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Thermoplastic
Composites

A property of Gardner Business Media

 I Want to Say Two Words to You: ‘Thermoplastic Tapes’

Table of Contents
3 Introduction

5 Part One, I want to say two words

to you: ‘Thermoplastic tapes’

10 Part Two, PEEK or PEKK in future

TPC aerostructures?

12 Part Three, PEEK vs. PEKK

vs. PAEK and Continuous
Compression Molding

X Part Four, Thermoplastic

composites: Poised to step
forward

2 CW COLLECTIONS: THERMOPLASTIC COMPOSITES CompositesWorld

Introduction

Thermoplastics have been used in composite Ginger Gardiner examines the differences
parts and structures since the late 1960s, between polyetheretherketone (PEEK) and
but new materials and processes, and polyetherketoneketone (PEKK) thermoplastics
demand from the commercial aerospace in terms of their usefulness in thermoplastic
industry for faster-processing materials, aerospace applications, considering factors like
are pushing thermoplastic composites for cost, processing speeds and melt temperatures.
primary aerostructures to the forefront of the
composites manufacturing world. In Part Three, “PEEK vs. PEKK vs. PAEK
and Continuous Compression Molding,”
CW’s editors are tracking the latest trends and Ginger Gardiner outlines thermoplastic
developments in thermoplastic composites. solutions from suppliers like Toray Advanced
What follows is a collection of four recent CW Composites, Teijin and Solvay.
features that detail the basics, challenges, and
future of thermoplastic composites technology, In Part Four “Thermoplastic composites:
with particular emphasis on their use for Poised to step forward,” CW senior editor
commercial aerospace primary structures. Scott Francis recaps some of the most recent
achievements in thermoplastic composites for
In Part One, “I want to say two words to you: aerospace applications, and considers its future
‘Thermoplastic tapes,’” CW editor-in-chief Jeff in next-generation aircraft.
Sloan explores the rise of thermoplastic tapes
as a material for primary aerostructures. Continue following CompositesWorld for the
latest updates in this field.
In Part Two, “PEEK or PEKK in future
TPC aerostructures?,” CW senior editor

CompositesWorld 3
 I Want to Say Two Words to You: ‘Thermoplastic Tapes’

4 CW COLLECTIONS: THERMOPLASTIC COMPOSITES CompositesWorld

 I want to say two words to you:
“Thermoplastic tapes”
Thermoplastic tapes are not new to composites, but they soon will join the primary
aerostructures material palette and could be their future.

By Jeff Sloan / Editor-in-Chief

»“I want to say one word to you. Just one word . . . plastics.” Fast forward to the present. The commercial aerospace
In the 1967 movie, The Graduate, college graduate Benjamin world is looking to the future, and the next major aircraft
(Dustin Hoffman) is offered by his father’s friend Mr. McGuire program expected to consume large quantities of composite
this advice in what is now one of the most famous lines in materials, in all likelihood, will be Boeing’s proposed New
cinematic history. Mid-Market Airplane (NMA, or 797), designed to replace
By plastics, of course, he meant unreinforced its 757. Also on the horizon are redesigns of the Boeing 737
thermoplastics, and in 1967, they were being injection molded, and Airbus A320, the narrowbody workhorses that are the
extruded and blowmolded. And he was right. That year, this backbone of the global commercial aerospace industry.
segment of the plastics manufacturing industry was on the The material and process economics that justified use of
verge of a decades-long expansion that continues to this day. composites on the 787 and the A350 XWB are not the same
What Mr. McGuire did not reference in that oft-quoted as those for the NMA, 737 and A320. The biggest difference
line was thermoplastic composites, and he definitely did not is rate. The 737 and the A320, in particular, are as close as the
envision unidirectional (UD) thermoplastic tapes. But he commercial aerospace sector gets right now to a commodity,
could have. In the late 1960s and through the 1970s and 1980s, which means the faster they can be made, the more profitable
thermoplastic tapes were being used to manufacture a variety they are for OEMs.
of composite parts and structures, particularly in military and And with a targeted rate of 60 per month or more for
defense applications. the 737 and A320 (and whatever replaces them), that’s two
The appeal of thermoplastic tapes was not hard to planes a day, every day. Thermoset composites, cured in an
see. Being UD, they could be applied to meet almost any autoclave, are currently not a good fit for such a high-volume
mechanical force. They were melt-processible and could environment. And that’s where thermoplastic tapes come
be consolidated easily and quickly via stampforming (that back into the picture; they offer cycle time, materials storage,
is, out of the autoclave) or compression molding. They toughness, and recyclability advantages that cannot be
offered toughness properties that could not be matched by matched by thermosets.
thermosets, and, unlike thermoset prepregs, they could be They already are used today to make smaller parts and
stored indefinitely at room temperature. substructures, including clips and brackets to connect
However, as defense spending waned in the 1990s, fuselage skins to stringers and frames (Daher-Socata plant
particularly in the United States, so did interest in and tour). And they are employed on a number of structures
application of thermoplastic tapes. Suppliers such as DuPont, for smaller aircraft, including tail planes, wings and other
Phillips Petroleum, Exxon, BASF and Imperial Chemical parts for business jets. Further, the oil and gas industry has
Industries (ICI), which had invested heavily in thermoplastics embraced thermoplastics because of their toughness and
tape development, got out of the business. This is not to say corrosion resistance, and the automotive industry is drawn
that thermoplastics tape development ceased, but it slowed to their adaptability to high-volume manufacturing and
significantly in a time when development of thermoset recyclability. The biggest question facing those who would use
composites, in general, including thermoset tapes, was thermoplastics in commercial airframes is, Are they viable in
accelerating. This led eventually to the application of the latter highly loaded aircraft structures?
in large aerospace structures in the Boeing 787, Airbus A350 Scott Unger, chief technology officer at thermoplastics
XWB and other commercial aircraft. specialist Toray Advanced Composites (formerly TenCate

Thermoplastic tape: The once and future aeromaterial?

Thermoplastic tape, left, shown as it is wound onto a spool following prepregging, enjoyed use in composites manufacturing, notably in military aircraft
applications, back in the 1970s and 1980s. But a subsequent lull in their application delayed material development, putting them behind thermoset tapes.
However, the appeal of thermoplastics, particularly for potential out-of-autoclave aerospace applications, has re-ignited interest and product development.
Source | Barrday Composite Solutions

