47th AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics, and Materials Conference

1-4 May 2006, Newport, RI

AIAA-2006-1695

Design and Fabrication of Light Rigidizable

Inflatable Wings
Andrea E. Hoyt Haight*, Ronald E. Allred., and Larry A. Harrah
Adherent Technologies, Inc., Albuquerque, NM 87123
Paul M. McElroy
Ormus Technologies, Grants Pass, OR 97526
Stephen E. Scarborough and Tim Smith#
ILC Dover LP, Frederica, DE 19946

The overall objective of this ongoing study is to develop light-curing resins and lighting
systems to rigidize an inflatable wing for terrestrial and space applications. Rigidization of
inflatable wings provides several potential advantages over current continuous pressure
inflation/rigidization, including reducing the vulnerability to punctures, increasing stiffness
and load-carrying capability, allowing a higher aspect ratio for high altitude efficiency and
longer missions, and reducing weight by eliminating the make up pressurization supply. The
present status of wing fabrication and demonstration using the concepts developed in this
program is discussed.

I.

Introduction

he overall objective of this ongoing study is to develop light-curing resins and lighting systems to rigidize an
inflatable wing for terrestrial and space applications. As the unmanned exploration of Mars and Venus becomes
more of a focus area at NASA, inflatable rigidizable wings will become an enabling technology. The current
inflatable, deployable wings rely on the continuous presence of an inflation gas to maintain their shape (Figure 1).

Figure 1. Top and front views of inflatable wing (photo courtesy ILC Dover)
Rigidization of inflatable wings provides several potential advantages, including reducing the vulnerability to
punctures, increasing stiffness and load-carrying capability, allowing a higher aspect ratio for high altitude
efficiency and longer missions, and reducing weight by eliminating the make up pressurization supply.

Polymer Projects Manager, 11208 Cochiti SE, Albuquerque, NM 87123, Professional Member
President, 9621 Camino del Sol NE, Albuquerque, NM 87111, Professional Member

Senior Scientist, 11208 Cochiti SE, Albuquerque, NM 87123, Nonmember

now with Temeku Technologies, Director Structural & Material Sciences Division, 1344 Brookside Blvd., Grants
Pass, OR 97526, Professional Member

Technical Staff, One Moonwalker Dr., Frederica, DE 19946, Professional Member

#
Technical Staff, One Moonwalker Dr., Frederica, DE 19946, Professional Member
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47th AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics, and Materials Conference

1-4 May 2006, Newport, RI

AIAA-2006-1695

This paper will address several areas of inflatable rigidizable wing development including composite structural
analyses, manufacturing development, and resin and light source identification and development.

II.

Composite Structural Analysis

For this work, a NACA 8315 wing profile was selected as a target. Figure 2 shows the comparison between the
conceptual airfoil design and the NACA 8315.

Figure 2. Conceptual wing airfoil compared with a NACA 8315 airfoil

Based on the selected wing configuration, analyses were conducted to determine the optimum pattern of
composite layers along the length of the wing that meets the composite failure criteria for a 4-g maximum maneuver.
The film stack design consists of a curable composite (E-glass (EG) plain weave fabric impregnated with
Rigidization on Command (ROC) light-curable resin) contained between two layers of FEP film. These three
layers constitute the structural component of the wing. An internal bladder acts as a non-structural evenly
distributed mass within the wing.
ATI-ROC-E37X1 was initially used
as the resin in the models.
Figure 3 shows the NASTRAN
FEA model of the NACA 8315
demonstration wing. The outside
skin of the wing was not modeled.
Figure 3 shows regions of the wing
that were evaluated for different
thickness of the film stack. A
structural analysis model for the
NACA 8315 wing was constructed
using FEMAP. Figure 4 shows the
root area of the wing model. A flat
aluminum plate is used to simulate
the fuselage. The properties for the
individual layers of the film stack
were calculated using the OrmusFigure 3. Regions used in parametric analyses to pattern light
developed
composite
microrigidizable NACA 8315 wing
mechanics program HyperComp.
The 4-g load was applied in the +X
direction of the model so that the load was directly on the leading edge along the plane of the wing.
The results show that a pattern of 1 to 4 layers (plies) of EG/ATI-ROC E37X1 contained within the two layers of
FEP film were required to meet the performance requirements of the composite for the shape of the NACA 8315
wing. Maximum thickness (4 layers) of the composite was required at the root. The remaining structure along the
length of the wing required 3 and 2 layers in different regions. The internal web and the outboard endcap required 1
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47th AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics, and Materials Conference

