COMPOSITES FOR

M I L I TA R Y EQUIPMENT
Robert B. Mason, Lawrence A. Gintert, and Mark F. Singleton
Concurrent Technologies Corporation Largo, Florida

Don Skelton
U.S. Army Corrosion Office Picatinny Arsenal, New Jersey

omposite materials can provide significant advantages for military vehicles and weapons systems. Metal matrix composFig. 1 Composite hoods have been developed for the High ites and organic matrix composites/fiber Mobility Multipurpose Wheeled Vehicle (HMMWV) M998 reinforced plastics can impart reduced weight while truck, reducing both weight and corrosion. Image courtesy U.S. providing enhanced strength and wear resistance. Army National Automotive Center. However, while resources such as Military Handbook 17 can provide general performance data for and polymer resins such as epoxy for PMCs. Composite structures and components can the consideration of composites in military applications, additional data on expected performance, impart significant performance benefits, equal to as well as life cycle cost and manufacturaThe following papers are to be presented at the bility, must be gathered with respect to the Application of Materials Science to Military Systems Symposium specific end-use application. This article Oct. 18 - 20 in Columbus, Ohio. presents a short overview of composite Visit www.asminternational.org/materialssolutions for details and to register. structures and their current utilization, and Enhanced Technology for Treatment of Gears Made From Steel Pyrowear Alloy Xdiscusses the necessary considerations for 53, by Dr. Saveliy Gugel, President, Sanova-Polytech Inc. replacing monolithic metal components Thermal Sprayed Polymeric Coatings for Landing Gear, by Dr. Guy D. Davis, with composite structures in U.S. Army Dacco Sci Inc., and Mr. Raymond A. Zatorski, Zatorski Coating Co. vehicles and weapons systems. Microstructure Evolution of Titanium Alloy Ti-5111 for US Naval Applications, Composites for enhanced performance Composite structures are components that comprise two or more distinct materials incorporated into a single product. Modern composites can be categorized into three general types: metal matrix composites (MMCs), polymer matrix composites (PMCs), and ceramic matrix composites (CMCs). PMCs are also called fiber reinforced plastics (FRPs) and/or organic matrix composites (OMCs). In all three types, a reinforcement material is embedded within a monolithic material (the matrix). Common reinforcement materials include carbon, boron, silicon carbide, and aramids such as DuPont Kevlar. They can be continuous (long fibers) or discontinuous (whiskers and particles). Common matrices include aluminum and titanium alloys for MMCs,
by Amy C. Stauffer, and Ernest J. Czyryca, Naval Surface Warfare Center; and Prof Donald Koss, Pennsylvania State University. Environmentally Benign Replacement Coatings for Chromium, by Mr. David Kosikowaski, Prof Pravansu S. Mohanty, University of Michigan; Mr. Aaron Hart, U.S. Army TARDEC. An Overview of Critical Materials Employed in Spinning Mass Inertial Measuring Units, by Mr. Thomas Hunyady, Inertial Products-Heath Division, BAE Systems North America. * Development of Polymeric Microfibrous Materials and Their Applications, by Mr. Eric A. Luna and Bruce J. Tatarchuk, Auburn University. Enhancement of Personal Protection Devices by Using High Effectiveness Sorbent Particulates Entrapped in Microfibrous Polymer Fibers as Polishing Adsorbents, by Dr. Donald R. Cahela, Prof. Bruce J. Tatarchuk, Auburn University; Ms Paulette Jones, Mr. Christopher Karwacki, Edgewood Chemical Biological Center, Aberdeen Proving Ground. Understanding the True Costs and Benefits of Adopting New Materials, by Dr. Keith O. Legg , Rowan Technology Group; and John P Sauer, Sauer Engineering. Considerations In the Implementation of Composite Materials on Military Assets, Mr. Robert B. Mason, Mr. Lawrence A. Gintert, Dr. Mark F. Singleton, and Mr. Don Skelton. Non-Magnetic Steel For Naval Ship Hulls, by Mr. George W. Steele, Northrop Grumman.

