Editing GLARE

{{About|the material|other uses|Glare (disambiguation){{!}}Glare}}

[[File:An exploded view of a GLARE hybrid sheet.jpg|thumb|right|A component view of a Glare3-3/2 hybrid sheet. There are three layers of aluminum alternating with two layers of glass fiber. In a Glare3 grade, each glass fiber layer has two plies: one oriented at zero degrees, and the other oriented at ninety degrees.]]
'''Glare''' (derived from GLAss REinforced laminate <ref>A. Vlot, Glare - The History of the Development of a New Aircraft Material, p.90, Dordrecht: Kluwer, 2001</ref>) is a [[fiber metal laminate]] (FML) composed of several very thin layers of metal (usually [[aluminum]]) interspersed with layers of S-2 [[fiberglass|glass-fiber]] ''[[pre-preg]]'', bonded together with a matrix such as [[epoxy]]. The uni-directional pre-preg layers may be aligned in different directions to suit predicted [[stress (physics)|stress]] conditions.

Though Glare is a [[composite material]],<ref name="orimaterial" /> its material properties and fabrication are very similar to bulk aluminum sheets.  It has far less in common with composite structures when it comes to design, manufacture, inspection, or maintenance. Glare parts are constructed and repaired using mostly conventional metal working techniques.

Its major advantages over conventional aluminum are:<ref name="Challenges" />

* Better "[[damage tolerance]]" behavior, especially in [[impact (mechanics)|impact]] and [[metal fatigue]]. Since the elastic strain<!-- This is probably referencing Young's modulus --> is larger than other metal materials{{Citation needed|date=July 2019}}, it can consume more impact energy. It is dented more easily but has a higher penetration resistance.
* Better [[corrosion]] resistance.
* Better [[fire]] resistance.
* Lower [[specific weight]].

Furthermore, the material can be tailored during design and manufacture so that the number, type and alignment of layers can suit the local stresses and shapes throughout the aircraft. This allows the production of double-curved sections, complex integrated panels, or very large sheets.

While a simple manufactured sheet of Glare is three to ten times more expensive than an equivalent sheet of aluminum,<ref name="Assembling" /> considerable production savings can be made using the aforementioned optimization. A structure built with Glare is lighter and less complex than an equivalent metal structure, requires less inspection and maintenance, and has a longer ''lifetime-till failure''. These characteristics can make Glare cheaper, lighter, and safer to use in the long run.

== History ==
Glare is a relatively successful FML, patented by the Dutch company [[Akzo Nobel]] in 1987.<ref>{{harvnb |Vlot |2001 |pp=88–90}}</ref><ref name="FirstGlarePatent" /> It entered major application in 2007, when the [[Airbus A380]] airliner began commercial service. Much of the [[research and development]] was done in the 1970s and 1980s at the [[Faculty of Aerospace Engineering, Delft University of Technology]], where professors and researchers advanced the knowledge of FML and earned several patents, such as a splicing technique to build wider and longer panels without requiring external joints.<ref name="SplicePatent" />

The development of FML reflects a long history of research that started in 1945 at [[Fokker]], where earlier bonding experience at [[de Havilland]] inspired investigation into the improved properties of bonded aluminum laminates compared to monolithic aluminum. Later, the United States [[National Aeronautics and Space Administration]] (NASA) became interested in reinforcing metal parts with composite materials in the [[Space Shuttle]] program, which led to the introduction of fibers to the bond layers. Thus, the concept of FMLs was born.

Further research and co-operation of [[Fokker]] with [[Delft University of Technology|Delft University]],<ref name="DamageEvolution" /> the Dutch aerospace laboratory [[Netherlands Aerospace Centre|NLR]], [[3M]], [[Alcoa]], and various other companies and institutions led to the first FML: the Aramid Reinforced ALuminum Laminates (ARALL), which combined aluminum with [[aramid fiber]]s and was patented in 1981.<ref>{{harvnb |Vlot |2001 |pp=48–50}}</ref><ref name="US4489123" /><ref name="US4500589" /> This material had some cost, manufacturing, and application problems; while it had very high tensile strength, the material proved suboptimal in compressive strength, off-axis loading, and cyclic loading. These issues led to an improved version with [[glass fiber]] instead of aramid fibers.

Over the course of the development of the material, which took more than 30 years from start to the major application on the [[Airbus A380]], many other production and development partners have been involved, including [[Boeing]], [[McDonnell Douglas]], [[Bombardier Inc.|Bombardier]], and the [[US Air Force]].<ref name="NetworkDynamics" /> Over the course of time, companies withdrew from this involvement, sometimes to come back after a couple of years. For example, [[Alcoa]] departed in 1995, returned in 2004, and withdrew again in 2010. It is alleged that disagreements between some of these partners caused Boeing to remove Glare from the cargo floor of the [[Boeing 777]] in 1993<ref>{{harvnb|Vlot|2001|pp=100–109}}</ref> (before the aircraft's service entry in 1995) and blocked Bombardier's plans to use Glare in its [[CSeries]] aircraft in 2005.<ref name="Framing" /><ref name="NetworkDynamics" /> These strategic decisions show the dynamic nature of innovation processes.<ref name="Framing" />
<!-- Commented out until citations can be found and accuracy can be verified
Since before the end of the Soviet Union, Russia has investigated sandwich materials made of aluminum of glass fibers. Its version of GLARE is called '''стеклопластик и алюминий''' (fiberglass plastic and aluminum), and it is commonly known by the [[Cyrillic]] acronym '''СИАЛ''' in Russia. The [[romanized]] version of the name is '''stekloplastik i alyuminiy''', and in the West the material is referred to by the romanized acronym '''SIAL'''. Unlike with GLARE, SIAL often contains [[aluminum-lithium alloy]]s (Al-Li), since Russia manufactures those lighter, more-advanced alloys in the thinner thicknesses required by GLARE and SIAL. (In the West, Al-Li alloys are only available in thicknesses too large to be incorporated into GLARE.) SIAL is used in the wing covering of the [[Beriev]] [[Be-103]] and [[Be-200]] amphibious aircraft.
-->