CompositesWorld 5
 I Want to Say Two Words to You: ‘Thermoplastic Tapes’

polyphenylene sulfide (PPS). Some manufacturers offer tapes

“The growth of thermoplastics is at an prepregged with commodity thermoplastic resins, such as
inflexion point. The ability to get out of polyamide (PA), polypropylene (PP) and others, but these are
the autoclave, reduce costs and ease generally considered unsuitable for large aerostructures.
parts assembly are big drivers.” For the aerospace industry, the materials that hold the
most promise are PEEK and PEKK. “In general, both polymers
Advanced Composites, Morgan Hill, Calif., U.S.), who has provide excellent high-temperature performance, good
worked with thermoplastics for more than 30 years, says, “The toughness and chemical solvent resistance, along with low
growth of thermoplastics is at an inflexion point. The ability to moisture absorption,” says Mike Buck, product manager,
get out of the autoclave, reduce costs and ease parts assembly thermoplastics, at prepreg supplier Barrday Corp. (Millbury,
are big drivers.” Mass., U.S.). “PEKK also offers a higher Tg for improved
temperature resistance and a lower melt temperature for
The current state of the material and process art processing.”
Thermoplastic tapes, for the purposes of this article, consist of Arnt Offringa, director, R&D, at aerospace manufacturer
unidirectionally aligned carbon fiber tows in widths of up to GKN Aerospace Fokker (Hoogeveen, Netherlands), says
12 inches/305 millimeters, prepregged with a thermoplastic PEKK’s ability to deliver performance on a par with PEEK,
resin (see opening photo). The resins most commonly used but process at a lower melt temperature, makes it the
in aerospace and other high-performance applications prime candidate for future growth in commercial airframe
are the following high-performance thermoplastics: applications.
polyetheretherketone (PEEK), polyetherketoneketone (PEKK), Thermoplastic resins typically are applied to the fiber
polyaryletherketone (PAEK), polyetherimide (PEI) and via solvent-based or water-based powder application. The

Viable processes: In-situ consolidation

One promising process for the use of thermoplastic tapes is in-situ consolidation via automated tape laying (ATL) or automated fiber placement (AFP). In
this process, prepregged thermoplastic tapes or tows are heated at the tape head to their melting point (>300°C), placed on the tool, and then immediately
consolidated by the end-effector. Although an additional high-pressure consolidation step is required at this time to achieve porosity targets, ultimately, this
process is expected to provide 100% consolidation in a single step.
Source | Automated Dynamic

6 CW COLLECTIONS: THERMOPLASTIC COMPOSITES CompositesWorld

CFRTP: From brackets to big parts
This clip, compression molded from a woven carbon fiber thermoplastic
material supplied by TenCate, is emblematic of the potential the material has
in aerospace applications. Efforts are underway now to migrate reinforced
thermoplastics into use on large, heavily loaded aerostructures.
Source | TenCate Advanced Composites

prepreg method used affects the interface properties with Such temperature requirements immediately vault these
the fiber, and the water-based process creates a smoother materials beyond the temperatures required to cure epoxy
surface than the solvent-based process. The fiber volume or any other thermoset material. The most commonly used
fraction of most thermoplastic tapes ranges from 40-60%, with process to manufacture parts from thermoplastic tapes today
aerospace-grade materials in the 50-60% range. is stampforming, where tapes, cut to a prescribed shape
“Sixty percent fiber volume is important if mechanical and then stacked, are inserted into a preheating oven to be
properties are the primary focus and you have a production softened and preconsolidated. This stackup is then transferred
process with a longer cycle time and plenty of flexibility for to a forming press, which usually consists of a matched metal
pressure and temperature,” says Buck. “Higher speed or lower tool that fully consolidates and cools the tapes under high
pressure processes, such as AFP/ATL, out-of-autoclave/oven pressure (250-500 psi).
processing, etc., would benefit from higher resin contents.” “Generally, I have found that processing of thermoplastics
Tapes can be slit to create narrower tapes, or tows. Tapes often requires a ‘backwards’ type of thought process vs.
also can be cut, like thermoset prepregs, to prescribed shapes processing thermosets,” says Buck. “For example, with
to create blanks. Thermoplastics tapes do not have backing thermoplastics, you typically don’t want to consolidate
paper like thermoset tapes do. the part in the mold, but instead form a pre-heated,
The use of thermoplastics changes considerably the pre-consolidated laminate, and then use the tool to cool the
manufacturing steps to make finished parts. The most pre-heated part.”
important difference is that a thermoplastic, by nature, is solid Less common, and still under development, is in-situ
at room temperature and must be heated to melt temperature consolidation, where slit tapes (tows) are placed on a tool via
for forming. As noted, PEKK has a higher Tg than PEEK (160°C automated fiber placement (AFP) or automated tape laying
vs. 140°C); PEEK has a higher melt temperature than PEKK (ATL). In this system, a high-intensity laser, hot gas or flame
(390°C vs. 340°C). at the tape head heats the resin to melt temperature to soften
Jim Pratte, technical fellow, composite materials research it, while the end-effector applies pressure to consolidate
and innovation group at Solvay Composite Materials the plies. Ultimately, such a system would perform full
(Alpharetta, Ga., U.S.), says material use depends on the consolidation in-situ, but is still being developed for
application, noting that PEKK is a co-polymer that can be demonstration. For now, further consolidation (autoclave or
tailored for different temperatures and crystallinity rates, similar) is required to achieve porosity targets.
while PEEK has an extensive database and crystallizes faster. Pierre-Yves Quéfélec, global and defense business unit

CompositesWorld 7
 I Want to Say Two Words to You: ‘Thermoplastic Tapes’

