(top and bottom left) using disposable sensors
(top right) and in-mold sensors that can be used with vacuum bag and release films
(bottom right). Photo Credit for all images: Lambient Technologies LLC
I have written about cure monitoring via AvPro’s (Normal, Okla., U.S.) ThermoPulse microwire sensors, which it aims to use in its cure management systems and also about Synthesites’ (Uccle, Belgium) direct current (DC) dielectric sensors for in-situ monitoring and real-time Tg evaluation. In this blog, I will discuss Lambient Technologies (Cambridge, Mass., U.S.) and their history in alternating current (AC) dielectric sensors as well as their latest LT-440 instrument that combines AC and DC dielectric analysis (DEA). “Both technologies have advantages and disadvantages,” says Lambient founder Huan Lee. “Combining AC and DC measurements provides the widest possible number of tools for R&D, quality control and in-situ monitoring during manufacturing.”
University of Delaware TuFF composite material shows high potential for UAM
compositesworld.com - get the latest breaking news, showbiz & celebrity photos, sport news & rumours, viral videos and top stories from compositesworld.com Daily Mail and Mail on Sunday newspapers.
A new aircraft from Boeing would likely depend on the use of existing composites manufacturing technologies. Pictured here is automated fiber placement (AFP) of the the forward fuselage section for the Boeing 787, performed by Spirit AeroSystems at its Wichita, Kan., U.S., facility.
Photo Credit:
CW
Aviation Week reported on Feb. 2 that The Boeing Co. (Seattle, Wash., U.S.) is in the early stages of developing a new aircraft designed to challenge the Airbus A321XLR long-range, single-aisle jetliner.
According to the report, written by Guy Norris, the plane, dubbed -5X, would be based on the New Midmarket Airplane (NMA) that Boeing had on the drawing board and then shelved when the 737 MAX was grounded in 2019.
Opportunities, challenges for composites in future aircraft
By Jeff Sloan, Ginger Gardiner and Scott Francis
Photo | Spirit AeroSystems
Photo | Spirit AeroSystems
As the commercial aerospace sector prepares for a new round of major program launches, the question of where and how composites will be applied weighs heavily on the supply chain.
CompositesWorld recently released a special edition developed with
CW’s sister publications
In it you will find reports on a variety of materials and processes targeted toward the coming wave of commercial aircraft programs expected to be announced by Boeing, Airbus and others. Topics include resin infusion of wing structures, resin transfer molding of door surrounds, advances in thermoplastic composites and more. During our research and reporting of these stories,
Photo Credit: Boeing
The Boeing Co. (Chicago, Ill., U.S.) reports that an inner fuselage skin surface nonconformity initially discovered in fuselage Sections 47 and 48, the two aftbody fuselage sections of the composites-intensive 787, has been found to exist in other fuselage sections as well, prompting the aircraft manufacturer to perform a complete inspection of fuselage joins in all undelivered 787s at the company’s final assembly locations in Everett, Wash., U.S., and North Charleston, S.C., U.S.
As part of this inspection regime, Boeing has asked each of its fuselage suppliers to conduct similar inspections for the nonconformity at their facilities, says a Boeing spokesperson. The skin surface nonconformity is not deemed to pose an immediate flight safety risk and in-service 787s are not currently a target of the inspection program.
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