NEWS

The New Low FST Core Material from DIAB

EF

ivinycell F is a significant breakthrough in core material development, offering low FST (fire, smoke and toxicity) properties coupled with good mechanical and processing characteristics. Developed by DIAB primarily for the commercial aircraft and public transportation markets, it more than exceeds the USA and European regulatory requirements for aircraft interiors and the European train FST requirements. Other key features include superior damage tolerance, exceptional fatigue life, low water absorption and excellent heat ageing at 180C (356F). Chemical resistance to the majority of aircraft fluids is also excellent. Divinycell F is compatible with most common composite manufacturing processes up to 220C (428F) cure cycles, including infusion. When used with most

Commercial aircraft interiors are a major application area for Divinycell F.

pre-pregs it does not require the use of a film adhesive. It is also compatible with most common thermoplastic and thermoset resins including the epoxies and modern phenolics used by both aircraft and train manufacturers. With its superior fire properties Divinycell F is ideal for aircraft interiors including wall panelling, ceiling modules, luggage bins and doors/lockers. Its close cell struc-

ture makes it particularly suitable for galleys and toilets.

Train interiors is another major market for Divinycell F.

It is also an excellent sandwich core material for train and subway interiors, exceeding as it does, the new EN 45545-2 regulatory requirements. The new material will be manufactured in a dedicated production facility that is close to DIABs existing DeSoto, Texas, operation. Initially, Divinycell F will be available in three densities - 50, 90 and 130 kg/m3 (3.1, 5.6 and 8.1 lb/ft3) and can be supplied in both plain sheets and kit form.

DIABs new manufacturing facility for Divinycell F is adjacent to the companys existing plant in DeSoto, Texas.

DIAB SOLUTIONS - SPRING 2007 - 2

LOW DENSITY ADDITION TO DIVINYCELL HP RANGE

DIAB has expanded its Divinycell HP range of core materials with the addition of a low density version HP60. It offers all the advantages of the existing HP range - excellent mechanicals, high processing and service life temperatures - yet with its nominal density of just 65 kg/m3 (4.1 lb/ft3), it will allow further weight reductions in advanced sandwich composite structures. The main application areas for the new material will be the wind energy and marine markets, especially those companies using prepregs. The high compressive strength and modulus of HP60 allows it to peel strength, Divinycell HP60 is fully compatible with the majority of epoxy prepregs. It can also be readily used for closed molding processes such as resin infusion and RTM (resin transfer molding) where high exothermic temperatures can be encountered. As with the other densities in the range, Divinycell HP60 has good shear strength and modulus values. Similarly its shear strain figure clearly demonstrates its good ductility and energy absorption characteristics. HP60 also offers good chemical resistance, excellent insulation properties and is self-extinguishing.

Wind energy will be one of the main application areas for Divinycell HP60.

resist the buckling loads experienced in wind blades whereas its high service life temperature makes it ideal for dark colored decks and superstructures. With its elevated processing temperature of up to 140C (284F), outstanding adhesion and

Thailand Facility Established

DIAB has enhanced its support for the South-East Asian market by establishing a new facility in Chonburi near Bangkok in Thailand. As a result of setting up the new facility, DIAB will be able to offer an even faster response to customer needs in Thailand, Malaysia, Singapore, Vietnam, the Philippines, Laos and Indonesia. The new facility will not just be a sales operation but will include technical service personnel who will be able to assist DIAB customers in the region with the introduction of new processing techniques such as Core Infusion Technology and ready to use core kits both of which have been pioneered around the world by DIAB.

DIABs new Thailand facility in Chonburi near Bangkok.

In addition, the new facility will carry out finishing operations to more closely meet the particular core material requirements of the region and specific DIAB customers. Commenting on the new facility, Johan Graln, VP Sales & Marketing AAO, said The investment in

the new Thailand operation follows on closely from the establishment last year of our Chinese facility and the recent announcement of the addition of a kit manufacturing production unit in Shanghai. It is a clear demonstration of DIABs long term commitment to the Asian market.