head at Porcher Industries (Eclose-Badinières, France), which challenging,” notes Solvay’s Pratte. “If you can’t recycle
specializes in AFP of thermoplastic tapes, says the company materials, it’s going to be that much more of a barrier to
works with machinery manufacturer Coriolis Composites adoption.” Although it’s particularly important to automakers,
(Queven, France) and is targeting less than 0.5% porosity. “An recycling is becoming an increasingly vital consideration in
autoclave is still needed for this,” he says, “but we are starting aerocomposites manufacturing as well, as aircraft OEMs,
to reach this level with oven cure, depending on the quality of too, contemplate lifecycle management (LCM) and product
the AFP. The high viscosity of thermoplastics is a challenge, as end-of-life issues.
is the homogeneity and consistency of the impregnation.”
Although it is not widely used today, the most promising
“Thermoplastic composites can be
process in work toward the less than 0.5% porosity target is
remelted/reprocessed... If you can’t
possibly continuous compression molding. Here, continuous
tapes are passed through forming tools that heat and shape
recycle materials, it’s going to be that
the material and create, effectively, a range of shapes, much more of a barrier to adoption.”
including T, C, H, hat and Omega profiles and others. This
process has particular promise for the manufacture of Thermoplastics also enable part bonding in a way that is
stringers and frames for commercial aircraft. not possible with thermosets. They offer the potential for
As noted, autoclave cure is an option, and for some, a welding/fusing parts together, which could negate the need
necessity, to ensure minimal porosity. Offringa notes that for adhesives in some applications.
Fokker prefers the autoclave because it facilitates resin flow GKN Aerospace Fokker is famous for its use of
through the fiber and helps maintain process control and thermoplastics welding, and Offringa says there is a need to
consistent part quality. The time required to consolidate a develop a variety of welding techniques, including resistance
thermoplastic component in an autoclave is usually 3-4 hours welding, induction welding and conduction welding.
— significantly less time than required to cure and consolidate Porcher’s Quéfélec points out that AFP/ATL is a form of
thermoset materials. continuous welding and reports that many of his customers
Solvay’s Pratte says achieving porosity targets is not difficult are looking to use welding to join smaller thermoplastic parts
with most of the thermoplastics processes used today. “Time into larger structures.
and temperature takes most of the voids out,” he says. The only As composites use increases in aerospace and automotive,
process that struggles, he says, is in-situ ATL/AFP, because the the demand for automation will increase. This represents a
timescale — the amount of time spent applying pressure at real opportunity for thermoplastic tapes. “In my opinion, this
temperature and consolidating the tape — is limited. “The key is an area where thermoplastics will shine,” says Buck.
point here is not so much porosity as wetout of the filaments
with polymer in the tape. You might have some porosity in Disadvantages (aka, opportunities)
the tape, but you cannot have dry fibers as the in-situ process For all their advantages, thermoplastic tapes lack the maturity
timescale and conditions will not compensate for that.” of thermoset tapes and, therefore, present some challenges.
Web Industries (Marlborough, Mass., U.S.), which slits and
Advantages formats thermoset and thermoplastic tapes, sees these
Thermoplastics in general, and PEEK and PEKK in particular, challenges. Grand Hou, director of research and technology
are difficult to dislike. As already noted, they offer mechanical at Web, says a thermoplastic resin, because of its toughness,
performance characteristics similar to epoxy, but they are is more difficult to slit and meet tolerance requirements. The
generally tougher than epoxy. Further, they also do not material, he says, is also springy, so it requires a different
exotherm, and they resist corrosion, wear and fire very well. winding pattern with different winding control than those
Thermoplastics also avoid the storage and out-time limits used with thermosets.
of thermoset prepreg — not a trivial matter considering the Jim Powers, business development manager at Web,
expense of investment in freezers, and the task of managing notes that thermoset tapes are available in widths of up to
prepreg expiration dates to determine which rolls of prepreg 60 inches/1,524 millimeters and can go thousands of feet
to use when. Indeed, the cost of disposing of/recycling expired without a defect, while thermoplastic tapes typically top out
material can add considerably to the cost of manufacturing at 12 inches and show as many as 30 defects in just 700 feet.
parts with thermoset prepreg. “Thermosets went through the same development curve,” says
Further, because they do not cure and crosslink, Hou. “We are probably closer than we realize [to major quality
“Thermoplastic composites can be remelted/reprocessed,” improvement]. And as soon as there is a large program using
notes Buck. That makes them relatively easy to recycle. thermoplastic composites, then you will see tremendous
“Recycling is a big driver in automotive because volumes improvement in quality.”
are so much larger and the economics are so much more The other challenge posed by the resin is its application.

8 CW COLLECTIONS: THERMOPLASTIC COMPOSITES CompositesWorld

Thermoset tapes are typically prepregged using resin in film high-quality parts.
form, which allows prepreggers to apply resin precisely and Finally, there is the question of cost. PEEK and PEKK
uniformly, with minimal thickness variation. Thermoplastics, currently are more expensive than the epoxies with which they
by contrast, rely on a powder-based application process that compete, but that is expected to change. “Cost is predicted
is more difficult to control and can create resin-rich and dry to go down as volume increases,” says Offringa, “if it grows
areas. Such non-uniformity can lead to problematic interply strongly, as expected, with the increased application in highly
porosity. loaded primary structures.” ATC’s Leach agrees, noting that,
Web’s Powers says solvent-based resins tend to have a although thermoplastic tapes have enjoyed decades of use,
rougher surface and generate more gaps, while water-based volume remained small. “OEMs have a lot of experience with
systems tend to be flatter, with minimal gauge variation and composites and tend to favor tapes,” he says. “The big driver
a smoother surface. “Rougher solvent-based materials offer for conversion from thermoset to thermoplastic is cost. How
more surface area,” he notes, “but from a spooling standpoint, can we make thermoplastic parts affordable?”
water-based systems run quicker and provide better rolls.” Porcher’s Quéfélec agrees. “The whole value chain ...
Another variable is the fact that at room temperature, has to re-challenge the business case. High cost hurts
thermoplastic tapes are characterized by an unusual competitiveness, compared to thermosets. TRL [technological
boardiness, which produces a stiff, occasionally uneven tape readiness level] lags, but it is catching up.”
that is prone to producing gaps and splits. The boardiness also Barrday’s Buck puts it simply: “The thermoplastics industry
can cause material waviness, which may lead to some tape could use a polymer with PEKK/PEEK capabilities, but at the
width inconsistency. This causes subsequent problems during price of PPS.”
tape slitting, which relies on consistent tape widths to stay
within specifications.
The big driver for conversion from
Further, unlike a thermoset prepreg, which has tack at
thermoset to thermoplastic is cost.
room temperature that facilitates ply-to-ply adhesion during
layup, a thermoplastic is dry and tackless. Additional means
How can we make thermoplastic parts
are required to eliminate ply-to-ply slippage, such as spot affordable?
welding.
Automation may be one area where thermoplastic tapes’ Going forward
boardiness is not necessarily a problem, however. “People These real and potential flaws — lack of tack, gaps, waviness,
used to complain that it was stiff and boardy for hand layup,” non-uniformity — engender downstream challenges that,
says Solvay’s Pratte, “but in automated equipment, stiff and although manageable, make thermoplastic tapes more
boardy is an asset.” difficult to process than competitive alternatives. This, in turn,
David Leach, director of business development at aerospace has slowed their adoption in high-performance applications.
thermoplastics composites fabricator ATC Manufacturing The advantages they offer, however, are real, and that has
(Post Falls, Idaho, U.S.), admits that thermoplastic tapes are spurred much investment in research and development of
“typically not as consistent as thermoset materials, and that technologies and processes to help push this material into
is certainly an area where we would like to see improvement.” larger structural parts. “The basic innovations have been done
Leach also notes that uneven resin application can produce over the last two decades,” says Unger. “The major innovation
regions of resin richness, which can be both helpful and going forward will be process and automation maturity and
detrimental. He also echoes Web’s point that the lengths the expansion of part fabrication infrastructure.”
between defects in thermoplastic tapes is relatively short and If, as is widely assumed, either Boeing or Airbus makes the
that slit tape width is less consistent. That consistency, says decision to fabricate primary structures using thermoplastic
Leach, will be mandatory as automation increases. tapes, it is likely that resources will quickly be deployed to iron
Unger says high tape integrity is paramount to facilitate out tape quality issues. Indeed, much of the tape development
increased thermoplastics use and to make up for limitations done during the past 10-15 years has been initiated and
in manufacturing processes. In particular, Unger points to funded by material suppliers and fabricators. Such work has
AFP/ATL, which, because of its layer-by-layer processing, been promising, but limited. The effort and money that comes
introduces potential for interply porosity. As proof of with an OEM commitment would change the thermoplastic
tape integrity, Unger references a micrograph of TenCate tapes landscape considerably.
thermoplastic tape, which shows uniform ply thickness and So, for that college graduate contemplating his or her
resin homogeneity. He says the key point is that high-quality future, there is new advice: “I want to say two words to you.
tapes, with low void content, are an enabler of fast, automated Just two words thermoplastic tapes.”
processing of high-quality composites. Tapes with high levels
of voids will require longer consolidation cycles to produce

CompositesWorld 9
 PEEK or PEKK in Future TPC Aerostructures?