== Applications ==
[[File:GLARE usage on the A380 fuselage.jpg|thumb|right|Areas of the Airbus 380 aircraft fuselage where the glass laminated aluminum reinforced epoxy (Glare) structural material is applied.]]
Glare has been most often applied in the aviation field. It forms part of the [[Airbus A380]] fuselage and the leading edge of the tail surfaces. In 1995, an [[unit load device|aircraft freight container]] made out of Glare became the first container certified by the [[Federal Aviation Administration]] (FAA) for blast resistance; the container can absorb and neutralize the explosion and fire from a bomb such as the one used in the [[Pan Am Flight 103]] disaster over [[Lockerbie]], [[Scotland]] in 1988.<ref>{{harvnb|Vlot|2001|pp=101–102}}</ref><ref name="AirSecurity" /> Glare has also been used in the front [[radome]] [[Bulkhead (partition)|bulkhead]] of the [[Bombardier Aerospace|Bombardier]] [[Learjet 45]] business jet,<ref>{{harvnb|Vlot|2001|p=137}}</ref> which was first delivered in 1998.<ref name="FirstLJ45" /> The material was used as a cargo liner solution for [[regional jets]],<ref name="JointsConnections" /> in the lower skins of the [[Flap (aeronautics)|flaps]] in the [[Lockheed Martin C-130J Super Hercules]] [[military transport aircraft]],<ref name="FI19940831" /> and in straps for the highest loaded frames in the [[Airbus A400M]] military transporter.<ref name="ICAF2009" />

== Varieties and nomenclature ==
There are six standard Glare grades (Glare1 through Glare6) with typical densities ranging from {{convert|2.38|to|2.52|g/cm3|lb/in3}},{{citation needed|date=December 2019}} which is similar to the {{cvt|2.46|to|2.49|g/cm3|lb/in3}} density of {{nowrap|S-2 glass}} fiber.<ref name="S2Info" /> These densities are smaller than the {{cvt|2.78|g/cm3|lb/in3}} density of [[2024-T3 aluminum]] alloy,<ref name="CACT" /> a common [[aluminum alloy]] in aircraft structures that is also incorporated into all but one of these Glare grades. (Glare1 uses the 7475-T761 alloy instead.) As the strength of the composite varies with fiber direction, the Glare grades differ by the number and complexity of pre-preg plies and orientations within a composite layer.{{citation needed|date=December 2019}} Each Glare grade has A and B variants that have the same number of plies but with alternate fiber orientations.<ref name="GLARETypes" /> The standard Glare grades are cured in an [[autoclave]] at {{convert|120|C|F}} for 3.5 hours under {{convert|11|bar|atm psi kPa|adj=mid|pressure}}, and they use the FM94 epoxy pre-preg.<ref name="FatigueAndFracture" />

{| class="wikitable" align="left" style="margin-right: 1em;"
|+ Standard Glare grades, ply orientations, and benefits<ref name="NamingSystem" />
|-
! '''Grade (ply orientations, in degrees)'''
! '''Advantages'''
|-
| '''1''' (0°/0°) || Fatigue, strength, yield stress
|-
| '''2A''' (0°/0°) || Fatigue, strength
|-
| '''2B''' (90°/90°) || Fatigue, strength
|-
| '''3A''' (0°/90°) || Fatigue, impact
|-
| '''3B''' (90°/0°) || Fatigue, impact
|-
| '''4A''' (0°/90°/0°) || Fatigue, strength in 0° direction
|-
| '''4B''' (90°/0°/90°) || Fatigue, strength in 90° direction
|-
| '''5A''' (0°/90°/90°/0°) || Impact
|-
| '''5B''' (90°/0°/0°/90°) || Impact
|-
| '''6A''' (+45°/-45°) || Shear, off-axis properties
|-
| '''6B''' (-45°/+45°) || Shear, off-axis properties
|}

A single sheet of Glare may be referred to using the naming convention {{nowrap|''GLARE grade'' - ''Aluminum layers'' / ''Glass fiber layers'' - ''Aluminum layer thickness''}}. The number of aluminum layers is always one more than the number of glass fiber layers, and the aluminum layer thickness is in millimeters, which can range from {{cvt|0.2|to|0.5|mm|in mil}}. (Glare1 can only consist of aluminum layers of {{cvt|0.3|to|0.4|mm|in mil}} thickness, though.) For example, '''Glare4B-4/3-0.4''' is a Glare sheet with a Glare4 grade (using the B variant) where there are four aluminum layers and three glass fiber layers, and the thickness of each aluminum layer is {{cvt|0.4|mm|in mil}}.<ref name="NamingSystem" /> (In contrast, a typical sheet of photocopy paper is 0.097&nbsp;mm (0.004 in; 4 mils) thick, while a typical business card is 0.234&nbsp;mm (0.009 in; 9 mils) thick.)<ref name="PaperThickness" />

