Composites Universal Group (CUG), an internationally recognized composite manufacturing company specializing in the production of high-quality composite components for aerospace, drones, industrial and space applications, recently received a large walk-in oven from DELTA H.
The oven features an interior volume of 12’ wide, 10’ tall, and 32’ deep, with high volume New York Blower plug fan, PowerFlame gas burner, and rapid cooling/chamber pressure control. For vacuum composite processing, the system features multiple part temperature as well as vacuum transducers for precision monitoring of process heating. Eurotherm Nanodac is featured with cascade control that selects the coolest part and automatically adjusts air temperature to precisely maintain the desired ramp rate, soak time, and cooling rate.
Richard Conway, CTO at DELTA H
CUG has multiple projects underway, including Vahana electric VTOL aircraft, Sierra Nevada Corp Dream Chaser Pressure Vessel, and Leidos Corp. Composite Beams. DELTA H CTO Richard Conway stated, “It is truly rewarding and exciting to be among the technology providers supporting these projects and to have a role in the cutting edge of transportation.”
(Image Source: Leidos Investor Relations)
“The DELTA H Composite Oven has performed flawlessly ever since initial startup. It’s become a critical part of our equipment listing here within CUG. . . . It is critical to our operations and the curing of our high temperature parts fabrication,” states Steve Ruege, President and Director of Sales at Composite Universal Group.
Joby Aviation has spent the last 10 years hammering out the designs and flight dynamics of its tilt-rotor eVTOL (electric vertical take-off and landing) aircraft . Thanks to an investment round led by Toyota, they now have substantial funding to continue development.
Toyota's share of the US$590 million series C finance round was $394 million, and it comes with a commitment to bring its manufacturing, quality, and cost control approaches to the table as Joby prepares to move closer to FAA certification and commercialization of its five-seat electric VTOL air taxis.
Joby's full-scale prototype features thin wings supporting four tilting prop units, the outer ones on swivel mounts and the inner two extending out and upward on short arms. A V-shaped tail unit carries two more swivel units for a total of six rotors, each about six feet (1.8 m) in diameter with five uniquely shaped blades.
The idea is to have an electric aircraft capable of taking off and landing vertically on a helipad or similar that can then transition to winged forward flight once it's airborne for efficient cruising at high speeds. Joby claims its vehicle is capable of 200-mph (322-km/h) flight, and that its small rotors produce about 1 percent of the noise of a regular aircraft on takeoff. In winged cruise mode, the company says it will be virtually silent on the ground.
With six tilting rotors, Joby's eVTOL can do 200 mph, with a range of more than 150 miles per charge (credit: Joby Aviation)
Toyota may also bring hydrogen powertrain to the table. Toyota and Hyundai/Kia are more or less the only companies still forging ahead with hydrogen powertrains for cars, but Japan and Korea are investing in hydrogen in a massive way, envisioning a transport future largely running on fuel cells, using imported energy from overseas to move some of their emissions out of their choked megacities and into the skies of countries like Australia, which is gearing up to become an energy exporter in the form of liquid hydrogen.
Moving to a hydrogen powertrain solves the problem of energy density for eVTOLs in a single stroke. Liquid hydrogen might be a pain to handle and deal with (and explosive in an accident), but its energy density is superb. Running a hydrogen eVTOL air taxi service would enable super-quick refueling and ultra-long-range flight, maybe 10 times the range of what current battery technology can deliver.
A common topic regarding eVTOL is safety, a problem that still needs an answer. The Joby aircraft, like the vast majority of other designs, offers a certain degree of redundancy in case of rotor failures. The problem nobody seems to be able to deal with yet is what happens in case of total catastrophic failure below a height of about 120 ft (37 m). Ballistic parachutes remain troubling, and while helicopters have the ability to autorotate safely to land without power, multirotor eVTOLs do not.
Joby is right at the forefront of eVTOL development right now, alongside other well-funded companies. It has recently signed a deal with Uber to supply and operate these aircraft under an Uber Elevate service. Uber is promising to build and run the skyports and support services for these air taxis as well as managing last-mile connection transport at either end of a journey. Uber is targeting 2023 as a launch date.
Lockheed Martin is developing a ground-launched, mobile, hypersonic missile system thanks to a US$31.9 million award by DARPA. The contract will allow them to begin the Operational Fires (OpFires) Phase 3 Weapon System Integration program for the boost-to-glide weapon system.