PEEK or PEKK in future TPC aerostructures?

Which is better for in-situ consolidated thermoplastic composite primary structures?
Materials play a part as to whether a one-step or two-step process will prevail.

By Ginger Gardiner / Senior Editor

»Which is better for the in-situ consolidation (ISC) of Which material to use and where is up
thermoplastic composite (TPC) tapes being developed
to Airbus, as is which process to use —
for the production of primary aircraft structures,
one-step versus two.”
polyetheretherketone (PEEK) or polyetherketoneketone
(PEKK)? This article presents the PEEK vs. PEKK debate that
is part of the larger discussion as to whether ISC as a truly collaboration with Airbus and AFP equipment supplier
one-step, out of autoclave (OOA) process can meet the cost MTorres. However, there has been discussion from Solvay
and production rate goals for future aircraft production regarding a potential decrease in PEEK pricing to compete.
— that is 60-70 aircraft/month for an A320 neo type single- There is also discussion that Airbus intends to use PEEK for
aisle jetliner. The alternative is to use two steps: layup of wing structures and PEKK for thicker fuselage structures. “For
thermoplastic composite tapes via automated fiber placement us, PEEK and PEKK have more or less the same mechanical
(AFP) and then consolidate in an autoclave or heated press. properties, and though PEKK has a slightly lower melt
Both PEEK and PEKK are members of the broader temperature, we have a 10-year history with PEEK and well-
polyaryletherketone (PAEK) family, often referred to defined process parameters.” Rodriguez notes that FIDAMC
as polyketones. “PEKK looks a lot like PEEK, and its has already completed some light qualification with PEEK in
crystallization behavior is similar, but its processing temp wing structures. “With PEKK, there is still much work to do
is 375°C vs. 385°C for PEEK,” says Henri de Vries, senior for defining the optimum process window. And now there
scientist, composites, in the Structures Technology Dept. is PAEK from Victrex, with a 340°C process temperature.”
at the Netherlands Aerospace Centre (NLR, Amsterdam). Rodriguez adds, “to us, 340°C or 350°C is the same as 400°C
NLR and GKN Aerospace’s (Redditch, U.K.) Fokker business with respect to tools, ovens, etc. Which material to use and
(Papendrecht and Hoogeveen, Netherlands) have pioneered where is up to Airbus, as is which process to use — one-step
many TPC technologies in the TAPAS 1 and TAPAS 2 versus two.”
programs, including a 12-meter span torsion box and most Automated Dynamics (Niskayuna, N.Y., U.S., now part of
recently a 6-meter long, 28-millimeter thick CF/PEKK engine Trelleborg Group, Trelleborg, Sweden) is even more material
pylon upper spar made using AFP but consolidated in an agnostic. “We process almost every type of thermoplastic:
autoclave. polyethylene (PE), polypropylene (PP), polyamide (PA),
De Vries sees PEKK as more amenable for AFP, “because PPS, PEEK and PEKK,” says Robert Langone, president of
the process window is wider. You have to be at 385-390°C for Automated Dynamics, now Trelleborg. “In some ways, PEKK
PEEK — so processing at 360°C is not ideal. However, with is easier to process. It crystallizes slightly slower than PEEK.”
PEKK, processing is quite good even at 355°C. So not only is So slower crystallization is a little easier to control and also
your lower boundary lower, but you get just a little more time related to its more lenient process window? “I think its lower
before the material sets so the total time that it’s in the melt is melt viscosity is what makes it easier,” Langone responds. “But
a little longer, hence better consolidation.” even the most modern versions of PEKK, which are supposed
De Vries adds that PEKK is interesting for press forming, the to feature high-rate crystallization, are still more difficult to
faster option for consolidation in a second step vs. vacuum crystallize than PEEK.”
bagging and cycling in an autoclave. “The older grades of “For stamp-forming processes, both PEEK and PEKK are
PEKK (DS) were too slow for press forming but the newer excellent,” says Arnt Offringa, head of Aerostructures R&T
grades (FC) are better and also cheaper than PEEK.” at GKN Aerospace’s Fokker business. “For autoclave type
“PEKK is currently less expensive,” says Fernando processes, PEKK is preferred because melt temperatures are
Rodriguez, head of Process Development & Laboratories for lower, making for a more robust process.”
FIDAMC (Getafe, Spain), a leader in ISC primary structures in

10 CW COLLECTIONS: THERMOPLASTIC COMPOSITES CompositesWorld

PEKK in composite fuselage demonstrator
This aircraft fuselage demonstrator from STELIA Aerospace (Toulouse,
France) incorporates polyetherketoneketone (PEKK) polymer
Source | Composite Integrity

Poly – Ether – Ketone – Ketone (PEKK)

O
O O
O

O
O CC CC
nn

Poly
Poly––Ether
Ether––Ketone
Ketone––Ketone
Ketone(PEKK)
(PEKK)

Poly – Ether – Ether – Ketone (PEEK) O

O

O
O O
O CC
nn

Poly
Poly––Ether
Ether––Ether
Ether––Ketone
Ketone(PEEK)
(PEEK)
Developing process knowledge of
PEEK vs. PEKK
FIDAMC is evaluating the mechanical performance of TPC structures
made using in-situ consolidation (ISC) compared those consolidated in
a second autoclave step. This demonstrator panel was produced using
PEEK polymer. Source | FIDAMC

CompositesWorld 11
 PEEK vs. PEKK vs. PAEK and Continuous Compression Molding

PEEK vs. PEKK vs. PAEK and Continuous

Compression Molding
Suppliers of thermoplastics and carbon fiber chime in regarding PEEK vs. PEKK,
and now PAEK, as well as in-situ consolidation — the supply chain for thermoplastic
tape composites continues to evolve.

