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Composites in the Sky with Dreamliner

Boeing's next-generation, mid-range workhorse airliner--the 787--will

feature more non-metals than ever before in the primary structure of a
200-plus passenger airplane, 50 percent by weight, in fact, but the
deputy chief mechanic's mantra to maintenance metalheads is "have no
fear."

By Vicki McConnell, Technology Editor

In 2008, Boeing's new 787 Dreamliner commercial airliner will begin

to fly passengers into an age of materials technology that's been a long
time coming. With advanced composites comprising half the airplane's
construction materials--especially solid carbon fiber laminate in the
wing and fuselage--reinforced polymerics can finally claim the skies as
never before. All Nippon Airways is Boeing's launch customer,
offering the largest launch order in history for a new Boeing airplane,
at 50 initial units valued at $6 billion.

Bringing big jet range (4,030 to 9,734 miles) to mid-range

configuration in three 787 models, Boeing expects the carbon fiber
composite structure of these airplanes to help achieve a 20 percent
reduction in maintenance cost, 20 percent increase in fuel efficiency,
and a 20 percent decrease in emissions as compared to competing
Advanced Search aircraft. By engineering multiple components into integrated single
Search Help parts (at a typical ratio of 1 to 20 in reduced parts count compared to
aluminum), composites will also reduce the weight of the 787-8
baseline model by as much as 40,000 pounds compared to an
equivalent all-metal, mid-range airplane.

Finally putting this amount and complexity of composites into the

design of a 197-foot wing span (on the 787-8) and in the primary
structure of the 19-foot wide by 182-foot long fuselage may give some
wrench-benders pause. Comfort levels among mechanics and
technicians may start to jangle and questions arise in alarm. What's this
going to mean in terms of additional composites training needed,
variance in maintenance time and necessary equipment, and inspection
standards? Will larger single parts push the envelope in sanctioned
repair limits, and if my expertise is primarily in metal, what do I know
from carbon fiber solid laminate?

To which 787 chief mechanic Chris Tasche answered, "with

appropriate training, I've found that mechanics have readily adapted to
the repair technology required for composites. And the airlines have
been dealing with these materials for over 20 years now. I don't believe
the 787 will pose a greater challenge for them." Tasche was also the
chief mechanic on the 777-300 and spent five years with a major U.S.

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carrier, developing that airline's overnight and first heavy maintenance

checks.

Deputy chief mechanic for the 787 program Justin Hale added that
when it comes to repairing the solid laminate composites on the 787,
"A&Ps can think bolted repairs." For primary structure,
through-the-thickness bolted repairs of solid carbon fiber laminate in
the 787 fuselage and wing are now possible. The solid laminate avoids
many of the challenges associated with more traditional honeycomb
laminate structures. Further, Hale observed that "for the most part,
many repairs for the 787 will look very familiar to a mechanic used to
working on metal aircraft." That's not to imply that the composites
training A&Ps have acquired won't be useful, because the Dreamliner
will utilize limited amounts of honeycomb structure with carbon fiber
skins, as well as fiberglass and aramid fiber composites in certain
components, such as the engine nacelles and wing tips. Repair of these
will follow conventional composite protocols of the wet layup,
vacuum-bagged, and heat blanket-cured type.

Lessons learned from the 777

Hale added that Boeing has repeated a process determined to be crucial

during the development of the 777 (which carries 10 percent
composites by weight, mainly in the horizontal and vertical stabilizers):
talking to operators to get their input regarding common repair and
maintenance issues and hopefully addressing those issues as much as
possible concurrent with design. "We've been talking to mechanics
about our new plastic airplane," Hale recounted. "And demonstrating to
them some composite repair techniques that are faster and easier than
with aluminum parts, but also showing the similarity to metal repair.
The point we want to make is, `listen, this doesn't have to rock your
world.' We're seeing a reassuring level of confidence about the 787
after such demos."

Some of the suggestions 777 customers had for Boeing that would
reduce maintenance requirements and that are being answered in the
787 include:

Adding to the laminate thickness around the doors.

