Glare is a laminate of alternating layers of Aluminum and glass fibre reinforced plastic, that is being used in civilian aircraft for the first time. Glare is not only lighter than aluminium, but is also more fire proof and has higher fatigue strength. It also reduces the weight of the A 380 by 800 kg.
GLARE is used in the fuselage of the Airbus A380 and is being evaluated for use as blast resistant cargo containers due to the unique combination of properties. [pic] During the A380 development phase, Airbus filed more than 380 patent applications for technologies developed for the all-new double-decker.This invention, which consists of a single 360° composite piece, instead of several separate panels spliced together, contributes significantly to the A380s very low noise emissions. |Glare: History of the Development of a New Aircraft Material | The aircraft industry is very conservative in the adoption of new designs and technologies.
Significant safety issues and low profit margins provide little incentive to change. Even when new aircraft are introduced, they tend to build heavily upon past designs, introducing only incremental updates in technology.Large changes can occur, but the process is very slow. In "Glare: History of the Development of a New Aircraft Material," Ad Vlot documents the introduction of an entirely new class of materials to the industry. The transition from wood to aluminum began in the 1930s and was spurred to completion by World War II. Carbon and glass composites were gradually introduced in the 1970s and 1980s and continues even today.
Glare, a specific type of fiber-metal laminate (FML) made from aluminum and fiberlgass composite, is now poised to be only the third new material to be used in aircraft primary structures.The new A380 jumbo jet from Airbus will make extensive use of Glare in the fuselage. The history of Glare can be traced back to early bonded wood and bonded metal aircraft structures. True fiber-metal laminates, comprised of alternating thin layers of aluminum and fiber-reinforced plastic composites, were first developed in the 1970s. The first commercial FML was Arall, an aramid-aluminum FML developed at the Delft University of Technology (Delft). Arall was used in a few select aircraft components, but it had structural limitations that prevented wider use.
Glare, a glass-aluminum FML, was developed in part to overcome these limitations. Vlot was introduced to Arall in 1985, as an undergraduate at Delft. He remained active in the development of Glare and its application to the A380 until his untimely death in April of 2002. Arall was introduced in 1981, and Glare was selected for the A380 in 2001, so Vlot's career spanned almost the entire lifetime of the material. As an engineer, Vlot tends to emphasize the technical challenges faced with developing and qualifying a new material for the aircraft industry.Although a strong technical background is not needed to follow the book, engineers will appreciate the level of detail.
What may be surprising to many readers is that the political and economic hurdles were more difficult to surmount than the technical issues. The history of FMLs involved many different academic, industrial and governmental organizations, located on both sides of the Atlantic. Each had its own internal agendas, which were often at odds with the other organizations. The Arall and Glare programs were almost killed several times, for reasons sometimes totally unrelated to technical merits.In some cases, just the different work habits at two groups caused friction. Early on, the informal environment at Delft allowed rapid development of the Arall and then Glare.
To qualify the material for commercial use, however, a more rigorous approach had to be followed. Neither approach was right or wrong, but each had its place at different stages in the program. Vlot provides a good look at what went on behind the scenes at Delft, Fokker, Airbus, ALCOA, AKZO and the other major players, without leaning too heavily to Delft's point of view. http://www. globalaircraft.
rg/planes/airbus_a380. pl AIRBUS A380 SPESIFICATIONS Construction Carbon fibre-reinforced plastic is used for the central box of the wings, the horizontal stabilisers (which are the same size as the Airbus A310 wing), the fin, the rear fuselage section and for ceiling beams. A new material, Glare, that is highly resistant to fatigue is used in the construction of the panels for the upper fuselage. The aluminium and fibreglass layers of Glare do not allow propagation of cracks, it is much lighter than conventional materials and represents a weight saving of about 500kg in the construction.Impact resistant thermoplastics are used on the wing leading edge.
The aircraft has 16 wing spoilers supplied by Patria of Finland. The A380 incorporates two rather than three Eaton Corporation hydraulic systems with an increased hydraulic pressure of 5,000lb/in? instead of a standard 3,000psi. http://www. ndt.
net/article/ecndt2006/doc/Tu. 2. 1. 1. pdf GLARE HAKKINDA MAKALE Tam somurmelik ( Asag? daki paragraf da bu makaleden..
Structural giant The most dramatic change was the December 2001 decision to use Glare composites for much of the upper fuselage skins.Made by Stork Aerospace, Glare is made up of alternating layers of aluminium sheets and glassfibre reinforced bondfilm, and in current applications rangesin thickness from the 0. 25mm-thick Glare 2A used for buttstraps, to the 0. 375mm thick Glare 4A/B used for skin panels. The use of Glare allowed Airbus to design to higher stress levels, and therefore saved weight throughout the related structure.
It is also inherently 10% lighter thanconventional aluminium, providingmore weight savings. [pic]Glare is used for the skins of the forward upper fuselage Section 13, the upper forward fuselage Section 15, the butt strap at fuselage frame 62 connecting the forward part of Section 15 with the aft Section 15/21. It also forms the skin for the aft fuselage Section 18 as far back as frame 95, where it adjoins the tail Section 19/19. 1, and Glare is used for the “D-nose” leading edges of the empennage. “We’ve also been studying a new grade of Glare that uses high-strength 7475 aluminium alloys and another prepreg ply,” says structures deputy director Jeroma Pora.Dubbed HSS (high static strength) Glare, the newer version is being considered for the upper fuselage skin of the -800F freighter.
