gkn antihielo leading the way toward more efficient aircraft
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GKN Technology: Leading the way toward more efficient aircraft
Ashley Brooks - Manuela Cassissa - Susanna Halls | 17th July 2014
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Making things flyGKN Technology
GKN Technology: Leading the way toward more efficient aircraft
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GKN PLC: Delivering to our markets
We have four operating divisions: GKN Driveline and GKN
Powder Metallurgy that focus on the automotive market; GKN
Aerospace, and GKN Land Systems. Every division is a market
leader, each outperforming its markets, giving unrivalled expertise
and experience in delivering cutting-edge technology and
engineering to our global customers:
GKN Driveline A world leading supplier of
automotive driveline systems
and solutions, including
all-wheel drive.
GKN Powder MetallurgyThe world’s largest manufacturer of
sintered components,
predominantly to the automotive
sector .
GKN Aerospace A leading first tier supplier to the
global aviation industry focussing onaerostructures, engine systems and
products and specialty products.
GKN Land Systems A leading supplier of technology-
differentiated power management
solutions and services to the
agricultural, construction, industrial
and mining sectors.
Driveline45%
PowderMetallurgy
12%
Aerospace30%
LandSystems
12%
Other1%
2013 - Sales by division
£3,416m
£2,243m
£899m
£932m
£104m
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$3.5 billion Global Aerospace company, 35 sites in 9 countries, 11,700 people
Market leaders in airframe structures, engine components and transparencies
Increasing investment in technology and focus on deployment
Growing global footprint as part of drive for increasing competitiveness
GKN Aerospace
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Transparenciesand Protection
Systems
Specialproducts5% of Sales 2013
Nacelle andPylon
Engine structures50% of Sales 2013
Engine Systems and ServicesWing Fuselage
Aerostructures45% of Sales 2013
A380 Fixed Trailing Edge
A350XWB Rear Spar
A330 Flap Skins
B767 Winglet
J-UCAS Fuselage
CH53K Aft Fuselage
B787 Floor Grid
HondaJet FuselageF35 Canopy
B787 Cabin Windows
V22 Fuel Tanks
B787 Anti-icing System
Full Engine MRO and support
Ariane 5 Exhaust nozzle
B787 Inner Core Cowl
A400M Engine Intake
B747-8 Exhaust
Engine structures Engine rotatives
GKN Aerospace – World class Product Portfolio
Global #3 Global #2Global
#1/2
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A Broad Customer Base
2013 Sales
Civil 73%
Military 27%
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Targeted Innovation – Technology
Future Wing
Technologies
Advanced
Fuselage
Protection
Systems
Transparencies
& Coatings
Engine
Rotatives
Engine
Statics
Nacelle,
Pylon &Exhaust
Composite Technology
Metallic Technology
Supporting Technology
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Contemporary aviation objectivesThe Challenge
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The Industry Drivers
Source: http://mashable.com/2014/03/14/visualization-air-traffic/
Fuel cost
Operating costs
Emissions
Aircraft noise
Passenger volume and travel trends
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Industry Response
REDUCE FUEL
CONSUMPTION
Improve engine
efficiency
Reduce
weight
Reduce
dragRemove
bleed air
systems
Optimise
missions
Low-drag
surfacesIncrease use
of composites
Engine
technology
Advanced
Manufacturing
More Electric
architectures
Advanced
aircraft
designs
Composite
manufacturing
technology
Systems
integration with
composites
Reduce systems /
wiring weight
Reduce
power
consumption
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Technology Focus at GKN Aerospace Luton
REDUCE FUEL
CONSUMPTION
Improve engine
efficiency
Reduce
weight
Reduce
dragRemove
bleed air
systems
Optimise
missions
Low-drag
surfacesIncrease use
of composites
Engine
technology
Advanced
Manufacturing
More Electric
architectures
Advanced
aircraft
designs
Composite
manufacturing
technology
Systems
integration with
composites
Reduce systems /
wiring weight
Reduce
power
consumption
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GKN Aerospace Luton Products
Images: Various sources please see the end of presentation
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Why ice protection systems are importantAircraft Icing
GKN Technology: Leading the way toward more efficient aircraft
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Aircraft Icing Effects
Disturbs airflow: increases drag, reduces lift and results in unpredictable handling
Increases weight and changes weight distribution: unwanted vibrations and trimadjustments
Engine issues: ice accretion can reduce thrust and cause blockage
Ice accretion is partly determined by surface geometry – leading edges most at risk
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Icing Conditions
Ice accretion on surfaces is proportional to amount ofsupercooled liquid water present
Largest droplets are found just below 0ºC
Certain cloud types (tall) present highest risk
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Icing-Related Accidents
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Types of Aircraft Ice
