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The project demonstrated how to “close the loop” on carbon fiber by integrating industrial carbon fiber scrap into new functional components in an automotive lightweighting application. The project serves as a validation of discontinuous recycled carbon fiber in a commercial context, while generating comprehensive material data throughout the production chain.
The project demonstrated how to “close the loop” on carbon fiber by integrating industrial carbon fiber scrap into new functional components in an automotive lightweighting application. The project serves as a validation of discontinuous recycled carbon fiber in a commercial context, while generating comprehensive material data throughout the production chain. To this end, the project exhibited increasing complexity as material evaluation progressed from benchtop to commercial scale through full-scale part production, with key material properties thoroughly characterized throughout the process. Of particular focus was the form of the fiber that was fed into compounding, as recycled fiber has historically been problematic to feed at commercial-scale. Carbon fiber is energy-intensive to manufacture, so reuse of existing fiber material can reduce costs and increase sustainability. Additionally, by integrating recovered short fiber into a thermoplastic, regrind processes can be used to provide feedstock for later generations of product. While regrind plastics are not “infinitely recyclable”, reusing the manufacturing scrap over several generations of products can greatly increase material sustainability and lower the fractional embodied energy of each successive product. As such, this project supports the IACMI technical goals of (1) 25% lower carbon fiber-reinforced polymer (CFRP) cost, (2) 50% reduction in CFRP embodied energy, and (3) 80% composite recyclability into useful products. The initial stage of the project involved down selecting surface treatment (sizing) chemistries. Sizing evaluations were performed on Vartega’s chemically recycled intermediate modulus fiber along with standard modulus dry scrap which was oversized with sizing provided by Michelman. More dramatic improvements from sizing were found on the standard rather than the intermediate modulus fibers. The strength of the chemically recycled individual fibers were evaluated by Michelman and ORNL through single fiber testing and found to be comparable to similarly evaluated virgin fibers. UDRI’s mechanical testing on injection molded test specimens identified similar mechanical properties and fiber distribution relative to benchmark specimens. Additional surface chemistry tests and visualizations were performed by the Colorado School of Mines to confirm close conformance between the benchmark and recycled-fiber specimens. As the mechanical test results exceeded the 80% threshold established as the go/no-go(GNG), the project scale was increased to use commercial-scale equipment that would both better characterize the manufacturing utility of the target product format and allow qualitative assessment of a complex commercial part. An upscaled compounding evaluation was performed with a 27 mm twin-screw compounding extruding using oversized standard modulus fibers that were formatted to improve bulk solids transfer. The project team anticipated that milestone mechanical benchmarks could be achieved given the favorable performance of the sized standard modulus material identified in the initial micro-compounding trials. While the mechanical performance did meet the milestone target for that phase of the project, mechanical properties for this standard modulus-based compound were still less than those of the Ford specification. To compare the performance, the project team oversized intermediate modulus dry fibers and compounded them with the project resin at BASF using a 40 mm compounder. Test specimen mechanical performance exceeded the targets laid out in both the project milestone and the Ford specification. A series of prototype parts were successfully molded, albeit with instances of short shot components due to the high thermal conductivity of the carbon fiber compared to glass fiber for which the prototype tool was designed for. The project demonstrated that recycled carbon fiber is a viable option in fiber reinforced compound, providing greatly increased strength and modulus for applications that require them. The “agglomerated” format that facilitated effective bulk solids transfer of recovered fiber showed promise for industrial application.
Hybrid tooling is an emerging concept introduced in the aerospace industries to reduce weight and cost of traditional tools. A hybrid tool features a skin, which provides desired surface quality, durability, and a low-density substrate to reduce the weight of the mold. The big area additive manufacturing (BAAM) technology permits rapid production of thermoplastic polymer intensive large-scale structures. The present study features a carbon fiber reinforced polyphenylene sulfide (CF-PPS) substrate fabricated using Oak Ridge National Laboratory's BAAM system. Carbon fiber-bismaleimide (CF-BMI) prepreg skin was then bonded to the BAAM tool through high-pressure autoclave molding. Process optimization was conducted to improve the bonding between CF-PPS and CF-BMI (transverse tensile strength increased from 0.54 to 4.8 MPa). Durability of the mold was demonstrated from fabricating seven (7) carbon fiber-Huntsman epoxy hand lay-up parts utilizing the mold.
