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This monograph is organized to look at: the successful application of composites on aircraft and space launch vehicles, the role of NASA in enabling these applications for each different class of flight vehicles, and a discussion of the major advancements made in discipline areas of research. In each section, key personnel and selected references are included. These references are intended to provide additional information for technical specialists and others who desire a more in-depth discussion of the contributions. Also in each section, lessons learned and future challenges are highlighted to help guide technical personnel either in the conduct or management of current and future research projects related to advanced composite materials.

This serves as a source of collated information on Composite Research over the past four decades at NASA Langley Research Center, and is a key reference for readers wishing to grasp the underlying principles and challenges associated with developing and applying advanced composite materials to new aerospace vehicle concepts. Second, it identifies the major obstacles encountered in developing and applying composites on advanced flight vehicles, as well as lessons learned in overcoming these obstacles. Third, it points out current barriers and challenges to further application of composites on future vehicles. This is extremely valuable for steering research in the future, when new breakthroughs in materials or processing science may eliminate/minimize some of the barriers that have traditionally blocked the expanded application of composite to new structural or revolutionary vehicle concepts. Finally, a review of past work and identification of future challenges will hopefully inspire new research opportunities and development of revolutionary materials and structural concepts to revolutionize future flight vehicles.

A dry process has been invented as an improved means of manufacturing composite prepreg tapes that consist of high-temperature thermoplastic polyimide resin matrices reinforced with carbon and boron fibers. Such tapes are used (especially in the aircraft industry) to fabricate strong, lightweight composite-material structural components. The inclusion of boron fibers results in compression strengths greater than can be achieved by use of carbon fibers alone. The present dry process is intended to enable the manufacture of prepreg tapes (1) that contain little or no solvent; (2) that have the desired dimensions, fiber areal weight, and resin content; and (3) in which all of the fibers are adequately wetted by resin and the boron fibers are fully encapsulated and evenly dispersed. Prepreg tapes must have these properties to be useable in the manufacture of high-quality composites by automated tape placement. The elimination of solvent and the use of automated tape placement would reduce the overall costs of manufacturing.

Experiments were carried out at the NASA Langley Research Center automated Fiber placement facility to determine an optimal process for the fabrication of composite materials having polymer film interleaves. A series of experiments was conducted to determine an optimal process for the composite prior to investigation of a process to fabricate laminates with polymer films. The results of the composite tests indicated that a well-consolidated, void-free laminate could be attained. Preliminary interleaf processing trials were then conducted to establish some broad guidelines for film processing. The primary finding of these initial studies was that a two-stage process was necessary in order to process these materials adequately. A screening experiment was then performed to determine the relative influence of the process variables on the quality of the film interface as determined by the wedge peel test method. Parameters that were found to be of minor influence on specimen quality were subsequently held at fixed values enabling a more rapid determination of an optimal process. Optimization studies were then performed by varying the remaining parameters at three film melt processing rates. The resulting peel data were fitted with quadratic response surfaces. Additional specimens were fabricated at levels of high peel strength as predicted by the regression models in an attempt to gage the accuracy of the predicted response and to assess the repeatability of the process. The overall results indicate that quality laminates having film interleaves can be successfully and repeatably fabricated by automated fiber placement.

A summary of recent composite structures and materials research at NASA Langley Research Center is presented. Fabrication research to develop low-cost automated robotic fabrication procedures for thermosetting and thermoplastic composite materials, and low-cost liquid molding processes for preformed textile materials is described. Robotic fabrication procedures discussed include ply-by-ply, cure-on-the-fly heated placement head and out-of-autoclave electron-beam cure methods for tow and tape thermosetting and thermoplastic materials. Liquid molding fabrication processes described include Resin Film Infusion (RFI) Resin Transfer Molding (RTM) and Vacuum-Assisted Resin Transfer Molding (VARTM). Results for a full-scale composite wing box are summarized to identify the performance of materials and structures fabricated with these low-cost fabrication methods.