DIAB SOLUTIONS - SPRING 2007 - 3

MARINE

Infusing the Perfect Partnership

DYNA CRAFT & DIAB

hen leading Taiwanese boat builder, Dyna Craft, contemplated introducing closed molding technology in order to increase production without reducing quality, it naturally looked at vacuum infusion molding. Other yards in Taiwan had already gone down this route but Dyna Craft was concerned that with some of the methods on offer the set-up was complex, a high amount of consumables were used and surface finish was often poor. The company then evaluated DIAB Core Infusion Technology and found that the set-up was simple and consumable costs were very low. As a result DIAB Technical Services in China was asked to put together a complete program to introduce the new technology. The program began with an on-site, five day, comprehensive training course attended by Dyna Craft production, engineering and management personnel that included exhaustive training manuals in both English and Chinese. By the end of the session, Dyna Craft personnel were confidently producing a variety of primary parts (floors, bulkheads and tank tops) using infusion. While the training took place DIAB Technical Services engineers prepared the laminate design for hull and deck of one of the smaller vessels that the company builds. The DIAB and Dyna teams then communicated back and forth to

The hull molding at Dyna Craft ready to be infused.

finalize the scantlings and set the date for the first hull infusion.
InfusIng the fIrst hull

When all the materials were in place and the equipment ready, two DIAB engineers, together with local distributor Port King, arrived to oversee the set-up and infusion of the first hull and deck - a five day program. All ran smoothly and the hull was infused on the evening of the fourth day. The hull had a single skin bottom and by removing the CSM (chopped strand mat) content from the laminate and replacing some laminate with CFM ( continuous filament mat) no surface flow medium was required and it was possible to place the resin lines well apart. This allowed for a simple set-up in the hull bottom area, with few feed points and lines. The topsides were cored so only one feed line was required along each chine to infuse the hull all the way to the shear line. Total infusion time was

about 100 minutes. On the fifth day the fully-cored deck was infused without any problems. The yard has since completed four vessels of this type. One of the biggest gains has been the fact that the hulls and decks are now being de-molded with a high level of finish and no print-through (even on dark colored hulls) thanks to the print barrier system introduced by DIAB Technical Services. Since the first infusion, DIAB have been on site a further five times in order to fine tune the process and implement new ideas such as kitting and re-usable lines and connectors. The partnership continues with the next stage being to look at infusing the stringers at the same time as the hull. Also Dyna Craft is evaluating this approach for its larger vessels which range from the 15.5 meter (51 ft.) Dyna Flybridge to the 23.5 meter (77 ft.) Laguna. www.dynacraftyacht.com

DIAB SOLUTIONS - SPRING 2007 - 4

Re-writing the Rule Book

AFRICAN CATS

hen Dutch businessman and experienced sailor Gideon Goudsmit couldnt find a production catamaran to meet his needs he decided to start a company to build his ideal boat. As a result African Cats (Durban, South Africa) was established to build production catamarans that would rewrite the rule book in terms of speed, handling, performance and comfort. In order to reduce weight while at the same time increasing structural strength, African Cats has developed its own infusion manufacturing system called Vector-K that uses lightweight/high strength composite materials (carbon, Kevlar, basalt and eglass reinforcements, Divinycell core materials and epoxy resin). As a result its sailing cats (which range in length from 12.1 to 20.7 meters [40-68 ft.]) are almost 50% lighter than the competition. Although saving weight was the primary goal, the company maintains that safety has never been compromised to achieve it. All boats are CE certified by ECB and, of course, a lighter boat means a lower center of gravity for added safety. In addition the use of Kevlar in the hulls greatly improves impact resistance. African Cats light weight/high strength philosophy is not just confined to the main structure of

An African Cat 435 which is now available in a fossil fuel-free version.

its cats. One example is where African Cats has broken with tradition by not using a gel coat on the outer skins or a flow coat on the insides of the boat. As any experienced boat owner can tell you a gel coat is a relatively fragile covering, easy to scratch and difficult to repair. Instead of a gel coat, African Cats uses a much tougher polyurethane paint. Not only is it much easier to color match and repair but it also saves a significant amount of weight - in the case of the companys 435 model over 500 kilos (1,100 lb.) - 12% of the total weight of the boat!

