"Depending on the chemistry of the capsule wall, we intend to grade the wall structure so it fractures at different energy levels corresponding to different amounts of impact," Brown said. "Some coatings could be created for applications with damage that occurs at low energy levels of impact, and others could be developed for damage that occurs at higher energy levels of impact. Alternately, we could develop a single coating with different signatures that looks different depending on different energy levels of impact. For now, we are looking to develop one coating that displays one energy level of impact. Once you've proved the technology works for one energy level, there's no reason you couldn't dial up a different wall structure for a different energy level."
Both internal and external coating applications could be developed with this technology. For example, composites inside the aircraft are exposed to a less severe environment than those on the leading edge of a wing, so the types of energy events in these environments may be very different. "As we approach the end of the first 18 months, we may therefore have certain research strands that aim toward external coatings and others that aim toward internal coatings."
The research targets glass-fiber and carbon-fiber composites. Since GKN provides aerostructures, the coatings would be provided as added functionality to its current and future product portfolio.
Thanks for the info, Ann. So that means that the ability to utilize this detection technique will be proprietary, but I guess it also indicates that the state of the technology is at the point where other composite makers should be able to do this too, at least eventually. (That's unless there's only a very narrow class of coatings which are amenable to the detection process, and they're patented or trade secret.) Anyway, I guess the upshot is that this is not going to be anywhere near as industry-widee as I assume. At the same time, it opens up the idea that, with technology advancing, maybe the FAA can move towards some specificity in its composites directives.
TJ, that's funny, using whiteout to detect cracks and delams. I bet it worked great. But I doubt if that would work on CFR composites or even glass-reinforced composites. Damage on these, especially CFR, is invisible to the naked eye and techniques for detecting it different from those used for detecting same in traditional materials. You are right, I carefully did not reveal the wavelength since I honored the company's request in order to get this much published.
You say damage-detecting coatings have been around for awhile, but not using non-visible wavelengths. Do you mean that damage-detecting coatings *for these composites* have been around for awhile? Please inform us if you know!
Alex, thanks for thinking industry-wide again. I agree, the technology is certainly in the early stages and it makes me wonder how many other coatings manufacturers or composite airstructure makers are conducting similar research under the radar, possibly even in partnership with each other. It might make more sense from an industry standpoint to develop and commercialize something that can be applied by all airstructure manufacturers and regulated by the FAA. But that also assumes that it can be applied in an aftermarket scenario and still work properly. I get the impression that GKN's coating needs to be "baked" in, either literally or figuratively, in order to do its job. But that could also be because they are not a coatings manufacturer.
Chuck, someone knows a lot about the subject, and I wish I did. I've already spent quite a lot of time surfing and snooping around on the Web, but it's quite difficult to find out anything aside from what's in that GAO report, and Boeing is less than forthcoming. I assume this is for security and/or market competition reasons. I'm checking the MRO schools' websites for course descriptions, e.g., but not much luck so far. The thing to remember, in general, is that repair techniques have existed as long as composites in aircraft have existed, but for some time it was all military. Then they entered the commercial aircraft sector, but not, I repeat not, in primary structures. Their use in primary structures has changed everything.
HP's industry-changing 3D printing announcement for commercial-scale end-production wasn't the only news of note at RAPID 2016 this week. Here are six more game-changing software and hardware news items, plus some videos explaining HP's technology.
HP has launched its long-heralded Multi Jet Fusion 3D printing technology for commercial-scale end-production, plus an ecosystem to go with it. The package could change the entire industrial market for making end-products with additive manufacturing. At the very least, it will be game-changing.
Nearly all the products in this latest crop of new adhesives target electronic and other components for consumer electronics and automotive assemblies. Some are alternatives to liquid adhesives, others are liquids that cure faster, and several stick well to multiple substrate materials.
Getting different types of spacecraft to Mars may require multiple fuel types. NASA is using 3D printing to try out a rocket engine turbopump design that can handle both liquid methane and liquid hydrogen propellant.
Focus on Fundamentals consists of 45-minute on-line classes that cover a host of technologies. You learn without leaving the comfort of your desk. All classes are taught by subject-matter experts and all are archived. So if you can't attend live, attend at your convenience.