Developing an advanced monitoring system for strain measurements on structural components represents a significant task, both in relation to testing of in-service parameters and early identification of structural problems. This paper aims to provide a state-of-the-art review on strain detection techniques in composite structures. The review represented a good opportunity for direct comparison of different novel strain measurement techniques. Fibers Bragg grating (FBG) was discussed as well as non-contact techniques together with semiconductor strain gauges (SGs), specifically infrared (IR) thermography and the digital image correlation (DIC) applied in order to detect strain and failure growth during the tests. The challenges of the research community are finally discussed by opening the current scenario to new objectives and industrial applications.

Different industrial mixing methods and some of their combinations ((1) ultrasound; (2) mechanical stirring; (3) by roller machine; (4) by gears machine; and (5) ultrasound radiation + high stirring) were investigated for incorporating multi-walled carbon nanotubes (MWCNT) into a resin based on an aeronautical epoxy precursor cured with diaminodiphenylsulfone (DDS). The effect of different parameters, ultrasound intensity, number of cycles, type of blade, and gear speed on the nanofiller dispersion were analyzed. The inclusion of the nanofiller in the resin causes a drastic increase in the viscosity, preventing the homogenization of the resin and a drastic increase in temperature in the zones closest to the ultrasound probe. To face these challenges, the application of high-speed agitation simultaneously with the application of ultrasonic radiation was applied. This allowed, on the one hand, a homogeneous dispersion, and on the other hand, an improvement of the dissipation of heat generated by ultrasonic radiation. The most efficient method was a combination of ultrasound radiation assisted by a high stirring method with the calendar, which was used for the preparation of a carbon fiber reinforced panel (CFRP). The manufactured panel was subjected to dynamic and vibroacoustic tests in order to characterize structural damping and sound transmission loss properties. Under both points of view, the new formulation demonstrated an improved efficiency with reference to a standard CFRP equivalent panel. In fact, for this panel, the estimated damping value was well above the average of the typical values representative of the carbon fiber laminates (generally less than 1%), and also a good vibroacoustic performance was detected as the nanotube based panel exhibited a higher sound transmission loss (STL) at low frequencies, in correspondence with the normal mode participation region. The manufactured panel was also characterized in terms of fire performance using a cone calorimeter and the results were compared to those obtained using a commercially available monocomponent RTM6 (Hexcel composites) epoxy aeronautic resin with the same process and the same fabric and lamination. Compared to the traditional RTM6 resin, the panel with the epoxy nanofilled resin exhibits a significant improvement in fire resistance properties both in terms of a delay in the ignition time and in terms of an increase in the thermal resistance of the material. Compared to the traditional panel, made in the same conditions as the RTM6 resin, the time of ignition of the nanotube-based panel increased by 31 seconds while for the same panel, the heat release rate at peak, the average heat release rate, and the total heat release decreased by 21.4%, 48.5%, and 15%, respectively. The improvement of the fire performance was attributed to the formation of a non-intumescent char due to the simultaneous presence of GPOSS and carbon nanotubes.

The adoption of multifunctional flame-resistant composites is becoming increasingly attractive for many components of aircrafts and competition cars. Compared to conventional alloy solutions, the reduced weight and corrosion resistance are only a couple of the relevant advantages they can offer. In this paper, a carbon fiber reinforced panel (CFRP) was impregnated with an epoxy resin enhanced using a combination of 0.5 wt% of carbon nanotubes (CNTs) and 5 wt% of Glycidyl-Polyhedral Oligomeric Silsesquioxanes (GPOSS). This formulation, which is peculiar to resins with increased electrical conductivity and flame-resistance properties, has been employed for manufacturing a carbon fiber reinforced panel (CFRP) composed of eight plies through a liquid infusion technique. Vibro-acoustic tests have been performed on the panel for the characterization of the damping performance, as well the transmission loss properties related to micro-handling treatments. The spectral excitation has been provided by an acoustic source simulating the aerodynamic pressure load agent on the structure. The incorporation of multi-walled carbon nanotubes MWCNTs in the epoxy matrix determines a non-trivial improvement in the dynamic performance of the laminate. An increased damping loss factor with reference to standard CFRP laminate and also an improvement of the sound insulation parameter was found for the specific test article.

The implementation of morphing wing mechanisms shows significant potential for improving aircraft performance, as highlighted in the recent literature. The Clean Sky 2 AirGreen 2 European project team is currently performing ground and wind tunnel tests to validate improvements in morphing wing structures. The project aims to demonstrate the effectiveness of these morphing designs on a full-scale flying prototype. This article describes the design methodology and structural testing of a scaled morphing-flap structure, which can adapt to three different morphing modes for various flight conditions: low-speed (take-off and landing) and high-speed (cruise). A scale factor of 1:3 was selected for the wind tunnel test campaign. Due to challenges in scaling the embedded mechanisms and actuators necessary for shape-changing, a full geometrical scale of the real flap prototype was not feasible. Static analyses were performed using the finite element method to address critical load conditions determined through three-dimensional computational fluid dynamic (CFD) analysis. The finite element (FE) analysis was conducted and the results were compared with the empirical data from the structural test. Good correlations were found between the structural testing results and numerical predictions, including static deflections and elastic deformations under applied loads. This indicates that the modeling approaches used during the design and testing phases were highly successful. Based on simulations for the ultimate load conditions tested during the wind tunnel tests, the scaled flap prototype has been deemed suitable for further testing.

In this paper, ITEMB team in the contest of the Clean Sky 2 framework, with the scope of a new architecture for the Main Landing Gear of a single isle aircraft type, presents its development in designing the two major item of the Main Landing Gear Bay that are the “roof” and the “rear pressure bulkhead” using pre-preg CFRP material. Typically, a lot of parts (metallic and also composite made) are involved in the two items manufacturing: the research effort has targeted the design of one piece structures consisting in a monolithic “roof” and “monolithic “rear pressure bulkhead”. The assembly of these ones takes advantages from a hole-tohole assembly supported by statistical analysis. The main expected advantages are the reduction of: both non-recurring and recurring cost, the overall flow time and weight saving. The ITEMB (InTEgrated Main landing gear Box) team has worked adapting a bag-to-bag technology to the geometrical and strength capability requirements of the component and outcome of the research (not yet concluded at time of issuing this paper) includes: A design principle supported by stress analysis for strength, stability and local main load introduction; A manufacturing trials campaign to reach the possess of a robust process; A limited coupons test campaign to demonstrate that no specific critical items exists in the design approach. Finally, participants have acquired a new design and manufacturing technique, applicable also to other Aircraft components upgrading their capabilities and European strength in composite structures manufacturing.