Protection
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Avoidance of Icing Conditions
Aircraft without IPS (Ice
Protection Systems) mustavoid icing conditions ifpossible
− E.g. Don’t fly in poorweather
− E.g. Find the shortest routethrough a weather front or
divert away
Descend/ascend issometimes best way out
Modern commercial/military aircraft need IPS to maintain practical operationalcapability
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IPS (Ice Protection Systems)
IPS
De-Ice
Anti-Ice
Heated
Expulsive
Passive
Pneumatic
Electric
Coatings
Hot gas
Hot gas or “bleed air”
systems are common on
existing large aircraft
− Wing leading edges
− Engine intakes and
splitters/guide vanes
Pneumatic expulsive
systems (inflatable“boots”) are common on
smaller aircraft with small
power budgets
De-icing/anti-icing
chemicals are commonlyapplied when aircraft are
on ground in cold
climates
Switched on once ice accretion is detected
Switched on once
icing conditionsare detected
Actuates thesurface in order to
loosen/shed ice
Elevates surfacetemperature so that
ice is melted or shed Make the surface
“icephobic”
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Traditional Wing Leading Edge and Engine De-Icing
Typical Bleed-Air De-Icing Arrangement
Traditional architecture for large jet aircraft is for hot gas (“bleed
air”) to be used for wing anti-ice
Valves control flow of bleed air from the engines along the wing
Network of “piccolo” tubes distribute heat evenly
Spent gas is exhausted through holes on wing underside
Reduces engine efficiency
Exhausted gas contains wasted energy
Also generates drag and noise
Limited control of temperatures
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Electro-Thermal Ice Protection
IPS
De-Ice
Anti-Ice
Heated
Expulsive
Passive
Pneumatic
Electric
Coatings
Hot gas
ADVANTAGES
− Reduces energy waste
− Precise heat distribution
− Hybrid anti-ice/de-ice
− Eliminates a source of drag
and noise (bleed air
exhausts)
CHALLENGES
− Significantly increases
aircraft electric power
demand
− Requires aircraft with moreelectric architecture
Need for fuel, noise and efficiency savings is driving industry to adopt electric ice
protection to a greater extent
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A More Electric Aircraft Architecture
Standard aircraft
A mix of electrical, pneumaticand hydraulic power demand
More electric aircraft
Emissions reduction
Fuel savingsMore efficient
More versatile
Lighter structure
Aircraft Diagrams. Source: Courtesy of GKN Aerospace.
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Thermal environment of a lightweight structureHeating a Composite Wing
GKN Technology: Leading the way toward more efficient aircraft
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Heated Aircraft Surfaces – Thermal Environment
Aluminum Leading Edge Carbon/Epoxy Composite
Heat transfer from surface to moving air
Desired surface temperature e.g. 60°C Desired surface temperature e.g. 60°C
Material limit e.g. 500ºC Material limit typically <180ºC
• Good thermal conductor
• Structure heats up less for givensurface temperature
• Large amount of material thermalheadroom
• Poor thermal conductor
• Structure heats up to greater extent
• Tight on thermal limits of material
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Heated Composite Components – Design Aims
Carbon/Epoxy Composite• We need to:
• Avoid overheating the composite• Maximise efficient heat transfer to
the surface
• Therefore we need:
• Careful selection of polymermatrix materials
• Heat source as close to the
surface as possible
• Robust and accurate control over
the heat source
• Extremely difficult to achieve withair bleed/hot gas systems
Material limit typically <180ºC
Desired surface temperature e.g. 60°C
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Heated Composite Components – Design Aims
Electro-Thermal Heating• We need to:
• Avoid overheating the composite• Maximise efficient heat transfer to
the surface
• Therefore we need:
• Careful selection of polymermatrix materials
• Heat source as close to the
surface as possible
• Robust and accurate control over
the heat source
• Extremely difficult to achieve withair bleed/hot gas systems
Electric heaters are a good choicebecause we can:
− Deliver a precise amount of power
− Vary the amount of power
delivered to different areas of the
surface or structure
− Occupy a very thin layer with the
heater
− Get heat source very close to the
surface
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Integrated within composite structures
GKN Aerospace Heater Mat
Technology
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GKN Aerospace Heater Mats
Thermal sprayconductors
Erosionprotection – thin
metal
Filmadhesive
Film adhesive
(if needed)
GRP basecoat andtopcoat dielectriccomposite layers
Unique application ofthermal spray
Automated processControlled electricalproperties for desiredheat output on a localscale
Applied directly tocomplex shapecomponents
Heater encapsulatedwithin compositematerial
Structural or passive
Compatible with
multiple types ofcompositesmanufacturingprocesses
Small and largecomponents
Bell V-22 Osprey EngineIntake
AW101 Main Rotor Blade
Images Source: Courtesy of GKN Aerospace.
