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A list of abstracts is below.
Please check the webpage from time to time for the latest updates.
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Dr James Sutter, NASA Glenn Research Center
Composite structures and materials technology have had a profound impact on aerospace vehicles ranging from aircraft to launch vehicles. Today, advanced composite materials and structures are used for primary wing and fuselage structures for commercial transport aircraft and for primary structures for expendable launch vehicles. Composites are being considered for dry and cryogenic tank primary structures for heavy lift launch vehicles. The NASA’s Composites for Exploration (CoEx) Project has the potential to develop composite materials and structures technologies for the largest composite aerospace structures ever made. Previous studies have evaluated both autoclave and out-of-autoclave materials. The key driver for material selection was out-time. Further, automated processing goes hand-in-hand with out-time to enable the manufacture of large structures. Results from the previous studies were presented at this conference in early 2011. This talk will focus on recent updates from the NASA composite development efforts throughout the past year. The CoEx Project is the next step in technology development for composite dry structures for heavy lift launch vehicles. The CoEx project objective is to develop mid-technology readiness level (TRL) composite materials and structures technologies to support a demonstration of TRL 6 for heavy lift launch vehicle payload fairing applications. This presentation will highlight the activities and plans for the CoEx Project. Recent results will be summarized including results from manufacturing demonstration and structural concept evaluation studies. A major emphasis this year is initiating the manufacture of large-scale panels. These 5-m-radius, 5.3-m-arc, and 6-m-long curved panels are representative of 1/6th arc for a 10-m-diameter barrel.
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Prof Geoff Gibson, Centre for Composite Materials Engineering, Newcastle University (UK)
The use of laminated composite external repairs to rehabilitate corroded and damaged steel pipes in many industries is rapidly expanding. Much has now been accomplished to characterise and improve composite repair systems and some recent developments in this area will be discussed at the conference. One notable achievement has been the development of standards to promote better practice in the repair industry. A key technique for characterising and comparing repair systems is the blister ‘blow-off’ test, which involves measuring the water pressure required to propagate a circular de-bond or blister in a repair applied to a steel plate or pipe. This test provides a measure of the effective fracture toughness, GC, of the composite/steel interface when under water pressure. An early axi-symmetric analytical model was developed to enable fracture toughness to be calculated from the blister failure pressure and this model is now employed in the ISO standard. The present paper will report the results of an FEA study used to validate and improve the analytical model, taking into account the effects of laminate ply architecture and repair geometry. Implications regarding further repair development will be examined.
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Professor JagSankar, Director -NSF ERC for Revolutionizing Metallic Biomaterials (ERC-RMB),
Distinguished University Professor and White House Millennium Researcher,
NC A&T State University, North Carolina USA
Co-author: Professor Alan K. T. Lau, Executive Director - Centre of Excellence in Engineered Fibre Composites, University of Southern Queensland
Advanced materials and nanoscale science and engineering are impacting the human race through next-generation technology, ranging from structural materials to smart structures, and from microelectronics to medicine. Universities and basic research organizations are pushing the frontiers of the advanced materials and nanobiotechnology envelope, while a stream of innovative entrepreneurs are trying to take these technologies to the marketplace. With the world becoming increasingly flat, the economic success and impact of any future society now depends on the rise of convergence of technologies with advanced interdisciplinary knowledge, entrepreneurial skills and global perspective.
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Mr Patrice Sinthon, Director of Sales and Marketing, JEC Composites
Today, Automotive is the largest consumer of composite materials, accounting for over 20% of total consumption. The worldwide average for compositespenetration is at around 6% of a car’s weight. Carbon fibre is now firmly placed in each OEM’s lightweight strategy. The BMW Mega City Vehicle (MCV)is the world’s first volume-produced vehicle with a passenger cell made from carbon.