Solid carbon fiber laminate leading edge high-lift devices that

eliminate all metal-bond in the slat wedges.

Solid carbon fiber laminate trailing edge high-lift surfaces and

ailerons with no honeycomb core.

Another carryover from the 777 horizontal stabilizer and floor beams is
Toray's Torayca carbon fiber prepreg, with T800/3900-2 carbon fiber,
to be used in the 787's solid carbon fiber laminate components. Gary
Oakes, associate technical fellow, Commercial Airplane
Services/Structures for Boeing Commercial Airplanes, touted the

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material's toughness and strength both in terms of inflight performance

and resisting impact damage, as well as its manufacturability. "From
the 777 program," he said, "we know a lot about this material, which
reduces risks in using it on a new aircraft. And because Toray is
currently the only qualified supplier of this prepreg for these
components, this answers one complaint from operators, mainly too
much inventory required for repair materials."

He added that "we're clear that this `black' airplane has to operate in a
predominantly `grey' airplane world. So we're basing our composite
repairs on the skill sets we anticipate already exist in that world."

Oakes emphasized that inspection for the new airplane "will not
involve a raft of new techniques beyond what's

now standard for the 777 or even other Boeing models with composites
onboard [such as the 737 and 767]." This includes the new carbon
fiber, one-piece barrel fuselage design, which he identified as the
largest and most unique area for inspection. "Modified non-destructive
inspection [NDI] that takes the new plane's size, geometric
configurations, and assembly into effect will readily accommodate
inspecting the fuselage in-service, when non-destructive inspection is
specified," Oakes concluded.

Sooner rather than later

Because composites are driven by ultimate strength performance rather

than fatigue, which is the case with metals, "you have to design the
repairability into the structure, you can't do it later," said Oakes. He's
referring to analytical provisions considered in the design stage that
will ensure restoration of ultimate strength capability as reflected in
composite component design and composite repair protocols. He added
that "we aren't integrating multiple components by way of composites
unless there's a real structural benefit to doing so. Structural composites
do what they are designed to do: carry load, while meeting design
requirements for damage tolerance, durability, and repairability."

To which Hale offered that "the 787 has a more monolithic structure,
such as hat stiffeners integrally bonded to skins rather than
mechanically attached stringers, or one-piece fuselage sections built
without lap splices in the skin. This will change the way some repairs
are designed."

Ultimately this change offers what Oakes calls "an inherent robustness
in the structure that aluminum has a hard time matching." Speaking of
robustness, Boeing expects that initial C-checks for the 787 may well
be extended to 36 months, and a first full structural inspection to 12
years.

The 787 follows the "no growth" design philosophy of the 777 in terms
of the solid carbon fiber laminates. This means structures with damage

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that is not likely to be visually detected are designed to carry residual

ultimate load for the operational life of the airplane. "Our method of
complying with the FARs relies on two levels of damage for aluminum
structure," Hale explained, "but manifests different-ly for composites
since we won't have fatigue cracks that grow." These levels include
damage not likely to be detected during visual inspection under normal
lighting from a distance of five feet, and damage that is likely to be
detected visually under these same conditions.

Does Boeing ex-pect to sanction larger wet layup repairs with alternate
materials to the Toray prepreg for the larger composite components on
the 787? Oakes acknowledged that size limitations for repairs outside
those specified in structural repair manuals represent a common
problem for operators, and Boeing is taking that into account in
determining 787 repair protocols. "We're looking at very large area
repairs from a major incident in an upfront study," Hale said, "such as a
tail strike or collapsed nose gear, which can do substantial damage to
the fuselage. Most damage beyond SRM limits would likely involve
bolted repair," he added, "and there will be size limitations for those
due to their effect upon structural performance. But we're aiming
toward being as practical as possible in our repair allowables."

Composites power up

To travel at Mach 0.85, the 787 will use either Rolls-Royce Trent 1000
engines or the GE Aircraft Engines (GEAE) GENX powerplant, with a
common attachment interface for both. A fourth iteration of GEAE's
successful GE90 engine baseline architecture, the GENX features
1,500 pounds of composites. A new braided carbon fiber forward fan
case--fabricated through carbon fiber resin film infusion (RFI) and
autoclave cure--replaces aluminum and offers a 350-pound engine
weight reduction. The engine will also use the tape-layed, carbon fiber
fan blades (with titanium leading edge and polyurethane erosion
coating) already proven over the past decade on the GE90.