Continuous development is very much the watchword at the company. Last year African Cats introduced the worlds first fossil fuel-free, production sailing yacht which uses a combination of dual wind generators and solar panels to charge its batteries. With the lithium-ion battery option, the cats electric motor can be run continuously for six hours at 50% power. Top speed of the 13.16 meter (43 ft.) long vessel is 8 knots under power and 20 knots under sail. Sailing at just 5 knots is sufficient to re-charge the batteries. www.africancats.com

DIAB SOLUTIONS - SPRING 2007 - 5

MARINE

FAABORG VAERFT A/S

Denmarks Leading Commercial FRP Shipbuilder

ince being established in 1970 Faaborg Vrft has grown to become Denmarks leading builder of commercial FRP vessels. Initially the company concentrated on pleasure craft but over a relatively short space of time the emphasis was switched to fishing boats and special purpose vessels. In 1979 Faaborg Vrft took over the Jupiter shipyard at Bog on Mn, together with the rights to the boat type of the same name. Over time it developed the Jupiter models into various types of work boats including inspection boats for the German River Police. The recession in the fishing industry has meant that a large part of its production and repair work in recent years has been directed towards other areas. Typically Faaborgs customers have been government and municipal authoriTwo of the six 43 meter (141 ft.) vessels that Faaborg is producing for the Royal Danish Navy.

ties such as the Danish Pilotage Authority, the Danish Environmental Protection Agency, the Royal Danish Navy and six of Denmarks counties. Faaborg still continues to produce fishing vessels ranging in length from 12 to 25 meters (40 to 82 ft.) One of the companys latest contracts is from the Danish Naval

A Faaborg 36 fishing boat.

Material Command for the supply of six Standardfartj MK II patrol ships that will replace the BARS class vessels that have been in service for over 40 years. Each ship is 43 meters (141 ft.) long and has a beam of 8.2 meters (27 ft.). Delivery of the first ship to the Royal Danish Navy will take place in July this year with the remaining five vessels being commissioned over the next two years. The hull, deck, superstructure and interior of the vessels are primarily FRP sandwich based on Divinycell cores. Although Faaborg is the prime contractor, it has subcontracted the hull moldings to Kockums AB in Sweden (builder of the Visby Stealth Corvette). After installation of the propulsion system, the hulls are transported to Faaborg Vrft A/S for outfitting and delivery to the Royal Danish Navy. www.faaborg-vaerft.dk

DIAB SOLUTIONS - SPRING 2007 - 6

Sayer Moves to Core Infusion

Led by the well-known sailor-designer-builder, Jon Sayer, Sayer Yachting Services specializes in custom design and construction. Based in Mooloolaba on Queenslands Sunshine Coast in Australia, SYS has recently made its first foray into infusion molding with the production of two 12 meter (39 ft.) race boats that have been designed primarily for the Melbourne to Osaka Double Handed Yacht Race. The original plan was to use vacuum bagging but having attended one of DIABs Core Infusion Technology courses Jon Sayer decided that infusing the boat and thermoforming the core was the way to go. Engineering was by EMP Composites and infusion processing

C
The Jon Sayer-designed and built 12 meter Wasabi about to leave the yard.

support by DIAB Technical Services. The first boat, Ryujin was launched in July 2006 whereas her sister hit the water in December. Commenting on the switch, Jon Sayer said, There is little doubt that this is a clean and cost-effective method for this type of boat. We managed to fully impregnate

the 12 meter hull halves with epoxy resin in 40 minutes and the one shot approach saved a lot of secondary bonding operations. He added, Our biggest success in the process was the use of DIAB GPC1 pattern foam to provide the correct resin transfer properties. www.sayerdesign.com

MUNDAL BT AS
Mundal Bt AS is one of Norways leading builders of FRP sandwich vessels. The company was established in 1981 by brothers Atle and Nils Landro who recognized that the light weight/high strength and corrosion resistant attributes of composites were ideal for fishing vessels. To date Mundal has built and delivered over 38 commercial vessels using Divinycell sandwich construction. In addition it has re-built/expanded a further 15 vessels, again using sandwich construction. It now offer vessels up to 33.5 meters (110 ft.) in length. The company uses a variety of composite manufacturing techniques and has recently introduced DIAB Core Infusion Technology. In addition to its commercial boat building work, Mundal has expanded its activities to include the production of a variety of sandwich composite components for offshore oil and gas and sub-sea applications. These include guided drogues and sub-sea buoyancy units. www.mundal.no

Bluefin a 27.1 meter trawler built by Mundal Bt AS.

