APPLICATIONS OF NANOTECHNOLOGY IN AEROSPACE

a Technical Paper submitted to

JAWAHARLAL NEHRU TECHNOLOGICAL UNIVERSITY, HYDERABAD

in partial fulfillment of the requirementfor the award of the degree of

BACHELOR OF TECHNOLOGY

in

ELECTRONICS AND COMMUNICATION ENGINEERING

by

S.VAMSHI (H.T.No: 09TR1A0482)

Department of Electronics and Communication Engineering,

SREECHAITANYA INSTITUTE OF TECHNOLOGICAL SCIENCES

(Affiliated to JNTU, HYDERABAD)THIMMAPOOR, KARIMNAGAR, AP-505 527.

2009-2013

i

SREECHAITANYA INSTITUTE OF TECHNOLOGICAL SCIENCES

(Affiliated to JNTU, HYDERABAD) THIMMAPOOR, KARIMNAGAR, AP-505 527

DEPARTMENT OF ELECTRONICS & COMMUNICATION ENGINEERING

[

CERTIFICATE

This is to certify that the Technical Seminar report entitled

“APPLICATIONS OF NANOTECHNOLOGY IN AEROSPACE” is being

submitted by S.VAMSHI (09TR1A0482) in partial fulfillment of the requirements

for the award of the Degree of Bachelor of Technology in Electronics and

Communication Engineering to the Jawaharlal Nehru Technological University

Hyderabad, is a bonafide work carried out by him under my guidance and

supervision.

The result embodied in this report has not been submitted to any other

University or Institution for the award of any degree or diploma.

Supervisor Head of the Department

Sri.S.SANTHOSH, Sri. D.BHANU PRAKASH, Assistant Professor, Associate Professor,Department of ECE, Department of ECE, SCITS. SCITS.

ii

ACKNOWLEDGEMENTS

The Satisfaction that accomplishes the successful

completion of any task would be incomplete without the

mention of the people who make it possible and whose

constant guidance and encouragement crown all the

efforts with success.

It is my privilege and pleasure to express my

profound sense of respect, gratitude and indebtedness to

my supervisor Sri.S.SANTHOSH, Assistant Professor

Department of ECE, SCITS, for his constant guidance,

inspiration, and constant encouragement throughout this

Technical Seminar work.

We wish to express our deep gratitude to

Sri.D.BHANUPRAKASH, Associate Professor and HOD,

Department of ECE, SCITS, karimnagar for his cooperation

and encouragement, in addition to providing necessary

facilities throughout the Technical seminar work

I sincerely extend my thanks to Dr.A.PRASAD RAJU,

Principal, SREE CHAITANYA INSTITUE OF TECHNOLOGICAL

SCINCES, Karimnagar, for providing all the facilities

required for completion of this Seminar.

I would like to thank all the staff and all my friends

for their good wishes, their helping hand and constructive

criticism, which lead to the successful completion of this

Technical Seminar.

I am immensely indebted to my parents, brothers

and sisters for their love and entrenched belief in me,

understanding and ever-decreasing grudges for not

spending time more often. I will now thank them, since the

excuse is in the process of vanishing by being printed on

these very pages.

Finally, I thank all those who directly and indirectly

helped me in this regard.I apologize for not listing

everyone here.

S.VAMSHI

iii

Table of contents:

Chapter 1: Nanomaterial in Aerospace

1.1 Introduction…………………………………………………………..1

1.2 Nanostructured metals ........................................................................1

1.3 Polymer Nanocomposites…………………………………………….1

1.3.1 Classification…………………………………………………….2

1.3.1.1 Layered silicate (clay) nanocomposites…………………………2

1.3.1.2 Nanofibers/carbon nanotube in polymer nanocomposites………...3

Chapter 2: The Art of Technology and Trends in Aerospace2.1 Airframe and components…………………………………………5