The thickness of a Glare grade does not need to be separately specified, because each pre-preg ply has a nominal thickness of {{cvt|0.125|mm|in mil}}, and the number of plies is already defined for a Glare grade number. Glare grades 1, 2, 3, and 6 have just two plies of glass fibers, so the thickness of an individual glass fiber layer is {{cvt|0.25|mm|in mil}}. Glare4 has three plies, so its glass fiber layers are each {{cvt|0.375|mm|in mil}} thick. Glare5 has four plies, with individual glass fiber layers of {{cvt|0.5|mm|in mil}} thickness.{{citation needed|date=December 2019}} Glare sheets have typical overall thicknesses between {{cvt|0.85|and|1.95|mm|in mil}}.<ref name="CACT" />

Other, less common grades and designations of aluminum/glass fiber hybrids also exist. A newer class of Glare, called High Static Strength Glare (HSS Glare), incorporates the 7475-T761 [[alloy]] and cures at {{cvt|175|C|F}} using FM906 epoxy pre-preg. HSS Glare comes in three grades (HSS Glare3, HSS Glare4A, and HSS Glare4B), mirroring the plies and orientations of their corresponding standard Glare grades.<ref name="FatigueAndFracture" /> Russia, which at one point was going to incorporate Glare into its [[Irkut MS-21]] narrowbody airliner,<ref name="FlagAtMAKS" /> refers to its version of Glare as SIAL. The name is a translation from the Russian acronym for fiberglass and aluminum/plastic (С.И.А.Л.). It defines the grades SIAL-1 through SIAL-4, which usually contain the second-generation Russian [[aluminum-lithium alloy]] 1441 and range in density from {{cvt|2.35|to|2.55|g/cm3|lb/in3}}.<ref name="SIALReference" /> SIAL is used in the wing covering of the [[Beriev Be-103]] amphibious [[seaplane]].<ref name="VIAMLayeredMaterials" /> Airbus bases their material designations on the underlying aluminum alloy, using prefixes such as 2024-FML, 7475-FML, and 1441-FML<ref name="FatigueAndFracture" /><ref name="ICAF2011" /> instead of Glare and HSS Glare.

{| class="wikitable" align="right" style="margin-left: 1em;"
|+ Comparison of Glare and aluminum<ref name="GLAREproperties" /><br />Values in [[megapascal]]s (MPa) and [[Kip (unit)|kips]] per square inch ([[Ksi (unit)|ksi]])
|- 
! '''Material'''
! '''Al 2024-T3'''
! '''Glare3-4/3-0.4'''
|- 
! [[Tensile strength]] 
| {{cvt|440|MPa|ksi|abbr=values}} 
| {{cvt|620|MPa|ksi|abbr=values}}
|- 
! [[Yield strength]] 
| {{cvt|325|MPa|ksi|abbr=values}} 
| {{cvt|284|MPa|ksi|abbr=values}}
|- 
! [[Compressive strength]] 
| {{cvt|270|MPa|ksi|abbr=values}} 
| {{cvt|267|MPa|ksi|abbr=values}}
|- 
! Bearing strength 
| {{cvt|890|MPa|ksi|abbr=values}} 
| {{cvt|943|MPa|ksi|abbr=values}}
|- 
! Blunt notch strength 
| {{cvt|410|MPa|ksi|abbr=values}} 
| {{cvt|431|MPa|ksi|abbr=values}}
|- 
! [[Young's modulus]] 
| {{cvt|72400|MPa|ksi|abbr=values}} 
| {{cvt|58100|MPa|ksi|abbr=values}}
|- 
! [[Shear modulus]] 
| {{cvt|27600|MPa|ksi|abbr=values}} 
| {{cvt|17600|MPa|ksi|abbr=values}}
|}

== Airbus parts production ==
Glare contributes {{convert|485|m2|ft2}} of material to each A380 plane. This material constitutes three percent by weight of the A380 structure,<ref name="Challenges" /> which has an [[operating empty weight]] (OEW) of {{cvt|610700|lb|kg lb MT ST|order=out}}. Because of the ten-percent lower density of Glare compared to a typical standalone aluminum alloy, Glare's usage on the A380 results in an estimated direct (volume-based) savings of {{cvt|794|kg|lb MT ST}},<ref name="WuYang2005" /> which doesn't include the follow-on weight savings in the entire aircraft structure that result from the lower material weight. For example, a 1996 internal Airbus study calculated that the weight savings from Glare in the upper fuselage would be {{cvt|700|kg|lb MT ST}} from just the lighter material, but it would total {{cvt|1200|kg|lb MT ST}} due to the "snowball effects" of smaller engines, smaller [[landing gear]], and other positive changes.<ref>{{harvnb|Vlot|2001|pp=157–162}}</ref> (However, this is much smaller than an Airbus vice president's early claim that Glare would result in {{cvt|15|to|20|MT|kg lb MT ST|order=out}} of savings,<ref name="Framing" /><ref name="AirbusVPOptimism" /> presumably if it were used throughout most of the aircraft.)

To take advantage of Glare's higher tensile strength, {{cvt|469|m2|ft2}} is used on the upper [[fuselage]] of the front and rear sections. Glare was removed from the center upper fuselage in 2000<ref>{{harvnb|Vlot|2001|pp=187–188}}</ref> as [[shear strength]] precaution (although the Glare supplier felt it could have handled that area),<ref name="BrightFuture" /> and the fuselage underside is made of other materials with higher [[Young's modulus]] (stiffness) values to resist [[buckling]].<ref name="Challenges" />

In the fuselage, Glare2A is applied to [[Stringer (aircraft)|stringers]], Glare2B to butt straps, and Glare3 and Glare4B to the fuselage skins.<ref name="Wanhill" /> Late in the A380 development process, the plane was found to be heavier than the original specifications, so Airbus replaced conventional aluminum with Glare5 as a weight-saving measure for the [[leading edges]] of the [[horizontal stabilizer]] and the [[vertical stabilizer]],<ref name="Wanhill" /> though at great expense.<ref name="Assembling" /> The A380 Glare fuselage skin panels have a minimum thickness of {{cvt|1.6|mm|in mil}}<ref name="ICAF2011" /> but can be much thicker, as some areas of the shells may need up to 30 layers of aluminum and 29 layers of glass fiber.<ref name="Düsseldorf" />