DIAB SOLUTIONS - SPRING 2007 - 7

TECHNICAL SERVICES

Sandwich Panel Impact Performance

DIAB Technical Services has recently undertaken a study to evaluate the variations in impact performance of sandwich panels produced by hand laminating and infusion. Carl-Johan Lindholm, M.Sc., reports on the main findings of the study.
Introduction he main difference between laminates manufactured using vacuum infusion versus hand lamination is the fiber volume fraction. There are well known and verified theories for predicting global stiffness and strength of sandwich panels. These theories together with the rule of mixtures can be used to study the influence of variations in fiber volume fraction. However, without empirical testing it is difficult to predict impact performance. The aim of this study was to investigate the difference in impact performance between sandwich skins manufactured using infusion and hand lay-up. A secondary objective was to evaluate whether it is possible to predict impact damage with a quasi-static test.

the panels in order to prevent any differences in resin properties effecting the results. The following coding has been used for the glass fiber lay-up: CSM=Chopped Strand Mat. Q=Quadriaxial symmetrical distribution. B=Biaxial symmetrical distribution 0/90 direction. The number denotes the weight in g/m2. first test series In both cases the lay-up (impacted surface downwards) was CSM 450 / Q 800 x 2 / 20 mm H130 / Q 800 x 2. On the hand laminated panel the fiber volume fraction was 0.32 whereas with the vacuum infused panel it was 0.43. The outer CSM fabric, which was hand laid on both panels, was 0.14. The sandwich panels were designed and manufactured to meet the requirements for a typical bottom panel of a 11.6 meter

(38ft.) power boat, according to the preliminary ISO standard. With the infusion process, the skins are usually specified with a lower CSM content due to the good skin to core bond. second test series Starting from the outside of the hull the lay-up for the hand laminated panel was CSM 300 / CSM 450 / B 600 x 2 / CSM 450 / 20 mm H130 / CSM 300 / B 800 x 2. The vacuum infused panel had a lay up of CSM 600 / B 800 x 2 / 20 mm H130 / B 800 x 2. The outer CSM layer was hand laid to simulate a typical skin coat. The fiber volume fractions were 0.27 for the hand laminated panel, 0.39 for the vacuum infused panel and 0.15 for the CSM fabric that was hand laid on both panels. Outer skin thicknesses were 2.7 mm for the vacuum infused panel and 4.3 mm for hand laid panel.

test Panels Two sets of test panels were made. For the first, the hand and infused panels had the same fiber lay up in order to study the direct effect of the different manufacturing processes. In the second test series the manufacturing method was taken into account when designing the fiber lay-up thereby providing a more real world comparison scenario. All the test panels comprised a 20 mm core of Divinycell H130 with glass skins. An infusion grade polyester resin was used for all of

The two impactors that were used to simulate impacts from sharp and blunt objects.

DIAB SOLUTIONS - SPRING 2007 - 8

Impact testing The impacts were carried out using a five meter (16.4 ft.) high test rig from which a sled was dropped. It was possible to vary the height from which the sled was dropped and the mass of the sled. The kinetic energy applied to the panel was calculated by using the velocity (just before the sled hit the panel) and the weight of the sled. Two impactors were used to simulate an impact from a sharp and a blunt object. The sandwich panels were placed on a rigid steel plate to ensure that just the local effects of an impact could be studied. Quasi-static testing The quasi-static tests were made using an Instron universal testing machine. During the tests, the force and position of the crosshead was recorded. From the force indention curve the energy loaded onto the panel was calculated. One type of damage is the visual de-laminated area. In this case the Quasi-Static testing was carried out by stopping the indention in steps of 1 mm. At the end of every step the load was recorded and the panel unloaded and the de-lamination area measured.