“The idea is to give Glare better damage tolerance, and to reduce its vulnerability to the limitations of the parent materials, which can change behaviour in higher temperatures, and which are limited in stiffness,” says Pora. “Even if a crack was initiated with HSS Glare, the propagation is very, very slow. This compares well to high-strength aluminium, which has better strength, but lower fatigue behaviour, so it is a compromise. HSS Glare, which could also replace the standard Glare on the current production models, faces stiff competition from aluminium-lithium (Al-Li), which is also being considered for the -800F skins.
The long-held promises of Al-Li are coming good, and are about to get even better, says Pora. “It is a lighter and stiffer material, and today’s third-generation Al-Li has a lower lithium content and modified chemistry, which has improved its thermal stability and transverse properties – both of which have limited its application until now. With increased use, the cost of Al-Li is also dropping relatively, lowering yet another barrier to use. Al-Li has a lower density than conventional alloy and the overall density reduces by around 3% for every 1% of lithium used. It also has a high specific modulus, which equates to better strength, and this is similarly raised by around 5% for every 1% of lithium used.
The current applications are extruded profiles made of C460 by Alcoa and 2196 by Alcan, and are already used in the main deck floor beams on Section 13 and Section 15. In the freighter we will use Al-Li on both decks, and will adapt to suit local loads,” says Pora. For the passenger version, carbonfibre-reinforced plastic (CFRP) composite beams are used for the upper deck beams, where just six main types of beam are used throughout the fuselage to suit all loading requirements. GLARE KARAKTERISTIGI VE GUCLU YONLERI’yle ilgili bilgiler &diagrams (sunumunun sonuna dogru) http://ebookbrowse. com/presentation-c-scan-glare-nandt-18-11-2009-web-version-pdf-d108612699 Damage tolerance tests reveal GLARE's advantagesComparative tests reveal that GLARE composites offer better damage tolerance than either monolithic aluminium or carbon fibre-thermoplastic composites.
Research at the University of Delft has studied the impact behaviour of these materials, with the results soon to appear in the journal Composite Engineering. The tests examined GLARE 3, ARRAL 2, A1 2024-T3 and a carbon -polyetheretherketone (PEEK) composite. For a common high velocity impact blow, the aluminium and carbon fibre/PEEK composite exhibited perforation and extensive damage, while the GLARE laminate showed only a minor dent.At lower impact energies, where delamination is an issue in both GLARE and carbon … Advantages • For manufacturing reasons composites do have a large advantage compared to modern aluminium.
For example, with an integrated design the number of parts will be reduced significantly. • The choice in using composites so extensively results in reduction in expected maintenance cost and better durability. • Higher resistance to corrosion and fatigue cracks. • The benefits of Glare unfold in areas where tension loads are predominant. Hence its use on the upper side of the forward and rear fuselage.
Due to the presence of the wing, the center fuselage section has to cope with shear loads, hence a different material is used here. • significant advantages in terms of weight reduction, operational reliability, ease of maintenance and repair. • • Features and Benefits http://www. agy.
com/markets/PDFs/NEW_AGY205spaceGLARE. pdf CONCLUSION Generally spoken, if you take any aircraft and have a look at the materials and construction principles used throughout the fuselage, you'll find just the same patchwork the A380 is. Nothing peculiar about it.Examples of modern aircraft show a very clear presentation of the current state of the art in composite materials, for several reasons.
There is still strong development going on to increase the usage of composites in the structural weight of aircraft design. For the future this seems to be a long term development and it can be expected that future aircraft will contain more and more composite structural parts, particularly primary structures as the centerbox, the wing as well as the fuselage. BURDAN ASAGISI ONEMLI DEGIL KULLANDIGIM LINKLERI KAYDETTIM BAKMAYA GEREK YOK http://books. google. com. tr/books? d=gJpAcfVqaHcC&pg=PA134&lpg=PA134&dq=GLARE+vs.
+Carbon+Composites&source=bl&ots=A6dmbY8y0D&sig=vRpSU7XdiNhCVswT3aLCphc2lAU&hl=tr&ei=2avmTvS6Cqn14QSp8qXfCA&sa=X&o i=book_result&ct=result&resnum=4&ved=0CEQQ6AEwAw#v=onepage&q=GLARE%20vs. %20Carbon%20Composites&f=false http://www. flightglobal. com/news/articles http://composite. about.
com/od/books/l/aafpr020623. htm http://www. highbeam. com/doc/1G1-44263053. html http://www. roesler-aerospace.
com http://www. flightglobal. com/news/articles/creating-a-titan-199071/ http://www. aerospace-technology. com/projects/a380/ http://en. wikipedia.
org/wiki/Airbus_A380 ttp://www. compositesworld. com/articles/thermoplastic-composites-gain-leading-edge-on-the-a380 http://www. ndt. net/article/ecndt2006/doc/Tu.
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ncn-uk. co. uk http://www. aviationtoday. com/am/categories/bga/206.
html http://www. globalaircraft. org/planes/airbus_a380. pl http://ebookbrowse. com/presentation-c-scan-glare-nandt-18-11-2009-web-version-pdf-d108612699 http://www. aviationtoday.
com http://en. wikipedia. org/wiki/GLARE http://www. roesler-aerospace. com/uploads/media/aerospace_edition_2701_en_02.
pdf http://www. iccm-central. org/Proceedings/ICCM17proceedings/Themes/Manufacturin