Glare is currently made by [[GKN]]-Fokker and [[Premium AEROTEC]]. GKN-Fokker manufactures 22 of the 27 A380 Glare fuselage shells at its {{cvt|12000|m2|ft2|adj=mid|facility}} in [[Papendrecht]], [[Netherlands]],<ref name="GLAREIsKey" /> which uses an [[autoclave]] with a length of {{convert|23|m|ft}} and a diameter of {{cvt|5.5|m|ft}}.<ref name="NewFactory" /> The company produces sheets of {{cvt|3|by|12|m|ft}},<ref name="Düsseldorf" /> which incorporates the milling of door and window cutouts on a 5-axis milling machine.<ref name="GLAREIsKey" /> Premium AEROTEC manufactures the remaining five shells in [[Nordenham]], [[Germany]]<ref name="GLAREIsKey" /> in an autoclave with a usable length of {{cvt|15|m|ft}} and an internal diameter of {{cvt|4.5|m|ft}}.<ref name="PAT_Autoclave" /> The company also produces the Glare2A butt straps for the A400 program.<ref name="ICAF2009" /> Its output was {{cvt|200|m2|ft2}} per month as of 2016.<ref name="NewChance" />

With Airbus ending production of the A380 in 2021,<ref name="A380Ending" /> Glare will go out of volume production unless it is selected for another airplane manufacturing program.

== Future developments ==
Since around 2014, [[Airbus]], its two current Glare suppliers, and [[Stelia Aerospace]] have been collaborating to manufacture Glare in a high-volume, automated production setting that will deliver larger fuselage panels for aluminum aircraft. Using robots for tape laying and other tasks, automated production will involve a single-shot bonding process that will cure aluminum, pre-preg, stringer, and doublers simultaneously in the autoclave, followed by a single nondestructive testing (NDT) cycle, instead of the stringers and doublers requiring a second bonding and NDT cycle in the existing process.<ref name="NewChance" /><ref name="LightweightDesign" /> The belief is that the material will reduce [[fuselage]] weight by 15 to 25 percent compared to the aluminum sections they would replace on [[single-aisle aircraft]] such as the [[Boeing 737]] and the [[Airbus A320]].<ref name="Spotlight" /><ref name="LightweightDesign" /> (Before the announcement of the A380 production stoppage,<ref name="A380Ending" /> the automation program was also intended to lower the weight the A380 Glare sections by {{convert|350|kg|lb MT ST|abbr=off}} at a manufacturing cost of 75% of the existing A380 Glare panels.)<ref name="Düsseldorf" />

To support these single-aisle aircraft production goals, GKN-Fokker planned to open an automated production line at its site in 2018, with a goal of manufacturing panels of up to {{cvt|8|by|15|m|ft}} in size and increasing the production rate by a factor of ten.<ref name="Düsseldorf" /> In targeting a fifty-fold increase of Glare production capacity to {{cvt|10000|m2|ft2}} per month, Premium AEROTEC<ref name="NewChance" /> planned to update its automated test cell in summer 2018 to manufacture demonstrator panels of {{cvt|4|by|12|m|ft}}. This size will match the largest Glare panels to be potentially used by Airbus in short-range and medium-range aircraft.<ref name="LightweightDesign" /> The Glare automation process for {{cvt|2|by|6|m|ft}} prototypes reached [[technology readiness level]] (TRL) 4 in late 2016,<ref name="Düsseldorf" /> exceeded TRL 5 as of 2018,<ref name="IFAM" /> and has an eventual target of TRL 6.<ref name="FokkerAirbus2016" />

In 2014, [[Embraer]] built and tested a {{cvt|2.2|m|ft mm in|adj=mid|diameter}}, {{cvt|3|m|ft|adj=mid|long}} technology demonstrator that was partially made of FML and was based on the central fuselage of its [[ERJ-145]] aircraft.<ref name="ERJ-145" /> Later, Embraer worked with [[Arconic]] (formerly [[Alcoa]]) to build a demonstrator for a lower wing skin composed of fiber-metal laminates, which contained sheets of 2524-T3 aluminum alloy and unidirectional plies of glass fiber. Embraer built and tested the wing demonstrator to increase the TRL of the FML manufacturing process so that it can be applied to future structural applications.{{citation needed|date=December 2019}} Lower wing skins on single-aisle aircraft are thicker than fuselage skins, measuring at least {{cvt|8|mm|in mil}} thick overall and between {{cvt|10|and|15|mm|in mil}} thick between the fuselage and the engine mount.<ref name="CentrAl" />

== See also ==
* [[Fiber metal laminate]]
* [[Glass fiber]]
* [[Aluminum alloy]]
* [[Aluminum-lithium alloy]]
* [[Carbon fiber]]
* [[Airbus A380]]