The incorporation of thin discrete layers of resin between plies (interleafing) has been shown to improve fatigue and impact properties of structural composite materials. Furthermore, interleafing could be used to increase the barrier properties of composites used as structural materials for cryogenic propellant storage. In this work, robotic heated-head tape placement of PEEK/IM7 composites containing a PEEK polymer film interleaf was investigated. These experiments were carried out at the NASA Langley Research Center automated fiber placement facility. Using the robotic equipment, an optimal fabrication process was developed for the composite without the interleaf. Preliminary interleaf processing trials indicated that a two-stage process was necessary; the film had to be tacked to the partially-placed laminate then fully melted in a separate operation. Screening experiments determined the relative influence of the various robotic process variables on the peel strength of the film-composite interface. Optimization studies were performed in which peel specimens were fabricated at various compaction loads and roller temperatures at each of three film melt processing rates. The resulting data were fitted with quadratic response surfaces. Additional specimens were fabricated at placement parameters predicted by the response surface models to yield high peel strength in an attempt to gage the accuracy of the predicted response and assess the repeatability of the process. The overall results indicate that quality PEEK/lM7 laminates having film interleaves can be successfully and repeatability fabricated by heated head automated fiber placement.

The application of lightweight carbon fiber reinforced plastics (CFRP) as structure for cryogenic fuel tanks is critical to the success of the next generation of Reusable Launch Vehicles (RLV). The recent failure of the X-33 composite fuel tank occurred in part due to microcracking of the polymer matrix, which allowed cryogen to permeate through the inner skin to the honeycomb core. As part of an approach to solve these problems, NASA Langley Research Center (LaRC) and Marshall Space Flight Center (MSFC) are working to develop and investigate polymer films that will act as a barrier to the permeation of LH2 through the composite laminate. In this study two commercially available films and eleven novel LaRC films were tested in an existing cryogenics laboratory at MSFC to determine the permeance of argon at room temperature. Several of these films were introduced as a layer in the composite to form an interleaved, or hybrid, composite to determine the effects on permeability. In addition, the effects of the interleaved layer thickness, number, and location on the mechanical properties of the composite laminate were investigated. In this initial screening process, several of the films were found to exhibit lower permeability to argon than the composite panels tested.

Two 61-cm-diameter eight-ply quasi-isotropic IM7/PEEK cylindrical shells were fabricated by automated fiber placement the NASA Langley Research Center using only infrared radiant heat to preheat the substrate and incoming composite uni-tape. The shells were characterized by ultrasonic c-scans for overall consolidation quality, and by optical microscopy and acid digestion for void content. Compression tests were also performed. Although the material used in the study was of generally poor quality due to numerous splits and dry fiber regions, the process was able to achieve a net reduction in void content in the as-placed component. Microscopy of the composite shells revealed well-consolidated, void-free interfaces. The two cylinders were then tested in uni-axial compression in a 1334 kN-capacity hydraulic test machine until buckling occurred. A geometrically nonlinear finite element analysis was conducted, and the differences between the predicted and measured values were 18.0 and 25.8%, respectively. Inclusion of measured imperfections of the cylinder into the analysis is expected to reduce these differences.

Polymer matrix composites (PMCS) will play a significant role in the construction of large reusable launch vehicles (RLVs), mankind's future major access to low earth orbit and the international space station. PMCs are lightweight and offer attractive economies of scale and automated fabrication methodology. Fabrication of large RLV structures will require non-autoclave methods which have yet to be matured including (1) thermoplastic forming: heated head robotic tape placement, sheet extrusion, pultrusion, molding and forming; (2) electron beam curing: bulk and ply-by-ply automated placement; (3) RTM and VARTM. Research sponsored by NASA in industrial and NASA laboratories on automated placement techniques involving the first 2 categories will be presented.