Continuous carbon fiber prepreg slit and cut into rectangular platelets has proven to be a useful material for net shape molding of semi-structural and structural components in the aerospace and automotive industries. Furthermore, to assist the designer in use of these prepreg platelet molding compounds, sometimes called carbon fiber sheet molding compounds, simulation tools are required that can predict the as-manufactured fiber orientation state which has a significant impact on the resulting performance. Herein, an analysis workflow for design-enabling predictions is demonstrated for a double dome geometry with two different initial charge configurations. Here, the workflow is validated through comparison with experimental short shots, orientation state, and stiffness trends. Significantly, to complete the validation, a method is proposed for determining the confidence bounds on measured orientation state enhancing the results of optical microscopy which can only produce a small sample of platelet orientations.
Thermal conductivity of carbon fiber support structures that also serve as cooling substrates is of increasing importance for high energy physics detectors. One of the shortcomings of current carbon fiber laminates is that they exhibit excellent thermal conductivity of order several hundred W/(m*K) along the fiber direction, whereas the through plane thermal conductivity perpendicular to the fibers is orders of magnitude lower, and at about 1 W/(m*K) more in the range of thermal insulators. This proposal aims to significantly improve the through plane thermal conductivity, by at least a factor five, changing CFRP from being a thermal insulator to a thermal conductor in the through plane direction. Between June 2021 and December 2022, a total of 36 carbon fiber laminate test samples and two carbon loaded epoxy test samples were manufactured and analyzed for thermal performance. Unfortunately, the promising results obtained with a similar sample manufactured in 2017 were not reproduced. We believe this to be mainly due the excessive age of the carbon fiber prepreg material used for this SBIR - the same material batch, produced in 2015, was used in 2017 and in 2021/2022, i.e. the material was seven years old when the final samples were produced - , and to a lesser degree to the difference in pressure attainable with the 2017 and 2021/2022 laminate curing setups. While disappointing, the results are not completely discouraging, since for the samples with the highest compression the through-plane thermal conductivities plotted as a function of per-ply thickness extrapolate well to the data point from the 2017 sample.
This demonstration sought to show a dramatic reduction in tool cost for RapidClave® tooling, taking advantage of recent modifications made on the RapidClave® system. Instead of building tools with complex internal heating, simple aluminum tools would be produced and heated externally through the recently added hot plate and air blower inside the RapidClave® system. Baselining against this tooling is the legacy RapidClave® tooling, as well as compression tooling, which would be the incumbent processing technique that the RapidClave® is displacing. Both an automotive and aerospace application were used to evaluate the tooling and process. Specifically, a four-piece Volkswagen hood structure was selected as an appropriate automotive geometry, while a wing structure representative of a current wing entering limited production was provided by Cornerstone Research Group for evaluating aerospace applications. In total, six tools were fabricated, and costs were compared against compression tooling quotes of the same tool geometry. A cost savings of over 80% was shown on all the tools. This demonstration also produced parts in the RapidClave® using the abovementioned tools to validate the low-cost tooling and the machine modifications. Solvay recommended two prepreg systems, CYCOM® EP2750 and SolvaLite™ 712, as appropriate for aerospace and automotive applications, respectively. Flat panels of each material were fabricated to verify cure parameters before proceeding with actual part fabrication. On-tool cycle times of approximately 30 minutes was achieved, with modifications identified to lower the time further.
This project sought to evaluate the cost and performance of both polymeric and metallic tooling for use with the RapidClave® composite process. Teijin’s rapid cure carbon/epoxy prepreg, Q183, was selected to fabricate demonstration components, of aerospace design, which currently are fabricated via compression molding using matched steel tooling. The ability to fabricate components using this prepreg in the RapidClave®, and using low cost single sided tooling, could significantly reduce the cost of part manufacture and shorten production lead times for tooling fabrication. The component demonstration article was a “hat stiffener” geometry typically used to reinforce fuselage or wing skins of an aircraft. A rapid preforming process was demonstrated and rapid process cycle times similar to compression molding were achieved by placing the preform on hot tooling, thus avoiding the time and energy associated with typical thermal cycling. A 90% reduction in tooling cost was achieved through the use of single sided aluminum or polymeric additive tooling when compared to compression molding matched steel tooling. In addition to rapid cycle times, RapidClave® offers the ability to change out tooling in minutes such that multiple part geometries can be fabricated in one shift.