Conclusions Comparing the two types of panels, hand lamination and infusion, the size of the de-laminated area from a spherical impact was similar for both panel types. It can be concluded that even if the outer skin of the vacuum infused panel is 36% thinner and 27% lighter than the hand laminated panel, the resistance against a spherical impact is likely to be the same. A possible explanation is that with the spherical impactor the stress state in the skin may be dominated by membrane stresses. The visual damage (see below) seems similar on the both panels apart from the fact that the vacuum. Infused panel tends to give slightly larger de-laminations in the principle direction of the fibers. This may be because the infused panel contains less randomly distributed fibers than the hand laminated panel. Since the tensile properties of the skins are designed to be similar, no difference in performance was seen. In the case of the sharp impactor, the hand laminated panel showed slightly less indentation compared to the infused panel at the same load. The reason for this may be that the thicker skins of

The set-up for the quasi-static tests.

the hand laminated panel perform better when the stress state is dominated by bending and shear stresses. It appears that results from quasi-static testing can be used to predict the indentation depth from a sharp impact with reasonable precision. The results achieved with the spherical impactor are not as accurate, but may be sufficient to provide a rough estimate of the likely real world performance. Regarding the de-lamination area from the spherical impactor, quasi-static testing may be used to indicate the size of the de-lamination area. However this is only valid as long as the skin has not been penetrated in the test.
A copy of the complete study (which includes the full test results) is available free-of -charge from DIAB Technical Services.

The two panels on the left show a spherical impact at 150 Joules (left: infused panel, right: hand lay-up panel). The two panels on the right show a sharp impact at 150 Joules (left: infused panel, right: hand lay-up panel).

DIAB SOLUTIONS - SPRING 2007 - 9

MARINE

WERNER PADDLES - SIMPLY THE BEST

Werner Paddles (Sultan, Washington State, USA) is recognized as the worlds leading producer of paddles for whitewater, touring and canoeing use. At the top end of Werners various offerings is its Performance Core lines which feature paddle blades constructed using pressure molded technology. The form of the blade is initially defined by the foam core blank which is precisely CNC-milled to create the correct shape and curvature. Carbon and, depending on the model, Kevlar reinforcements are laid onto the core using epoxy resin. Then, for added durability, Werner molds a layer of Dynel around the edge and a double

A Werner paddle with foam-cored blades in action.

layer in the tip where the paddles are prone to abuse. The complete assembly is then loaded into a custom-built, heated press to create the final blade. The end result is a technical blade design that displaces water for a significantly

lighter, buoyant feel on the water. The added buoyancy is exceptional for enhancing rolls in aerated water, allowing stable bracing and reducing effort in long paddle outings. www.wernerpaddles.com

The Choice of Todays & Tomorrows Champions

If there is one thing that the majority of Olympic sailors have in common is that they started their sailing career in an Optimist. Sailed in over 110 countries by over 150,000 young people, it is the only dinghy approved by the International Sailing Federation for sailors under 16 years of age. Although Opies are produced by many builders around the world, the Danish company Winner Optimists ApS, which was founded in 1965, is not only one of the most experienced builders but also one of the most successful with 15 World and 18 Europeans titles. With Winners emphasis on using only the best materials and the highest standards of craftsmanship, many would argue that Winner produce the best GRP Optimist. It is certainly the only one that comes with a five year hull guarantee. Vacuum bag sandwich construction based on Divinycell cores is used for the hull with DIAB providing CNC milled core kits that meet Winners exacting specification. Each dinghy is checked by an independent measurer who takes 120 separate measurements that must be within 1 mm. www.winneroptimist.dk

WINNER OPTIMIST

A young sailor heading downwind in a Winner Optimist.