Beyond 2015, a stronger increase in penetration should be expected (+2pts by 2020) as emissions regulation continues to increase, the cost ofcomposites (carbon fibre in particular) begins to drop and innovation brings improvement in production efficiency. The challenge is clearly coming from large consumption by the automotive industry, an industry with the potential to change.
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Mr Ian McKern, Composite Material Engineering
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Mr Philippe Odouard, CEO Quickstep Holdings
The automotive industry is currently undergoing a massive shift towards the use of light-weight composite components to help combat increasing fuel prices, carbon emission trading schemes and pollution regulations worldwide. However, a key barrier to the take-up of carbon fibre automotive parts has been the significant costs and timeframes required to achieve the necessary “Class A” exterior finish - which has traditionally seen carbon fibre only used on expensive, high performance vehicles.
Quickstep’s research program has been investigating the use of a patented Resin Spray Transfer (RST) technology to cheaply and efficiently volume produce composite parts with a Class A finish – which would make the use of carbon fibre accessible to the entire automotive industry.
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Mr Geoff Germon, Talon Technology
Driven by the revolution in the gaming industry and supported by cheaper interface products like the Nintendo Wii and the Apple Ipad , composite manufacturers will now be able to make their product light, durable and smart. Collecting and analysing performance data is becoming cheaper and simpler.
As an example, we will look at the development challenges of Merlin Excalibur Paddle - the first consumer paddle to have load and positional sensors fully integrated into the original design of the carbon fibre product.
With demonstration of one of their Data Acquisition Oars/ Paddles
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Mr Geoff Germon, Talon Technology
Over the past few years a great deal of manufacturing has moved from Australia to Asia. This presentation looks at why this happened, what is the next phase in the process and what Australian composite companies can do to profit from it.
Using actual labor and costs and productivity in China and Malaysia we will quantify the Asian advantage and consider what, if anything, the Australian government should do to support a viable composites industry in Australia.
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Mr Bob Paton, CEO Manufacturing Skills Austarlia&Mr Kevin Hummel, Director, TaPS
It may have taken just a little while to happen, but we now have a nationally recognised trade in the composites industry. This is seen as a great step forward in obtaining recognition of the breadth and depth of the knowledge and skills used by this industry.
The creation of this trade was undertaken by Manufacturing Skills Australia (the relevant national Industry Skills Council) at the request of the industry expressed through Composites Australia. The work was undertaken by TaPS on behalf of these bodies.
The trade combines the fundamental skills you would expect of a traditional metals trade with the specific skills and knowledge required to perform at this level in the composites industry. The trade provides a solid basis of skills and knowledge on which the industry can build.
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Mr Phil Maxwell, Composite Materials Engineering
The drive to reduce vehicle fuel consumption has two benefits, reduced running cost and reduced carbon emissions. The development of the GM Holden Composite Wheel Tub for the VE Commodore range of vehicles is an example where these objectives were achieved. By saving 6 kg of vehicle mass this leading edge long glass composite part has reduced fuel consumption by 0.12 litre/100km. The evolution of this part, from conception in 2002 to product release in 2006 will be discussed. The facilities, tooling and development leading up to successful launch and performance since launch will be covered
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Mr Charles Tur, Magnum Venus Plastech
10 years ago, manufacturers wanted to learn how to incorporate the new Light RTM technology into their production, with the primary focus being how to effectively build the necessary mould for their product. Since that time, the technology behind Light RTM has grown. The steps that are necessary to fully incorporate this technology into an operation can often be confusing.
Before the mould is designed and built, several key operations must be determined which include:
- How will the glass be loaded?
- How will the mould be closed?
- How will the de-moulded part be trimmed?
All of these questions, and more, must be answered if the manufacturer wants this process to improve the overall production and bottom line. This presentation will give participants an overview of the technology and “know how” developments in the process of incorporating Light RTM into production in an efficient and effective manner. It will also highlight the new developments in the Infusion process, including how to overcome the challenges of Light RTM mould tooling. |
Mr David McAllister, VeriSure Insurance Brokers
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Mr Don Elliott, Holmesglen Institute of TAFE
For the last two years, Don has been working with Holmesglen Institute Department of Applied Learning and Technology developing Project Driven Learning (PDL) for the secondary level VET, VCAL and Vocational College VOC students.