By Ginger Gardiner / Senior Editor

Showcasing next-gen aerospace

thermoplastic composites
Aircraft horizontal tail demonstrator manufactured by GKN Fokker
using Solvay APC(PEKK-FC)/AS4D.
SOURCE / GKN Fokker

12 CW COLLECTIONS: THERMOPLASTIC COMPOSITES CompositesWorld

»TPCs have been flying on aircraft since the 1990s and in TenCate/Toray Advanced Composites — TPC
primary structure since 2010 — Gulfstream’s G650 features a veteran continues advancing technology
carbon fiber/polyphenylene sulfide (PPS) rudder and elevator TenCate/Toray claims more than 40 years of experience in
produced by GKN Aerospace’s (Redditch, U.K.) Fokker developing thermoplastic composites. Its Cetex brand is well
business using Toray’s Cetex prepreg. known for prepreg and preconsolidated laminates (also called
I think sometimes we forget how much experience we organosheet) but also extends to bulk molding compound
have in TPC technology already. In the past, we have asked (BMC) as well as unidirectional (UD) and woven tapes. The
“why aren’t more TPCs flying on aircraft?” Perhaps now, with company has a long track record with the complete range of
Boeing’s preparation for the New Mid-market Airplane (NMA) thermoplastics, and now has added Low Melt Polyarylether-
and the European aircraft industry’s progress via Clean Sky 2 ketone (LM PAEK). These materials are used in applications
and other development programs, we may finally see a new supported by Toray’s Aerospace and Industrial divisions, as
round of applications enter service. well as more mass market products like consumer electronics
In the meantime, there is an extensive supply chain already and athletic shoes via the company’s Performance Compos-
established with an array of veteran companies. Here, I’m ites division.
going to touch base with TenCate (now Toray Advanced During the interviews for a series on in-situ consol-
Composites), Teijin and Solvay. Each has a different view as to idated thermoplastics, Low Melt PAEK came up as a
which polymers and processing technologies offer potential. potential alternative to polyetherketoneketone (PEKK)

CompositesWorld 13
 PEEK vs. PEKK vs. PAEK and Continuous Compression Molding

and polyetheretherketone (PEEK) in the quest for faster designed to produce extremely low void levels to enable
processing. Dr. Hans Luinge, director of thermoplastic processes like rapid AFP followed by out of autoclave/vacuum
composites research & product development for the former bag only (OOA/VBO) consolidation as well as one-step, in-situ
TenCate, recapped the difference in melt temperatures: consolidated AFP.
“Our tape is extremely consistent with 0 to 0.5% voids
305°C 340°C 350°C maximum,” says Winand Kok, Toray Advanced Composites
director of expert services EU. “Our tape thickness is also very
TC1225 TC1320 TC1200 consistent, which is why we can achieve very accurate ply
Carbon fiber CF/PEKK CF/PEEK thicknesses in consolidated laminates. This consistency is also
(CF)/LM tape tape important for thermoplastic welding processes and in-situ
PAEK tape consolidation.” Unger comes back to the second requirement
he outlined above: “LM PAEK has much better flow versus
Note that actual temperatures used when processing these PEKK and PEEK. It also can be processed at higher speeds
composite tapes may be higher, but TC1225 LM PAEK is still than PEKK and PEEK.”
attractive due to its much lower melt point. This last point was demonstrated in a laminate-to-laminate
“Cetex TC1225 LM PAEK was introduced in the TAPAS1 comparison. “We made TC1320 CF/PEKK laminates using a
development program, in which we were a key participant,” Coriolis laser AFP machine at the ThermoPlastic composites
Luinge recalls. It uses the PAEK polymer from Victrex, and Research Center (TPRC) in Twente, The Netherlands,” says
he points out that by 2013, the TC1225 material had already Unger, “at a rapid speed of 600 mm/s. We then consolidated
been used in a demonstration aircraft structure. Airbus Nantes this laminate using vacuum bag only in an oven.” He acknowl-
exhibited a fuselage panel with integrated stiffeners at the edged there was porosity in between the plies due to the rapid
2013 Paris Air Show. It was fabricated using the CF/LM PAEK AFP layup, but these voids were remediated during the second
tape supplied by TenCate, with press-formed omega and butt- consolidation step, illustrated in the photo micrographs of
jointed T stringer elements that were welded to the skin, made the laminate. “We also fiber placed the TC1320 material at 200
with automated fiber placement (AFP). mm/s and found that the porosity between the plies was not
“Low-melt PAEK works well in AFP, stamp forming and eliminated with the slower speed. We then made an equiva-
welding,” says Scott Unger, Toray Advanced Composites global lent laminate using the same AFP machine but this time using
chief technology officer. But with the lower melt temperature, TC1225 CF/LM PAEK tape without any secondary OOA/VBO
aren’t the mechanical properties for LM PAEK lower than consolidation step — i.e., full in-situ consolidation via AFP. We
PEKK and PEEK? Unger says no, they are all roughly the same. achieved the same consolidation properties as in the PEKK
“PEEK, PEKK and LM PAEK are all good structural materials, 2-step panel.”
and from a cost perspective, TC1225 is priced competitively Unger notes the AFP speed of 200 mm/s for the in-situ
with TC1200 CF/PEEK and is lest costly than TC1320 PEKK.” consolidated CF/PAEK laminate is more than twice that
claimed by Henri de Vries, senior scientist, composites, in the
TC1225 LM PAEK holds promise Structures Technology Dept. at the Netherlands Aerospace
Centre (NLR, Amsterdam). De Vries agrees, noting there is
for in-situ consolidation, which is
still a noticeable gap between ISC AFP rates and processes in
potentially the Holy Grail.
which consolidation is completed in a second step: “We can
lay at 60-100 mm/sec for in-situ-consolidated thermoplastic
Low-melt PAEK speeds up in-situ consolidation composites, but if we lay as fast as possible and then post-au-
Furthermore, TC1225 LM PAEK holds promise for in-situ toclave, the speed is 600-700 mm/sec.”
consolidation, which Unger concedes “is potentially the Holy “Now, we are looking at how far we can push the in-situ
Grail. But what we’ve seen in the past is that your AFP speeds consolidation AFP speed while maintaining acceptable void
must be very slow in order to achieve in-situ consolidation.” levels and mechanical properties within the laminate,” says
He explains, “You can’t get to in-situ consolidation without Unger. “We’ve done a lot of work on laying a stiffened TPC
using a tape that demonstrates a much lower void level than panel using automated processes. Now the goal is to build
what is ultimately acceptable in the final laminate or struc- the technology readiness level.” Kok says Toray continues to
ture. There are two key factors: tape quality and how well the do this, working with industry partners, including customers
matrix resin and fiber are distributed in the UD tape.” Unger and R&D institutes. One example was the engine pylon made
claims Toray’s UD tape manufacturing processes have been using TC1320 CF/PEKK tape on display in TenCate’s stand at

14 CW COLLECTIONS: THERMOPLASTIC COMPOSITES CompositesWorld

 Airbus A350 fuselage clip
Made from TenCate Cetex C/PPS thermoplastic laminates using Tenax
ThermoPlastic Woven Fabric (TPWF).produced by DTC.
Source | Teijin, Premium Aerotec Group