Hady Mourad, director of Tactical and Strike Missiles Advanced Programs at Lockheed Martin Missiles and Fire Control
“The OpFires missile is critical to providing the US Army with a highly maneuverable and rapid response solution capable of operating from unpredictable land-launch positions to suppress hostile threats,” says Hady Mourad, director of Tactical and Strike Missiles Advanced Programs at Lockheed Martin Missiles and Fire Control. “Lockheed Martin will deliver the prototype missiles utilizing the experienced production teams that currently produce the ATACMS, GMLRS and PAC-3 missile systems.”
The new contract, which involves Lockheed, DARPA, and the US Army, will draw on Lockheed’s three decades of hypersonic missile development, combined with DARPA’s work on new hypersonic propulsion systems and boost-glide technologies. Lockheed is tasked with taking the present design based on initial requirements and taking it through the Critical Design Review (CDR) in late 2021. This will be followed by component and subsystem tests in the same year and integrated flight tests in 2022.
Titanium is a crucial component in aerospace and defense applications as well as in the biomedical field. The high ratio of strength to density of titanium and its alloys mean that it is as strong as some steels, but with a fraction of the density. However, titanium is more difficult than steel to prepare as a metallographic sample due to its ductile nature that renders it easily susceptible to damage.
In this HTTBest of the Web Technical Tuesday feature, Buehler’s Tech Notes explores efficient preparation of titanium grade 2 samples.
An excerpt: “Titanium and its alloys’ high strength to density ratio and good corrosion resistance make them invaluable in aerospace, defense, and marine applications. Good biocompatibility also makes it quite useful in biomedical applications. It is as strong as some steels but a fraction of steel’s density. When preparing metallographic samples, one quickly learns, titanium is more difficult to prepare than steel as it ductile and readily damaged, but also has a relatively slow material removal or recovery rate, which poses a challenge to sample preparation.”
Buehler takes readers through the methods of sectioning, mounting, grinding and polishing, and etching when preparing grade 2 titanium for a sample.
NASA Glenn Research Laboratory in Cleveland, Ohio, has partnered with Boeing to test how shape-memory alloys can be used in deployable vortex generators (VGs), the tiny fins on airplane wings that help control airflow during flight. Currently most VGs on airplanes are static. They are fixed devices always present to improve performance during takeoff, landing, and irregular conditions.
Materials Research Engineer and ASM International’s SMST Society President Dr. Othmane Benafan is part of the team at Glenn developing the shape-memory alloy parts. The alloy pieces are small metal rods that are inserted along the hinge line of a VG where it connects to the aircraft wing. The shape-memory alloy twists as it cools off, which pulls the fin down to lie flat against the wing. Then as the aircraft moves into warmer conditions, the alloy retracts to its original shape, lifting the fin into an upright position.
Dr. Othmane Benafan, Materials Research Engineer, Glenn Research Team
“There are no heaters, no coolers,” says Dr. Benafan. “The alloys are tuned exactly to environmental temperatures. They sense, and then they do their thing.”
Innovations with shape-memory alloys allow development of VGs that move when they sense a change in the environment, which will make future airplanes capable of adjusting in response to changes in temperature, altitude, and airspeed, just like birds.
Photo Credit for Dr. Benafan’s picture: the Moroccan Times
An aerospace company has made a contract with Lockheed Martin to provide critical components of NASA’s spacecraft. Collins Aerospace Systems, a unit of United Technologies Corp., has obtained a contract with Lockheed Martin to provide critical subsystems to produce NASA’s Orion spacecraft fleet for Artemis missions III through VIII. The systems Collins Aerospace is providing will play an important role in enabling NASA’s goal of boots on the moon by 2024 and establish a sustained presence on and around the moon to prepare for missions to Mars.
Kevin Raftery, VP and general manager of ISR and Space Solutions, Collins Aerospace.
“We’ve been providing life-sustaining solutions for space for 50 years, and we’re proud to be working with Lockheed Martin and NASA to enable decades of future exploration to the moon, Mars, and beyond,” said Kevin Raftery, vice president and general manager, ISR and Space Solutions for Collins Aerospace.
Work for the Orion systems will be performed at Collins Aerospace facilities in Connecticut, Texas, Illinois, and California.
A modern airplane’s fuselage is composed of multiple sheets of different materials, not unlike a phyllo dough pastry. Once these layers are stacked and molded into the shape of a fuselage, they are transferred into warehouse-sized ovens and autoclaves, where the layers fuse together to form a resilient, aerodynamic shell.