Ply-by-ply in situ processes involving automated heated head deposition are being developed for fabrication of high performance, high temperature composite structures from low volatile content polymer matrices. This technology requires (1) dry carbon fiber towpreg, (2) consolidation of towpreg to quality, placement-grade unidirectional ribbon or tape, and (3) rapid, in situ, accurate, ply-by-ply robotic placement and consolidation of this material to fabricate a composite structure. In this study, the physical properties of a candidate thermoplastic ribbon, PIXA/IM7, were evaluated and screened for suitability in robotic placement. Specifically, towpreg was prepared from PIXA powder. Various conditions (temperatures) were used to convert the powder-coated towpreg to ribbons with varying degrees of processability. Ribbon within preset specifications was fabricated at 3 temperatures: 390, 400 and 410 C. Ribbon was also produced out-of-spec by purposely overheating the material to a processing temperature of 450 C. Automated placement equipment at Cincinnati Milacron and NASA Langley was used to fabricate laminates from these experimental ribbons. Ribbons were placed at 405 and 450 C by both sets of equipment. Double cantilever beam and wedge peel tests were used to determine the quality of the laminates and, especially, the interlaminar bond formed during the placement process. Ribbon made under conditions expected to be non-optimal (overheated) resulted in poor placeability and composites with weak interlaminar bond strengths, regardless of placement conditions. Ribbon made under conditions expected to be ideal showed good processability and produced well-consolidated laminates. Results were consistent from machine to machine and demonstrated the importance of ribbon quality in heated-head placement of dry material forms. Preliminary screening criteria for the development and evaluation of ribbon from new matrix materials were validated.

A laboratory study of magnetic induction heat bonding of titanium foil and graphite fiber reinforced polymer prepreg tape, TiGr, demonstrated that the process is a viable candidate for low cost fabrication of aircraft structure made of this new material form. Data were obtained on weld bonding of PIXA and PETI-5 prepreg to titanium. Both the foil and honeycomb forms of titanium were investigated. The process relies on magnetic susceptor heating of titanium, not on high frequency heating of graphite fiber. The experiments showed that with a toroid magnet configuration, good weld bonds might be obtained with heating times of a few seconds. These results suggest the potential is good for the induction heating process to achieve acceptable commercial production rates.

Hybrid structural laminates made of titanium foil and carbon fiber reinforced polymer composite offer a potential for improved performance in aircraft structural applications. To obtain information needed for the automated fabrication of hybrid laminates, a series of bench scale tests were conducted of the magnetic induction bonding of titanium foil and thermoplastic prepreg tape. Foil and prepreg specimens were placed in the gap of a toroid magnet mounted in a bench press. Several magnet power supplies were used to study power at levels from 0.5 to 1.75 kW and frequencies from 50 to 120 kHz. Sol-gel surface-treated titanium foil, 0.0125 cm thick, and PIXA/IM7 prepreg tape were used in several lay-up configurations. Data were obtained on wedge peel bond strength, heating rate, and temperature ramp over a range of magnet power levels and frequencies at different "power-on" times for several magnet gap dimensions. These data will be utilized in assessing the potential for automated processing. Peel strengths of foil-tape bonds depended on the maximum temperature reached during heating and on the applied pressure. Maximum peel strengths were achieved at 1.25kW and 8OkHz. Induction heating of the foil appears to be capable of good bonding up to 10 plies of tape. Heat transfer calculations indicate that a 20-40 C temperature difference exists across the tape thickness during heat-up.

A hybrid infrared-hot gas heat source has been developed and tested for the NASA Langley Tow Placement Facility. The IR heat source provides supplemental heat to the nip region. The additional heat is intended to reduce the need for conduction heating by the compaction roller, which causes (he roller to stick to the panel surface. Initial bench scale testing was performed to identify the most effective means of focusing IR energy into the nip region. A compact lamp and reflector that placed the lamp as close to the nip point as possible was found to deliver the highest heat flux in the nip region. A prototype heater was installed on the NASA Langley tow placement robot. Panels placed with a 400 C (sticking) compaction roller gave DCB initiation toughness numbers comparable to those reported for autoclave processed panels but were found to have unexpectedly high void contents. Placement with compaction roller temperatures that prevented roller sticking resulted in mode I fracture toughness approximately 70% that reported for autoclave processed panels. The variability in strength among specimens placed with reduced roller temperature was found to be greatly reduced, which implies that use of supplemental nip point heat may improve the robustness of the tow placement process. Use of the IR heat source permitted placement with a compaction roller temperature that would have resulted in negligible interfacial strength with the hot gas torch alone. The roller temperature reductions eliminated the need for the robot operator to attend placement operations.

A process for preparing uni-tape prepreg from polymer powder coated filamentary towpregs is provided. A plurality of polymer powder coated filamentary towpregs are provided. The towpregs are collimated so that each towpreg is parallel. A material is applied to each side of the towpreg to form a sandwich. The sandwich is heated to a temperature wherein the polymer flows and intimately contacts the filaments and pressure is repeatedly applied perpendicularly to the sandwich with a longitudinal oscillating action wherein the filaments move apart and the polymer wets the filaments forming a uni-tape prepreg. The uni-tape prepreg is subsequently cooled.