== References ==
{{reflist|30em|refs=
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  <ref name="A380Ending">{{cite news |surname1=Katz |given1=Benjamin D |surname2=Kammel |given2=Benedikt |date=February 13, 2019 |title=Economics: Airbus will stop making the world's largest passenger jet |url=https://www.bloomberg.com/news/articles/2019-02-14/airbus-buries-a380-flagship-drawing-curtain-on-jumbo-jet-era |publisher=Bloomberg |url-status=live |archive-date=February 15, 2019 |archive-url=https://web.archive.org/web/20190215013745/http://bloomberg.com/news/articles/2019-02-14/airbus-buries-a380-flagship-drawing-curtain-on-jumbo-jet-era |access-date=February 24, 2019 }}</ref>
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  <ref name="FokkerAirbus2016">{{cite news |last1=Canaday |first1=Henry |title=Airbus, Fokker seek less expensive fiber metal laminate |url=https://aviationweek.com/advanced-machines-aerospace-manufacturing/airbus-fokker-seek-less-expensive-fiber-metal-laminate |access-date=13 December 2018 |work=AviationWeek.com |publisher=Aviation Week Network |date=March 30, 2016 |archive-url=https://web.archive.org/web/20170925095653/http://aviationweek.com/advanced-machines-aerospace-manufacturing/airbus-fokker-seek-less-expensive-fiber-metal-laminate |archive-date=25 September 2017 |url-status=live |language=English }}</ref>
  <ref name="CACT">{{cite book |last1=Breuer |first1=Ulf Paul |title=Commercial aircraft composite technology |date=2016 |publisher=Springer International Publishing Switzerland |location=Kaiserslautern, Germany |isbn=9783319319186 |pages=50–51 |edition=corrected publication May 2018 |chapter-url=https://books.google.com/books?id=z60qDAAAQBAJ&q=inauthor%3A%22Ulf%20Paul%20Breuer%22&pg=PA50 |access-date=11 December 2018 |language=English |doi=10.1007/978-3-319-31918-6 |oclc=1040185833 |chapter=Material technology|s2cid=113976937 }}</ref>
  <ref name="ERJ-145">{{cite conference |date=June 16, 2014 |title=Fuselage technology demonstrator |conference-url=https://asm.confex.com/asm/aero14/webprogram/start.html |conference=25th advanced aerospace materials and processes (AeroMat) conference and exposition |url=https://www.researchgate.net/publication/267518124 |given3=Marcos |surname3=Miyazaki |given2=Fernando |surname2=Fernandez |given1=Marcelo |surname1=Bertoni |access-date=March 20, 2019 |location=Orlando, Florida, USA}}</ref>
  <ref name="Framing">{{cite journal |last1=Van Burg |first1=Elco |last2=Berends |first2=Hans |last3=van Raaij |first3=Erik M. |publication-date=May 2014 |issn=0022-2380 |doi=10.1111/joms.12055 |oclc=1021160083 |date=August 8, 2013 |hdl=1871/47108 |title=Framing and interorganizational knowledge transfer: A process study of collaborative innovation in the aircraft industry. |journal=Journal of Management Studies |volume=51 |issue=3 |pages=349–378 |s2cid=152928728 |url=https://research.vu.nl/ws/files/838528/Van%20Burg,%20Berends,%20Van%20Raaij%202013.pdf |url-status=live |archive-date=January 8, 2019 |archive-url=https://web.archive.org/web/20190108190307/http://research.vu.nl/ws/files/838528/Van%2520Burg,%2520Berends,%2520Van%2520Raaij%25202013.pdf |access-date=January 5, 2019}}</ref>
  <ref name="DamageEvolution">{{cite journal|last=Morinière|first=Freddy D.|author2=Alderliesten, René C. |author3=Tooski, Mehdi Yarmohammad |author4= Benedictus, Rinze |title=Damage evolution in GLARE fibre-metal laminate under repeated low-velocity impact tests|journal=Central European Journal of Engineering|date=26 July 2012|volume=2|issue=4|pages=603–611|doi=10.2478/s13531-012-0019-z |issn=1896-1541 |oclc=5652832381|bibcode=2012CEJE....2..603M|s2cid=59122296|url=https://repository.tudelft.nl/islandora/object/uuid%3A21c6398e-9836-4bf0-8ae4-75f2d29a5d1b/datastream/OBJ/download|doi-access=free}}</ref>
  <ref name="JointsConnections">{{cite book | chapter-url=https://books.google.com/books?id=AeNeAgAAQBAJ&q=radome+bulkhead&pg=PA42 | title=Composite Joints and Connections: Principles, Modelling and Testing| isbn=9780857094926 |oclc=952548128 |author-last1=Rans |author-first1=C. D. | editor-last1=Camanho| editor-first1=P.| editor-last2=Hallett| editor-first2=Stephen R.| date=2011-10-12 |page=42 |chapter=Chapter 2: Bolted joints in glass reinforced aluminium (Glare) and other hybrid fibre metal laminates (FML) |doi=10.1533/9780857094926.1.35}}</ref>
  <ref name="ICAF2011">{{cite conference |title=ICAF 2011 Structural integrity: Influence of efficiency and green imperatives |pages=105–117 |chapter=Recent advancements in thin-walled hybrid structural technologies for damage tolerant aircraft fuselage applications |date=June 1–3, 2011 |chapter-url=http://calvinrans.com/wp-content/uploads/2016/03/Paper_ICAF_2011.pdf |series=International Committee on Aeronautical Fatigue (ICAF) Symposium |volume=26 |location=Montréal, Quebec, Canada |language=English |author1=R. C. Alderliesten |author2=C. D. Rans |author3=Th. Beumler |author4=R. Benedictus |archive-url=https://web.archive.org/web/20161109045346/http://calvinrans.com/wp-content/uploads/2016/03/Paper_ICAF_2011.pdf |archive-date=November 9, 2016 |url-status=live |access-date=14 December 2018 |editor-surname=Komorowski |editor-given=Jerzy |isbn=978-94-007-1663-6 |doi=10.1007/978-94-007-1664-3_8 |publisher=Springer, Dordrecht |oclc=800760887}}</ref>
  <ref name="NetworkDynamics">{{cite journal |last1=Berends |first1=Hans |last2=van Burg |first2=Elco |last3=van Raaij |first3=Erik M. |date=October 22, 2010 |publication-date=July–August 2011 |doi=10.1287/orsc.1100.0578 |title=Contacts and contracts: Cross-level network dynamics in the development of an aircraft material. |journal=Organization Science |volume=22 |issue=4 |pages=940–960 |jstor=20868905 |oclc=746052937 |issn=1047-7039|hdl=1871/38079 |s2cid=13016194 |url=https://pure.tue.nl/ws/files/2951754/379853742805793.pdf |access-date=January 17, 2019|url-access= |url-status= |archive-url= |archive-date= }}</ref>
  <ref name="PAT_Autoclave">{{cite press release |title=Autoclave for production of new Airbus A350 XWB arrives in Nordenham |url=http://www.airframer.com/news_story.html?release=5634 |website=Airframer Limited |access-date=January 25, 2019 |date=August 23, 2009 |archive-url=https://web.archive.org/web/20190125202017/http://airframer.com/news_story.html?release=5634 |archive-date=January 25, 2019 |url-status=live |location=Nordenham, Germany |language=English }}</ref>