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More than just aesthetic appeal….. Coatings
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An Introduction to Functional Coatings
Functional coatings are found everywhere on modern technology. They can serve a variety of purposes,
be it to protect a surface from damage through scratches or transitioning to different colours depending
on light intensity levels or just to improve their appeal. Functional coatings can be used to add value to aproduct by increasing the products longevity or giving the product a desirable characteristic.
Functional Coating Examples:
Waterproofing
Self-cleaning
Damage protection
UV Protection Scratch resistance
‘Non-stick’
[1]
[2]
[3] [4]
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An Introduction to Coatings in Aerospace
Paint Systems:
Protection fromErosion,
Airline Insignias,
Aesthetic Appeal
Coating / Paint Example Locations: Fuselage
Cabin WindowsCockpit Windows
Aft of Leading Edges
Images Source: Courtesy of GKN Aerospace.
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Functional Aerospace Coatings
Icephobic Coatings:
Reduction in ice accretion,
Reduction in power requirement forIPS,
Could be placed in areas with no
‘active’ IPS
Images Source: Courtesy of GKN Aerospace.
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Functional Aerospace Coatings
Low Drag Coatings:
Could be located anywhere where
drag performance is a factor.Reduction in fuel consumption.
Aids laminar wing concepts.
Images Source: Courtesy of GKN Aerospace.
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Functional Aerospace Coatings
Composite Damage Detection: Could be located anywhere at risk of impact
damage; hail, ground support equipment
and runway debrisIncrease in confidence of visual inspection
processes, potential reduction in tolerance
requirements leading to lighter aircraft.
Images Source: Courtesy of GKN Aerospace.
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Functional Coatings Technology Example: Anti-Ice
What are Anti-Ice Surfaces?:
Anti-ice surfaces are surfaces that shed ice or reduce likelihood of ice accretion
Such surfaces can be classed as; ‘non-stick’, ‘non-build’, ‘thermal transfer’, or a combinationthereof
‘Non-Stick’
Ability of ice to adhere is vastly
reduced
‘Non-Build’
Ice crystal growth is disrupted
preventing growth of ice layer
‘Thermal Transfer’
Surface can be heated or
transfer heat energy from a
heating source
Coatings subjected to icing conditions
and electro-expulsive tests.
Pictorial representation of ‘non-build’
surface structure .
Images Source: Courtesy of GKN Aerospace
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Anti-Ice Coating Technology
Benefits of Anti-Ice Coating Technology:
Reductions in the power requirements of the ice protection system used:
electro-thermal, electro-mechanical or bleed air
It can also be useful on parts where ice protection systems cannot be utilised, yet are still at
risk from ice accretion
Technology Development Approaches: GKN Aerospace is in the process of developing icing / ice adhesion test equipment and a
predictive model, expanding the understanding of how ice accretes and sheds from
different surfaces. These also act as tools to enable rapid development and testing of novel
coating solutions.
