- Email: [email protected]
GRP is big in Japan
applications
Fuel cell powers composite plane AN ALL-composite, two-passenger, single-engine aircraft is being used in a three-phase programme to build a fuel cell powered plane. The electric plane, or Electra-Plane, is being built around a MCR-01 DynAero Lafayette III airaaft donated by US-based Ghiles Aircraft. Under the auspices of the nonprofit Foundation for Advancing Science and Technology Education (FASTec) and executive director, James Dunn, this unique research project will first power the plane with lithium ion batteries, next with batteries augmented with a 12 kW fuel cell, and finally with primary power from a 25 to 75 kW proton exchange membrane fuel cell (PEMFC) using batteries only for take off/landing surge power. Dunn and his team expect to set flight ‘firsts’ and other records in this unique fuel-cell powered aircraft, which will also be used to educate students on future energy systems and to demonstrate emission-free propulsion. One key reason this aircraft is so perfectly suited for the task is its composite construction, which allows adaptabilty in the
The DynAero Lafayette III aircraft
is being fitted with a fuelsell
internal structure so the fuel cell and hydrogen storage system can be integrated within an existing aircraft platform. Use of high strength carbon fibre provides the critical strength where needed, with the absolute minimum weight. Philippe Ghiles, president of Ghiles Aircraft in Dijon, France, reports that only about 45 kg of medium modulus carbon/epoxy laminate is used in the aircraft, which is expected
3D combat preforms ATAK, A US specialist in composite military applications, is using preform manufacturer 3TEX’s 3WeaveTM three dimensional (3D) weaving process to develop low weight, low cost, composite combat vehicles. ATAK’s composite system ATAK-MAT-5 will be used in place of metal in military vehicle hulls to provide high quality structural and ballistic properties and improved protection against attack.
8
~EI~plastlcs
According to 3Tex, vehicles built using Atak-Mat-5 can achieve weight reductions of more than 40% compared with metal, allowing extra fuel and ammunition to be carried. Vehicle design is said to be more flexible as the design constraints and tooling and labour costs associated with conventional materials are eliminated. 3Tex; tel: i-1-919-481-2500; fax: +l-919-481-6595; website: www3tex.com.
November
200
7
propulsion system.
to weigh 386 kg when fully loaded with the Phase III fuel cell system. Made using wet lay-up with vacuum bag assist for room temperature cure, the aircraft is considered relatively easy to modify, according to Ghiles, if performed by qualifled engineers. Aircraft designer Christophe Robin has already made some wing and fuselage adaptations to accommodate the batteries, and Dunn has suggested that the fuel cell
system requirements may necessitate additional room in the plane’s nose area. According to DUM, the weight of the fuel cell system will not slow down the plane. He says it will operate most efficiency at 137145 kph with the full fuel cell system, but still be capable of race speeds up to 322 kph. James Dunn, Centre for Technology Commercialization; fax: +l-508-366-0101; e-mail: [email protected].
GRP is big in Japan DAMPING elements made by injection moulding Ultramid Bridgestone Corp using BASF’s onto rubber. Compared with glass reinforced polyamide (PA) the equivalent metal part, BASF Ultramid@ are being used in a says the composite weighs up number of Japanese vehicles. to 40% less and is cheaper to According to BASF, autoproduce. It says Ultramid was motive manufacturers includchosen for the parts because it ing Nissan and Subaru, bonds well with the rubber and Mitsubishi are using composite can withstand extreme tempertie rods, which are fitted atures and exposure to corrobetween the engine and the car sive substances such as fuel. BASF; tel: +49-621-60-O; body to reduce torque, and stabilizer link rods in the suspenfax: +49-621-602-0129; website: sion. The parts are made by www.basficom.
Fuel cell powers composite plane AN ALL-composite, two-passenger, single-engine aircraft is being used in a three-phase programme to build a fuel cell powered plane. The electric plane, or Electra-Plane, is being built around a MCR-01 DynAero Lafayette III airaaft donated by US-based Ghiles Aircraft. Under the auspices of the nonprofit Foundation for Advancing Science and Technology Education (FASTec) and executive director, James Dunn, this unique research project will first power the plane with lithium ion batteries, next with batteries augmented with a 12 kW fuel cell, and finally with primary power from a 25 to 75 kW proton exchange membrane fuel cell (PEMFC) using batteries only for take off/landing surge power. Dunn and his team expect to set flight ‘firsts’ and other records in this unique fuel-cell powered aircraft, which will also be used to educate students on future energy systems and to demonstrate emission-free propulsion. One key reason this aircraft is so perfectly suited for the task is its composite construction, which allows adaptabilty in the
The DynAero Lafayette III aircraft
is being fitted with a fuelsell
internal structure so the fuel cell and hydrogen storage system can be integrated within an existing aircraft platform. Use of high strength carbon fibre provides the critical strength where needed, with the absolute minimum weight. Philippe Ghiles, president of Ghiles Aircraft in Dijon, France, reports that only about 45 kg of medium modulus carbon/epoxy laminate is used in the aircraft, which is expected
3D combat preforms ATAK, A US specialist in composite military applications, is using preform manufacturer 3TEX’s 3WeaveTM three dimensional (3D) weaving process to develop low weight, low cost, composite combat vehicles. ATAK’s composite system ATAK-MAT-5 will be used in place of metal in military vehicle hulls to provide high quality structural and ballistic properties and improved protection against attack.
8
~EI~plastlcs
According to 3Tex, vehicles built using Atak-Mat-5 can achieve weight reductions of more than 40% compared with metal, allowing extra fuel and ammunition to be carried. Vehicle design is said to be more flexible as the design constraints and tooling and labour costs associated with conventional materials are eliminated. 3Tex; tel: i-1-919-481-2500; fax: +l-919-481-6595; website: www3tex.com.
November
200
7
propulsion system.
to weigh 386 kg when fully loaded with the Phase III fuel cell system. Made using wet lay-up with vacuum bag assist for room temperature cure, the aircraft is considered relatively easy to modify, according to Ghiles, if performed by qualifled engineers. Aircraft designer Christophe Robin has already made some wing and fuselage adaptations to accommodate the batteries, and Dunn has suggested that the fuel cell
system requirements may necessitate additional room in the plane’s nose area. According to DUM, the weight of the fuel cell system will not slow down the plane. He says it will operate most efficiency at 137145 kph with the full fuel cell system, but still be capable of race speeds up to 322 kph. James Dunn, Centre for Technology Commercialization; fax: +l-508-366-0101; e-mail: [email protected].
GRP is big in Japan DAMPING elements made by injection moulding Ultramid Bridgestone Corp using BASF’s onto rubber. Compared with glass reinforced polyamide (PA) the equivalent metal part, BASF Ultramid@ are being used in a says the composite weighs up number of Japanese vehicles. to 40% less and is cheaper to According to BASF, autoproduce. It says Ultramid was motive manufacturers includchosen for the parts because it ing Nissan and Subaru, bonds well with the rubber and Mitsubishi are using composite can withstand extreme tempertie rods, which are fitted atures and exposure to corrobetween the engine and the car sive substances such as fuel. BASF; tel: +49-621-60-O; body to reduce torque, and stabilizer link rods in the suspenfax: +49-621-602-0129; website: sion. The parts are made by www.basficom.