2.1.1 Fibre-reinforced polymers………………………………………6

2.1.2 Metals………………………………………………………….7

2.1.3 Ceramics……………………………………………………….8

2.1.4 Composites……………………………………………………..8

2.2 Coatings…………………………………………………………….8

2.3 Engines………………………………………………………………9

2.4 Others………………………………………………………………10

Chapter 3: Futuristic Visions

3.1 Space Elevator…………………………………………………….11

3.2 Space Colonization………………………………………………..12

Chapter 4: Summary of Needs in Aerospace Research

4.1 Aeronautics Needs…………………………………………………..14

4.2 Environmental Needs……………………………………………….15

4.3 Safety, Security, Quality and Affordability Needs………………….15

4.4 Conclusion…………………………………………………………..16

References……………………………………………………..18

ABSTRACT

The aerospace applications for nanotechnology include high strength, low

weight composites, improved electronics and displays with low power consumption,

variety of physical sensors, multifunctional materials with embedded sensors, large

surface area materials and novel filters and membranes for air purification, nano

materials in tires and brakes and numerous others. This lecture will introduce nano

materials particularly carbon nanotubes, and discuss their properties. The status of

composite preparation – polymer matrix, ceramic matrix and metal matrix – will be

presented. Examples of current developments in the above application areas,

particularly physical sensors, actuators, nanoelectromechanical systems etc. will be

presented to show what the aerospace industry can expect from the field of

nanotechnology.

Of all the nanoscale materials, carbon nanotubes (CNTs) have received the

most attention across the world. These are configurationally equivalent to a two-

dimensional graphene sheet rolled up into a tubular structure. With only one wall in

the cylinder, the structure is called a single-walled carbon nanotube (SWCNT). The

structure that looks like a concentric set of cylinders with a constant interlayer

separate on of 0.34 A is called a multi-walled carbon nanotube (MWCNT).

The CNT’s structure is characterized by a chiral vector (m, n). When m-n/3 is

an integer, the resulting structure is metallic; otherwise, it is a semiconducting

nanotube. This is a very unique electronic property that has excited the physics and

device community leading to numerous possibilities in nanoelectronics. CNTs also

exhibit extraordinary mechanical properties. The thermal conductivity can be as high

as 3000 W/mK. With an ideal aspect ratio, small tip radius of curvature and good

emission properties, CNTs also have proved to be excellent candidates for field

emission. CNTs can be chemically functionalized, i.e. it is possible to attach a variety

of atomic and molecular groups to the ends of sidewalls of the nanotubes.

The impressive properties alluded above have led to investigations of various

applications. The most important aerospace application is high strength, low weight

composites. Investigation of metal and ceramic matrix composites with CNTs as

constituent materials is in its infancy. A status update will be provided. CNTs have

been shown to provide desirable electrical properties for polymer matrix composites.

In many cases, the current problem is the inability to disperse the nanotubes

homogeneously across the host matrix.

Other applications for CNTs include electronic components, logic and

memory chips, sensors, catalyst support, adsorption media, actuators, etc. All early

works in nanoelectronics use CNTs as a conducting channel in an otherwise silicon

CMOS configuration. This approach may not really have a future as the use of CNTs,

while inherently not solving any of the serious problems of CMOS downscaling (such

as lithography, heat dissipation, etc.) it doesn’t show an order of magnitude

performance improvement either. The critical issue now is to develop alternative

architectures in addition to novel materials. In contrast, the opportunities for CNTs in

sensors – both physical and chemical sensors – are better and near-term.

The opportunities for aerospace industry are through thermal barrier and wear

resistant coatings, sensors that can perform at high temperature and other physical and

chemical sensors, sensors that can perform safety inspection cost effectively, quickly,

and efficiently than the present procedures, composites, wear resistant tires, improved

avionics, satellite, communication and radar technologies.

Chapter 1

Nanomaterials in Aerospace

1.1 Introduction

In the aerospace industry, there is a great need for new materials whichexhibit

improved mechanical properties. Materials possessing high strength at a reduced mass

and size make lighter aircraft with lower fuel consumption. The development of new

materials with tailored properties is a primary goal of today’s materials science and

engineering.

However, the possibility of obtaining improved mechanical properties bythe

conventional methods of cold working, solution hardening, precipitation hardening,

etc., has been almost exhausted. The current trend is to integrate intelligence and

multi functionality into the varied components of aerospace systems and vehicles.

1.2 Nanostructured metals

Nanostructured metals have nanosized grains, which gives them

greaterstrength and hardness. Heralded as alternatives to toxic materials like

chromium for coatings and for structural applications, their use can be hampered by

their increased brittleness and complex processing requirements.