Applications for the Technology: Wings (leading edge and areas aft of leading edge)
Engine components (fan blades, spinners, splitters and guide vanes)
Images Source: Courtesy of GKN Aerospace
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Functional Coatings Technology: Low Drag
What are Low Drag Coatings?:
Low drag coatings are surfaces which assist with reduction in drag (increased time to
turbulence) of the structure to which they are applied
This can be achieved by appropriate structure, chemistry, uniformity and cleanliness
Surface profiles of super smooth
and structured coatings
An example of the spray
application process
Power
coated
composite
still
showing
fibre
texture
Primeredthen
topcoated
aluminiumpanel
Images Source: Courtesy of GKN Aerospace
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Low Drag Coating Technology
Technology Development
Approaches: GKN Aerospace is studying the
effects of various factors that are
thought to affect drag performance of
surfaces, with the intent of
generating a predictive model to
guide development
Also GKN Aerospace has developed
substrate preparation and application
processes which will enable desired
characteristics to be achieved
Benefits of the Technology: Assist with enabling laminar concepts to be met when combined with appropriate structures
Can reduce fuel consumption by a significant (measureable) amount. Even 1% fuel saving
would be a great benefit
Applications for the Technology: Any aircraft surface where turbulent flow is a significant risk, examples include engine fan
blades, wings and winglets Images Source: Courtesy of GKN Aerospace
Functional Coatings Technology:
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Functional Coatings Technology:Composite Impact Damage Detection Coatings
What are Composite Impact Damage Detection Coatings?:These are smart coatings which when applied to a composite surface will provide an
indication/ signature of an impact event identifying the surface area impacted and theassociated energy transferred
This is achieved by the addition of microcapsules of various strength levels to already aircraft
certified paints. The microcapsules contain unique dyes, the signatures of which can be
detected utilising suitable light source inspection equipment
Before Impact Event
After Impact EventExposed to
UV Light
Microscope photographs of microcapsules as made (not dispersed into
a paint system)
Images Source: Courtesy of GKN Aerospace
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Benefits of the Technology:
There are a variety of scenarios
where impacts to aircraft occur,some of which may cause
damage to the underlying
composite such that a repair will
be required and others such
that the part would need to be
replaced
In many incidents damage
which causes a structural risk
can be very difficult to see
based on standard visual
inspection
Composite Impact Damage Detection Coatings
This technology therefore, could reduce the risk of aircraft flying with structural damage andenhance the efficiency and accuracy of the inspection process
In the long term, such technology may also enhance the understanding of the behaviour of
composite structures and enable further weight reduction through reducing the number of
plies in a composite part
Examples of potential impact damage sources
Images Source: Courtesy of GKN Aerospace.
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Coating Technology Summary
Coatings are able to provide more than just aesthetic appeal
By incorporation of functionality, coatings can assist with achieving:
reduced power requirements of aircraft, such as reduced energy consumption from ice
protection systems
increased confidence in composite technology, through the use of damage detection
microcapsules
reduced fuel consumption by the development of low drag coatings for composites and
metallic surfaces
Images Source: Courtesy of GKN Aerospace.
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Development Focus
GKN Technology: Leading the way toward more efficient aircraft
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The Development Process
Source (clip): http://www.gkn.com/aerospace/technologyandinnovation/Pages/coatings1.aspx/
Develop new concepts
Test new technologies
Create marketable ideas
Improve current products
Interact with customers
Interact with suppliers
D l i N S l ti
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Developing New Solutions
Source: Microsoft Office Clipart
Developing new technologies
Developing a concept
− Creating a strategy
− Funding
− Filling the market gap
− Evaluating demand
Testing the idea
− Preliminary tests
− Rapid prototypes
Testing for certification
− Repeatability− Reliability
− Manufacturability
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Testing houses
Universities
Environmental
Agencies
GKN Sites
WorldwideGovernment
Institutions
EngineeringInstitutions
Testing
standards
CATAPULT
centres
The Development Process: International Teamwork
Source: Microsoft Office Clip Art Images
GKN A L t D l t F
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Integration with “morphing” leading edge technology
− Application for GKN Aerospace “flexible” heater mat technology
− Challenge: fatigue and damage tolerance of surrounding structurevs flexibility
Combination of ice protection and acoustic liner technologyin the same complex component
− GKN Aerospace Clean Sky scoop intake is on display at
Farnborough Innovation Zone, Hall 4 Stand 4/IZ/B10
Integration of advanced coatings e.g.
