JEC COMPOSITES MAGAZINE - Issue #113 - June 2017 - 5

high-temperature composites OPlNlON
matrix composites offer? Why is the
aeronautics industry so interested in
CMCs today?

T. S.: In the case of the oxide-oxide

CMCs: Light weight (low density, close
to that of Aluminum), fatigue resistance,
high temperature performance, and in
some cases the ability to form shapes
that a metallic part would be difficult
to manufacture. These characteristics
lead to, or enable, better engine fuel
efficiency, lower noise, lower emissions,
and lighter weight.

JCM: What resources are you currently
using to ensure the development and
production of your CMC parts?

T. S.: We have invested in a 30,000
sf facility that is dedicated to the
manufacture of CMC structures. This
facility includes a clean room, ply cutter ,
autoclaves, sintering ovens, a machining
center , an automated IR inspection
center (for NDI) and an automated
CMM machine that are dedicated to
CMC manufacturing. In addition it has
a dedicated area for part assembly. We
have invested in the development of
two matrix materials, one for the Nextel
610 fiber for greater strength , and one
for the Nextel 720 fiber, for greater
temperature performance. Working
with 3M, we are investigating lower cost
fiber forms to help reduce the cost of
Ox-Ox CMC parts and developing basic
materials properties data, which we have
presented at two ceramic conferences
in the last year. We have several small
sintering ovens to support R&D and
to manufacture small test samples. We

xxxxx
CMC engine
core cowl panel.
Composites
Horizons is the
trusted source for
Top OEM's for high
temperature composites for critical
applications

are working with several customers
on development and demonstration
programs to prove the viability of the
material in various applications. Finally
we are working with a prepreg company
to commercialize our matrix, to make it
available to anyone in the market.
JCM: CMC's integration into aircraft
expands the family of on-board composite
materials. Are we heading towards aircraft
that are 100% composite or is this just a
utopian dream?

T. S.: The use of composites have
obviously made tremendous strides
over the past decade, advancing to a
55% share of the airframe on the 787
and A350XWB and being adopted on
virtually every new engine nacelle. Even
in the engine composites are being used
on fan, fan case and stator applications,
by pass ducts, hot air bleed ducts, and

exhaust systems. And now SiC/SiC
CMC materials are even finding their way
inside the engine. But several hurdles
remain in place. The cost of developing
the necessary design data, the fact that
the necessary design and manufacturing
expertise still resides with a select
number of aircraft manufacturers are two
large impediments. And given advances
in metallics technology, associated
manufacturing technologies (including
additive), and given cost or damage
resistance characteristics that currently
favour metallics it is difficult to envision
a commercial aircraft with 100% of its
structure composite. Excluding a major
breakthrough it is probably a "utopian
dream". But there is still the potential to
expand the use of composites.
JCM: The future of these materials is
promising, how do you manage their
development alongside your other
activities?

T. S.: If you are referring to our CMC

Utilizing high temperature polyimide resin composites such
as PMR-15, AAFRPE4 and RM1100, CHI
manufactures a wide
range of components
for aerospace engine
applications

activities, as described we have dedicated
a 30,000 sf facility to their development
and manufacture. Part of this is simply
because the materials (fibers and matrix)
are so different from the polymer based
composites we make. But part of it was
also recognizing that as a new material
we felt it warranted a dedicated facility
and team o support its development and
growth.

No113 June 2017 /

More information:
http://chi-covina.com

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