Nanostructured metals can provide very hard coatings that are resistant to corrosion,

useful for applications including aerospace components, such as landing gear and

construction equipment such as drill bits and bulldozer blades.

Low volume, high margin applications for the aerospace and defenceindustries, and

high-end sporting goods are largely driving the development of nanostructured

materials. However, for real success there is a need to start establishing customers in

other areas by 2009.

1.3 Polymer Nanocomposites

The reinforcement of polymers (thermoplastics, thermosets, elastomers) using

fillers, whether inorganic or organic, is common in the production of modern plastics.

Polymer composites are strong, yet remarkably lightweight and so they are leading

the field in aerospace applications.

1

This is all down to the fact that researchers are always looking for ways

toreduce the amount of fuel needed for flights and a key way of achievingthat is by

reducing the weight of the aircraft itself. Similarly, the amount of energy needed to

propel an object into space means that spacecraft must be even stronger and lighter,

plus the harsh and varied conditions they face will put even the best materials to the

test.

1.3.1 Classification

In general, polymer nanocomposites fall into three categories, dependingon

the form of nanoparticles being used: layered silicate or nano fibers / carbon

nanotube-polymer nanocomposites and high- performance PNCs resins.

1.3.1.1 Layered silicate (clay) nanocomposites

These minerals considerably increase the mechanical and thermalproperties of

standard polymers, offering improvements over conventional composites in

mechanical, tri biological, thermal, electrical and barrier properties. Furthermore, they

can significantly reduce flammability and maintain the transparency of a polymer

matrix. Loading levels of 2-5% by weight result in mechanical properties similar to

those found in conventional composites with 30-40% of reinforcing material.

The attractive characteristics of layered silicate nanocomposites

alreadysuggest a variety of possible industrial applications for layered silicate (clay)

nanocomposites, including flame retardant panels and high performance components

for aerospace. The special properties of clay-polymer nano composites expand the use

of resins and blends based on polyolefins, styrenics, polyamides orpolyesters. Other

PNCs are also based on thermosets, including epoxies, unsaturated polyesters and

polyurethanes.

2

Fig. 1.3.1.1 Layered silicate nanocomposite (IMI, AFRL)

1.3.1.2 Nanofibers/carbon nanotube in polymer nanocomposites

The properties of nanotube / polymer composites depend on a multitudeof

factors that include the type (SWNT, DWNT, MWNT), chirality, purity,

defect density, and dimensions (length and diameter) of the nanotubes,

nanotube loading, dispersion state and alignment of nanotubes in the polymer

matrix, and the interfacial adhesion between the nanotube andthe polymer

matrix. These factors should be taken into account whenreporting,

interpreting, and comparing results from nanotube / polymer composites

Functionalization of nanotubes provides a convenient route to

improvedispersion and modifies interfacial properties that may in turn

improve the properties of nanocomposites, especially mechanical properties.

Thesignificant progress in nanotube functionalization chemistry in recent

years ensures that this approach will become more prevalent.

3

Quantifying nanotube dispersion in polymers (and solvents) is aninherently

challenging problem because it involves a range of lengthscales, and thereby

multiple experimental methods are required. Fortunately, new experimental

methods are applied to the problem, suchas a fluorescence method to non-

destructively detect isolated SWNT in apolymer matrix.

Nanotubes have clearly demonstrated their capability as conductive fillers in

polymer nanocomposites. Further advances with respect toelectrical

conductivity in nanotube / polymer composites are likely if only (or

predominantly) metallic nanotubes could be used in the nanocomposites. Two

approaches are actively being pursued in SWNTmaterials: modify the

synthetic route to preferentially produce metallicnanotubes and sort the

existing nanotubes.

The physical properties of nanotube /polymer composites can beinterpreted in

terms of nanotube networks, which are readily detected byelectrical and

rheological property measurements. The nanotube networkprovides electrical

conduction pathways above the percolation threshold,where the percolation

threshold depends on both concentration andnanotube alignment. The

nanotube network also significantly increasesthe viscosity of the polymer and

slows thermal degradation. In contrast, it remains a challenge to reduce the

interfacial thermal resistance ofthese nanotube networks, so as to take

advantage of the high thermalconductivity of individual nanotubes in a

polymer composite system.