DIAB SOLUTIONS - SPRING 2007 - 10

A World Leader in Wind Energy & Train Components

The 2 MW for example is 4 x 4 x 15 meters (13.1 x 13.1 x 49.2 ft). The cost of transporting such large and potentially heavy components can be very high. Due to a combination of laminate optimisation, removal of steel reinforcements and the use of a bespoke RTM Lite manufacturing process, Jupiter has been able to cut nacelle weight by more than half. In addition, the nacelles are quickly assembled from a series of modular components using a patented assembly system that was also developed by Jupiter. Jupiters role has even extended to designing the special transport stillages (seen below) that reduce shipping volume and allow a complete nacelle to be supplied to the customer in flat pack form. It is estimated that the nacelle optimisation work undertaken by Jupiter has halved transportation costs. www.jupiterplast.dk

Installation of Vestas V90 wind turbine nacelle and spinner.

upiter Plast A/S is one of the worlds leading producers of composite components for the major wind turbine companies and train rolling stock manufacturers. From its original base around the Danish island of Bog, it now has facilities in Germany, the United States and China. A long term user of DIAB sandwich cores, Jupiter Plast takes an integrated approach when it comes to the production of composite moldings. This encompasses component design, laminate engineering and analysis (including Finite Element Modelling), process development and complete supply chain logistics. A typical example of the benefits of this approach to Jupiters customers is the extensive devel-

opment work it has undertaken regarding nacelles (housings) for wind turbines. With the move to more powerful machines (2 MW plus is not uncommon today), the nacelles have become very large indeed .

A batch of Jupiter wind turbine nacelles mounted on their specially designed transportation stillages.

DIAB SOLUTIONS - SPRING 2007 - 11

WIND ENERGY

JUPITER PLAST

TRANSPORT

ARKTOS Craft

The Ultimate Go Anywhere Amphibious Craft

here are many vehicles and craft that claim to have go anywhere capability but none can get close to the performance offered by an ARKTOS Craft. These unique Craft, which are designed and manufactured by ARKTOS Developments Ltd. (ADL) of Surrey, BC, Canada, have the highest level of all-round amphibious mobility in the world. Due to their unique design ARKTOS Craft have an unsurpassed ability to climb from water to ice and maneuver through ice-rubble fields, significant side slopes, steep grades, muskeg, quicksand and any other water transition zones. The original concept was to develop a craft that could evacuate personnel from offshore oil production facilities in temperatures down to -50C (-122F) in mixed water/ice conditions, land-fast ice-rubble fields, shear-zone ice and high winds on any ice surface of the Beaufort Sea. Evacuation is still one of the primary roles for the ARKTOS Craft but today their duties have been extended to include fire fighting, geophysical survey work and exploration in any corner of the world irrespective of the prevailing climatic condition or the terrain.
A USCG approved 52-Evacuee ARKTOS Evacuation Craft under going pilot training in the US Beaufort Sea.

ARKTOS Craft Enhancements

The ARKTOS Craft concept continues to be improved and enhanced and today the mission profile of the current evacuation

model includes evacuee survival in the H2S gas clouds and burning oil slicks that might be encountered during the evacuation of bottom founded oil rigs plus the ability to remain afloat after damaging the integrity of either of the hulls in ice infested waters. Successful tests of these enhancements, amongst others, were required by the United States Coast Guard (USCG) to approve the 15.24 meter (50 ft.) ARKTOS Craft for evacuation of 52 people from bottom founded offshore islands. Although the existing 15.24 meter (50 ft.), USCG approved, ARKTOS Evacuation Craft can carry 52 evacuees or 5,000 kilograms (11,000 lb.) of cargo through the most severe terrain and up to 10,000 kilograms (22,000 lb.) of cargo in open water, larger versions with a capacity of up to 150 evacuees are being developed. Amphibious ARKTOS Crane Craft

and Amphibious ARKTOS Tugs ( to tow Hover Barges) are also on the drawing board. The ARKTOS Craft comprises a permanently linked pair of sandwich composite hulls or units as they are called. Each hull is independently powered by its own diesel engine. On ice or land motive power is provided by the tracks, while in water, propulsion jets supply the required thrust. A hydraulically powered articulation arm links the two hulls, or units. Articulation control is achieved by logic circuits operated through a joystick allowing each unit to operate at independent angles with three axis of motion. This gives ARKTOS Craft exceptional mobility while moving across the interface between dissimilar footings such as the transition from water to ice, land to ice, land to water, muskeg, and land to quicksand. The articulation arm also allows ARKTOS