JEC 2018. TenCate worked with both the pylon shell fabricator Japan) is now rebranded globally as Teijin Carbon, with three
NLR as well as Dutch Thermoplastic Components (DTC), major subsidiaries:
which press-formed ribs that are welded to the shell as stiff-
ening elements. Though this part was made using AFP and Teijin Carbon Teijin Carbon Teijin Carbon
then consolidated in an autoclave, Kok notes, “We are also Europe America Singapore
exploring how to further optimize tapes for 2-step consoli-
dation using only vacuum bagging in an oven instead of an
autoclave.” The product name remains Tenax.
Unger notes that the CF/LM PAEK products used in the “We spent a lot of time developing thermoplastics 15-20
development and demonstration of primary aircraft struc- years ago,” says Jean-Philippe Canart, previously thermo-
tures do indeed use both unsized carbon fiber as well as plastic semi-products product manager for Toho Tenax
carbon fiber with sizing. He says that although five years ago it Europe and now aerospace market engineer for Teijin Carbon
may have been uncommon to see LM PAEK, PEKK and PEEK America. “One of our strategies was to develop unidirectional
prepreg tapes that used carbon fiber with sizing because of (UD) thermoplastic tape, which we introduced in 2013.”
adverse effects on the mechanical properties associated with Canart explains the building blocks for this development,
the sizings, that certainly is no longer the case today. “One of our core technologies is thermoplastic sizing for CF,
One last point stressing the potential of LM PAEK is that which helps with tape processing. Standard CF sizing must be
NIAR and the FAA are in the process of completing the first removed due to the high processing temperatures required for
public database for a thermoplastic composite material, using thermoplastics. In addition to temperature resistance, ther-
TenCate’s TC1225 CF/LM PAEK. The database is to be released moplastic sizing also gives extra performance with fiber-to-
early next year, and this material was chosen because of its matrix adhesion in the finished composite. One of our biggest
mechanical properties and ease of processing. lines in Europe produces 1,700 tonnes/yr of CF equipped
with TP sizing. From here we developed UD tape with PEEK,
Teijin — Longtime CF producer moves into TPCs PEKK and PPS thermoplastic matrices for use mostly in aero-
The carbon fiber (CF) producer Toho Tenax Co. Ltd. (Tokyo, space applications but we are also working on oil & gas and

CompositesWorld 15
 PEEK vs. PEKK vs. PAEK and Continuous Compression Molding

Slit CF/LM PEKK tape

Laminate made using automated tape
laying (ATL) and a press-formed rib,
produced by DTC. Source | composites.nl

industrial applications.” cross-section needs to remain constant.”

Canart says that Teijin’s first focus with TPC was on press What kind of parts does X-CCM target? “Interior fuselage
forming (stamping) of clips and brackets for the Airbus A350, stringers, floor beams and other framework around the floor
using CF fabric coated with PEEK: “This was the first big wave or ceiling, structural components and semi-structural appli-
of aerospace applications. We see this now moving to larger, cations which demand the highest material performance,”
more structural parts produced with a mix of AFP laminates says de la Ossa. “By 2025, when the new aircraft platforms
followed by consolidation via stamping.” Canart acknowledges start to enter production, we will hit 6-10 times the volume
that in-situ consolidation (ISC) has been in development for of material annually just to provide what we have responded
decades, but contends, “we don’t see it as mature yet. We are to with quotations to date.”According to Laurens de la Ossa,
supporting R&D projects and institutes in further develop- senior sales manager for xperion PPC, “Our X-CCM process
ment.” He says ISC is possible, “but the question is how quick is more advanced now, capable of producing more complex
can you make parts? And how robust is the process?” He shapes, including asymmetric profiles like T- and J-profiles.”
believes it will be 2025-2030 before ISC parts are in produc- He adds that the process can produce consolidated TPC lami-
tion for commercial airframes. In the meantime, Teijin sees nates up to 24 inches in width. “We are part of a whole tech-
expansion in TPC tapes for 2-step, AFP + stamping production nology infrastructure that is moving toward mass production
lines. “We have already invested in our European tape line of thermoplastic composites. We have a very sleek process for
and are also supporting new process capacity like continuous consolidated TPC parts — there is no vacuum bagging, and
compression molding (CCM). The supply chain is growing.” we can handle thick laminates of 60 plies and beyond, 8-10
millimeters in thickness.”
Supporting TPC mass production — CCM As part of this continued push toward higher volume
Continuous Compression Molding (CCM) is a process that production, Teijin is focused on reducing tape material cost
is trademarked as X-CCM by xperion Performance Polymer and increasing capacity, says Canart. What about the indus-
Composites (Markdorf, Germany), the company that initially try’s requests for thicker tape? Specifically, de Vries at NLR
developed and commercialized the process over two decades had said, “standard material is 0.13 millimeters thick but tapes
ago. X-CCM offers high-quality thermoplastic composite up to 0.18 millimeters thick are being explored in the TAPAS2
laminates using a fast, quasi-continuous process. “We are program.” Ideally, de Vries would go even further: “We would
working with xperion as a materials supplier,” says Canart. like to go to 0.25 millimeters thick in both PEEK and PEKK,
“This is a mature technology, used for many years by both but it’s hard to get high-quality.”
Airbus and Boeing. Now it’s really growing, used to produce “We have already developed tape with fiber areal weight
shaped consolidated laminates. CCM is great for cost but the ranging from 145 to 200 g/m2,” Canart replies. “With these

16 CW COLLECTIONS: THERMOPLASTIC COMPOSITES CompositesWorld

products, a thickness of 0.18 millimeters is already quite Solvay currently provides APC unitape prepregs with both
standard for us. We have modified our lines for this thickness PEEK and PEKK polymers, with pricing primarily differenti-
and also up to o.20 millimeters, so I think 0.25 millimeters ated by the cost of the selected fiber rather than the polymer
even would not be a big jump.” when produced and used at high volumes. Therefore, it
And what about tape quality? “We think all tape needs to believes that selection of which thermoplastic matrix to use
be modified for higher-quality parts at faster speeds,” says for a given application will be driven by customer preference.
Canart. “The resin content may not match what in-situ consol- Factors affecting that choice include temperature perfor-
idation requires and the distribution of the resin within the mance, mechanical performance, part fabrication processing,
tape may need to be optimized as well. The time and speed of material database availability and workforce experience, to
melting is so different for the different resins and processes. name a few. Solvay’s view is that both PEKK and PEEK serve
We are supporting further development in a variety of areas, a need in the marketplace and that it is able to offer high-
including the polymer systems and the architecture of the quality, comparatively priced fiber-reinforced prepregs inde-
tape, including the surface.” pendently of which polymer is selected.
So for thermoplastics, as in all other composites, the
Solvay — market for both PEEK and PEKK choices in materials and processes are not limited. In fact,
Solvay’s high-performance thermoplastic products for they seem to be expanding. Which will gain ascendancy in
composites include Ketaspire PEEK, Novaspire PEKK, Radel future aircraft production? That remains to be seen.
Polyphenylsulfone (PPSU), and Ryton Polyphenylene sulfide
(PPS). In a statement submitted by Solvay, the company
asserts that these polymers are produced at industrial scales
that will allow consideration for large-volume aerospace
composite applications and can be used to produce high-
quality prepreg.

Clean Sky EcoDesign Demonstrator

Thermoplastic composite airframe panel (left) using press-forming,
autoclave consolidation and welding by team members Airbus, GKN
Fokker, NLR, TU Delft, Fraunhofer and FHNW University of Applied
Sciences and Arts Northwestern Switzerland.
Source | CW from JEC 2018

CompositesWorld 17
 Thermoplastic Composites: Poised to Step Forward

18 CW COLLECTIONS: THERMOPLASTIC COMPOSITES CompositesWorld

 Thermoplastic composites: Poised to step forward
The evolving role of thermoplastic materials and processes and their future in next-
generation commercial aircraft.