4

CHAPTER 2 The art of Technology and Future trends in Aerospace

The global passenger traffic is expected to increase steadily over the next20

years by an average growth rate of about 5%. Main reasons are GDP growth,

increased globalization, and population growth. To satisfy these expectations aircraft

companies are looking for new technologies.

Main drivers are:

• Increased safety

• Reduced emissions

• Reduced noise

• Increased capacity

• Increased range

• Enhanced payload

• Higher speed

• Lower operating and maintenance costs

• Better overall management of the aircraft and its use

2.1 Airframe and components

The drivers are for lighter, stronger and safer aircraft. According to a study of

Lockheed, it is not sufficient to reduce the density of a material. When reducing the

weight of an element by 10% it is necessary to reduce its density by 10%, but

simultaneously to enhance its strength by 35%, its stiffness by 50% and its damage

tolerance by 100%

Current aircraft are composed of different materials. Besides conventional

metals like steel the use of lighter metals such as titanium, magnesium and aluminium

has strongly increased in the past. Higher potential for lighter structures have the use

of fibre-metal composites like glare (a laminate of aluminium and glass fibres) and

fibre-reinforced polymers. Recently, the increasing use of fibre-reinforced polymers

5

in civil aircraft, e.g. the Airbus A380, has lead to a competitive advantage for the

Aerospace industry. Mainly carbon fibres with diameters of a few micromeres are

used for reinforcing. Fibre-reinforced polymers have the potential to reduce weight by

up to 30% compared with aluminium parts and 50% compared with steel structures.

In current aircraft of around 20% by weight of reinforced polymers are used, in the

Airbus A380 this value will be enhanced to 25%, for the Airbus A400M fibre-

reinforced blades are planned also with an increase of the polymer amount to 30%.

A further improvement can be expected by substituting micrometer fibres in

these composites by fibres in the nanometre range. Estimations are made that

aluminium, reinforced with carbon nanotubes, can lead to a weight reduction of 60-

70% compared with current fibre-reinforced polymers.

Advantages of nanomaterials are:

• Ultra high strength to weight ratio

• Improved hardness, wear resistance and resilience

• Thermal shock, fatigue and creep resistance

• Enhanced anti-microbial activity

• Multi-functional materials can reduce weight by reducing the number of components

Nanomaterials can enhance the properties of almost every material used in

aircraft building.

2.1.1 Fibre-reinforced polymers

Carbon Nanotubes (CNT): Hollow tubes of one (SWCNT, single walled carbon

nanotubes) or more (MWCNT, multi walled carbon nanotubes) layer(s) of

graphite. The feasible reduction of the weight of aircraft components using

composite materials reinforced with carbon nanotubes (CNT) can be as large as

60-70% compared to existing carbon fibre reinforced polymers.

6

Figure 2.1.1. Nanotube-Reinforced Polymer (CNTFRP) and Nanotube Reinforced

Aluminium (CNT/Al) Composites compared to an advanced carbon fibre reinforced

polymer (IM7 CFRP) composite.

The major hurdles preventing a broader use of CNTs (not only in the

aerospace sector) are the 10,000-fold increase in price compared to standard fibres

and the lack of an appropriate industrial-scale production method. Technical problems

include a lack of methods to achieve spatial alignment of CNTs, good adhesion to the

polymer matrix and achieving a high loading rate.

• The addition of nanoparticles (e.g. clay-like mineral montmorillonite) to synthetic

resin is being studied to improve material strength.

• Carbon-fibre reinforced polymers have a greater potential as a lightweight design

than aluminium alloys, but suffer from delaminating under load. The use of SiO2

nanoparticles leads to an improvement of 64% in tensile modulus, 25% more strength

and 90% more impact resistance.

2.1.2 Metals

• Properties of metals are governed by the Hall-Petch relationship – as grain size

decreases, strength increases. Nanocrystalline materials are characterized by

significant increases in yield strength, ultimate tensile strength, and hardness. For

example, the fatigue lifetime can be increased by 200-300 % by using nanomaterials

with a significant reduction of grain size in comparison with conventional materials.