This report addresses a key question for using additively manufactured tooling from carbon fiber reinforced thermoplastic composites. How does the distortion of the molded part change with the print orientation used in the manufacture of tooling? The objective of this research was to discuss the distortion of parts molded with such tooling, in relation to the deflections in the tooling during the compression molding process. This was achieved through both model simulations and experimental molding runs. A vertical orientation was used in printing the mold with a distinctly non-planar surface: this orientation allowed for higher performance along the press closing direction -- higher thermal conductivity, higher stiffness, and lower coefficient of thermal expansion. Epoxy-carbon fiber twill weave fabric prepreg was then compression molded in this mold. The thermomechanical properties of the tooling material and the molded part were measured and used in simulation of mold deformation as well as part distortion. The thermomechanical anisotropy of the mold is quite different from that of the molded part because in the mold, the stiffest direction is the z-axis, while in the molded thermoset part, the z-axis is the weakest direction. The connection between mold deformation during the compression molding process and the final part distortion can be seen from the simulation results. The simulation results for the case where the mold was four times as stiff as the part along the press closing direction compared well with experiment. When the mold stiffness was lowered in relation to the part stiffness, the mold deformation during the compression molding increased; but this led to a smaller extent of part distortion.
This Project is focused on the design and manufacture of automotive components that meet functional and environmental requirements of an existing automotive application at a cost of ≤ $\$$11.00 per kilogram weight reduction. This project fosters the development of composite material technologies suitable for high volume automotive processes and run rates as well as industry workforce development with these technologies. Current automotive manufacturing involves utilizing steel or aluminum in sheet form which is rapidly stamped into components at rates up to 3600 per hour. The metallic sheets are available in many different thicknesses, strength levels, and manufacturing rates are reasonable independent of part size. While composite materials are available for use in automotive applications, the material cost, labor to manufacture and the processing of the waste far exceed the cost compared to metallic designs. Typical composite layer by layer layup procedures don’t meet the desired 60 second layup time that current automotive processes require and are also restricted by part size. Due to these factors, composites have not yet made advances into today’s high volume automotive applications. Industry partners DURA, BASF, Ford, and IACMI core innovation partner MSU collaborated to develop a manufacturing process technology that is capable of manufacturing composite blanks at high volume and independent of part size. IACMI core innovation partner Purdue provided FEA analysis and cost modelling. The objective of this project was to demonstrate a composite sheet layup and consolidation process that can be commercialized for high volume requirements, identify potential layup equipment suppliers, and develop a process of 60 second layup, forming, and trimming of a continuous fiber automotive component for the mainstream market.
The rapid growth of the carbon fiber-reinforced polymer (CFRP) composite market has driven researchers to find value-added applications for outdated prepregs, manufacturing scraps, and end-of-life components. Currently, most CFRP waste is incinerated or landfilled, which squanders its residual value and burdens the environment. Various mechanical, thermal, and chemical approaches have been attempted to recover the carbon fiber, polymer matrix, or both. However, these current practices are often costly, energy-intensive, and generate secondary waste and pollution. To address these shortcomings, this project aims to develop a viable and sustainable chemical recycling technology for CFRP waste that can efficiently and cost-effectively decompose the polymer matrix and manufacture new recyclable composites from both the recovered carbon fiber (rCF) and decomposed matrix polymer (DMP).
For this work, the development of ceramic matrix composites (CMCs) using 5 harness satin carbon fiber fabric impregnated with commercial polycarbosilane precursor plasticized by siloxane copolymer was investigated aiming to improve wetting behavior and shape conformability. The polycarbosilane precursor and polysiloxane plasticizer were mixed at varying weight ratios to obtain flexible preceramic resin prepreg cloths. 13 plies of preceramic polymer prepreg cloths were stacked in 0/90° layup and cured by compression molding, followed by densified via PIP process. The CMCs were densified with eight PIP cycles followed by final crystallization at 1600 °C. The CMCs made with 10 wt% polysiloxane loading showed lower viscosity of the prepreg resin as well as higher strength and displacement to failure compared to those fabricated from unplasticized polycarbosilane prepolymer. In contrast, at higher concentration of plasticizer, viscosity of the prepreg resin increased, and the CMC became more brittle; however, it exhibited considerably higher thermal conductivity.
