Herausforderungen an CFK-Primärstrukturen für Verkehrsflugzeuge der nächsten Generation Wie lohnt sich der Einsatz von CFK?

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1 Folie 1 Herausforderungen an CFK-Primärstrukturen für Verkehrsflugzeuge der nächsten Generation Wie lohnt sich der Einsatz von CFK?

2 Chart 2 First Generation Composite Airframe An Evolution/Revolution in aeronautic primary structures 60% A350 XWB- 50% -B787 -Structural Weight % of CFRP 40% 30% 20% 10% 0% -A300 -A A320 -B777 -A A B757- -B767 -MD90 -MD80 -B B A380 -A400M Entry into service Major Aircraft CFRP Components lead to steeply rising CFRP fraction Source: Airbus

3 Chart 3 Next Generation Composite Airframe Challenge for Industrialisation 480 aircraft per year 480 fuselages > frames > stringer elements 960 wings 480 vertical tail planes 960 horizontal tail planes Challenge: Cost efficient, reliable and high quality components at steep ramp-up and high part count Source: Flugrevue A350XWB

4 Folie 4 Outline - Introduction - Next Generation Aircraft: A30X - Objectives & Challenges - Manufacturers View - Material assessment - Cost drivers - Airlines View - Cash Operating Costs (COC) - Net Present Value (Kapitalwert) - Route to Target - R&T Challenges - Conclusions

5 Folie 5 A30X: Objectives, Benchmark, Challenges - A30X objectives - Serve wide spread market (low cost premium) - High performance - Low COC - High asset utilisation - Low RC - A30X benchmark - A320 family (today) - A320neo (tomorrow) (incl. additional improvements) - A30X main challenges - Performance (i.e. weight) - RC (rather than NRC) - Ramp-Up capability (i.e. robust industrialisation)

6 Folie 6 Asset Utilisation Definition Asset Utilisation = Maximum (Non-Stop) Revenue Potential minus Downtime due to: Scheduled Maintenance Checks (which include Routine and Non-Routine Tasks) Unscheduled Tasks (related to Ramp Damage in this context) Estimated Days Lost per DSG (examples) Potentially Large Scheduled Maintenance Component due to Fatigue, Corrosion, and Accidental Damage Tasks Potentially Large UnScheduled Maintenance Component due to Increased Damage Assessment and Repair Time

7 Folie 7 Qualitative Assessment of structure materials Aluminium - benefits - Maturity - NRC - RC - challenges - Performance - scheduled maintenance FML - Benefits - Performance (weight) - Scheduled & unscheduled maintenance - Maturity - Challenges - NRC - RC CFRP - benefits - Performance (weight) - Scheduled maintenance cost - challenges - NRC - RC - Potential unscheduled maintenance cost - Material properties (e.g. low conductivity)

8 Folie 8 Cost Drivers and Mitigations - Material cost (especially CFRP) lower material price value chain control (textiles & infusion) - Stiffener manufacturing & integration (especially CFRP) less number of stiffeners integrated design - Production (especially CFRP) more automated production improved quality (integrated QA)

9 Folie 9 Airline Economics - The Cash Operating Cost (COC) are made of: - Fuel burn - Maintenance - Flight crew - Landing & Navigation fees - Trade factors: - 1 ton MWE $ x Million over 15 years vs USD/FH $ y Million over 15 years Weight DMC (techno) ~ Asset Utilisation Weight and others

10 Folie 10 Direct Maintenance Cost (DMC) Definition Latest iteration based on Operator s Maintenance Programme (OMP) analysis Cost of labour and materials required to maintain, troubleshoot and repair Represents about 15% of Cash Operating Cost For a given aircraft, is higher for shorter average mission lengths than for long A/C DMC scheduled maintenance actions (A, C and higher checks) Trouble shooting Structure repairs Modifications Engine DMC Repair Overhaul A/C DMC mainly component repairs Aircraft Total = $z (rough order)

11 Use Tab 'Insert - Header Month 200X & Footer' for Presentation Title - Siglum - Reference NPV (Net Present Value*) parameters - Fuel Burn (= weight) - Landing & Navigation Fees (= weight) - Maintenance (= DMC) - Asset Utilisation (e.g. dispatch reliability) - RC ( price) -... To be analysed: Weight RC NRC / Capex DMC Asset Utilisation Overall value-added for the airline ( PV operator) Supply chain Environment Less COC larger NPV & PV * Kapitalwert

12 Folie 12 Route to Target needs significant RC Saving Weight [%] A320-like Reference Benchmark 2024 RC [%] Potential Technologies Potential Target

13 Folie 13 Outline - Introduction - Next Generation Aircraft: A30X - Objectives & Challenges - Manufacturers View - Airlines View - Route to Target - R&T Challenges - Performance - Cost - Integrated Approach - Industrialisation of Technologies - Conclusions

14 Folie 14 R&T Challenges I To meet A30X targets, R&T is necessary in all areas: material improvements manufacturing & assembly improvements innovative design & build architecture improved design rules, methods, allowables & enablers requirement challenges and technical enablers for these (comfort, outside view, )

15 Folie 15 R&T Challenges II Main CFRP Fuselage PERFORMANCE Issues concentrate on big stones focus on electrical functions (LSP direct & indirect effect, current return) focus on Robustness and DT, Minimum Thickness maintain focus on crashworthiness maintain focus on internal noise special focus on high velocity impacts (bird strike, wheel and tyre failure, ) integration of additional functions to be better explored extra effort necessary to cope with PBR, ice shedding etc.

