Frost: Value-Added Composites Technology Benefits Commercial Airliners

August 4, 2008 // Published as a news service by IHS

Aircraft safety will be one of the overriding concerns bolstering growth of the composites market, while advances in composite technology will trigger related developments in engine technology.

Analysts said the general lack of composite material characteristics and simulation tools will challenge market expansion.

The conceptual design phase of composite aircraft can be of long duration and require extensive testing and analysis, resulting in extended time-to-delivery.

Significant capital infusion into R&D, training programs in advanced production technology and the retention of experts will be critical to sustain market growth.

Recent analysis from Frost & Sullivan of the composite application market found that the total aerospace market consumption of carbon fiber composites was estimated at 7,260 metric tons in 2007, with total carbon fiber production set to reach 35,800 metric tons in 2010.

The aerospace industry captures 30% of the total market volume, with a value of $520 million, analysts said. The U.S. will be the largest consumer of carbon fiber composites followed by Europe and China.

"Composites have considerable potential in commercial aviation sectors with the largest end-users in this segment being business, light and very light aircraft," said Frost & Sullivan research analyst Balaji Srimoolanathan. "This will create a new dimension in the production of next-generation aircraft, with improved cabin comfort, superior economic quality and, most importantly, increased fuel efficiency."

Traditionally, composite technology was not as widely used in the aerospace industry as it is at present. Analysts said through enhanced research capability, composites currently account for a major portion of the structural weight of the aircraft.

"Competitive offerings and high strength-to-weight ratio have augmented the fuel efficiency of aircraft and have set the stage for the full adoption of composites in aircraft currently in production, and next-generation aircraft as well," said Balaji Srimoolanathan. "Composites offer a value-added technology that benefit both aircraft/engine manufacturers and airlines in managing the cost structure of their business."

Despite the competitive advantage offered by composites in improving fuel efficiency, there have been restraints, analysts said. These include a 10% reduction in fuselage and wing mass, which can increase the payload by 3% to 6%. Issues related to certification, manufacturing, repair and recycling threaten the prospects of composite applications.

"Composites have not made major advances in the primary structure of large civil aircraft with aluminum still dominating the major portion of the structural weight," said Srimoolanathan. "In the large cabin market, the Boeing Dreamliner 787 will be the first of its kind to launch a full-size commercial aircraft with composite wings and fuselage."

Another issue that hinders market growth is the lack of domain knowledge. Extensive testing and analysis needs to be undertaken to understand the capability of composites in various applications. Analysts said the potential for weight saving in the primary structure can be no more than 25% and, similarly for secondary structure, not more than 15% in commercial aircraft, creating a challenge for composites.

With the rising demand for carbon fiber led by next-generation composite aircraft, analysts said material suppliers and composite parts manufacturers need to accelerate their production by outsourcing core activities to low-cost countries, such as China and India, even as they leverage low currency rates in advanced countries such as the U.S.

To promote composite growth in large commercial jets, all primes and tier two and tier three market participants must initiate R&D to study their capability in various applications.

Source: Frost & Sullivan.