1-4 May 2006, Newport, RI

AIAA-2006-1695

layer of composite. A number of combinations were evaluated using the iterative solution method between the finite
element analysis (FEA) loads model and the composite sizing models. One area of the wing near the trailing
edge was particularly susceptible to tearing at low strain levels. The patterning was optimized to eliminate this strain
condition. The optimization process caused a relocation the highest strain to the root region where the composite
laminate could dissipate the strain energy more effectively under the 4-g load.
The models were later refined to fix the number of plies for all of the internal spars and the end cap at 2 plies, not
1 ply, for the NACA 8315 wing. This is a consideration of the manufacturing methods to be used for this particular
wing. Again, the results show that a pattern of 2 to 4 layers (plies) of EG/ATI-ROC E37X1 contained within the
two layers of FEP film will be required to meet the performance requirements of the composite for the shape of the
NACA 8315 wing. Figure 3 shows the failure envelope for the 2 ply material configuration.
An additional refinement was made based on experimental mechanical properties for the epoxy-based ATIROC-E37X1 and the urethane acrylate based ATI-ROC-U945X20 resins from ATI. The material databases for the
ply laminates for the UV wing models were updated with new micromechanics and laminate properties based on the
experimental values for the resins. The 4-g static load analyses were rerun for each of the five candidate laminate
designs for the E37X1- and U945X20-based laminates. The results show that the laminate configuration given to
ILC remains the lightest weight design. The lightest weight laminate configuration is the same for both resins. The
results for the urethane acrylate resin
compared to the epoxy-based resin
show that the urethane is more
compliant and has greater strain
capability.
Frequency and modal
frequency response for the lightest
weight design for each resin type are
included in this report. Overall, the
U945X20
laminate
had
lower
frequency response and lower, but all
positive, margins of safety (MOS) for
first ply failure compared to those for
E37X1 laminates for equivalent forces
Figure 4. FEA model of NACA 8315 wing showing opening for
calculated on the half-wing section
inflation
FEA models.

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47th AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics, and Materials Conference

1-4 May 2006, Newport, RI

AIAA-2006-1695

Figure 3. Margin of Safety Analysis for Composite Design

III.

Manufacturing Development

Various analyses, discussed previously1, were conducted to identify materials considerations to be addressed.
These materials considerations are outlined in Table I.
Recent activities in manufacturing development have focused on the following issues:

Wing skinning

Trailing edge development

Root attachment

Wing fabrication

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AIAA-2006-1695

47th AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics, and Materials Conference

1-4 May 2006, Newport, RI

Table I. Design Elements of the Wing - Wing Skin and Trailing Edge Development

Material(s)

Design Characteristics

Issues

Breathable to prevent bubbles formed

from pressure differentials in flight

Keeping skin formed to

wing camber

Urethane Foam

Low mass and flexible to satisfy

packing requirements

Compression set
characteristic after longterm packing

Composite Reinforcement

Rigid enough to maintain airfoil shape

during flight loadings

Foam tears propagating

from molding
imperfections

THV flouropolymer

Compatible with curing wavelengths

(high transmission %)

Leakage due to seaming

could be an issue

Wing Skin Nylon Ripstop Parachute Fabric

Trailing Edge
(current)

Bladder

Compatible with resins (no urethane)

RF sealable for ease of manufacturing

Restraint
Fabric

52x52 Plain weave E-Glass

Fabric

Restraint Single stitched row of Vectran

thread
Seaming

Facilitates light-curing of impregnated

epoxy
Need to support 22.1lbf/in during
curing conditions of 19.6psig
49.6lbf/inch seam requirement with
safety factor (29.4psig proof pressure)
Chosen seam type holds up to 70lbf/in

