted effort to convert smaller structural parts brackets, clips, fasteners from thermoset to thermoplastic composites. Activity is also significant on the raw Slow Boat Sailing Youtube Online materials side of thermoplastics. Resin manufacturer Victrex Plc Cleveleys, U. Anticipating increased demand for thermoplastics in aerocomposites, Solvay Composite Materials announced in September that it is expanding production capacity at its Anaheim, Calif.

The expansion, combined with ongoing process optimization efforts, will increase capacity at the facility fourfold since Further, physical testing showed that ASTRA met all of the strength and stiffness requirements of a single-aisle aircraft. The idea came from Stephen Tsai, composites veteran slow boat sailing podcast exchange professor of aeronautics and astronautics, emeritusat Stanford University, who designed the ribs in a lattice structure, with each rib a fixed width and height, and spacing between ribs also fixed.

The rib architecture uses carbon fiber tapes placed continuously, by MTorres AFP equipment, in one direction Aand discontinuously in the intersecting direction B. Then, for the next layer, tapes are placed discontinuously in the A direction and continuously in the B direction. In this way, each rib joint would always be crossed by a continuous tape.

Use of resin transfer molding, infusion, thermoplastics and additive manufacturing in next-generation commercial aerospace structures is explored in greater detail in a special issue published in July by CompositesWorld. The carbon fiber supply chain, meanwhile, has been busy positioning new and existing fibers for next-generation aerospace applications. Hexcel Stamford, Conn. Teijin Tokyo, Japanannounced in January that its Tenax carbon fiber and carbon fiber thermoplastic unidirectional pre-impregnated tape Tenax TPUD have been qualified by Boeing and registered in its qualified products list.

Finally, Hyosung Seoul, South Koreain lateintroduced a new intermediate modulus, high-strength carbon fiber for the aerospace market, and in June signed a memorandum of understanding with Saudi Aramco Dhahran, Saudi Arabia for the building of a joint carbon fiber manufacturing facility. All of this activity, positioning and jockeying of the aerospace supply chain anticipates substantial growth in the commercial air travel market over the next 20 years.

Boeing, in Juneissued its Commercial Market Outlook In it, the company estimates that the world will need, over the next two decades, 32, single-aisle aircraft, 8, twin-aisle aircraft, 2, regional jets and 1, freighters. Airbus issued its own Global Market Forecast Airbus anticipates slow boat sailing podcast exchange for 29, new small aircraft, 5, new medium aircraft and 4, new large aircraft, with freight units comprising planes total in the medium and large categories.

Occupying a small corner of the global commercial air travel market are supersonic aircraft, which have not been in service since the Concorde was retired in There are several firms now pursuing new supersonic aircraft, and one of the most prominent is Boom Aerospace Englewood, Colo. Boom CEO and founder Blake Scholl, at the Paris Air Show, said that Boom is nearing completion of the XB-1a subscale prototype of the Overture that is expected to be rolled out by the end of and test flown sometime in Overture will have a maximum speed of Mach 2.

Scholl stated that ticket cost on Overture is expected to be competitive, on a seat-per-mile basis, with current airline pricing. Slow boat sailing podcast exchange this way, he said, the plane will provide zero net carbon supersonic flight. Aircraft range varies, depending on the size of the craft and its propulsion system, but the goal slow boat sailing podcast exchange to be able to move a few people from one point to another within a major urban area, or from one urban area to.

Uber, which is working on its own eVTOL, requires a range of 60 miles on a charge. Regardless of the range requirements, composites use in eVTOLs is a must, particularly given the dependence on battery power.

Because of this, several eVTOL developers and there are more than are investing heavily in composites engineering talent. The challenge is that the eVTOL market will likely have certification standards as stringent as the commercial aerospace market, but also will require much higher manufacturing volumes that step toward those in automotive.

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