By Scott Francis / Senior Editor

aimed at enabling high-volume production of thermoplastic
»Thermoplastic composites (TPC) aren’t new to the composites for the aerospace and automotive markets.
aerospace sector, but the past couple of years have seen The consortium combines companies along the entire
thermoplastic usage in commercial aircraft reach a tipping thermoplastic composites process chain from materials to
point. While TPCs have been used for some time for machinery to applications in automotive and aerospace.
smaller parts such as clips and brackets, or smaller interior Solvay doubled its qualified UD thermoplastic tape capacity
components, thermoplastics have been working their way in 2018 and earlier in 2019 the company commissioned a
into larger aircraft structures incrementally and now seemed dedicated TPC research lab in Alpharetta, Ga., U.S., aimed at
poised to play a bigger role in the future of commercial the development of next-generation materials. Solvay plans to
aircraft. commence qualification of new UD tape line in late 2019.
In March 2018, Toray Industries Inc. (Tokyo, Japan), Teijin Ltd. (Tokyo, Japan) announced in January 2019
the world’s largest carbon fiber manufacturer, acquired that its Tenax carbon fiber and carbon fiber/thermoplastic
TenCate Advanced Composites (Morgan Hill, Calif., U.S. and unidirectional pre-impregnated tape (Tenax TPUD) has been
Nijverdal, Netherlands) for €930 million (TenCate has since qualified by Boeing (Chicago, Ill., U.S.). The tape is to be
changed its name to Toray Advanced Composites). The move supplied as an intermediate advanced composite material for
seemed to be an effort to strengthen Toray’s thermoplastics primary structural parts for Boeing.
capabilities in preparation for the next wave of commercial As these and similar technologies and materials progress,
aircraft development. Shortly after that announcement, a picture of how the aerospace industry might start to look in
Hexcel (Stamford, Conn., U.S.) and Arkema Inc. (King of the years and decades to come gradually comes into focus.
Prussia, Pa., U.S.) announced a strategic alliance to develop The role of TPCs is becoming an increasingly larger part of
thermoplastic composite solutions for aerospace, combining that picture.
Hexcel’s skill in carbon fiber manufacture with Arkema’s Fabricators are interested in taking advantage of the
polyetherketoneketone (PEKK) resins expertise. And over the manufacturing benefits and fast processing times of
course of the year, several other pieces of the thermoplastics thermoplastics, and in using TPCs to start making larger
puzzle seemed to fall into place. structures such as fuselage panels and ribs. In addition,
In April 2018, Premium Aerotec GmbH (Augsburg, thermoplastics boast high fracture toughness; good
Germany) unveiled a demonstrator for an Airbus (Toulouse, mechanical properties; recyclability; low flame, smoke &
France) A320 pressure bulkhead it had developed and toxicity (FST) and can be stored at room temperature. And as
manufactured using carbon fiber in a thermoplastic matrix. OEMs and aerospace tier suppliers become more familiar with
The demonstrator, which consists of eight welded segments, thermoplastics, they’re being used for more complex parts,
illustrates how the weldability of thermoplastics has the welded assemblies and primary structures.
potential to enable larger aircraft components. According to Steve Mead, managing director at Toray
In August 2018, Solvay (Alpharetta, Ga., U.S.), Premium Advanced Composites (formerly TenCate), “[Major
Aerotec and Faurecia Clean Mobility (Columbus, Ohio, airframers] are really looking for a material solution that has
U.S.) launched IRG CosiMo (Industry Research Group: the rate capabilities of aluminum and the weight capabilities
Composites for Sustainable Mobility), a consortium focused of carbon fiber-based material — thermoplastics kind of
on the development of materials and process technologies bridge that gap.”

Weldability of thermoplastics
Premium Aerotec’s A320 pressure bulkhead illustrates how the weldability of thermoplastics has the potential to enable larger aircraft components.
CW Photo | Scott Francis

CompositesWorld 19
 Thermoplastic Composites: Poised to Step Forward

found in in-situ lamination and out-of-autoclave (OOA) post-

consolidation. Plus, taking the autoclave out of the equation
allows for the development of larger structures.
David Leach, director of business development for ATC
Manufacturing (Post Falls, Idaho, U.S.), acknowledges that the
unit cost of thermoplastics exceeds the cost of thermosets, but
argues that TPC material prices will come down. Further, he
says, processing efficiencies offer an opportunity to reduce
costs today. The general consensus in the composites industry
is that OOA thermoplastic processes, right now, offer costs
savings of more than 30 percent compared to thermosets.
“Thermoplastics are finding their way into programs even
after planes have gone into production,” Leach points out. “It’s
a testament to the cost benefits of thermoplastics.”

Low-melt PAEK
With aircraft OEMs and suppliers scrambling for higher
production rates and shorter cycle times, processability is
key. Polyetheretherketone (PEEK) has long been the favored
thermoplastic polymer since it has the biggest database and is
the most widely qualified. But according to Favaloro, low-melt
polyarlyetherketone (LM PAEK) offers some advantages,
especially for automated processing methods like ATL.
“PEEK is processible via stamp forming and continuous
Showcasing next-gen aerospace thermoplastic
molding, but LM PAEK processes at a lower temperature, has
composites
a lower working viscosity which allows for better automated
At JEC World 2019 GKN Fokker showcased an area ruled fuselage
processing, and has a lower degree of crystallinity which
thermoplastic composite panel — a joint R&D project with Gulfstream
Aerospace — that utilizes welding technology to create a large part. reduces residual molding stresses,” he says. “The ultimate goal
CW photo | Scott Francis is to use an ATL machine to lay [the tape] down and be done
with it — you need the right degree of crystallinity, a good
window and good laydown speeds,”
Processability of TPCs LM PAEK has a wide process window of 350-385ºC.
A big part of why TPCs are finding their place in aircraft For reference, polyphenylene sulfide (PPS)
programs is their processability. Because thermoplastics are processing temperatures range from 330-350°C, while
already fully polymerized, they have faster production rates polyetherketoneketone (PEKK) and PEEK processing
than thermosets, which must undergo cure. temperatures are 380°C and 400°C, respectively.
“When you look at the amount of time it takes to make “The material has gotten so much traction because of its
a thermoset part today and compare it with the amount processability,” says Scott Unger, chief technical officer at
Toray Advanced Composites. Toray Advanced Composites
Thermoplastics are finding their way collaborated with Victrex (Lancashire, U.K.) to produce Cetex
into programs even after planes have TC1225, a unidirectional tape using LM PAEK.
gone into production. It’s a testament “The intent with the development of TC1225 was to create
to the cost benefits of thermoplastics. a product that processed easily at temperatures close to
that used for PPS, had a favorable cost position for the end
of time it takes to make a thermoplastic composite part, user and had mechanical and fluid resistance properties of
[thermoplastic] is about 10 times faster,” says Mike Favaloro, PEEK,” says Unger. “With TC1225 LM PAEK, I feel that we
president and CEO of CompositeTechs LLC (Amesbury, Mass., accomplished all of those goals.”
U.S.), a composite industry consultancy. Cetex TC1225 is currently undergoing qualification by
A big advantage of thermoplastic automated fiber the National Center for Advanced Materials Performance
placement (AFP) compared to thermoset AFP — particularly (NCAMP, Wichita, Kan., U.S.). In addition, Toray says there
given the lack of cure cycle — are higher production rates are two major airframer-based qualifications in the works for
due to faster processing time. There are cost savings to be the material, as well as a couple of qualifications programs