Internal
Curing

Adherent supplied LED's

Ultraviolet range wavelengths (200300nm)

Illumination distribution
and full exposure of all
corners of the wing

Root
Attachment

Aluminum plate to wing

restraint prepreg

Lacing prepreg to inside of flange

Full cure of prepreg at root

critical to wing
performance

A. Wing Skinning
Previously, there were issues involving the attachment of a skin to a wing with an attached reinforced foam
trailing edge. The problems were mostly concerned with the interaction between the wing skin and the trailing edge.
The wing skin is undersized both in span and run length to keep it tensioned and taut against the airfoil contour.
Since shifting of the wing skin is not uniform along the span and changes depending on how the wing is packed, the
trailing edge is morphed according to the
regional skin tensions (Figure 5).
The trailing edge misalignment is the result
of the wing skins ability to slide around the
leading edge of the wing while still keeping a
firm grip on the pointed end of the trailing
edge.
This causes the forces from the
tensioned wing skin to shift onto the trailing
edge. To solve this problem, the wing skins
Figure 5. Skinned wing deployed after packing
shifting was isolated to the regions forward of
the trailing edge where its effect has no impact
on the wing restraint. Doing this involved
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47th AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics, and Materials Conference

1-4 May 2006, Newport, RI

AIAA-2006-1695

attaching the wing skin to one of the last restraint cells and bonding the wing skin to the trailing edge where it came
in contact with the foam. This added process greatly improves the consistency of the trailing edge alignment.
B. Trailing Edge Development
Further improvements are possible for the trailing
edge, as the foam used in the example above has a
tendency to develop a slight compression set when
packed for a period of time. Bonding with films to be
used in construction is also an issue. To offset this
problem as well as to further facilitate light-curing of
the composite restraint, an alternative trailing edge
design has been created. The new design consists of
composite/polymer cards placed along the length of
the trailing edge (Figure 6). The dimensions and
spacing of each card correspond to the folding
dimensions of the wing. Held in place with fabric, the
cards offer a more consistent trailing edge, because
their alignment is dependent only on that of the wing
Figure 6. Folding card trailing edge profile.
itself.
Methods for securing the wing skin to the wing
restraint are being explored. An attractive option now
is to attach the trailing edge to the wing restraint by sewing it on at the proper time in the manufacturing process and
at the same time, securing the wing skin, which will cover the wing forward of the trailing edge, with the same
stitching.
C. Wing Root Attachment
The root attachment involves a composite
flange that helps to support the high strain
loadings at that junction. This localized strain
area is complicated by the difficulties
experienced in past programs in getting this
particular area of the composite wing to cure.
Figure 7 details the cross section of the root
junction.

Figure 7. Wing Root Attachment Cross-Section

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47th AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics, and Materials Conference

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D. Fabrication and Assembly

An overall wing 3D assembly model was developed mainly to verify that all of the various parts of the wing
design would fit together properly, especially at the root. The model includes the UV curing fiberglass restraint, the
skin, the folding card trailing edge, the fiberglass flange, the aluminum clamping ring, the internal embedded UV
LEDs, and the mounting plate. At this time, the bladder is not included in the model, but will be upon completion.
In Figure 8, the skin is transparent showing the embedded LEDs and the overall lengths of the main wing sections.
To date, a number of parts have been fabricated and are awaiting final descsions on the illumination scheme.
The completed wing assembly will be discussed.

IV.

Light Source Evaluation and Resin

Development

Activities in light source evaluation and resin

development were conducted simultaneously as they are
intimately related; any light sources selected must emit
at an appropriate wavelength to activate the
photoinitiators used in the resin systems.
Previously, a urethane acrylate base resin
formuation (ATI-ROC-U945X20) was identified as the
most promising candidate for application in the final
wing construction1. This selection was based on its
demonstrated ability to cure with broad spectrum xenon
illumination as well as on its ability to cure very fast at
low temperatures in preliminary experiments. Recent
work has focused on identifying a promising
photoinitator system for this resin and evaluating the
effectiveness of cure with this system using a variety of
small UV light sources.
A. Photoinitiators
Several combinations of longer wavelength and
shorter wavelength photoinitators were evaluated for
their ability to interact in a synergistic manner. One
combination was found that dramatically increased the quantum yield of free radical production (initiator
production) and was selected for further analysis in the selected ATI-ROC-U945X20 resin system.

