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Aviation History
1996
1996 - 0764.PDF
mWm90^M^m ffW W Dow-UT delivers F-22RTM spars DOW-UNITED Technologies Composite Products (Dow- UT) has delivered the first shipset of 44 sine-wave spars for die Lockheed Martin/Boeing F-22 wing. The spars were produced using an advanced resin-transfer moulding (RTM) process devel oped by Dow-UT Flight Inter national, 24-30 January). Boeing, which is responsible for the F-22 wing, calculates that advanced RTM will save an average of some $250,000 an aircraft, com pared with hand lay-up of compos ites, based on an anticipated purchase of 442 F-22s. "Compared with other forms of composites manufacturing, the Dow-UT method also significantly reduced required manufacturing time and increased the quality of the parts," says Boeing. Under a $30.2 million contract, Dow-UT is producing the spars and some 100 other parts for the first 11 develop ment F-22s. In RTM, resin is injected into a closed mould con taining a preform of dry fibres. • AlliedSignal clinches China joint venture A LLIEDSIGNAL Aerospace has formed a joint venture with the Chinese Research Institute of Aero Accessories (CRIAA) to pro duce environmental-control equip ment intended for the Chinese and international markets. The company, called CRIAA AlliedSignal Aero Accessories (CASAA), is the latest element of the US company's strategy to pene trate the Chinese market. CRIAA, a unit of state-owned Aviation Industries of China (AVIC), specialises in environmen tal-control systems, hydraulics, fuel systems, aircraft controls, electron ics, and repair and overhaul. CASAA will be based in a new, high-technology, economic-devel opment zone near Nanjing. AlliedSignal's expansion plans for China have spawned a series of joint ventures in wheel and brake repair and overhaul, aircraft-com ponent repair and overhaul, with Chinese manufacturers. • Dassault targets ATR 42-$00 for seatback noise suppression Dassault tackles cabin noise with seat system ANDREW DOYLE/PARIS AN INDIVIDUAL SEAT-based active noise-cancellation system for airliners, which elimi nates the need for complex acoustic modelling of the cabin, is now under development by French companies Dassault Electronique and Technofirst. The active-noise controller for aircraft seat (ANCAS) system con sists of an electronic controller and an electro-acoustic module inte grated into the seatback. Dassault says that the system provides atten uation of wideband low-frequency noise, regardless of source. Because of the autonomous operation of the ANCAS, cabin configuration and seat location can be modified without affecting sys tem efficiency, making it ideal for retrofit to existing aircraft. The sys tem automatically adjusts itself, depending on location. If required, only selected seats in the cabin need be equipped. The technology could also be used to reduce noise in the aircraft cockpit. "ANCAS is very competitive compared with the global systems offered by other manufacturers," says Philippe de Braquilanges, Das sault Electronique's director of marketing and sales for commercial products. "You can move die seat around and the system still works — airlines like this," he adds. Previous active-noise control systems, such as that developed for die Saab 2000 high-speed turbo prop, have not performed as well as expected because they were unable to cope with the significant varia tion in noise frequencies through out die cabin. Mathematical models were required, to allow the system to be optimised for the best overall performance. Dassault has constructed a cabin mock-up of the ANCAS, and has held talks widi Aero International (Regional) about offering the sys tem for the ATR 42-500. Production units should be avail able this year, says Braquilanges. • Hexcel aims to reduce composite costs HEXCEL, THE NEWLY revitalised composite-manu facturer, is fighting to cut costs by up to 50%, to ensure a place on the Airbus A3XX, Boeing's proposed 747-500X/600X programme and other future aerospace projects. Hexcel president Juergen Hab ermeier, speaking about future plans for the first time since the California-based composite spe cialist completed its merger with Ciba-Geigy's composites business in February, says: "Composites can only compete if we get costs down between 35% and 50%. The cost pressure is real — from Airbus, Boeing and McDonnell Douglas." Aerospace accounts for 65% of die newly combined company's business, which had 1995 sales of more than $675 million. Although a recent surge in aircraft orders will mean more repeat business, Habermeier warns diat new sales will not materialise unless the cost issue is addressed. "Applications of composites are more critically reviewed than they were a decade ago. For example, the 737-700 cowlings are alumini um, not composite — die penetra tion of composites on new aircraft is smaller than before," he says. To compete for large-scale par ticipation in new-generation large- aircraft projects, Habermeier says that costs must be cut from around $550/kg for a fairing now made for the 757, to "around $220/kg". Research-and-development pro jects are running to evaluate the cost-cutting potential of new processes, including computerised resin-transfer moulding, resin-film infusion and a new composite- stringer manufacturing system. Part of the cost cutting will also be achieved through rationalisation at Hexcel caused by the merger. The company's Anaheim site in California will close, with produc tion moving up-state to Livermore and to Casa Grande, Arizona. • 28 FLIGHT INTERNATIONAL 3 - 9 April 1996
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