  <ref name="ICAF2009">{{cite conference |surname1=Plokker |given1=Matthijs |surname2=Daverschot |given2=Derk |chapter=Hybrid structure solution for the A400M wing attachment frames: From concept study to structural justification |date=May 20, 2009 |title=ICAF 2009: Bridging the Gap between Theory and Operational Practice |editor1-surname=Bos |editor1-given=Marcel J. |pages=375–385 |chapter-url=http://icaf2009.fyper.com/uploads/File/Presentations/Presentation%20Matthijs%20Plokker.pdf |url-status=live |archive-date=May 28, 2016 |archive-url=https://web.archive.org/web/20160528032448/http://icaf2009.fyper.com/uploads/File/Presentations/Presentation%20Matthijs%20Plokker.pdf |doi=10.1007/978-90-481-2746-7 |isbn=978-90-481-2745-0 |publisher=Springer Netherlands |oclc=873603795 |series=Symposium of the International Committee on Aeronautical Fatigue |location=Rotterdam, Netherlands |volume=25 |doi-access=free }}</ref>
  <ref name="orimaterial">{{cite journal |title=Advanced aerospace materials: past, present and future |pages=22–27 |author-last1=King |author-first1=David |author-last2=Inderwildi |author-first2=Oliver |author-last3=Carey |author-first3=Chris |issue=March 2009 |journal=Aviation and the Environment |volume=3 |oclc=500326779 |issn=1755-9421 |url=https://www.researchgate.net/publication/292274287 |url-status=live |archive-url=https://web.archive.org/web/20110629104148/http://users.ox.ac.uk/~smit0008/Publications_files/ORI-Aviation-Materials-2009.pdf |archive-date=June 29, 2011 |date=January 2009 |access-date=December 11, 2018 }}</ref>
  <ref name="FlagAtMAKS">{{cite magazine |issn=0015-3710 |magazine=[[Flight International]] |title=Russian industry special: Flying the flag at MAKS |url=https://www.flightglobal.com/news/articles/russian-industry-special-flying-the-flag-at-maks-216033/ |given=Vladimir |surname=Karnazov |date=August 13, 2007 |url-status=live |archive-date=April 3, 2015 |archive-url=https://web.archive.org/web/20150403030714/https://www.flightglobal.com/news/articles/russian-industry-special-flying-the-flag-at-maks-216033/}}</ref>
  <ref name="SIALReference">{{cite web |url=http://2007.viam.ru/index.php?section=26&language=2 |website=All-Russian Scientific Research Institute of Aviation Materials (VIAM) |title=Laminated alumoglassplastics (SIALs) |access-date=March 19, 2019 |url-status=live |archive-date=March 20, 2019 |archive-url=https://web.archive.org/web/20190320012525/http://2007.viam.ru/index.php?section=26&language=2}}</ref>
  <ref name="Challenges">{{cite conference |last1=Pacchione |first1=M. |last2=Telgkamp |first2=J. |title=25th International Congress of the Aeronautical Sciences (ICAS 2006) |chapter-url=http://www.icas.org/ICAS_ARCHIVE/ICAS2006/PAPERS/195.PDF |language=English |isbn=978-0-9533991-7-8 |location=Hamburg, Germany |date=September 5, 2006 |series=Congress of the International Council of the Aeronautical Sciences |edition=25 |volume=4.5.1 |pages=2110–2121 |chapter=Challenges of the metallic fuselage |url-status=live |archive-date=January 27, 2018 |archive-url=https://web.archive.org/web/20180127151850/http://icas.org/ICAS_ARCHIVE/ICAS2006/PAPERS/195.PDF |oclc=163579415}} [https://icas.org/ICAS_ARCHIVE/ICAS2006/ conference directory]</ref>
  <ref name="CentrAl">{{cite conference |date=September 25–28, 2007 |location=Delft, Netherlands |conference=First International Conference on Damage Tolerance of Aircraft Structures |title=The development of CentrAl |conference-url=https://web.archive.org/web/20100426150007/http://dtas2007.fyper.com/ |url=https://www.researchgate.net/publication/228426266 |given1=Geert H. J. J. |surname1=Roebroeks |given2=Peter A. |surname2=Hooijmeijer |given3=Erik J. |surname3=Kroon |given4=Markus B. |surname4=Heinimann}}</ref>
  <ref name="Assembling">{{cite magazine |last1=Weber |first1=Austin |title=Assembling the super jumbo - The Airbus A380 presents numerous production challenges. |url=https://www.assemblymag.com/articles/83544-assembling-the-super-jumbo |access-date=17 December 2018 |magazine=Assembly Magazine |volume=48 |issue=9 |page=66 |issn=1050-8171 |oclc=99186153 |publication-date=August 2005 |date=August 4, 2005 |language=English |url-status=live |archive-date=14 March 2017 |archive-url=https://web.archive.org/web/20170314113905/http://assemblymag.com/articles/83544-assembling-the-super-jumbo }}</ref>
  <ref name="WuYang2005">{{cite journal |last1=Wu |first1=Guocai |last2=Yang |first2=J. M. |title=Overview: Failure in structural materials: The mechanical behavior of GLARE laminates for aircraft structures |journal=JOM: The Journal of the Minerals, Metals & Materials Society |date=January 2005 |volume=57 |issue=1 |pages=72–79 |doi=10.1007/s11837-005-0067-4 |s2cid=137396728 |issn=1047-4838 |oclc=5650014694}}</ref>
  <ref name="GLARETypes">{{cite web |title=GLARE types & configurations |url=http://fmlc.nl/research-development/glare-types-configurations/ |website=Fibre Metal Laminates Centre of Competence (FMLC) |access-date=13 December 2018 |url-status=live |archive-url=https://web.archive.org/web/20180220092201/http://fmlc.nl/research-development/glare-types-configurations/ |archive-date=20 February 2018 |location=Delft, Netherlands |language=English }}</ref>
  <ref name="NamingSystem">{{cite web |title=Results & cases |url=http://www.fmlc.nl/research-development/results-cases/ |website=Fibre Metal Laminates Centre of Competence (FMLC) |url-status=live |archive-date=20 February 2018 |archive-url=https://web.archive.org/web/20180220090949/http://fmlc.nl/research-development/results-cases/ |access-date=16 December 2018 |location=Delft, Netherlands |language=English }}</ref>
  <ref name="GLAREproperties">{{cite web |title=GLARE properties |url=http://www.fmlc.nl/wp-content/uploads/2013/12/Glare-properties-word.docx |website=Fibre Metal Laminates Centre of Competence (FMLC) |location=Delft, Netherlands |access-date=14 December 2018 |language=English |format=DOCX}}</ref>
  <ref name="GLAREIsKey">{{cite magazine |title=Reducing A380 weight. GLARE is key: Perhaps the best known technological innovation aboard the A380 is the GLARE (glassfibre reinforced aluminium) composite material which will be used for much of the upper fuselage skins. |url=https://www.flightglobal.com/assets/getasset.aspx?itemid=9423 |access-date=July 20, 2019 |magazine=Flight International |date=May 20, 2003 |publication-date=May 20–26, 2003 |department=Supplement |page=X |archive-url=https://web.archive.org/web/20060318152404/https://www.flightglobal.com/assets/getasset.aspx?itemid=9423 |archive-date=March 18, 2006 |url-status=live |language=English |issn=0015-3710 |oclc=1069406808}}</ref>