In spite of carbon fiber composite materials’ significant impact on light-weighting, performance, and efficiency in the aerospace industry, adoption of these materials has been slow in high-volume industries such as automotive. Two major barriers to adoption are cost and cycle-time. Current approaches to thermoset composite part production are dependent on in-mold curing of thermosets which are not optimal for high volume, high throughput production due to limitations and inefficiencies associated with the in-mold cure itself. In addition, ancillary activities, such as transport and storage of shelf-life-limited uncured, or B-staged prepreg materials typically necessitate refrigerated transport and storage which significantly impacts the economic and energy costs associated with manufacturing. Furthermore, limited out-life means that trimmings cannot typically be used as they partially cure during initial production leading to high scrap rates (+20% is common). Finally, the need to cure in-mold drives cycle times to multiple minutes in the best cases, and 10’s of minutes to hours in most cases. Mallinda is developing polyimine malleable thermoset prepreg composite materials which have excellent mechanical properties (100 GPa tensile modulus, 2 GPA tensile strength, 2.4% elongation at break) and high operating temperatures (Tg>200°C). At scale, polyimine resins are commensurate in price with commodity epoxy resins. What distinguishes malleable thermoset prepreg from traditional thermoset prepreg materials, is that they are fully cured during Mallinda’s roll-to-roll production of prepreg laminate. This results in 5 key value-differentiating benefits. First, it simplifies manufacturing logistics by enabling ambient transportation and storage, and by significantly extending out-life and shelf-life almost indefinitely. Second, elimination of autoclave curing reduces the economic and energy costs to the customer. Third, scrap rates can be reduced as malleable thermoset prepreg materials are directly reusable. Fourth, the manufacturing consolidation step can be roughly 10x faster than traditional thermosets, because the resin is already cured. Parts can be made via compression forming by the application of heat and pressure to quickly vitrify and consolidate a multilayer part – easily leading to sub 3-minute cycle times (at lab scale we have demonstrated a 20 second dwell time, with room for further optimization). Finally, the closed-loop cradle-to-cradle solution-based recyclability of malleable thermoset composites can also contribute significantly to the future of sustainable lightweight materials. The focus of this project was the development, optimization and validation of malleable thermoset composite materials which exhibit manufacturing cycle times of 3-minute or less, high speed impact performance on par with incumbent technologies, and defect-free consolidation of 3 dimensional parts. Government funding is required on this project because Mallinda is a start-up company whose focus is the development and scale-up of the described technology for introduction to the transportation segment. Unlike incumbent industry players, Mallinda is bringing a completely new and highly relevant malleable thermoset technology to bear on the problem of high throughput composites. As a small business, Mallinda relies on a combination of government R&D funding and private capital to perform development work.
The overall objective of the NanoStitch Multifunctional Composites Trade Validation Demonstration project was to determine the value proposition of adding NanoStitch to rapid-cure composite systems for structures used in the expanding sector of advanced air mobility (AAM) and specifically electric vertical take-off and landing (eVTOL) aircraft. The expected value proposition was stronger composite parts, with new multifunctional attributes, that are lower cost to fabricate and maintain. NanoStitch is a new composite innovation where a contiguous vertically aligned carbon nanotube (VACNT) forest is located between each ply of a laminate composite resulting in improved mechanical properties as well as other multifunctional properties such as enhanced thermal and electrical conductivity. NanoStitch was originally distributed by N12, later acquired by NAWA Technologies, now called NAWAStitch, and henceforth referred to in this document as NAWAStitch. Two significant evaluations were framed to help meet the overall objective. First, was Task 1 to evaluate the effects that adding NAWAStitch to a rapid cure material system would have on the mechanical and processing properties of the material. Second, was Task 2 to evaluate the workability of adding NAWAStitch to practical flight demonstration articles. From previous research, it was already known that the application of NAWAStitch to a composite structure can enhance the mechanical properties of that structure. However, this project will help the engineering community understand those benefits and the basic structural strength values to apply when incorporating NAWAStitch material into composite structure that utilizes a rapid-cure resin system, which is novel. Testing showed that by adding NAWAStitch to the prepreg, most material properties were improved because the VACNTs strengthened the resin to fiber interface, and the interface itself, between plies. For example compression strength improved by more than 20%, and erosion resistance by more than 50%. The UDRI team identified two flight demonstration articles through discussions with Aurora Flight Sciences (Aurora) and reviewing literature on air mobility and the eVTOL market. The demonstration articles were a thin skin honeycomb panel and a section from an eVTOL propeller blade. The manufacturing and testing trials of the demonstration articles were as follows: • NAWAStitch added no manufacturing complexity or detriment to the article physical qualities, while at the same time added multifunctional properties such as enhanced rain erosion and electrothermal de-icing besides enhanced mechanical properties • VACNTs did not increase or hurt the mechanical properties of the interface between honeycomb core materials and the thin skin face sheet • Demonstrated successful de-icing function in an eVTOL propeller meeting real-world specifications in uniformity and endurance • Multifunctional eVTOL propeller cost analysis showed a cost savings of at least 67 % for a single propeller blade with multifunctional de-icing capability and improved mechanical properties which equates to a potential savings of $10,116 per eVTOL aircraft with six three-bladed propellers Overall, the results of this project can provide additional tools for the composite industry to optimize energy efficiency through faster and stronger composite parts that are lower cost to fabricate and maintain. Additionally, the results of this effort can help US industry like NAWA America set the stage for rapid growth and establishment of a manufacturing facility in Ohio. The project has given NAWA America the basic understanding of how the addition of VACNTs to a composite structure can affect the mechanical properties and hence point them to potential commercial applications. The project has also provided Teijin Carbon US with another potential material application for their rapid cure materials that are manufactured at the Renegade facility in Miamisburg, OH.