This article is based on information from Considerations In the Implementation of Composite Materials on Military Assets, a paper to be presented at the Application of Materials Science to Military Systems Symposium. The symposium will be presented at the 2004 ASM Materials Solutions conference in Columbus, Ohio, October 18 -20. Other papers to be presented are listed in the sidebar.

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or better than those of monolithic materials, depending on the application. Also, composite structures often have lower densities than their monolithic counterparts, providing reduced weight for the end-use application. In addition, unique composite manufacturing processes make their properties tailorable, producing structures with specific properties for the needs of a given application. PMCs in particular can exhibit a wide range of properties based upon choice of materials, fiber orientation, and manufacturing process. Recent work has demonstrated this ability even for unusual hybrid composite structures. These many benefits have driven design engineers to replace monolithic components with simi-

lar composite components. Composites have been applied in structural applications, and also for electrical systems such as power lines. Aluminum composite conductor cores could allow transmission of up to twice the amount of electric power as conventional power lines. Military implementation The replacement of metallic components with composites is of particular interest to the U.S. military. While the weight savings that would be possible with composite components is a primary concern in these applications, another driver is the corrosion of military ground vehicles and weapons systems. Many corrosion issues have been reduced or eliminated on future vehicle designs, such as the Future Combat System. However, corrosion on existing vehicles, which are being fielded for 20 years or longer, continues to significantly affect ownership costs and operational readiness. For example, in 1993 the U.S. Army estimated spending $2.5 billion a year to mitigate corrosion on wheeled vehicles such as trucks. Composite technology could provide lighter, more corrosion resistant, and in some cases, less expensive replacement parts for these older military vehicles. Composite component implementation has already proven to be beneficial for the military. Some recent work has focused on the development of a flexible manufacturing process that can fabricate composite versions of new and existing military vehicle components. Two success stories from this program are PMC hoods for the High Mobility Multipurpose Wheeled Vehicle (HMMWV) M998 truck (Fig 1), and for the M35A3 2.5 ton truck known as the deuce-and-a-half. Another critical area is the utilization of composites for integral armor systems on wheeled and tracked vehicles. The Army Research Laboratory has done considerable work in this arena. Composite components When considering the replacement of monolithic metal components or structures with composites, several factors must be considered: The manufacturing capability to create the component, including the availability of the required component constituents. The required performance characteristics of the composite component compared with those of the existing metal component, including mechanical properties and environmental (corrosion/degradation) considerations. The cost of implementation, including the initial cost of procurement, repair, and disposal. The third element can often be the most critical. One roadblock to widespread implementation of composites for many applications (particularly military components) is the high cost of manufacturing compared with their monolithic counterparts. While the near-net shaping capability of composite manufacturing can reduce production costs in some cases, for many other applications large-scale

Microstructure Evolution of Titanium Alloy Ti-5111 for U.S. Naval Applications, by Ms. Amy C. Stauffer and Ernest J. Czyryca, Naval Surface Warfare Center; and Prof. Donald Koss, Pennsylvania State University.
Titanium and its alloys are finding increasing application on U.S. Navy surface ships and submarines. The physical, mechanical, and corrosion properties of titanium favorably impact current U.S. Navy ship design requirements for increased reliability with reduced maintenance and weight. The Naval Surface Warfare Center, in cooperation with Titanium Metals Corporation, developed the Ti-5Al-1Sn-1Zr-1V-0.8Mo (Ti-5111) alloy as a highstrength, lower-cost alternative to previous titanium alloys. This paper describes the microstructure developed in Ti-5111 wrought and cast plates as a function of various heat treatments. The effects of time and temperature on the microstructural evolution in this near-alpha alloy are assessed, including the resulting microstructures influence on the corresponding tensile strength and ductility, as well as impact toughness. Additionally, current and future candidate applications for this alloy are presented.