Figure 8. Top view of the inflatable rigidizable wing

assembly drawing (with LEDs)

B. Light Source Selection and Evaluation

For the main body of the wing, we have selected a high power UV LED manufactured by Nichia Corporation
emitting at 380nm. Isothermal photocalorimetry was used to evaluate this LED for resin curing at temperatures as
low as 0C. Resin samples cured within one minute at all temperatures tested. Additionally, the 380nm LED
offered the most consistent performance over a wide temperature range relative to other LEDs tested.

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47th AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics, and Materials Conference

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1. Composite Cure Demonstrations

The cure of 2-ply and 4-ply composites
fabricated using glass fabric supplied by ILC Dover
and the U945X20 resin developed during the earlier
phases of this program. The LED light sources
were embedded into a flexible blanket as shown in
Error! Reference source not found.. This LED
configuration is not representative of what would be
employed in a wing fabrication scenario, but was
available for immediate testing.
The blanket consists of a flexible circuit laid out
on a Kapton substrate (Figure 10) that was
subsequently embedded in a 3-layer silicone system
incorporating a tough backing material, a heat sink
Figure 9. UV LED illumination blanket.
silicone, and a clear overlayer. The LED blanket
was coupled to a TENMA Laboratory DC Power Supply, Model 72-2005 set to provide the 24.6V/2.75A required to
power the 36 LEDs in the circuit and suspended 1.5 inches above the composite to be cured.
Both 2-ply and 4-ply composites positioned
1.5 inches from the blanket were exposed for
30 seconds after which the samples were
qualitatively evaluated for cure. In both cases,
it appears that full cure was achieved after this
30 second illumination period, thereby
demonstrating the feasibility of using these
LEDs in a deployable, rigidizable wing. If the
standoff distance is increased to 3 inches, full
cure of a 4-ply composite is achieved after
approximately 45 seconds of illumination.
The use of flexible circuits similar to those
employed in the blanket system is planned for
our deployable wing demonstration. We have
designed a smaller LED circuit that can be
easily jumpered together in many different
configurations that could easily be incorporated
into the wing. This smaller design is shown in
Figure 11. Mylar substrates will be used for
the flex circuits in place of the Kapton used Figure 10. Flexible circuit consisting of 36 UV LEDs wired in
here since Kapton does not transmit the 380nm 6 series of 6 LEDs each with additional resistors and fuses.
wavelength required to cure the ATI-ROC-U945X20 resin system. We are currently in the process of fabricating
these circuits and incorporating them into deployable, rigidizable tubes. The technology will then be transitioned
into a subscale wing structure for further demonstration and evaluation in a wind tunnel.

Figure 11. Small flexible circuit segment. These segments can be

connected to allow for long thin strands of LEDs.

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47th AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics, and Materials Conference

1-4 May 2006, Newport, RI

AIAA-2006-1695

Acknowledgments
The authors would like to thank Mark Gallegos, Clayton Allred, and Frank Medrano for their efforts in curing
composites using the flexible LED blanket. The contributions of Dan Gleeson and Anshu Dixit of ILC Dover LP
are also greatly appreciated.
This work was funded through the Small Business Innovation Research (SBIR) Program of NASA Dryden
Flight Research Center under Contract No. NND04AA05C. The support of our technical monitor, Dr. Joe Pahle, is
greatly appreciated.

References
1

R. E. Allred, A. E. Hoyt, L. A. Harrah, S. Scarborough, M. Mackusick, and T. Smith, Light Rigidizable

Inflatable Wings for UAVs, Proc. 46th AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics, and
Materials Conf., April 18-21, 2005, Austin, TX, paper 2009-1882.

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