IACMI Project 4.9, Tooling for Composites with Washout Features Produced by Additive Manufacturing, assembled a team including the industry lead, Ability Composites, NREL and Colorado State University (CSU). Ability Composites had originally expressed interest in alternate methods of producing tooling for composite parts. In follow-up discussions, it became clear that one of the bigger tooling challenges revolved around small production volume composite parts that were tooled on washout material due to the complex geometry. To build an understanding of the potential, both from a technology and a cost perspective, for replacing conventional washout tooling with 3D printed thermoplastic tooling, a number of commercially available dissolvable FDM printing materials were evaluated, leading to tooling representative of commercial articles of interest to Ability Composites. Ultimately, Ability Composites was able to directly compare autoclave processed prepreg composite parts produced on conventional washout tooling to composite parts molded on 3D printed dissolvable tooling produced at CSU. Small, laboratory test specimens were developed to investigate the structural performance of the candidate materials under autoclave processing conditions, which were nominally 121 °C (250 °F) and 345 kPa (50 psi). In addition, several internal structural configurations (infills) were evaluated under autoclave conditions using model materials. The results of these tests indicated that two materials, Stratasys ST 130 and Infinite Materials Solutions Aquasys 180 (AQ 180), were the best candidates, given the specified autoclave processing conditions. ST-130 was slightly more robust than AQ-180; however, the AQ-180 was carried forward as it was dissolvable in water, not requiring the basic solution needed to dissolve ST-130. Based on the preliminary material and 3D printed structures evaluations, larger tools with a truncated square pyramid geometry were created to produce prepreg composite test articles for 3D printed dissolvable tool evaluation under standard autoclave fabrication conditions. Two tools were manufactured using ST-130 and one tool using traditional ceramic washout tooling media. The tools were evaluated for geometric fidelity and surface roughness changes before and after carbon fiber/epoxy prepreg composites were manufactured on the tooling. The autoclave processing did not impact the geometry significantly and was completed at 121 °C and 345 kPa, indicating satisfactory tool performance. The results from surface roughness testing of both the resulting composite and the associated tooling indicated that an adequate surface resulted without the need for a surface sealing step, as was required for the conventional washout tooling. Based on results of the truncated pyramid tests as a basis, ST-130, AQ-120 and AQ-180 materials were carried forward to the tool geometry of interest to Ability Composites. These hollow rectangular bent ducts, which were complex in nature and not extractable after cure, were used to understand the impacts of tool material and thickness. One ST-130 tool was produced as a partially solid part, with an enclosed 40% dense infill region to reduce weight and material use. This was the same approach evaluated in the truncated pyramid portion of the study. This tool was to be envelope vacuum bagged and directly compared to a monolithic tool of conventional washout material. The traditional monolithic ceramic tool was manufactured by Ability composites using CNC-based subtractive methods. An additional five dissolvable polymer tools, manufactured from ST-130, AQ-120, and AQ-180, using a hollow design were 3D printed and used to produce carbon fiber/epoxy composite evaluation articles. These hollow dissolvable tools were expected to be less influenced by the autoclave conditions as the wall was solid and vacuum bagging was inside and outside the tool. This alternative geometry was also evaluated as an option in techno-economic modeling. Print times were reduced from in excess of 3 days to under 30 hours, while surface quality and and tool integrity were substantially improved in the transition from the partially solid tool to the hollow tooling concept. Ability Composites produced autoclave-cured prepreg ducts on each of these tools. The autoclave conditions utilized were more severe than those of the initial trials, reaching temperatures of 160 °C and a pressure of 414 kPa. Under these conditions, the partially solid 3D printed tool with skin and 40% dense infill crushed significantly; however, the thicker ST-130 hollow tool showed good promise, deforming only slightly. The thinner hollow tool walls were unsuccessful as were the other materials. Overall, the hollow tool manufacturing process saved significant