To inspire and focus their education, they are involved in “hands on” learning strategies. To further embrace this they compete as teams in the RACV Energy Breakthrough Event ( www.racvenergybreakthrough.net) in 2010 with the Hybrid Vehicle team and in 2011 with two teams, Hybrid and Petrol. The Hybrid vehicle (Reflex 700) is powered by two motors petrol/electric and the petrol only vehicle (Reflex Bugatti) powered by a 50cc motor cycle engine. The event is focused on sustainability of finite and renewable resource and education. The RACV Energy Breakthrough Event attracts over 15,000 students, teachers, parents and spectators for one weekend of the year, and is inspirational to all those involved. |
Mr Alex Kryger, Aptec Composites
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Dr Yu (Barry) Bai, Monash University
Deterioration of steel and steel reinforced concrete due to corrosion and their heavy self-weight and maintenance costs have promoted the use of new construction materials. Fibre Reinforced Polymer (FRP) composites appear promising and have been used increasingly in recent years, because of their advantageous material properties such as light weight, high strength, corrosion resistance, free formability, and low thermal conductivity. Cost can be further reduced by the pultrusion process and/or if glass fibres are used (i.e. GFRP). In order to sustainably implement those materials into civil structure construction, the corresponding structural performance under critical load conditions must be justified, such as the structural fire resistance and durability under harsh environment. In addition, because of their distinct material orthotropic characteristics and low E-modulus, structural systems more appropriate for FRP composites should be investigated. Another challenge is to achieve a ductile behaviour using FRP composites similarly as that provided by steel, considering the material brittleness of FRP in contrast to the material ductility of steel. A series of work has been carried out at Monash (see figs below) to address those challenges and the recent developments will be introduced.
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Interfacial adhesion of natural fibres as reinforcement is the key parameter to be considered in fibre polymeric composites. In the current work, interfacial adhesion of date palm fibre is investigated using single fibre pull out experiments. The interfacial property of date palm fibre was determined with polyester matrix. Optical microscopy was used to examine the surface morphology and damage feature on the fibre before and after the test. The influence of NaOH treatment at different concentrations (0 % - 9 %) and embedded fibre length in the polyester matrix are considered. The results revealed that treated the fibre with 6% NaOH highly enhanced the interfacial adhesion of the date palm fibre with polyester matrix, i.e. the shear loading was about 100 MPa in the case of untreated fibre and 145 MPa in the case of treated fibre. Pull out mechanism was observed when the untreated fibres were loaded. Fibre failure mechanism was observed when the treated fibres were tested.
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Mr. Farhad Asiani, University of Technology Sydney
The use of fibre-reinforced polymer composite-laminated plates as a construction material has increased in recent years. The primary reason for this increase is their non-corrosive nature and long term durability, high tensile strength-to-weight ratio, electromagnetic neutrality and resistance to chemical attack. Because of their high strength-to-weight ratios slender structural components, such as beams and columns may be formed by using composite laminates. One of the primary design concerns for such components however, is their susceptibility against buckling due their slenderness; therefore, for a reliable design it is important to accurately predict the buckling loads of structural components composed of fibre-reinforced laminates where fibre orientation has a significant influence. Analytical solutions that predict the buckling loads are limited to certain boundary and loading conditions. On the other hand, finite element method can be used to obtain solutions that are applicable to general cases. In this study, we propose a finite element formulation for the buckling analysis of thin-walled composite beams. The effect of fibre orientation on the buckling behaviour of thin-walled composite beams is illustrated for various cases of loading and boundary conditions.