DIAB SOLUTIONS - SPRING 2007 - 12

Craft to negotiate the irregular terrain in ice-rubble fields, ice ridges, abrupt drop-offs, side slopes and most other hostile terrain. The DIAB Technical Services team has recently been heavily involved in assisting ADL to reduce the weight and increase the strength of the hulls, decks, structural-bulkheads, drive-wheel boxes, nose idler-wheel boxes and water-tight hatches, etc. particularly in terms of the crushing and abrasive forces that can be exerted when an ARKTOS Craft is traversing ice floe formations. This has involved re-engineering the

Four ARKTOS Evacuation Craft on stand by on a man-made island in the Northern Caspian Sea that is seasonally surrounded by ice.

laminates (which now comprise a combination of E-glass and Kevlar fabrics over a DIAB sandwich core) and introducing DIAB Core Infusion Technology. As a result of the new laminate specification,

ADL has removed the original steel reinforcements without any loss of structural integrity. DIAB Tech Services also carried out a series of flow modelling exercises to determine the ideal infusion set-up and was then on site to assist the ADL production team with the set-up and infusion of the first hull, deck and structural bulkhead moldings. ADL has since produced a further three unit sets of moldings and reports that it is saving more than one drum of resin per unit set by using infusion. www.arktoscraft.com

Fosieplast Moves To Infusion for Fire Truck Tank/Bodies

osieplast AB (Arlv, Sweden) has been manufacturing sandwich composite fire truck tanks since 1977. Not only are the sandwich tanks lighter and stronger than an equivalent metal unit they are also considerably superior in terms of corrosion and chemical resistance. Although described as a tank, the component that Fosieplast actually manufactures is much more complex. In fact, it is (as can be
The complete rear end of of this fire truck is a sandwich composite molding.

A tank/body in the final stages of manufacture.

seen here) the complete rear end of the fire truck that is mounted directly onto the chassis. Recently the company has started to switch from hand laminating to an infusion process. This has multiple benefits. The resulting laminates have much higher fiber fractions than would be the case with hand laminating and

therefore are stronger and lighter. In addition, elapsed production time is halved and the resulting moldings have a much better surface finish. Another benefit of the process for Fosieplast is that it now finds it much easier to recruit personnel. www.fosieplast.se

DIAB SOLUTIONS - SPRING 2007 - 13

INDUSTRY

ULTRA-PORTABLE CARBON FIBRE SATELLITE TRANSMISSION DISHES

arbonia Composites AB (Malm, Sweden) specializes in the production of high precision, composite components using primarily carbon fiber, specially-formulated epoxy resins, Divinycell cores and a proprietary resin transfer molding (RTM) process. For one of its major projects it acts as a development partner and supplier of components for a new class of ground-breaking, ultra-compact satellite transmission systems. They are used by leading broadcasters around the world as well as several defense organizations including the US Special Operations Command. The transmission systems are the smallest and lightest units that are approved by all the major commercial satellite operators. Key design features of the units include the ability to be carried and set up in minutes by one person (who is not expected to be a satellite communications specialist) irrespective of the location and the climatic conditions. To achieve the required levels of signal accuracy (less than 3 of arc), portability and reliability, extensive use has been made of carbon fiber sandwich composites for the main reflector, the sub reflector and the transit case. The requirement for the system to retain its transmission accuracy under potentially very difficult operating conditions (-40C to +100C

The main dish and sub-reflector of the satellite transmission system.