amounts of time and material in manufacturing as compared to the solid ducts and produced composite surface quality improvements compared to the traditional washout tooling. The TEM was developed to allow direct comparisons between conventional washout tool manufacturing processes and those developed at CSU. It also allowed for two separate 3D printed tool geometries to be analyzed and compared. In this case, the square bent duct tool geometry was determined to be representative of common washout tools. This geometry was compared with a scaled-up version of it to assess differences in the two manufacturing processes based on tool size. The model was developed to make use of user input in the form of geometry details, process steps, manufacturing parameters, bulk material costs, capital equipment costs, and general costs to calculate overall labor, material, capital equipment, and energy costs per manufactured tool for the conventional and additive manufacturing processes for the two representative geometries. It was also able to estimate step-by-step process times for the manufacturing process and geometries. Based on significant input from Ability Composites and CSU from their knowledge gained from hands-on manufacturing of the 3D printed bent duct tool geometry, costs and process times were calculated for the two manufacturing processes. Results showed that the additive manufacturing techniques developed at CSU can substantially reduce the costs of tool manufacturing by reducing labor times and material usage. This is because additive manufacturing is a relatively hands-off process and allows for the tool design to be optimized to reduce material usage. The disadvantage, however, is that process times for additive manufacturing are significantly longer. The three-dimensional (3D) printing process is slow if tight tolerances are required, but the analysis did show that print times could be reduced with the hollow tool geometry. Also, further advances in additive manufacturing could expedite the process. Costs and process times for the tool washout process were calculated separately. They showed that costs are relatively insignificant when compared to the overall tool manufacturing processes, but with increases in tool size, costs for the conventional manufacturing approach are larger than for additive manufacturing. Again, the washout process for conventional tools is very hands-on, whereas for additively manufactured tools the print medium is dissolved in an automated detergent bath at the sacrifice of process time. The analysis showed that optimizing the additively manufactured tools may also reduce washout times. Overall, Project 4.9 demonstrated that commercially available dissolvable 3D printing materials exist that can be used to produce dissolvable tooling capable of surviving prepreg composites fabrication under autoclave conditions of 121 °C (250 °F) and 345 kPa (50 psi). An alternative hollow dissolvable tool design was developed which was structurally superior to the initial concept and was cost and time effective versus conventional washout tooling. The 3D printed sacrificial tool required no added surface sealing steps prior to composite part layup and cure, offering a significant advantage over the porous conventional washout tooling.
Tailorable discontinuous fiber composite laminates provide relative formability beyond that of continuous fiber laminates, while achieving improved mechanical performance over comparable stochastic systems. Here, in this work, the notch sensitivity of engineered prepreg platelet molded composite (PPMC) laminates is investigated using the open-hole tension (OHT) test and compared to available data for stochastic PPMCs and continuous fiber laminates made with the same material. The press-formed thermoplastic composites (AS4/PEKK) were molded with a quasi-isotropic stacking sequence. The discontinuous PPMC laminate was found to be notch insensitive with OHT strengths ranging from 145.4 MPa (CV $=$ 7%) for d/w $=$ 0.5 to 229.3 MPa (CV $=$ 9%) for d/w $=$ 0.25. The highly ordered meso-structure of the engineered PPMC laminate yields comparatively excellent mechanical properties for relatively thin laminates in contrast to stochastic systems. Both net- and gross-section failures were observed for d/w $=$ 0.25, which suggests that the engineered PPMC laminates studied here maintain a degree of inherent, internal stress concentrations that compete with those caused by geometric features such as a circular hole. Computational simulations of the OHT tests with explicitly represented platelets were found to be in good agreement with experimental measurements. The progressive failure analysis was used to conduct a numerical investigation of the stacking sequence and platelet meso-morphology.