  <ref name="BrightFuture">{{cite news |last1=Phelan |first1=Michael |title=Stork sees bright future for Glare applications: Composite material manufacturer begins A380 upper fuselage skin panel deliveries |url=https://www.flightglobal.com/FlightPDFArchive/2003/2003%20-%201057.PDF |access-date=January 23, 2019 |work=Flight International |issue=4882 |volume=163 |date=13–19 May 2003 |issn=0015-3710 |oclc=1069406808 |archive-url=https://web.archive.org/web/20190123195548/http://flightglobal.com/news/articles/stork-sees-bright-future-for-glare-applications-165323/ |archive-date=23 January 2019 |url-status=live |location=Papendrecht, Netherlands |quote='We didn't put Glare on the centre fuselage because of the high shear loads, but we think we can tailor Glare's properties to suit the location,' says de Koning. }}</ref>
  <ref name="NewFactory">{{cite press release |title=Dutch minister of economic affairs opens Stork Aerospace GLARE factory |url=http://www.defense-aerospace.com/articles-view/release/3/29295/stork-aero-opens-"glare"-factory-(nov.-25).html |access-date=14 December 2018 |work=Stork Aerospace |date=November 24, 2003 |location=Papendrecht, Netherlands |language=English |archive-date=18 December 2018 |url-status=live |archive-url=https://web.archive.org/web/20181218183510/http://defense-aerospace.com/articles-view/release/3/29295/stork-aero-opens-%E2%80%9Cglare%E2%80%9D-factory-%28nov.-25%29.html }}</ref>
  <ref name="AirSecurity">{{cite magazine |last1=McMullin |first1=David |title=Lockerbie insurance: Hardened luggage containers can neutralize explosives |url=http://www.sciam.com/2002/0102issue/0102scicit2.html |access-date=16 December 2018 |magazine=Scientific American Magazine |date=January 2002 |archive-url=https://web.archive.org/web/20020110191739/http://sciam.com/2002/0102issue/0102scicit2.html |archive-date=10 January 2002 |language=English |oclc=120857020 |issn=0036-8733 |volume=286 |issue=1 |url-status=live }}</ref>
  <ref name="S2Info">{{cite web |title=Advanced materials: Solutions for demanding applications |url=http://s2-glass.com/wp-content/uploads/2016/04/Advanced_Materials_Brochure-Technical.pdf |access-date=December 18, 2018 |language=English |date=2004}}</ref>
  <ref name="PaperThickness">{{cite sign |url=https://www.jampaper.com/paper-weight-chart.asp |title=Paper weight chart |publisher=Jam Paper & Envelope |access-date=January 17, 2019 |archive-url=https://web.archive.org/web/20170809003728/http://www.jampaper.com/paper-weight-chart.asp |archive-date=August 9, 2017 |url-status=live }}</ref>
  <ref name="FirstLJ45">{{cite news |work=Flight International |title=Global Express Canadian approval approaches |url=https://www.flightglobal.com/news/articles/global-express-canadian-approval-approaches-38559/ |date=24 June 1998 |surname=Warwick |given=Graham |place=Wichita, Kansas, USA |access-date=February 9, 2019 |archive-url=https://web.archive.org/web/20190209213928/http://flightglobal.com/news/articles/global-express-canadian-approval-approaches-38559/ |url-status=live |archive-date=9 February 2019 |quote=European certification of the Learjet 45 business jet is expected by mid-July. US certification was received last September, but deliveries did not begin until May, following approval for flight into known icing. Only one aircraft has been handed over so far, but Bombardier expects to deliver 35-40 this financial year, with production set to reach 60 next year. }}</ref>
  <ref name="AirbusVPOptimism">{{cite news |last1=Versteeg |first1=Ferry |title=Einde superjumbo verrast Airbus |url=https://www.nrc.nl/nieuws/1997/01/22/einde-superjumbo-verrast-airbus-7339611-a1062945 |access-date=January 22, 2019 |work=NRC Handelsblad |date=January 22, 1997 |url-status=live |archive-url=https://web.archive.org/web/20190122204227/http://nrc.nl/nieuws/1997/01/22/einde-superjumbo-verrast-airbus-7339611-a1062945 |archive-date=January 22, 2019 |location=Toulouse, France |publication-place=Amsterdam, Netherlands |page=15 |language=Dutch |quote=Jarry: 'Stel dat we glare voor de A3xx gebruiken, dan zou dat zeker 15 tot 20 ton aan gewicht schelen. We gaan nu een rompdeel van glare-materiaal bouwen en uitgebreid testen om te zien hoe het zich onder extreme omstandigheden houdt.' }}</ref>
  <ref name="FI19940831">{{cite magazine |issn=0015-3710 |magazine=[[Flight International]] |title=Hercules renewed |publication-date=31 August 1994 |pages=130+ |given=Graham |surname=Warwick |volume=146 |number=4436 |id={{Gale|A16074135}}}}</ref>
  <ref name="SplicePatent">{{cite patent |country=US |number=5429326 |title=Laminate of aluminum sheet material and aramid fibers |fdate=1992-07-09 |gdate=1995-07-04 |status=patent |inventor1-given=Carl E. |inventor1-surname=Garesche |inventor2-given=Gerandus H. J. J. |inventor2-surname=Roebroeks |inventor3-given=Buwe V. W. |inventor3-surname=Greidanus|inventor4=Rob C. V.Oost, Jan W. Gunnink |assign1=Structural Laminates Co.}}</ref>
  <ref name="FirstGlarePatent">{{cite patent |country=EP |number=0312151 |status=patent |fdate=1987-10-14 |gdate=1991-03-27 |assign1=AKZO NV |inventor1-surname=Vogelesang |inventor1-given=Laurens Boudewijn |inventor2-surname=Roebroeks |inventor2-given=Gerardus Hubertus Joannes Joseph |title=Laminate of metal sheets and continuous glass filaments-reinforced synthetic material}}</ref>
  <ref name="US4489123">{{cite patent |country=US |number=4489123 |title=Laminate of metal sheet material and threads bonded thereto, as well as processes for the manufacture thereof |inventor1-surname=Schijve |inventor1-given=Jacobus |inventor2-surname=Vogelesang |inventor2-given=Laurens B. |inventor3-surname=Marissen |inventor3-given=Roelof |assign1=Technische Universiteit Delft |fdate=1981-01-09 |gdate=1984-12-18 |status=patent}}</ref>
  <ref name="US4500589">{{cite patent |country=US |number=4500589 |title=Laminate of aluminum sheet material and aramid fibers |fdate=1981-01-09 |gdate=1985-02-19 |status=patent |inventor1-surname=Schijve |inventor1-given=Jacobus |inventor2-surname=Vogelesang |inventor2-given=Laurens B. |inventor3-surname=Marissen |inventor3-given=Roelof |assign1=Technische Universiteit Delft}}</ref>
}}