• Nanostructure metals, particularly aluminium and titanium alloys can improve the

mechanical properties and enhance corrosion resistance.

7

• Metals can be strengthened by ceramic fibers such as silicon carbide, aluminium

oxide or aluminium nitride. Advantages of these so-called MMC (Metal matrix

composites) are a high thermal stability, a low density, high strength, high thermal

conductivity, and a controllable thermal expansion. MMC have the potential to

substitute magnesium and aluminium parts in the future.

2.1.3 Ceramics

• Nanophase ceramics show an enhanced ductility and strength, and a reduced sinter

temperature. These materials can be used as thermal and oxidation protection for

fiber-reinforced construction materials.

2.1.4 Composites

• Glare –a laminate made of aluminium and glass fibers – is as strong as aluminium

but lighter and corrosion-resistant. However, it is much more expensive. The bonding

between the metallic sheets and fibers can be enhanced by nano particles.

2.2 Coatings

The main target for nanocoatings is the protection of metals against corrosion, but

other applications are also under discussion.

For example, magnesium – which is one third lighter than aluminium and 80%

lighter than steel – has been used increasingly in the past, but magnesium alloys

are strongly susceptible to corrosion. The application of durable anodic or

conversion coatings typically provide protection against such effects. Anodic

coatings are tougher, harder and have better wear properties than conversion

coatings, but their cost is too high for mass production. Chromate-based

conversion coatings are cheaper, but the hexavalent chromium involved is both

carcinogenic and a hazardous air pollutant, so that a viable alternative is urgently

needed.

Additional coating applications are more durable paints allowing aircraft to be

repainted on a less regular basis, insulator coatings for heat and chemicals, and

bio-nanomaterial coatings to keep airplane surfaces clean and free of micro-

organisms.

High performance nanocomposites of polymers, metals and ceramics, can be used

for tribological coatings of aircraft platforms operated at higher temperatures.

8

Nanocrystalline cobalt-phosphorous coatings are also being developed to provide

superior sliding wear resistance and a lower friction coefficient.

Specific surface properties could be designed in order to open new functionalities,

as for instance self-cleaning or self-healing properties.

Each single de-icing procedure of an aircraft can cost of up to 10,000 €. In

principle it should be possible to remove ice from the aircraft body by an electrical

current flowing through a thin conductive layer. This technique is currently under

investigation for removal of dew and ice from automotive headlights.

Scratch-resistant nanocrystalline coatings are already available on the automotive

market. Research is underway for their use in aircraft windows.

Anti-bacterial coatings using nanoscale silver are available in the clothing

industry, refrigerators, and washing machines. Their use is now being investigated

for aircraft cabins.

Hard compound nano ceramic films are being investigated for the protection of

propeller-blade surfaces.

Nanocomposite polyurethane paints and fluorocarbon paints have been patented

for use in aircraft. These paints should show greater durability than current paints.

Nano paint (nano graphite, nano Teflon, nano talc powder) has also been patented

for reducing friction of ship and aircraft surfaces (allowing faster speeds to be

achieved). The advantages should be a very high lubricating and self-lubricating

performance.

2.3 Engines

Improvements in aircraft engine efficiency can be reached by materials which allow

higher operating temperatures, lower engine weights, higher pressures and increased

rotor operating stresses.

The application of high temperature nanoscale materials to aircraft engines may

lead to an increase of the thrust-to-weight ratio of up to 50 percent and fuel

savings of 25 percent for conventional engines.

9

Nanomaterials are being applied as coatings on aircraft engine blades. Research is

ongoing to manipulate the properties of the coatings down to the molecular level

making them adhere more firmly to the surface of the metal blade and allowing

the engines to run hotter.

Aluminium nanoparticles are used with liquid jet and rocket fuel to increase the

propulsion energy.

Iron oxide nanoparticles can act as a catalyst for solid propellants.

Nano-sized energetic metals and boron particles possess desirable combustion

properties such as a high combustion temperature and fast energy release rates. A

comprehensive understanding of the important characteristics of nano sized

particles to reach a desirable performance and ease of processing is still not

available. There is still much to learn about the correlation between physical and

chemical properties and measured combustion performance.

Aircraft turbine engines are very flexible in the kind of fuel that they can burn.