16 Folie 16 R&T Challenges III concentrate on big stones focus on RC make DtC analysis of SoA Main CFRP Fuselage COST Issues special focus on non-value adding process steps (not only on part level, but also for the assy operations) CWB, Frames, Panels, Belly Fairing, LG/Bay, Doors, System Inst. Hardware,... (according to cost breakdown) always look to the complete process, from parts MCA FAL

17 Folie 17 Example for a big stone minimum thickness to be expected in large areas Large areas potentially driven by minimum skin thickness => big stone for performance (i.e. weight saving) => big stone for cost saving (due to material cost and lay-up RC) => Integrated development of many areas needed to REDUCE MINIMUM SKIN THICKNESS: Material allowables (remark: not only CAI) Stress methods and tools (e.g. post buckling behaviour) Design principles Joining and repair technologies (geometrical constraints for bolted assy and repair) In-service requirements and behaviour (e.g. robustness, particular risks)...

18 Folie 18 RC & lead time saving potential Airbus Operations (Bernd Räckers)

19 Folie 19 Some fuselage functions LEGEND Fulfilled by cfrp airframe alone Today Fulfilled by additional elements or systems el. isolation th. insulation noise attenuation load transfer (mech./therm.) robustness large damage capability vibration attenuation lightning strike min. el. field smart crash behaviour other grounding bonding signal transfer lightning strike direct protection..an optimised airframe design must fulfil many functions with minimum effort! multifunctional airframe proposals needed based on a functional analysis

20 Folie 20 Outline - Introduction - Next Generation Aircraft: A30X - Objectives & Challenges - Manufacturers View - Airlines View - Route to Target - Weight (and cost) Breakdown - R&T Challenges - Performance - Cost - Integrated Approach - Industrialisation of Technologies - Conclusions

21 Chart 21 Composite Production Technology Technology Readiness for Industrialisation - Technology Readiness Level 3 (launch of industrialisation): - Feasibility of Technology has been demonstrated - Target applications are identified - Impact of Technology is assessed (weight, cost, risk) - Route to next TRL levels is settled (resources, budget, schedule) Conventional scope of research & technology (R&T) - Technology Readiness Level 6 (launch of implementation): - Technology has been demonstrated in realistic scale and complexity - Technology has been demonstrated in an industrial environment - Reproducibility of Technology has been demonstrated - Route for full implementation can be established Updated/extended scope of R&T Scope of R&T includes industrialisation topics; TRL details are matter of negotiation

22 Chart 22 Composite Production Technology Technology Readiness for Industrialisation TODAY from material to prototype TRL3 TRL4..TRL6 DLR ZLP Material Design Structures Manufacturing Demonstrators Automated Production Robotic, Mechatronics FUTURE from material to automized production For integrated production development, industrialisation topics become more important

23 The DLR Center for Lightweight Production Technology ZLP Site Stade Stade Bremen- Varel Nordenham Hamburg Braunschweig ZLP ZLP Site Augsburg Pfinztal Karlsruhe Stuttgart Augsburg München Oberpfaffenhofen

24 Chart 24 Composite Production ZLP Augsburg Enablers for integrated process development -Materials & Processes -Handling devices -Placement devices -Tooling concepts - -Robot-robot collaboration -Robot-human cooperation -Offline programming strategy -Device integration - Mechatronics & Robotics Processes & Automation Production- Integrated QA -Development of QA strategies -Assessment of NDT methods -Integration of NDT and corrections -Data management for closed loop - All enablers are inseparably linked to get an optimised composite production

25 Composite Production ZLP Augsburg Flexible Robotic Cell for production technology validation Operative in m DLR/KUKA Storage Cutter Placement Vacuum infiltration Heat treatment Production integrated non-destructive testing Flexible infrastructure for a wide range of lightweight structure production technologies

26 Chart 26 Conclusions - Big challenges ahead for CFRP in Commercial A/C Industry - Increasing rate of aircrafts and parts to be expected - Steep and reliable ramp-up needed for proper market introduction - High material, production & assembly costs (= RC) - Local improvements (e.g. material properties) are not sufficient - Next step of innovation: Integration and overall optimisation (multi-discipline, multi-function) - Complete process chain to be optimised (engineering & industrial) - Potential for continuous improvement to be ensured and used - Accept the challenge - Provide full process chain optimisation capability - Provide quality assurance strategies according to aviation needs - Mitigate industrialisation risks for CFRP airframe and support continuous improvement

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