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Damage such as delaminations and cracks in Fibre Reinforced Polymer (FRP) material is difficult to detect using traditional methods. Consequently development of in-situ Structural Health Monitoring (SHM) techniques is important for safe operation of FRP structures. Embedded Fibre Bragg Grating (FBG) sensors have been used successfully to detect such damage in FRP structures. However the receptive range of an FBG sensor is limited and to cover a particular part multiple number of sensors needs to be used. With the increasing number of sensors the complexity and the cost also rising and therefore using optimum number of sensors for efficient identification of damage is vital. This paper details an investigation on optimisation of number of sensors used to monitor damage in a FRP helicopter component. Furthermore the effect of failure of a sensor on prediction of the damage was investigated. With a complete Finite Element Analysis (FEA) model of the component, the stress concentrations were identified as the potential locations for future damage. To capture the stress field due to simulated defect, several sensors were used. By dropping the number of sensors, the damage detection ability was investigated. Finally FRP sample was fabricated with the optimised number of embedded sensors to confirm the simulated results.
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Composite materials are widely used in the aeronautic, marine, and civil industries. With increasing applications, it also becomes important to detect and study damage, which, in laminated structures, is mainly in the form of delaminations. In this paper, we introduce a vibration based method using changes in frequencies to detect delamination damage in composite beams. The basis of the present detection method is to first determine how changes in natural frequencies are related to the location and severity of delamination damage and then use this information to solve the inverse problem of predicting the delamination characteristics from measured frequency changes. To study the forward problem, a theoretical model is of composite beams with delaminations is built to obtain the natural frequencies as a function of delamination sizes and locations. The inverse detection of delamination is realised using a graphic method, which makes use of frequency changes in multiple modes to home in on the damage characteristics. . The efficiency and accuracy of the present method are validated using experimental results reported in literature.
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The objective of this study is to investigate the application of single channel Acoustic Emission source location detection method, utilising time frequency analysis. Single channel Acoustic Emission source location is one of the most recent researches for composite early damage localization, owing to the growing interest and knowledge of modal analysis of AE wave. A standard tensile test for glass fibre epoxy resin specimen with small notch was conducted and an Acoustic Emission system was used to determine the AE source location on specimen under testing. Results from this study revealed that AE single channel source location provides reasonable accuracy for glass fibre laminate which was tested.
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This paper presents a structural evaluation of Concrete-Expanded Polystyrene (CEPS) sandwich panels for slab applications through the finite element analysis approach. It is based on experimental work previously conducted at University of California, Irvine. These panels comprise of expanded polystyrene foam sandwiched between concrete-steel panels. This research uses structural software Strand7, which is a numerical approach based on finite element method, to predict the load deformation behaviour of the CEPS panels. The concrete and expanded polystyrene foam are modeled using brick elements whereas steel is represented by truss elements. The model was analyzed by non linear static analysis. Analytical results using finite element analysis show good correlation with the experimental results. The verified model is used for parametric study to understand the behaviour of CEPS panels under different load combinations. This research shows that a simple Strand7 finite element model can be used for the analysis of CEPS sandwich panels for slab applications. Furthermore, the use of foam in the middle of sandwich panel will reduce the weight of structure and also acts as insulation against thermal, acoustics and vibration. The design chart developed for various thicknesses of CEPS panel can be used for low cost residential and commercial structures. |
Mr Chunguang (Allen) Wang, UNSW@ADFA
The use of composite materials in offshore engineering for deep sea oil production riser systems has drawn considerable interest due to the potential weight savings and improvement in durability that can be achieved. The design of composite riser consists of three stages: (1) preliminary local design based on four critical load cases, (2) global analysis of the full length composite riser under a variety of loads including hydrostatic pressure, gravity, buoyancy, wave and current loads to determine critical locations and (3) stress analysis of critical locations under different combinations of local loads as determined from the global analysis in stage two. This paper shows the method, analysis process and results for the composite riser design in stages two and three based on the geometry of composite riser tubularsoptimised in the stage one. The results show that a careful local design of the tubular suing inclined reinforcements in addition to axial and hoop reinforcements can offer substantial weight savings and at the same time ensure that the structure is capable of withstanding the global loads analysed in stages 2 and 3. The results are reported for three different combinations of fibre, matrix and liner materials.