The composite fan case, which is 111 inches in diameter, acts as a

structural containment housing should one of the blades accidentally be
released. The 23-stage GENX powerplant (10 stages of compressor,
four stages of booster, two stages of high pressure turbine and seven
stages of low pressure turbine) operates at a maximum of 75,000
pounds of thrust, so a blade-out could be catastrophic. "We expect
lower maintenance costs than with a traditional aluminum fan case,"
said David Crall, GENX module manager, cold section, "based on the
generous defect limits we've seen in half-scale blade-out rig tests. Our
testing of these parts with sizable flaws and repairs in them is helping
build the experience necessary to substantiate generous inspection
limits during production and subsequent operation by our customers."

Doug Ward, manager of composite technology for GE Transportation,

told Aviation Maintenance that it is unlikely any wet layup repairs
will be allowed on the fan case because of its critical structural

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requirements. He added that there is abradable and acoustic material

inside the fan casing that may require repair. These materials can be
patched on-wing using a room-temperature curing paste. In the event of
severe damage, the acoustic panels and other composite flowpath
components can be rebonded to the fan case at the depot level.

When consulted about the GENX design, customers made it clear they
wanted composite fan blades because they reduce maintenance costs
through reduced dovetail wear, one-time lubrication, retention of
balance between shop visits, reduced inspection requirements
compared to hollow titanium blades, and resistance to most bird strikes
via the titanium edging.

GEAE has reduced the number of blades to 18 from 22, and Ward said
that if a fan blade should require replacement, this can be accomplished
on-wing in about two hours.

Intelligent Engine technology is built in to the GENX to maximize

component lives, via sensors that will be monitored by a separate
onboard computer. This system will improve the accuracy of
deterioration trending and identify the sources of deterioration. "When
a GENX engine comes in for overhaul," said Crall, "we'll be able to
accurately determine which modules need maintenance action and
which can be returned to service without maintenance." And speaking
of rapid return, the ability to remove the composite blades out the front
of the engine and to separate the fan case from the high-temperature
propulsor will allow these components to be readily mated with a new
propulsor. "This will reduce the number of spares an operator has to
keep on hand," added Crall.

Perfect timing

Reduced overall weight, improved fuel efficiency, longer lifetime

relative to fatigue performance, corrosion resistance, reduced part
count, even containment capacity for a loose fan blade rotating at 2,600
rpm--composites clearly offer significant performance benefits. But
why has Boeing embraced these materials at this record level for its
commercial aircraft, and why now? "The technical level of aluminum
can't go much farther in terms of pushing airplane performance and
gaining cost advantages in maintenance and repair," said Oakes. "And
Boeing has developed a level of expertise in analytical and design tools
and in manufacturing with composites even since before the 777, to
create opportunity with composites rather than risk, and at a reasonable
cost. In a way, we think the stars are aligned for the 787."

"Designers would have liked to use more composites sooner," Hale

added, "but a sufficient degree of proven manufacturability and safety
had to be in place first. We feel those elements have reached critical
mass for this aircraft."

"Safety is inherent in the quality of an airframe's design," added

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Tasche, "regardless of the materials used, and also in the quality of the
maintenance performed once the aircraft is in service. Gaining the
benefits of light weight, resistance to corrosion, fatigue, and impact
damage from composites can only improve safety over the life of this
airplane."

The timing also seems to be right for applying innovations in

robotization, sensors, assembly, and tooling technology. Advanced tape
lamination, fiber-placement, and several resin-infusion processes will
be used to build the 787 composite components. Surface-mounted
sensors will potentially offer real-time data for flight condition load
monitoring that Oakes said "could allow for more focused inspections
of composite structure, especially in the case of hard landings." Also,
Boeing has quick composite repair processes in development for
small-area damage that is based on an epoxy-bonded outside patch that
can be applied in less than an hour.