A process for preparing uni-tape prepreg from polymer powder coated filamentary towpregs is provided. A plurality of polymer powder coated filamentary towpregs are provided. The towpregs are collimated so that each towpreg is parallel. The sandwich is heated to a temperature wherein the polymer flows and intimately contacts the filaments and pressure is repeatedly applied perpendicularly to the sandwich with a longitudinal oscillating action wherein the filaments move apart and the polymer wets the filaments forming a uni-tape prepreg. The uni-tape prepreg is subsequently cooled.

This invention is a semi-interpentrating polymer network which includes a high performance thermosetting polyimide having a nadic end group acting as a crosslinking site and a high performance linear thermoplastic polyimide. Provided is an improved high temperature matrix resin which is capable of performing in the 200 to 300 C range. This resin has significantly improved toughness and microcracking resistance, excellent processability, mechanical performance, and moisture and solvent resistances.

An aqueous process was developed to prepare a consolidated composite laminate from an aqueous slurry. An aqueous poly(amic acid) surfactant solution was prepared by dissolving a poly(amic acid) powder in an aqueous ammonia solution. A polymeric powder was added to this solution to form a slurry. The slurry was deposited on carbon fiber to form a prepreg which was dried and stacked to form a composite laminate. The composite laminate was consolidated using pressure and was heated to form the polymeric matrix. The resulting composite laminate exhibited high fracture toughness and excellent consolidation.

Laminated composites of carbon fibers and either PMR-15 or LARC(TM)RP-46 polyimides toughened selectively by incorporating thin layers of Matrimid(TM) 5218 thermoplastic polyimide at interfaces between plies to form gradient semi-interpenetrating microstuctures. Toughening of composites accompanied by acceptably small decreases in strength and stiffness. Thick laminates of toughened composites fabricated easily at 500 psi. Materials useful in components of aircraft engines, where exposed to high temperatures for short times.

The following questions are addressed: What are high performance composites?; How are they used today?; What are their properties?; How do you make them?; and What are the future technology needs for composites? In addition, samples of composite reinforcements such as glass, carbon and Kevlar fibers, matrix materials, and fabricated composite parts will be demonstrated and made available.

Carbon fiber yarns (3k, 6k, 12k) were impregnated with LARC (tm) thermoplastic polyimide dry powder. Parameters for weaving these yarns were established. Eight-harness satin fabrics were successfully woven from each of the three classes of yarns and consolidated into test specimens to determine mechanical properties. It was observed that for optimum results warp yarns should have flexural rigidities between 10,000 and 100,000 mg-cm. Tow handling minimization, low tensioning, and tow bundle twisting were used to reduce fiber breakage, the separation of filaments, and tow-to-tow abrasion. No apparent effect of tow size or twist was observed on either tension or compression modulus. However, fiber damage and processing costs favor the use of 12k yarn bundles versus 3k or 6k yarn bundles in the weaving of powder-coated towpreg.

This invention is a semi-interpenetrating polymer network which includes a high performance thermosetting polyimide having a nadic end group acting as a crosslinking site and a high performance linear thermoplastic polyimide. An improved high temperature matrix resin is provided which is capable of performing in the 200 to 300 C range. This resin has significantly improved toughness and microcracking resistance, excellent processability, mechanical performance and moisture and solvent resistances.

The NASA LaRC is conducting and sponsoring research to explore the benefits of textile reinforced composites for civil transport aircraft primary structures. The objective of this program is to develop and demonstrate the potential of affordable textile reinforced composite materials to meet design properties and damage tolerance requirements of advanced aircraft structural concepts. In addition to in-house research, the program was recently expanded to include major participation by the aircraft industry and aerospace textile companies. The major program elements include development of textile preforms, processing science, mechanics of materials, experimental characterization of materials, and development and evaluation of textile reinforced composite structural elements and subcomponents. The NASA Langley in-house focus is as follows: development of a science-based understanding of resin transfer molding (RTM), development of powder-coated towpreg processes, analysis methodology, and development of a performance database on textile reinforced composites. The focus of the textile industry participation is on development of multidirectional, damage-tolerant preforms, and the aircraft industry participation is in the areas of design, fabrication and testing of textile reinforced composite structural elements and subcomponents. Textile processes such as 3D weaving, 2D and 3D braiding, and knitting/stitching are being compared with conventional laminated tape processes for improved damage tolerance. Through-the-thickness reinforcements offer significant damage tolerance improvements. However, these gains must be weighed against potential loss in in-plane properties such as strength and stiffness. Analytical trade studies are underway to establish design guidelines for the application of textile material forms to meet specific loading requirements. Fabrication and testing of large structural components are required to establish the full potential of textile reinforced composite materials.