[-104F to +212F]) has meant that the Carbonia components have to be manufactured to an overall tolerance of 0.6 mm. (In fact, the sub-reflector is made to accuracy +0.05 mm.) Achieving this level of accuracy is further complicated

A rear view of the main dish that shows the special latching system.

by the need for the main 900 mm diameter dish to be dismantled into four separate pieces after use so that it is truly hand-portable. Carbonia also designed and developed the special latching system that locks together the four elements that make up the main reflector (dish). Such is the design of the system that the four elements can be locked together in seconds without any adjustments being required or for that matter allowed in case the operator inadvertently introduces errors into the system. www.carbonia.se

DIAB SOLUTIONS - SPRING 2007 - 14

World Class Performance for Over Seventy Years

he name of SchemppHirth Flugzeugbau GmbH (Kirchheim unter Teck, Wrttemberg, Germany) is synonymous with success in competitive gliding. Its sailplanes have so far amassed a total of 26 world championship titles (40% of all the world titles awarded to date). Schempp-Hirth gliders have also won countless European titles and over 50 USA national titles. Despite being in business for more than 70 years, the company continues to break records and new ground in terms of glider design and development. In December last year in Argentina Klaus Ohlmann set a new world speed record, averaging 306 kmh (190 mph) over a 500 km (310 miles) out and return in a Schempp-Hirth Nimbus-4DM. This was quickly followed in January by Sigi Baumgartl who set a new speed record of 156.3 kmh (97.12 mph) over a 750 km (466

A Schempp-Hirth Discus-2c. Photograph: Wil Jannsens.

miles) triangle in Namibia in his Schempp-Hirth Ventus cM/15m (15 meter wingspan). Not to be outdone by the men, Anja Kohlrausch achieved a womens world triangle distance record of 1,019 km (633 miles) in a Ventus-2cxT/15m (15 meter wingspan). Schempp-Hirth maintains that its success is due to a combination of factors that include futuristic constructions, high build quality, a

A Schempp-Hirth Duo Discus. Photograph: J. Ewald.

complete understanding of composite materials and, last but not least, highly motivated and experienced personnel. The production of SchemppHirth gliders began in a municipal building yard in Gppingen, Germany in 1935. In 1938 the company relocated to its present site at Kirchheim unter Teck. In the 1960s the company quickly moved from wooden glider construction to composites. Today, all Schempp-Hirth gliders feature sandwich composite wings based on Divinycell cores in order to achieve a strong, lightweight and aerodynamic structure. The current range of gliders and motor gliders comprises models covering the 15 and 18 meter (50 and 60 ft.) wingspan Standard Class (Discus), 15 and 18 meter (50 and 60 ft.) wingspan FAI Class (Ventus), a two seater (Duo Discus) and the Nimbus open class. www.schempp-hirth.com

DIAB SOLUTIONS - SPRING 2007 - 15

AEROSPACE

SCHEMPP-HIRTH

Sandwich Composite Sledge

Julio Fiadi and his sandwich composite sledge that was engineered by Barracuda Advanced Composites.

ictured here is the first rigid, habitable sledge seen in Antarctica. The brainchild of Brazilian, Julio Fiadi, the capsule was engineered by Barracuda Advanced Composites - DIABs distributor in Brazil - using a combination of carbon and aramid fibers over a Divinycell core. As a result the sledge is very light (less than 22 kg. [48 lb.]) yet it is extremely strong. In recent trials carried out by Julio at Patriot Hills, Antarctica, it was able to withstand buffeting by 130 km (90 mph) winds. It tended to rock a bit, even with me inside. However, just like a sailing boat, it rotates to face the wind., reports Julio. He added, As a result of the excellent insulation properties

provided by the Divinycell core, it was a very comfortable +20C (68F) inside, despite the outside temperature being -15C (5F). Solar panels mounted on either side of the craft will charge any electrical/electronic equipment. Julio is a very experienced polar explorer having previously undertaken nine polar expeditions including two visits to both the North and South poles. After further trials, Julio is aiming to carry out a 1,200 km (746 miles) solo South Pole trip in the near future. He will haul all his gear and supplies inside the capsule and then use it as a snug, safe haven when resting. www.barracudatec.com.br

DIAB is the worlds largest producer of structural foam core materials with production facilities in Sweden, Italy, Lithuania, the USA, China, Thailand, Australia and Ecuador. www.diabgroup.com
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