== Bibliography ==
* {{cite book |editor1-last=Vermeeren |editor1-first=Coen |title=Around GLARE: A new aircraft material in context |date=2002 |publisher=Kluwer Academic Publishers |location=Dordrecht, Netherlands |isbn=978-1-4020-0778-1 |oclc=50164548 |doi=10.1007/0-306-48385-8 |url=https://books.google.com/books?id=8xTnBwAAQBAJ |access-date=13 December 2018 |language=English}}
* {{cite book |doi=10.1007/978-94-010-0995-9|title=Fibre metal laminates: An introduction|year=2001|publisher=Kluwer Academic Publishers |location=Dordrecht, Netherlands |isbn=978-1-4020-0391-2|last1=Vlot|first1=Ad|last2=Gunnink|first2=Jan Willem |oclc=851368334 |url=https://books.google.com/books?id=nddqCQAAQBAJ |access-date=January 20, 2019 |language=English}}
* {{cite book |last1=Vlot |first1=Ad |title=GLARE: History of the development of a new aircraft material |date=2001 |publisher=Kluwer Academic Publishers |location=Dordrecht, Netherlands |isbn=978-1-4020-0124-6 |oclc=751538109 |doi=10.1007/0-306-48398-X |url=https://archive.org/details/springer_10.1007-0-306-48398-X |access-date=January 15, 2019 |language=English}}

{{DEFAULTSORT:Glare (Material)}}
[[Category:Heterogeneous chemical mixtures]]
[[Category:Composite materials]]