− Composite structures which indicate damage events
− Drag reduction coatings
− Self-cleaning coatings
− Icephobic coatings
Development of highly accurate, smooth and stablestructures for ultra low drag flight
All of the above?
GKN Aerospace Luton Development Focus
Integration of highly functional components and assemblies
Images Source: Courtesy of GKN Aerospace
GKN A L t D l t F
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Improve thermal heat transfer in the right direction
through the structure
− New materials manufacturing processes
Combine electric heating with passive techniques
such as icephobic coatings
Improve the use of ice detection to further optimise
power usage
− Current instruments measure “ice or no ice” in the wrong
place on the aircraft (fuselage)
− GKN has developed and flight tested an optical ice
detector which fits inside any aerodynamic surface
− Measures ice thickness, and could measure type of ice
also
GKN Aerospace Luton Development Focus
Reduced power demand of ice protection systems
Images Source: Courtesy of GKN Aerospace
GKN L t D l t F
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Recent programmes (Boeing 787, A350 XWB) haveindicated a higher rate environment for aerospacemanufacturing
Advanced technology is only exploitable if it can bemanufactured cost-effectively
Various technology strands being integrated intoGKN Aerospace’s next generation of ice protectionheater mats:
− Selection of composite processes
− Avoid long autoclave cycles, step change in processtimes
− Relax/remove out-life and storage controls for materials
− Automation e.g. robotic lay-up, element application androll-to-roll manufacturing
− Modular assemblies with common components acrossmultiple design configurations
GKN Luton Development Focus
Manufacturing costs and capacity
Images Source: Courtesy of GKN Aerospace
C l i
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Conclusions
Advanced technology is needed by the aviation industry in order for it to respond to the
industry drivers
Within GKN Aerospace, and by collaboration with partners, suppliers and customers, new
technology is being developed and matured to meet these needs
At GKN Aerospace Luton, the development and manufacture of new ice protection
systems and novel functional coatings represent niche technologies with which have far
reaching benefits to the overall aircraft
These technologies can provide complete technological solutions to complex problems, toachieve this we work closely with all levels of the supply chain
New ice protection systems and niche functional coatings are a part of the wide array of
technology strands currently being developed across the global GKN Aerospace
organisation
Thank you
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Thank you
Thank you for listening
Any Questions?
Manuela CassissaIPS Development Engineer
Susanna HallsCoatings Projects Lead
Ashley BrooksIPS Lead Project Engineer
References
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References
Slide 12: Heater mat. http://www.compositesworld.com/articles/787-integrates-new-composite-wing-deicing-system
Slide 12: Aircraft. Source: http://www.gkn.com/aerospace/products-and-capabilities/Pages/default.aspx
Slide 12 Cockpit window: http://www.gkn.com/aerospace/products-and-capabilities/transparencies/windshield-cockpit-windows/Pages/default.aspx
Slide 12: Cabin window: http://www.gkn.com/aerospace/products-and-capabilities/transparencies/passenger-cabin-windows/Pages/default.aspx
Slide 12: Scoop and NACA duct. Source: Courtesy of GKN aerospace.
Slide 14: Image source: AOPA Air Safety Foundation – Air Safety Advisor SA11, Weather No. 1 (2008)
Slide 14: Image source: http://www.woodardfamily.com/nonplane/airbusice.htm
Slide 15: Source: “Hazardous Weather Phenomena – Airframe Icing” – Bureau of Meteorolog y, Commonw ealth of Austral ia, Feb 2013
Slide 18: Image source: AOPA Air Safety Foundation – Air Safety Advisor SA11, Weather No. 1 (2008)
Slide 31:[1] http://www.creativematch.com/news/hi-tech-launch-revolutionary-new/96558/
Slide 31: [2] http://www.angusmcphie.co.uk/pages/tints.htm
Slide 31: [3] http://www.european-coatings.com/Raw-Materials-Technologies/Applications/Automotive/Photodegradation-of-multilayer-automotive-coatings-tracked-in-detail
Slide 31: [4] http://www.vtt.fi/service/oled_and_photovoltaics.jsp?lang=en
Slide 50: Source (top image): AMT Airframe Handbook, Chapter 15, Federal Aviation Authority