Park Electrochemical, a supplier of advanced composite materials for aerospace structures, is showcasing a newly introduced prepreg (pre-impregnated material) that the company said is tailor-made for aircraft interiors.
Carbon fiber-reinforced polymer
Boeing made the apparently radical decision two years ago to use composites for most of the primary structure of its new 787 jetliner, resulting in a need for around 35 tons of the material per airplane. Japan’s Toray Industries, whose Torayca pre-preg is used already by Boeing for the 777’s tail and floor beams, was selected a year ago to supply the raw material, which combines carbon fibers with toughened epoxy resin.
Tests currently under way at the Airbus UK facility in Filton are exploring technologies aimed at extending the use of advanced composite materials on the main wing of future airliners such as the A350.
The recently unveiled Spectrum 33 business jet can be categorized as “very light” in terms of weight and yet its cabin is roomier than that of a Cessna Citation CJ2, which would not be categorized in the very light jet (VLJ) class. The new airplane’s composite airframe and its additional electric systems are no strangers to this paradox. The first prototype built by U.S.
What are the advantages and disadvantages of carbon-fiber reinforced plastics?
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