AllOxITD · Project

Lightweight Ceramic Engine Parts That Cut Weight and Cooling Needs in Aircraft

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Jet engines have a section called the inter turbine duct — think of it like a connecting pipe between two turbine stages that has to survive extreme heat. Traditionally it's made from heavy metal alloys that also need constant cooling air blown over them, which wastes energy. This project built that same duct piece out of ceramic composite material — imagine swapping a heavy iron pot for a lightweight ceramic one that naturally handles the heat without needing a fan pointed at it. The team went all the way from design to manufacturing 15 real engine-ready parts using techniques like braiding and winding.

By the numbers

Engine parts delivered for demonstrator testing

Parts produced for destructive and non-destructive testing

Manufacturing techniques validated (winding, prepreg, braiding)

Consortium partners across industry, university, and research

The business problem

What needed solving

Aircraft engines use heavy metal alloy components that require constant cooling air, reducing overall engine efficiency and adding weight. The inter turbine duct — a critical connecting section between turbine stages — is one such component where traditional materials force engineers to compromise between weight, heat resistance, and cooling demands. Engine manufacturers need lighter, heat-resistant alternatives that don't sacrifice reliability.

The solution

What was built

The team built an all-oxide ceramic matrix composite inter turbine duct for aeroengines, delivering 15 engine-ready parts for demonstrator testing and 20 parts for qualification testing. They validated 3 manufacturing techniques (winding, automated prepreg, braiding), developed design rules for oxide CMCs in engine applications, and created concepts for non-destructive testing and qualification.

Audience

Who needs this

Aeroengine OEMs (Rolls-Royce, MTU Aero Engines, Safran) seeking lighter turbine componentsTier-1 aerospace suppliers manufacturing hot-section engine partsAdvanced ceramics companies looking to enter aerospace structural componentsAerospace MRO providers evaluating next-generation replacement partsDefense and space propulsion companies needing high-temperature lightweight materials

Business applications

Who can put this to work

Aerospace Engine Manufacturing

enterprise

Target: Aeroengine OEMs and tier-1 suppliers producing turbine components

If you are an aeroengine manufacturer dealing with the constant pressure to reduce engine weight and improve fuel efficiency — this project developed an all-oxide ceramic matrix composite inter turbine duct that replaces heavy metal alloys. The team delivered 15 engine parts for demonstrator testing and validated 3 manufacturing techniques (winding, prepreg, braiding) suitable for production scale-up.

Advanced Ceramics Manufacturing

mid-size

Target: Companies producing ceramic matrix composites or technical ceramics

If you are a ceramics manufacturer looking to expand into aerospace-grade structural components — this project developed and optimized oxide CMC manufacturing processes including automated prepreg technology. They produced 20 parts for destructive and non-destructive testing, establishing quality benchmarks and qualification concepts that could transfer to your production line.

MRO and Aerospace Aftermarket

enterprise

Target: Engine maintenance, repair, and overhaul providers

If you are an MRO provider looking for next-generation replacement parts that extend service life — this project assessed the lifetime and reliability of oxide CMC materials under real engine loads. The inherent oxidation and temperature resistance of these ceramic parts means less degradation over time, potentially reducing replacement frequency and cooling system maintenance.

Frequently asked

Quick answers

What would ceramic engine parts cost compared to traditional metal ones?

The project data does not include specific cost figures. However, the use of automated prepreg technology and established manufacturing methods (winding, braiding) suggests the team focused on cost-effective production. Ceramic composites typically have higher upfront material costs but deliver savings through weight reduction and reduced cooling requirements over the engine lifecycle.

Can this be manufactured at industrial scale?

The project specifically addressed manufacturability by developing 3 production techniques: winding, prepreg technology (designed to be as automated as possible), and braiding. They successfully manufactured 15 engine parts for demonstrator testing and 20 parts for qualification testing, demonstrating repeatable production capability.

Who owns the intellectual property and how can I license it?

This was a Clean Sky 2 project with DLR (German Aerospace Center) as coordinator, alongside 1 industry and 1 university partner — all based in Germany. IP rights follow Clean Sky 2 Joint Undertaking rules. Licensing inquiries should be directed to DLR and the consortium partners.

Has this been tested in real engine conditions?

Yes. The project delivered 15 ITD parts specifically for demonstrator engine testing within the Clean Sky 2 program. They also produced 20 parts for destructive and non-destructive testing that had to meet defined acceptance limits, validating material performance under engine loads.

What certifications or qualification steps exist?

The project developed a concept for defining qualification steps and a concept for non-destructive testing of the ceramic parts. Based on available project data, these qualification frameworks were designed to bridge the gap between laboratory specimen testing and full component-level certification.

How much weight can this actually save?

The project objective states that oxide CMCs have low specific weight compared to metal alloys, enabling weight savings. Specific kilogram figures are not provided in the available data. The additional benefit is saving cooling air — since the ceramic material is inherently oxidation and temperature resistant, less active cooling is needed.

What is the timeline to adopt this technology?

The project ran from December 2015 to May 2020 and reached demonstrator engine testing stage. Based on available project data, the technology would need further engine flight testing and full airworthiness certification before commercial deployment, which typically requires additional development cycles in aerospace.

Consortium

Who built it

The AllOxITD consortium is a focused, all-German team of 3 partners: DLR (German Aerospace Center) as coordinator bringing world-class aerospace research, plus 1 industry partner and 1 university. This tight setup — no SMEs, all in one country — signals a deep-integration approach rather than a broad network. For businesses, this means the technology comes from Germany's top aerospace ecosystem with strong industry involvement (33% industry ratio), and the coordination through DLR provides a credible, well-resourced entry point for licensing or partnership discussions.

DEUTSCHES ZENTRUM FUR LUFT - UND RAUMFAHRT EVCoordinator · DE
SCHUNK KOHLENSTOFF-TECHNIK GMBHparticipant · DE
RHEINISCH-WESTFAELISCHE TECHNISCHE HOCHSCHULE AACHENparticipant · DE

How to reach the team

Contact DLR (Deutsches Zentrum für Luft- und Raumfahrt) — Germany's national aerospace research center. SciTransfer can facilitate the introduction.

Order a report on this consortium See DEUTSCHES ZENTRUM FUR LUFT - UND RAUMFAHRT EV profile →

Next steps

Talk to the team behind this work.

Want to explore ceramic composite engine parts for your products? SciTransfer can connect you directly with the DLR team and help evaluate fit for your specific application.

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