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Yasas Kolonnage, CEEFC-USQ
Damage in steel structures can be the result of long term degradation which adversely affects the structural integrity or from catastrophic impact or harsh environments. In the last couple of decades High Performance Reinforcement (HPR) plain weave, biaxial glass fibre with an epoxy matrix overwrap repair systems emerged as an acceptable and successful method for repairing corroded surfaces of steel structures. The main objective of this study is to monitor the structural performance of a composite overwrap repair on a steel substrate. To fulfil the above objective it is essential to monitor the load carrying capacity within the overwrap repair material which is directly correlated to the strain and the monitoring of corrosion defect geometry. Surface mounted FBG sensors can be the feasible candidate to be employed to monitor the above requirements. The measurement of the strain field in the overwrap repair material enables to monitor the underneath corrosion damage and the continued growth of the damage or the formation of new damage which causes significant strain field variations. Hence, the analysis of strain variations allowed identifying the damage status. In this study, the results obtained from the experimental analysis were correlated with a detailed FEA model to validate the findings.
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Unidirectional continuous hemp fibre/polyester composites have been considered for structural application due to their good mechanical properties. This study would provide valued assessment of using plant based natural fibre for high performance composites applications. The performances of the composites are largely determined by the interfacial bonding between the hemp fibre and the polyester matrix. To improve interfacial bonding fibre surface was chemically treated with alkalization, silanization and acetylation. Physical and chemical structure of the treated fibres were analysed through scanning electron microscope (SEM), differential scanning calorimetry (DSC) and thermogravimetric analysis (TGA). Mechanical properties such as tensile and compressive properties of the composites made by untreated and treated fibres were studied. Based on the results, it was found that the fibre treated with acetylation exhibited 19.28% and 24.68% higher tensile and compressive strength properties as compared to the untreated fibre composite samples. Additionally, tensile properties of the composites were dominated by the fibre properties and failure was conquered in a sequence of interfacial debonding and the subsequent fibre pullout. While compressive failure was dominated by the shear failure parallel to the fibre axis via formation of microbuckling within the surrounding matrix.
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The current aircraft programs are more than ever, focused on the use of composite materials for primary structural parts. In this approach, the use of stiffeners of panels appears to be a solution, technically and economically very attractive. However, stiffened structures, due to their complexity, are somewhat difficult to address. This paper discusses the mechanical behavior of stiffened panels under a four point bending load. Two different loading configurations were used: stiffener in compression and stiffener in tension. Acoustic emission was applied to understand, the behavior of the stiffened panel and the mechanisms of failure. Finite element analysis, using Abaqus with cohesive elements, was able to predict the linear behavior of the specimen. Good correlation between experimental and numerical displacement results was achieved. This paper discussed the failure initiation (and progression). In all specimens, initial failure was shown to occur at the interface between the base skin and the stiffener. The liaison between the stiffener and the skin induces an area rich in resin that reduces the overall strength of the stiffened panel. For the compression test, the subsequent loading caused the cracks propagated quickly to the top of the blade, the final failure occurred by the buckling of the blade. For the tension test, the microcracks run in the matrix and along the interface and lead to the final blade failure.