Cleaner and alternative fuels may help in reducing harmful emissions. Examples

under discussion are hydrogen or cryogenic fuels. Problems are a suitable

industrial production technique of hydrogen and suitable storage technologies.

Nano materials are being widely investigated for their ability to store hydrogen

and other gases and liquids because of their high surface-to-volume ratio.

2.4Others

For hydraulic uses, better lubricants and safer nano-fluids are being developed.

For a reduction of process times of composites, new technologies are making

use of microwaves to decrease the time needed for curing. Ceramic

nanoparticles are included in fiber composites, with the aim of increasing

strength and surface quality.

In the longer term, active noise control techniques may benefit from new

knowledge on micro and nanotechnologies and could allow aircraft noise to be

reduced further.

10

CHAPTER 3

Futuristic visions

If in the near future applications of nanotechnology seem possible for

traditional missions, their applications have a huge potential to achieve some very old

human dreams. Indeed as flying was considered as science fiction two centuries ago,

some space dreams that currently appear like science fiction may be achieved one day

and surely with the help of nanotechnologies.

To promote scientific researches for space futuristic vision like space elevator

or space colonization, NASA has an institute devoted to those questions: the NASA

Institute for Advanced Concepts has the mission is to promote forward-looking

research on radical space technologies that will take between 10 to 40 years to come

to fruition.

3.1 Space elevator

In the most basic description the space elevator is a 37,786 km cable that

would stretch into space from a floating platform in the equatorial Pacific Ocean.

Satellites or other payloads would be loaded onto climbers which would ascend the

paper-thin cable by squeezing it between sets of electrically driven rollers or

electromagnetic forces. Even if it looks like a science fiction objective, scientists are

seriously thinking of its implementation because of the big advantages it represents.

11

The current problems space scientists encounter with traditional launching pad are:

• The huge energy consumption needed to launch a spatial object.

• The weight constraints that it generates.

• The associated risks (fire, rocket destabilization).

Thus the main advantages that a space elevator could allow are –

• The weight is not a problem anymore, therefore the number of payloads onboard is

no longer restricted.

• Launches are definitely cheaper.

All of this could call into question the current advanced technologies because

of the weight and price constraints that would be partly removed. Thus a researcher

from Los Alamos National Laboratory, Bradley Edwards, has been credited with

giving the most rigorous thought to the components and technical breakthroughs that

would be needed to build a space elevator (Aerospace America, 2006). The main

conclusions of his research are that the main components in the construction of a

space elevator will be carbon nanotubes. Though the technology is not going to be

ready for this application soon. There has been some promising research performed

by Yuntian Theodore Zhu, who built a 4cm nanotube. The challenge remains in

constructing a cable that is 37, 786 km.

Another important aspect is the cable security. Some smarts materials could be

used to address this security challenge. The use of nanoscale sensors could be made

for detecting damage. Such smart materials do not exist but research should be further

conducted on it. Another constraint is the management of the power supply to launch

a satellite or a rocket with the elevator. A potential solution may be by using light

sensitive cells. Laser light may be projected on gallium arsenide receptors that

transform it to electrical energy providing propulsion.

3.2 Space colonization

These are exciting times for human space exploration with several countries

contemplating and planning manned missions to “Moon, Mars and beyond.” Indeed,

space agencies such as NASA, ESA, JAXA and the Chinese Space Agency are

planning a series of robotic and manned missions that could culminate in the

establishment of permanent habitats on the Moon and possibly Mars. With these the

12

ambitious goals in mind, there have been large-scale efforts to design new crew12

vehicles, as well as powerful boosters and habitats to facilitate interplanetary human

spaceflights.

Nanotechnologies can find several applications for those requirements such as

facing the huge constraint of space radiation with the use of carbon nanotubes for

living structures. They can be incorporated into structures, electronics to allow

sustainable constructions or in inhabitants’ suits to enhance human protection and

health management. But the main problem they will have to confront is the need for

improved monitoring of the human body. Humans on such missions would have to

confront microgravity, weak magnetic fields, ionizing radiation and other cosmic

hazards. Space agencies are involved in program dedicated to enhance space life

monitoring e.g., NASA invested 10M$ in a program called “NASA’s Bioastronautics

Roadmap”. The main problem will be to monitor astronauts’ health: several devices

are in development as it is described in part 4 but the long term effects of radiation are

very difficult to control.