20 CW COLLECTIONS: THERMOPLASTIC COMPOSITES CompositesWorld

 Joining and welding plays a major role While welding is being used at the R&D level, the
in the future of assembly and has the technology seems well-poised for use in larger aircraft
potential to cut costs and improve the components. Mike Favaloro believes aerospace fabricators
reliability of aerostructures. and OEMs are gaining confidence with TPCs, particularly
with process control. “On a 10-year horizon we’ll start to see it
based on emerging markets such as air taxis and urban air adopted much more,” he says.
mobility.
Tapes using LM PAEK are reportedly yielding improved Going tool-less
laydown speeds. Tim Herr, director of Aerospace SBU at Another innovation on the horizon that could enable
Victrex, says, “The laydown rates we can achieve for both acceleration of thermoplastics use is tool-less composites
in-situ AFP and out-of-autoclave consolidated AFP are manufacturing. The concept, as the name implies, obviates
unprecedented.” He indicates that 60 meters per minute can the need for traditional molds and tooling, replacing them
be achieved on oven-consolidated panels; 20 meters per with robotics.
minute reportedly is possible with in-situ consolidation. Aerospace manufacturer General Atomics Aeronautical
In terms of quality, Unger claims that low-melt PAEK offers Systems Inc. (GA-ASI, San Diego, Calif., U.S.) is developing
the ability to get the same laminate quality using in-situ fiber such a process for the fabrication of thermoplastic composite
placement as with a fiber-placed laminate that’s been put structures. Composite Automation LLC (Cape Coral, Fla.,
through a post-fiber placement oven consolidation. U.S.), using Mikrosam (Prilep, Macedonia) equipment,
worked with GA-ASI to develop the automation. The process
Composites bonding uses two 6-axis robots working together to place thermoplastic
The weldability of TPCs is a big advantage of the material for tape. One robot consists of a standard unidirectional tape
use in developing aircraft. Fusion bonding/welding offers an placement system that provides laser heating to perform
alternative to mechanical fastening and the use of adhesives, in-situ consolidation of the thermoplastic material. The
both of which are methods employed for joining thermoset second robot provides support, working opposite the
composite parts. automated tape layer (ATL) to provide a movable tooling
Stephen Heinz, product development director at Solvay, surface against which the ATL places tape.
says “joining and welding plays a major role in the future of
assembly and has the potential to cut costs and improve the Recyclability
reliability of aerostructures. Companies like GKN Fokker are Another benefit of TPCs is recyclability. Because
taking the lead in demonstrating welding.” thermoplastic polymers can be remelted and reshaped,
GKN Fokker (Hoogeveen, Netherlands) has been working several companies are looking toward TPCs as a way to re-use
to develop TPC welding for some time, having started materials.
experimenting with resistance welding of thermoplastics in One such recycling initiative, operated by Thermoplastic
the 1990s. The company has been using thermoplastic welding Composites Application Center (TPAC, Enschede,
processes to join leading-edge internal ribs and skins. At JEC Netherlands) and Thermoplastic Composites Research
World 2019, the company showcased an area-ruled fuselage Center (TPRC, Enschede, Netherlands), is focused on re-use
thermoplastic composite panel manufactured using Solvay’s of production scrap from TPC processing, from collection
APC(PEKK-FC) UD tape. The panel is the result of a joint to shedding and reprocessing through to application. The
R&D project between GKN Fokker and Gulfstream Aerospace TPC-Cycle project is working to develop an affordable,
(Savannah, Ga., U.S.). The part is reportedly the lowest-cost environmentally friendly recycling route for high-end,
composite panel, due to simple “butt-jointed” orthogrid high-volume markets — all while producing a material that
stiffening and fully welded frames — no bolts are involved. retains as many of the mechanical properties of the original
Tough carbon fiber-reinforced unidirectional material was thermoplastic materials as possible. The project boasts short
used for low weight. cycle times, net-shape manufacturing and is said to enable the
“With thermoplastics, an orthogrid can be greatly simplified production of complex shapes.
by ‘butt joining’ the grid to the skin,” explains Arnt Offringa, The collaboration includes several industrial partners
head of Thermoplastic Composites Technology Development in the value chain, from material, manufacturing, design
for GKN Fokker. “The grid is now made up of just simple, flat and application, including GKN Fokker, Toray Advanced
preforms that are co-consolidated with the skin laminate to Composites, Cato Composite Innovations (Rheden,
form a low-cost, integrally stiffened shell. Frames are welded Netherlands), Dutch Thermoplastic Components (Almere,
onto the grid. These welds are loaded in shear, making it Netherlands) and Nido RecyclingTechniek (Nijverdal,
feasible to leave out all bolts.” Netherlands).

CompositesWorld 21
 Thermoplastic Composites: Poised to Step Forward

Fully welded frames

This thermoplastic fuselage panel by GKN Fokker and Gulfstream
Aerospace features simple “butt-jointed” orthogrid stiffening and fully
welded frames (no bolts).
CW photo | Scott Francis

The right material for the right job OEMs are investing, machinery folks
So amid the din of excitement about these materials, the
are investing, the right material
question that arises is, have TPCs arrived? Tier 1 and Tier 2
has been developed. All of the
aerospace suppliers are investing in thermoplastics. There
components of the recipe are coming
is more interest and investment from smaller and medium-
together.
size suppliers. Consortiums like IRG CosiMo are looking at
both aerospace and automotive markets to advance process
technologies to achieve high-volume production. “As airframers develop a qualification basis with
“It’s the Trifecta,” says Mead, “OEMs are investing, thermoplastics, they now have a choice,” says Unger. “And that
machinery folks are investing, the right material has been choice will be based upon selecting the right material for a
developed. All of the components of the recipe are coming given application which meets the production rate and cost
together.” requirements for the component or structure in question. As
In larger scope, what does all of this mean when it comes you look at commercial aviation going forward, what I believe
to materials use on next-generation aircraft? After all, there you’ll see airframers doing is using the right material for the
are numerous materials competing for a spot on the aircraft right job. If a material enables the most appropriate structure
of the future, and innovation isn’t slowing down — thermoset for the least cost and meets program build rate requirements,
composites are continuing to evolve; aluminum and it will win its way onto the airplane.”
titanium will continue to play a role.

22 CW COLLECTIONS: THERMOPLASTIC COMPOSITES CompositesWorld

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