MIT engineers have now developed a method to produce the same high level of composites without the enormous ovens. This discovery may speed up the manufacturing of airplanes and other large, high-performance composite structures.
In this HTT Best of the Web Technical Tuesday feature, Design and Development Today introduces us to carbon nanotubes, their usefulness in potentially taking airplane manufacturing to new heights, and what the future of the research surrounding this discovery looks like.
Brian Wardle, professor of aeronautics and astronautics at MIT
An excerpt: “‘If you’re making a primary structure like a fuselage or wing, you need to build a pressure vessel, or autoclave, the size of a two- or three-story building, which itself requires time and money to pressurize,’ says Brian Wardle, professor of aeronautics and astronautics at MIT. ‘These things are massive pieces of infrastructure. Now we can make primary structure materials without autoclave pressure, so we can get rid of all that infrastructure.'”
DELTA H commissioned a Dual Chamber Aerospace Heat Treat (DCAHTTM) to AAR Corp. at Indianapolis International Airport. AAR is a leading provider of aviation services to commercial airlines and governments worldwide. At its Indianapolis MRO facility it performs heavy maintenance with a focus on the Boeing 737.
Kelly Sauer, VP of Quality, AAR
“The DELTA H dual chamber furnace meets our needs as an effective, efficient and complaint heat treatment solution,” stated Kelly Sauer, AAR Corp’s Vice President of Quality.
Ellen Conway Merrill, VP, DELTA H
“As the largest independent MRO in North America and one of the top five MRO providers in the world, it’s truly humbling to have earned AAR’s trust for their in-house heat-treating capabilities,” stated Ellen Conway Merrill, DELTA H Vice President. “The commissioning service at AAR Indianapolis included full qualification testing as well as training certificates for operators and QC/QA. The DELTA H DCAHTTM furnace system enabled AAR to quickly qualify for not only aluminum, but also aging of PH stainless steel and titanium.”
The DELTA H DCAHTTM furnace features dual chambers operable to 1200°F and 500°F with precision control and temperature uniformity, and a roll-away stainless-steel quench tank. The system qualifies as Class 2 (+/-10°F) per AMS2750E and includes all controls, data acquisition technology, and spares parts package to be in full compliance with all aerospace pyrometry standards and National Aerospace and Defense Contractors Accreditation Program (Nadcap).
StandardAero has acquired a global services subsidiary based in Cork, Ireland, that provides specialized component repair and manufacturing processes for industrial, aeroderivative, and aircraft gas turbines.
TRS Ireland is a privately held company that has extensive experience as an OEM-approved specialty coating provider of engine component repair and MRO services on blades, vanes, and other hot section components for both new engines and a rising number of mature engines and a variety of applications. The company, which has more than 180 OEM approvals/licenses and unique FAA and EASA certifications, also supports gas turbine users worldwide through its services.
Russell Ford, Chairman & CEO, StandardAero
“TRS Ireland has a long-standing, hard-earned reputation in the industry as a reliable service partner and will bring immediate growth and opportunity for StandardAero,” said Russell Ford, Chairman & CEO of StandardAero.
Rick Stine, President of StandardAero’s CH&A Division
“TRS Ireland’s robust and long-tenured engineering and development team has extensive intellectual property around turbine airfoil and coating technologies and we see significant opportunities to leverage these capabilities and capacity to the fast growing aerospace and aeroderivative turbine engine repair markets,” added Rick Stine, President of StandardAero’s CH&A Division.
With the addition of TRS Ireland, StandardAero now has 40 primary repair facilities located on five continents.
Nadcap accreditation is looked on by most of the heat treating world as a significant achievement and a guarantee of quality. It not only permits a company to perform heat treating for the Aerospace/Defense industries but also tells customers that this company has a high standard of quality.
So what is it, and how does it work?
In this HTT Best of the Web Technical Tuesday feature, Vac Aero International takes readers through the entire Nadcap accreditation process from start to finish, examining what it is, how it works, and troubleshooting problem areas.
An excerpt: “Nadcap accreditation benefits not only the company being audited but helps ensure their customers receive products and services that meet or exceed both their expectations and requirements. The audit and accreditation processes result in continuous improvement in multiple areas, with deficiencies (i.e., nonconformances) identified and corrected based on specific rules (i.e., guidelines) to ensure each process meets or exceeds industry standards.”
Vac Aero gives a detailed look at the common pitfalls in the accreditation process, useful resources and training courses to help companies prepare for their audit, and what to do after the audit is complete.