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Dr Rikard B Heslehurst, UNSW@ADFA
When composite structures are cured they often use a resin bleed schedule to control the amount of resin removed during the process. This resin removal equates to variation in the fibre volume ratio. Hence, the specific engineering properties of a composite laminate are controlled by the fibre volume ratio or bleed schedule. Five different resin bleed schedules were used to produce a series of testing coupons. Five mechanical tests were then conducted on each bleed schedule coupons. These mechanical tests were tension, compression, flexural bending, in-plane shear and short-beam shear. The results of the testing found that there exists a noticeable effect between the bleed schedule used and mechanical properties achieved. This is due to the impact that the amount of resin bleed has on the thickness and the fibre-volume ratio of the composite product. As such this research activity supports the importance of considering the resin bleed schedule used during the manufacture of an advanced composite material when attempting to achieve consistent composite engineering structural properties.
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Christopher Kourloufas, UNSW@ADFA
The use of Carbon Fibre Reinforced Plastics (CFRP) is ever increasing in the aerospace industry however; from a survey of the current literature, the topic of saltwater cycling effects has had little investigation. This topic of saltwater cycling effects on CFRP is now of current interest as more composite airframes are deployed at sea. The principle focus of this paper is a literature review on the modeling techniques of moisture absorption/desorption on CFRP. This submission is part of a program of postgraduate research and builds on previous work that reviews the effects of the moisture absorption/desorption cycle on the mechanical properties of CFRP. The aim of this paper submission is to conduct a detailed review of the numerical modeling techniques used to model both moisture absorption/desorption as well as the mechanical effects of the moisture absorption/desorption cycle on CFRP. The outcome will be to recommend an appropriate technique to be eventually experimentally validated by the author.
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Mr Michael Heitzman, ACS-A
Adhesive bonding is amongst the most common joining methods for fibre reinforced plastics. Despite many successful applications, secondary bonding is still met with some scepticism. A major factor contributing to the uncertainty surrounding secondary bonded joints is the difficulty of ensuring contaminant free joint surfaces. Contaminated bond surfaces are one of the major causes of premature joint failure. Simple bond surface preparation tests like the water-break (wetting) test often fail to detect weak boundary layers and also do not provide sufficient information about the quality of the bond surface. This is of particular interest when developing new surface treatments. This paper discusses the use of Fourier Transform Infrared Spectroscopy (FTIR) and X-Ray Photoelectron Spectroscopy (XPS) for the detection of bond line contamination and for the development of new surface treatment procedures. On the example of an autoclave-cured carbon fibre reinforced plastic bond surface it is shown how the two surface analysis methods can be used to detect release agent contamination. In a second step the contaminated surfaces are subjected to common aerospace surface preparation procedures. By using the surface analysis techniques the effects of the surface preparation is evaluated. It is demonstrated how the comparison of the XPS/FTIR spectra of an untreated and treated sample can be used to verify the presence of “reactive” function group which are crucial for strong bonds.
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Prof Sri Bandyopadhyay, UNSW; Imrana Kabir, UNSW; and Mr Don Ralph
It is commonly known that millions of tons of fly ash is produced world-wide as a waste product from various coal fired power plant processes. The authors have developed a method for combining fly ash with recycled polyethylene (HDPE) to provide a new environmentally friendly, engineering grade composite material. The research has shown that by increasing the percentage weight of fly ash with recycled HDPE, the elastic modulus and electrical conductivity of the new material increases, thus creating a new material from recycled products. The work constitutes one of the seven innovations launched in November 2011 by UNSW’s NSi on ibridge, the international network for research innovation
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Interest in timber-concrete composite (TCC) floors has increased over the last 20-30 years. Since the 1990‘s, TCC solution is seen as a viable and effective alternative to conventional reinforced concrete and/or traditional timber floors in multi-storey buildings. TCC technology relies on timber and concrete members acting compositely together. Thus, the strength, stiffness, location and number of connectors play a crucial role for the composite action and determine the structural and serviceability performance of TCC solutions. To date, it appears that normal concrete has been used in most investigations on TCCs. It also seems that there are only few researches about the effect of concrete properties on the structural behaviour of TCCs. Today, with the advance in admixtures and additives, concrete mixes can be designed to new requirements of strength and serviceability eg. Light Weight Concrete (LWC) and Fibre Reinforced Concrete (FRC). The application of LWC provides an interesting development in TCC technology to minimize the dead load on timber component. Such reduction may be favourable in renovation of old timber floor. It is also advantageous in new multi-storey buildings for aspects such as prefabrication and mitigation of excess dead load – leading to saving on foundation and walls and/or column sizes. The University of Technology Sydney has investigated TCC solutions since 2007. The investigation presented in this paper focuses on utilising mechanical fasteners for their ductility and stiffness to compositely attach an LWC member to a timber beam, that is, the use of LWC form an important parameter of this research. The experimental aspect of the research consists of push-out tests and aims to characterise slip modulus and load capacity. The responses of the specimens are also compared to that of TCC systems with conventional concrete. The literature indicates that LWC exhibit lower values of Young’s modulus and tensile strength in comparison to conventional concrete. This research examines the influences of these reduced properties on the capacities (strength and serviceability) of the connections. The failure modes of the connections are also studied.