Research was conducted to explore the benefits of textile reinforced composites for transport aircraft primary structures. The objective is to develop and demonstrate the potential of affordable textile reinforced composite materials to meet design properties and damage tolerance requirements of advanced aircraft structural concepts. Some program elements include development of textile preforms, processing science, mechanics of materials, experimental characterization of materials, and development and evaluation of textile reinforced composite structural elements and subcomponents. Textile 3-D weaving, 3-D braiding, and knitting and/or stitching are being compared with conventional laminated tape processes for improved damage tolerance. Through-the-thickness reinforcements offer significant damage tolerance improvements. However, these gains must be weighted against potential loss in in-plane properties such as strength and stiffness. Analytical trade studies are underway to establish design guidelines for the application of textile material forms to meet specific loading requirements. Fabrication and testing of large structural parts are required to establish the potential of textile reinforced composite materials.

Report presents review of principal thermoplastics (TP's) used to fabricate high-performance composites. Sixteen principal TP's considered as candidates for fabrication of high-performance composites presented along with names of suppliers, Tg, Tm (for semicrystalline polymers), and approximate maximum processing temperatures.

Part fabrication from composite materials usually costs less when larger fiber tow bundles are used. On the other hand, mechanical properties generally are lower for composites made using larger size tows. This situation gives rise to a choice between costs and properties in determining the best fiber tow bundle size to employ in preparing prepreg materials for part fabrication. To address this issue, unidirectional and eight harness satin fabric composite specimens were fabricated from 3k, 6k, and 12k carbon fiber reinforced LARC-TPI powder coated towpreg. Short beam shear strengths and longitudinal and transverse flexure properties were obtained for the unidirectional specimens. Tension properties were obtained for the eight harness satin woven towpreg specimens. Knowledge of the variation of properties with tow size may serve as a guide in material selection for part fabrication.

Automated tow placement (ATP) utilizes robotic technology to lay down adjacent polymer-matrix-impregnated carbon fiber tows on a tool surface. Consolidation and cure during ATP requires that void elimination and polymer matrix adhesion be accomplished in the short period of heating and pressure rolling that follows towpreg ribbon placement from the robot head to the tool. This study examined the key towpreg ribbon properties and dimensions which play a significant role in ATP. Analysis of the heat transfer process window indicates that adequate heating can be achieved at lay down rates as high as 1 m/sec. While heat transfer did not appear to be the limiting factor, resin flow and fiber movement into tow lap gaps could be. Accordingly, consideration was given to towpreg ribbon having uniform yet non-rectangular cross sections. Dimensional integrity of the towpreg ribbon combined with customized ribbon architecture offer great promise for processing advances in ATP of high performance composites.

New polymer exhibits increased toughness and resistance to microcracking. Cross-linking PMR-15 and linear LaRC-TPI combined to provide sequential semi-2-IPN designated as LaRC-RP41. Synthesized from PMR-15 imide prepolymer undergoing cross-linking in immediate presence of LaRC-TPI polyamic acid, also undergoing simultaneous imidization and linear chain extension. Potentially high-temperature matrix resin, adhesive, and molding resin. Applications include automobiles, electronics, aircraft, and aerospace structures.

Composite materials with matrices of tough, thermoplastic aromatic polyimides are obtained by blending semi-crystalline polyimide powders with polyamic acid solutions to form slurries, which are used in turn to prepare prepregs, the consolidation of which into finished composites is characterized by excellent melt flow during processing.