13

CHAPTER 4

Summary of Needs in Aerospace Research

4.1 Aeronautics Needs

Safety

- Five fold reduction in average accident rate for global operators

- Reducing impact of human error

- Higher standard of training for aircraft operators, maintenance and air traffic

operations

Quality and Affordability

- Reducing Travel Charges

- Increasing passenger choice

- Transforming Air Freight Services

- Creation of a competitive supply chain that reduces time to market by half

Environment

- Reduction in fuel consumption and CO2 emissions by 50%

- Reduction in perceived noise by 50%

- Reduction in NOx emission by 80%

- Reduction in environmental impact of the manufacture, maintenance and disposal of

aircraft and related products.

Air Transport and Efficiency

- Enabling the Air Transport system to accommodate 3 times more aircraft movement

by 2020 compared with 2010.

- Reduction in time spent by short haul passenger to 15 minutes and long haul to 30

minutes.

- Enabling 99% flights to arrive and depart within 15 minutes of departure time in all

weather conditions.

14

4.2 Environment Needs

Goal Research Challenge

Environment Drag reduction through conventional and novel shapes

Fuel additives

Noise reduction

New Propulsion concepts

Emission reduction

Environmentally friendly production, maintenance and disposal

Better aircraft/engine integration

4.3 Safety, Security, Affordability and Quality Needs Goal Research Challenge

Safety and Security

Quality andAffordability

Flight hazard protection

Advanced avionics

Probability and risk analysis

Computational methods

Human error checking systems

Permanent trend Monitoring

Flexible cabin Environments

Passenger services

Anticipatory maintenance Systems

Integrated avionics

Air Transport management related airborne Systems

Novel materials and structural concepts

Lead-time reductions

Integrated design manufacturing and maintenance systems

Advanced design methods

System validation through modeling and simulation

Concurrent engineering

4.4 Conclusion

Current developments in international and national politics and negotiations

on international treaties and declarations are in progress in small parts of especially

the space sector. These developments are only to a limited extent influenced by

nanotechnology, but the development and uptake of nanotechnology in aerospace is

fenced in and guided by these global political developments. Researchers in

nanotechnology for aerospace are forced to take these boundary conditions into

account in planning their research and in selecting partners in other countries.

The uptake of nanotechnology in outer space is in the short time likely to

strengthen the urgency of existing ethical concerns such as privacy, security and

safety of people and the environment on earth, as miniaturization will lead to cheaper

and more abundant satellites orbiting earth. In the long term nanotechnology may lead

16

to new ethical concerns caused by new human initiated activities on other planets or

even outside our solar system. The debate on such longer term but not unprecedented

developments is barely emerging.

We propose some suggestions for further research:

- Current and proposed projects on Ethical, Legal and Social Aspects of science or on

Ethics of Science focusing on nanotechnology and on aerospace (aeronautics as well

as outer space) should be further reviewed to explore issues in the boundary area

between them which are currently overlooked. Such additional research should not

distinguish between military and civilian research as this distinction does not really

exist in the aerospace. Subsequently, new research projects should be initiated which

focus on newly identified issues of major concern to society.

- An inventory of regulations on aeronautics should also be prepared in addition to the

list of outer space treaties. A main new topic for nanotechnology use in air traffic

could be crewless aircraft. These are becoming available first in military, and later in

civilian air traffic. Mini- and micro-aircraft are becoming available for military uses,

but may also be appropriated by terrorists in the longer term.

- Educational programs at schools and universities are needed which combine nano

sciences, nanotechnologies, aerospace applications and social, legal and ethical

aspects. Two types of programmes should be developed. The first type of programmes

should educate the nanotechnology and aerospace workforce. The second type of

outreach activities should enhance public awareness of the potential benefits and risks

of nanoscience and technology including those specific for aerospace applications.

17

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Flugzeug“,

http://www.3sat.de/3sat.php?http://www.3sat.de/nano/astuecke/14480/index.html

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Opportunities for the World Economy: vol. 51. Proceedings of a conference held in

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http://www.acare4europe.org/docs/ASD-volume1-2nd-final-ss%20illus-171104-out

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