As for additional training to perform maintenance and meet

maintenance requirements on the 787, Hale said that the production
team is creating a curriculum for engineers, technicians, and inspectors
to reflect the structural differences of this new airplane. "While a
slightly different skill set will be required," he added, "overall training
for maintenance and repair of the 787 will mainly expand upon what is
already known regarding both metal and composites to reflect this
aircraft's uniqueness."

In his view, Tasche believes "the widespread application of composites

can be seen in the same light as transitioning from analog electronics
and cable-operated flight/engine controls to digital and fly-by-wire
technology. Despite the conservative nature of the aviation industry,
the last 25-plus years have shown that we went down the right path
with these systems technology advances. I believe history will also
show that we are making the right decision in electing to use more
composites on the 787. I'll also say personally that airline engineers
and mechanics are a relatively skeptical bunch, not easily convinced
until they can gain firsthand knowledge. I know they're wondering if
the 787 will be as low-maintenance and trouble-free as we say it is, and
we're ready to show them the durability, maintainability, and
incorporation of our in-service experience in development and design
of this new aircraft."

The Airbus Answer To Composite Structure

Airbus has announced it will launch the A350, a 245-passenger

mid-range passenger jet to compete with Boeing's new 787. Air Europa
is the first airline to commit to the new airplane, with expected service
to begin in 2010, and using GE Aircraft's GENX engines. Dr. Roland
Thvenin, senior expert in composites for Airbus, said that the A350
will feature 33 percent composite structure, up from the 25 percent
demonstrated aboard the superjumbo A380, which was unveiled in
January. He characterized the Airbus approach to composites as a

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step-by-step evolution of the ratio of metal to composite "based on the

result of dedicated tradeoffs, which always compare available
technologies." Some 60 million flight hours with composite structural
components on Airbus airplanes also factor into the OEM's
materials-ratio decisions.

Resin transfer molding and resin film infusion fabrication techniques

previously used in limited composite components are now being used
for structural elements such as the rear fuselage frames and rear
pressure bulkhead. Fiber placement (automatic tape layup) is being
used for the rear fuselage and auxiliary power unit mounts.

The A350 wing, which will be composed of carbon fiber reinforced

plastics in spars, upper and lower skins, and with ribs remaining
metallic, will deliver exceptional low and high-speed efficiency due to
the integration of the "droop nose" design from the A380. Airbus
expects to spend $5.3 billion to develop the A350. Thvenin said
primary carbon prepreg suppliers include Hexcel and Cytec, the same
as on the A380, and that maintenance protocols will also be the same
for both aircraft. Wet layup techniques have been directed by
techniques developed through the Commercial Aircraft Composite
Repair Committee (CACRC). Customer input as to common
maintenance/repair issues has also been solicited and incorporated.

The main applications of composites on the A350 are monolithic,

laminate structures, such as the vertical and horizontal tailplanes, flaps,
center wing box, keel beam, and rear pressure bulkhead. Only bolted
repair is suitable for these monolithic laminates, Thvenin said, which
is similar too Boeing's repair scheme for the 787. Key secondary
carbon fiber reinforced plastics components include the pylon fairings,
nacelle cowlings, various doors, belly fairing skins, and overwing
panels. Airbus is also working within the framework of the CACRC to
qualify materials and processes for repair of these sandwich composite
structures by means of bonded repairs.

Within its materials palette, Airbus uses GLARE--a hybrid sheet made
of alternating layers of aluminum alloy and glass fiber--to improve
fatigue behavior in the upper fuselage shell. Thvenin noted that, from
a maintenance standpoint, this material can be treated the same as
typical metal aluminum sheet.

For large-area structural damage, he added that Airbus is expanding its

strategic, global locations for making both A380 and A350 spares
available to customers.

Finally, Airbus is working a step process to provide customers

economical benefits from sensor health monitoring systems, and has
targeted 2008 for the first generation technology readiness milestone of
using SHM to provide maintenance-related benefits.

-- By Vicki P. McConnell

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