The Advanced Composites Technology (ACT) program is seeking research breakthroughs that will allow structures made of graphite epoxy materials to replace metals in the wings and fuselages of future aircrafts. NASA's goals are to reduce acquisition cost by 20 to 25 percent, structural weight for a resized aircraft by 40 to 50 percent, and the number of parts by half compared to current production aluminum aircraft. The innovative structural concepts, materials, and fabrication techniques emerging from the ACT program are described, and the relationship between aerospace developments and industrial, commercial, and sporting goods applications are discussed.

Unidirectional composites from unsized carbon fiber and LaRC-TPI matrix material were fabricated using 'high flow' and'medium flow' grades of the LaRC-TPI 1500 series of polyimides. Prepreg was drum-wound from a slurry composed of the polyimide powder dispersed in an aqueous solution of LaRC-TPI poly(amide acid). The poly(amide acid) was found to be an effective binding agent in the prepregging process. Composite short beam shear and flexure properties were measured at room and elevated temperatures (to 177 C) with both dry and moisture-saturated specimens. The mechanical properties observed for composites fabricated from the high and medium flow materials were virtually identical. Additionally, double cantilever beam measurements showed nearly equivalent fracture toughness for the two composite materials.

This paper highlights past experiences, lessons learned, state-of-the-art and current research activities directed at providing an integrated 'affordable' data base for composite structures. Composite secondary and empennage structures are in production on several transport aircraft. The weight reduction potential of composite structures is well documented. However, the cost to develop and produce composite structures remains the major barrier to increased application of this technology to transport aircraft. Specific technology items that are being developed under the NASA Advanced Composites Technology Program are described. Materials, design concepts, structural mechanics methodology and manufacturing processes and equipment are under development or are emerging that are expected to lead to an integrated 'affordable' data base. Technology verification for the next decade is expected to require fabrication and testing of full-scale wing-box and fuselage-section components before certificatiaon can occur and production commitments can be made.

Polyimide matrix composites were fabricated from unidirectional unsized AS-4 carbon fiber and a doped 1:1 blend of two polyimides: benzophenone dianhydride-3,3'-diamino diphenylsulfone (PISO2) and benzophenone dianhydride-3,3'-diamino benzophenone (LARC-TPI). To enhance melt flow properties, the molecular weight of the PISO2 was controlled by end-capping with phthalic anhydride and addition of 5 percent by weight p-phenylene diamine-phthalic anhydride bisamic acid dopant. Prepreg was drum-wound using a diglyme slurry comprised of the soluble polyamideacid of PISO2, the soluble bisamideacid of the dopant, and the insoluble imidized LARC-TPI powder. Melt flow studies with a rotary rheometer and parallel plate plastometer on neat resin and prepreg helped develop an optimum cure cycle. Composite mechanical properties at room and elevated temperatures, dry and moisture-saturated, were evaluated, including short beam shear strength and flexure, tensile, shear, and compression properties. Two 18 in. x 24 in. skin-stringer panels were fabricated, one of which was tested in compression to failure.

Edge delamination tension and double cantilever beam tests were used to characterize the interlaminar fracture toughness of continuous graphite-fiber composites made from experimental thermoplastic polyimides and a model thermoplastic. Residual thermal stresses, known to be significant in materials processed at high temperatures, were included in the edge delamination calculations. In the model thermoplastic system (polycarbonate matrix), surface properties of the graphite fiber were shown to be significant. Cricital strain energy release rates for two different fibers having similar nominal tensile properties differed by 30 to 60 percent. The reason for the difference is not clear. Interlaminar toughness values for the thermoplastic polyimide composites (LARC-TPI and polyimidesulfone) were 3 to 4 in-lb/sq in. Scanning electron micrographs of the EDT fracture surfaces suggest poor fiber/matrix bonding. Residual thermal stresses account for up to 32 percent of the strain energy release in composites made from these high-temperature resins.

Method developed for preparing readily-processable thermoplastic polyimides by blending linear, high-molecular-weight, polyimic acid solutions in ether solvents with ultrafine, semicrystalline, thermoplastic polyimide powders. Slurries formed used to make prepregs. Consolidation of prepregs into finsihed composites characterized by excellent melt flow during processing. Applied to film, fiber, fabric, metal, polymer, or composite surfaces. Used to make various stable slurries from which prepregs prepared.