Enhanced Technology for Treatment of Gears Made From Steel Pyrowear Alloy X-53, by Dr. Saveliy Gugel, Sanova-Polytech Inc.
Gears are the most complicated and important machine part. The right design, material, machining, and heat treatment procedures are the only ways to ensure the production of high quality gears for stable, superior, and quiet performance. Current furnace carburizing and heat treatment technologies have many limitations and cannot provide high permanent quality to each treated part. We have created enhanced technology for gear treatment on the basis of patented LinCarb and LinHeat processing. The gear has been immersed in an effective, harmless, and inexpensive liquid active medium (LAM), and is carburized during necessary soaking time by induction heating. Subsequent hardening and tempering are done immediately after carburizing in the same equipment. A computerized closed loop temperature controlling system has provided equal treatment parameters and high quality of each part. This technology was developed at first for steel Pyrowear Alloy X-53, which withstands high contact loads and service temperatures to 350C, and has a wide application for manufacturing of the gears in various military systems. Now the process is being developed for other steels as well.

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Understanding The True Costs And Benefits Of Adopting New Materials, by Dr. Keith O. Legg, Rowan Technology Group; and John P. Sauer, Sauer Engineering.
Whenever we wish to change the materials in a military system, the change must be shown to be cost-effective. The most common way to do this is with a cost-benefit analysis (CBA). However most CBAs are of limited usefulness since they simply compare processing costs and do not include some of the most important costs and benefits. To provide a better decision tool we have developed, under SERDP funding, a very extensive cost model called C-MAT (Calculation for Material Analysis Alternatives), that is part of a broader methodology for assessing new technologies that we call Implementation Assessment. This approach assesses the degree of readiness of the technology, and evaluates risks, costs, and how best to put the new technology into production. The C-MAT cost model includes all the upfront costs (including development, qualification and changes to drawings and TOs), as well as the downstream benefits (such as improved performance, easier logistics, and reduced service failures). Rather than simply comparing the cost of using the old technology with that of using the new, this approach allows us to estimate the full costs, benefits, and risks of phasing out the old technology and phasing in the new, permitting us not only to compare cost, but also to optimize the changeover for the optimum combination of cost, time and risk.

Fig. 2 The Office of Naval Research is working with General Dynamics Land Systems to develop composites for this U.S. Marine Corps armored vehicle. Image courtesy United States Marine Corps.

production of the specific composite material is necessary to reduce procurement costs and make implementation feasible. This is particularly true with MMCs, which can be costly to manufacture and very difficult to machine because of their high wear resistance. It is encouraging to note that recent increases in MMC production volumes may indicate that the needed large-scale utilization is close to being realized. A 2001 market study reported that the overall MMC market (aluminum-based and others) grew to $103 million in 1999, with 62% of the volume in ground vehicle applications. As a result of production increases, recent initiatives have identified the reduction of MMC manufacturing costs as a strategic goal. Future evaluation and implementation Under the U.S. Armys Technology Demonstration for the Prevention of Materials Degradation Program, Concurrent Technologies Corporation has been tasked to gather information for the manufacturing and implementation of candidate composite components on military vehicles and weapons systems. The subtask team will consider replacing existing monolithic metallic components with composites, as well as involvement in new component designs. The initial effort will have four focus areas: The identification of candidate conventional metallic components that could be replaced by MMC, OMC, or reinforced plastic parts/components. The identification of processes for the manufacture of these components. The development of a test plan for comparative testing of the composite component vs. the original part. The collection of manufacturing cost data for initiation of a cost/benefit analysis. The expected benefits of this activity include implementation of composite components for improved performance, sustainability, and reliability for U.S. Army vehicles and weapons systems,

leading to considerable cost avoidance and improved mission readiness for the war fighter.
For more information: Robert B. Mason, Concurrent Technologies Corporation, Largo, FL 33773; tel: 727/5497246; fax; 727/549-7230; e-mail: mason@ctcgsc.org; Web site: www.ctc.org.

ADVANCED MATERIALS & PROCESSES/SEPTEMBER 2004

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