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Mr Aaron Warren, UNSW@ADFA
Current aircraft structural integrity (ASI) management programs are based predominately on the knowledge and experience associated with metallic aircraft structures. Since the 1960s, the percentage of aircraftstructures being manufactured from composite materials is steadily increasing. Latest generation of commercial aircraft structures are composed of approximately 50% composites by weight and several new military airframes comprise of more than 75% airframe weight (Tiger and NH-90 helicopters). This paper reviews the current civil and military structural certification requirements, with a focus on composite specific requirements. This leads to a discussion of a number of Aircraft Structural Integrity models, and the introduction of the Structural Integrity Failure Causation Model (SIFCM). The SICFM is being developed to assist in the identification of areas of potential weakness in current structural integrity management regulations in regard to composite aircraft structures.
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Mr Harry terBeek, AkzoNobel
At the moment all Cobalt formulations are suspected as being possible carcinogens; for more than three years the industry has been running studies and gathering data to support a classification for the Cobalt formulations used in the unsaturated polyester polymerization. A first decision will be made in Europe, by the Reach Consortium, and it is expected that other regions in the world will follow. Based on the present data it is not possible yet to come to a clear decision; more tests are needed and it is a question ofwill Reach allow this. A first announcement is expected the end of 2011.
Several raw material suppliers are searching for Cobalt alternatives but it appears to be a difficult target. There are more metals that have the properties to be part of a redox reaction but a simple metal exchange does not work. These metals need special synergists and promoting agents to be able to start up the polymerization on a comparable way as Cobalt. Classification will have a big influence on our present UP business. It also depends on the category in which Cobalt will be classified and how much Cobalt still will be allowed. Several types of Cobalt replacements are already developed and commercially available, also by AkzoNobel. It will not be that easy to have one alternative that will replace Cobalt in all its applications. That could mean that each application has its own optimal accelerator. In the presentation several replacement types will be shown with their advantages and disadvantages including reactivity data in comparison with the standard Cobalt.
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Mr. Rob Woudman, Teijin Aramid BV
Examples and basic information will be presented about the application of Twaron in different markets and applications. The presentation will also include:
More specific information about the typical properties and the use of Twaron yarn and shortcut fibers in composite markets such as Marine: boat hulls & sails, Transportation: Aerospace & ground, Industrial Engineering: plastics & components, and Civil Engineering: structures & geotextiles. Technical background of some specific properties of Twaron in composite applications and a brief comparison of mechanical properties of E-Glass, Carbon and Aramid fiber.
Introduction of the first high modulus dope dyed black p-Aramid yarn (Twaron Black). Black aramid yarn has been available for some time, but not before as dope dyed yarn with a modulus of 100 GPa. The alternatives so far have either a black coating on the outside of a yellow fiber bundle, or the mechanical properties (e.g. modulus) are significantly lower than Twaron Black properties.
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