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What is the average density of cfrp?
Density depends on laminant, which is why there is no average density for CFRP
Is CFRP a plastic?
The simple answer is yes. CFRP is Carbon Fiber Reinforced Plastic. So this is what is known as a composite material. It is a polymer/plastic that has its properties improved by the addition of carbon fiber.
What has the author Kyriakos Sissakis written?
Kyriakos Sissakis has written: 'Strengthening concrete slabs for punching shear with CFRP laminates'
What do the terms CFRP and GFRP mean?
They are acronyms which refer to carbon and glass fibre reinforced polymer respectively. GFRP is more commonly known as Fiberglass. For more information see the related links.
How do you separate carbon fiber from PES resin to measure fiber length We have tried to use a muffle furnact at 800C and it seems to burn off the carbon fibers?
Please refer ASTM D 3171 Procedure B, where you have to digest the matrix i.e. resin in Sulphuric acid and Hydrogen peroxide and remaining will be carbon. With burnoff method there is Approx 5 % loss in carbon @ 500ºC, so it is not a good method for CFRP.
What is hybrid composite?
A plastic composite is a material that has a polymer or plastic as the matrix reinforced with another material - usually a fiber. So CFRP - Carbon Fiber Reinforced Plastic is one such example. These materials are used on newer aircraft such as the Airbus A380 and the Boeing Dreamliner 787. There are other examples including polyesters with galss fiber. These are known as GFRP - Glass Fiber Reinforced Plastic.
What has the author W van der Hoeven written?
W. van der Hoeven has written: 'Static and fatigue strength of an adhesive bonded CFRP butt-strap joint, the effects of stacking sequence and temperature' -- subject(s): Adhesive bonding, Fatigue tests, Composite materials, Butt joints 'DSC measurements on experimental TGDDM/DDS resin systems' -- subject(s): Reaction kinetics, Curing, Epoxy resins 'Fatigue and residual strength behaviour of ARALL3 panels with bonded on doublers' -- subject(s): Aluminum alloys, Laminates, Residual strength
Where is the GFRP or the CFRP used on the aircraft?
A revolutionary technique that would enable a damaged aircraft to "repair itself," even during a flight, has been developed. This breakthrough mimics the healing processes found in nature, the website sciencedaily.com has reported. Besides the principal advantage of safety, the "self-repairing" technology could lead to design of lighter aircraft in future. The novel design would mean saving on fuel, cutting of costs for airlines as well as for passengers and reduction in carbon emissions. This simple technique that can be used by the so called self-repairing aircraft is similar to the healing processes that take place after a person cuts himself, according to website. The ingenious method of an aircraft repairing itself - developed by aerospace engineers at the University of Bristol, the United Kingdom, with funding from the Engineering and Physical Sciences Research Council (EPSRC) - works like this: If a tiny hole/crack appears in the aircraft (for example, due to wear and tear, fatigue, or a stone striking the plane), epoxy resin would "bleed" from embedded vessels near the hole/crack and quickly seal it up, restoring structural integrity. By mixing dye into the resin, any "self-mends" could be made to show as coloured patches that could easily be pinpointed during subsequent inspections of the aircraft on the ground, and a full repair carried out if needed. The ground-breaking technique where an aircraft can heal itself even while in flight can be effectively applied wherever fibre-reinforced polymer (FRP) composites are used. (Fibre-reinforced polymer composites are lightweight, high-performance materials that are proving increasingly popular in the manufacture of aircraft, car, wind-turbine and even spacecraft). In the novel technique, the hollow glass fibres contained in FRP composites are filled with resin and hardener. If the fibres break, the resin and hardener ooze out, which enables the composite to recover up to 80%-90% of its original strength. The result is that the aircraft can still function well at its normal operational load. Dr Ian Bond, who led the project at the University of Bristol, was quoted by the website sciencedaily.com as explaining: "The new approach can deal with small-scale damage that is not obvious to the naked eye but which might lead to serious failures in structural integrity if it escapes attention. It is intended to complement rather than replace conventional inspection and maintenance routines, which can readily pick up larger-scale damage, caused by a bird strike, for example." One offshoot of the "self-healing" technique for aircraft is that, that by improving the excellent safety properties of FRP composites further, the self-healing system could promote larger use of FRP composites in the field of aerospace. Aircraft that use more of FRP composites would be considerably lighter than aircraft designs that primarily rely on aluminum-based models. The researchers at the University of Bristol are of the opinion that even a small reduction in weight would translate to substantial savings in fuel over an aircraft's lifetime. "This project represents just the first step," Ian Bond elaborated. "We are also developing systems where the healing agent is not contained in individual glass fibres but actually moves around as part of a fully integrated vascular network, just like the circulatory systems found in animals and plants. Such a system could have its healing agent refilled or replaced and could repeatedly heal a structure throughout its lifetime. Furthermore, it offers potential for developing other biological-type functions in man-made structures, such as controlling temperature or distributing energy sources." The researchers claim that the "self-repair" technique developed at the University of Bristol could be available for commercial use in about 4 years. The research project, lasting 3 years and titled Bleeding Composites: Damage Detection and Repair Using a Biomimetic Approach, concluded by the end of April 2008.
How to make an electric powered jet pack that si like a plane?
An electric jetpack just may be the answer in the short term until micro jet turbines are developed enough to give a sufficient power to weight thrust required for a practicable jetbelt solution. If I were going to build one I would be looking at using 2x electic motors driving compressors that would each give ~80kg of thrust with an all up weight (pack+person) of under 115kg. That would give you some leeway if you were to have an engine failure although broken legs and pelvis are still likely if hovering above 20 meters and you lose one engine. I'd probably go for a centrifugal double sided compressor feeding a contra rotating second stage single sided compressor all made from carbon fibre reinforced plastic (CFRP). To handle the high rotational speeds I would use air foil bearings lubricated with tungsten disulphide. The engines would utilise a similar set up to the bell jet belt (ie upside down on your back and feeding into a shared diffuser). The most simple control arrangement would be to allow the pilot to shift their weight such as on the bell rocket belt. Vectored thrust would be more precise but would add weight and complexity. You will need light motors with extremely high power output to get the required thrust. According to one formular I read: Thrust in lbs= 9.35 x ( hp x D)2/3 power hp= horse power, D = fan diameter in feet, 80kg =176lb 176lb = 9.35x(hp x 0.5) 2/3 Therefore you will need at the minimum 56.4hp (42.1kw) per electric motor but probably more due to the Reynolds number being small. At present the most light weight motors I know of in this power range are around 13kg... that is probably too heavy. To power all this you would have to go for a high voltage DC umbilical cord or a hydrogen fuel cell though I think the latter would probably not be practicable at this moment in time.