Barriers to the more extensive use of advanced composites in heavily loaded structures on commercial transports are discussed from a materials viewpoint. NASA-Langley matrix development activities designed to overcome these barriers are presented. These include the synthesis of processible, tough, durable matrices, the development of resin property/composite property relationships which help guide the synthesis program, and the exploitation of new processing technology to effectively combine reinforcement filament with polymer matrices. Examples of five classes of polymers being investigated as matrix resins at NASA Langley are presented, including amorphous and semicrystalline thermoplastics, lightly crosslinked thermoplastics, semi-interpenetrating networks and toughened thermosets. Relationships between neat resin modulus, resin fracture energy, interlaminar fracture energy, composite compression strength, and post-impact compression strength are shown. Powder and slurry processing techniques are discussed.

Barriers to the more extensive use of advanced composites in heavily loaded structures on commercial transports are discussed from a materials viewpoint. NASA Langley matrix development activities designed to overcome these barriers are presented. These include the synthesis of processable, tough, durable matrices, the development of resin-property/composite-property relationships which help guide the synthesis program, and the exploitation of new processing technology to effectively combine reinforcement filaments with polymer matrices. Examples of five classes of polymers being investigated as matrix resins at NASA Langley are presented, including amorphous and semicrystalline thermoplastics, lightly crosslinked thermoplastics, semiinterpenetrating networks, and toughened thermosets. Relationships between neat resin modulus, resin fracture energy, interlaminar fracture energy, composite compression strength, and postimpact compression strength are shown. Powder and slurry processing techniques are discussed.

Composites were fabricated from unidirectional unsized AS-4 carbon fiber and two baseline polyimides: benzophenone dianhydride-3,3'-diaminodiphenylsulfone (PISO2) and benzophenone dianhydride-3,3'-diaminobenzophenone (LARC-TPI). In addition, each polymer solution prior to prepregging was doped with various amounts of crystalline LARC-TPI powder to enhance melt flow during press molding. The 2:1, 1:1, and 1:2 ratios of crystalline to amorphous resin, respectively, were studied in the LARC-TPI system and the 1:2 ratio in the PISO2 system. Matrix characterization, prepreg fabrication/characterization and composite fabrication and physical/mechanical properties are described. The latter include three point short beam shear and flexure, dry and wet, as well as fracture toughness properties in selected compositions.

A review was made of the principal thermoplastics used to fabricate high performance composites. Neat resin tensile and fracture toughness properties, glass transition temperatures (Tg), crystalline melt temperatures (Tm) and approximate processing conditions are presented. Mechanical properties of carbon fiber composites made from many of these thermoplastics are given, including flexural, longitudinal tensile, transverse tensile and in-plane shear properties as well as short beam shear and compressive strengths and interlaminar fracture toughness. Attractive features and problems involved in the use of thermo-plastics as matrices for high performance composites are discussed.

A number of thermoset, toughened thermoset, and thermoplastic resin matrix systems were characterized for Mode I critical strain energy release rates, and their composites were tested for interlaminar critical strain energy release rates using the double cantilever beam method. A clear correlation is found between the two sets of data. With brittle resins, the interlaminar critical strain energy release rates are somewhat larger than the neat resin values due to a full transfer of the neat resin toughness to the composite and toughening mechanisms associated with crack growth. With tougher matrices, the higher critical strain energy release rates are only partially transferred to the composites, presumably because the fibers restrict the crack-tip deformation zones.

Tests were performed on brittle (T300/5208) and toughened-matrix (T300/BP907) graphite/epoxy laminates using various configurations of edge delamination tension (EDT) test specimens in order to assess the usefulness of each configuraion for measuring interlaminar fracture toughness. All configurations of the EDT test are found to be useful for ranking the delamination resistance of composites with different matrix systems. An analysis of test results suggests that delamination is governed by a linear failure criterion relating strain energy release components GI and GII.

The papers presented in this volume provide an overview of current research aimed at the development of tougher high-performance continuous graphite fiber composites for aerospace applications. Topics discussed include toughened composites selection criteria, micromechanisms of fracture in toughened graphite/epoxy laminates, the characterization of edge delamination growth in laminates under fatigue loading, and rate effects on delamination fracture toughness of a toughened graphite/epoxy. Papers are also presented on the development of residual thermal stresses in amorphous and semicrystalline thermoplastic matrix composites, structural property improvements through hybridized composites, and screening of advanced matrix resin systems in high performance aircraft.