Commercial aircraft quickly followed in the footsteps of trailblazing defense applications that used epoxy-based composites. The fundamental benefit of composite material is that it decreases airframe weight, resulting in higher fuel economy, cheaper operating costs, and lower CO2 emissions. Airbus, a European company, saw this potential and began using composite materials in the rudders of several of its commercial aircraft in the 1980s, such as the Airbus A-300 and A-310.

The next step was to develop composite tail fins, which resulted in a reduction in the number of components required from 2,000 to less than 100 for the metal-based version, as well as lower weight and production costs

The transfer to commercial planes

Commercial aircraft quickly followed in the footsteps of trailblazing defense applications that used epoxy-based composites. The fundamental benefit of composite material is that it decreases airframe weight, resulting in higher fuel economy, cheaper operating costs, and lower CO2 emissions. Airbus, a European company, saw this potential and began using composite materials in the rudders of several of its commercial aircraft in the 1980s, such as the Airbus A-300 and A-310.

Today’s structural and performance assets

All of these advancements in aircraft design have led to modern models, such as the workhorse Airbus A-320, which has a completely carbon-fibre reinforced composite tail structure.

Furthermore, its floor panels are comprised of glass-fibre reinforced epoxy polymer, reducing the total weight of the composite airframe by 28%. The renowned Airbus A-380, the world’s largest commercial passenger airliner, is made up of roughly 28% composite material. Similarly, Boeing’s best-seller, the 787 Dreamliner, uses roughly 50% composite materials, resulting in a 20% weight reduction on average, whereas Airbus’ counter-offer, the A-350 XWB, has a fuselage made entirely of carbon-fibre composite with a composite composition of 52%.

In defensive aviation, a toughened epoxy skin covers around 75% of the contemporary European Eurofighter’s outer area, and carbon-fibre reinforced composite material accounts for about 40% of the aircraft’s structural weight.

Epoxy’s success is not limited to structural composite applications. They have played a significant role in the assembly and finishing of structural components, but they are also necessary for their long-term durability. Epoxy resins are important in anti-corrosion coatings and adhesive applications, and they can also be used to replace or supplement heavier bonding methods such as mechanical fasteners.

What comes next?

In the construction of aircraft, epoxy-based composite materials have become necessary. Over 30,000 new airplanes are scheduled to be delivered over the next 20 years, while about 10,000 older planes will need to be retrofitted and maintained. Weight reductions for improved fuel efficiency and lower service expenses to lower operating costs are the primary goals of design and maintenance, allowing airlines to compete successfully in a globally competitive industry.

Lower fuel emissions, for example, are a major side effect of structural weight reductions. In fact, regulatory bodies have already set CO2 emissions targets, and future emissions targets pose a problem for the aerospace industry and global carriers. In this way, electric airplanes may help to limit and eventually reduce future emissions growth.

The weight of the possibly massive battery packs will raise the requirement for lightweight aircraft structures as a result of their development. A similar trend is currently being observed in the field of electric vehicle mobility.

Epoxies utilized in aerospace applications and beyond have a bright future ahead of them. Epoxy resin manufacturers aren’t just sitting around waiting for future growth opportunities. Whatever technological problems new applications may pose, the epoxy industry is now gearing up to produce cutting-edge solutions that will let tomorrow’s inventions soar even higher.