![\"\"](\"https:\/\/i0.wp.com\/taishicn.com\/wp-content\/uploads\/2025\/09\/1755755196159032.jpg?resize=800%2C800&ssl=1\")
<\/p>\n\u6a5f\u4f53\u69cb\u9020\u90e8\u54c1\uff1a\u70ad\u7d20\u7e4a\u7dad\u306f\u3001\u80f4\u4f53\u306e\u4e3b\u8981\u69cb\u9020\u306e\u88fd\u9020\u306b\u4f7f\u7528\u3067\u304d\u308b\u3002\u4f8b\u3048\u3070\u3001\u30dc\u30fc\u30a4\u30f3\u30b0787\u578b\u6a5f\u306e\u80f4\u4f53\u306b\u306f\u70ad\u7d20\u7e4a\u7dad\u8907\u5408\u6750\u6599\u304c\u591a\u7528\u3055\u308c\u3066\u304a\u308a\u3001\u305d\u306e\u5272\u5408\u306f50%\u306b\u9054\u3059\u308b\u3002\u3053\u308c\u306b\u3088\u308a\u3001\u6a5f\u4f53\u306e\u91cd\u91cf\u304c\u52b9\u679c\u7684\u306b\u8efd\u6e1b\u3055\u308c\u3001\u71c3\u8cbb\u304c\u5411\u4e0a\u3059\u308b\u3068\u540c\u6642\u306b\u3001\u6a5f\u4f53\u306e\u5f37\u5ea6\u3068\u8010\u75b2\u52b4\u6027\u304c\u5f37\u5316\u3055\u308c\u308b\u3002<\/p>\n
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![\"\"](\"https:\/\/i0.wp.com\/taishicn.com\/wp-content\/uploads\/2025\/09\/1755755183598632.jpg?resize=800%2C800&ssl=1\")
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Every part shown here is produced in-house \u2014 lay-up design, tooling, molding, finishing and inspection. If you need a different size, fiber weave, surface finish or a completely new geometry, our engineering team can develop it with you and move from prototype to repeatable production. Request a quote<\/a> or browse the full carbon fiber product range<\/a>.<\/p>\n Interior components on certified aircraft must meet flame, smoke-density and toxicity limits \u2014 typically the FAR 25.853 family of requirements or the equivalent standard for the registering authority. That constrains resin choice, core material and surface finish. We work with fire-retardant prepreg systems and can provide supporting test reports.<\/p>\n Prepreg cured in an autoclave gives the lowest void content and the most repeatable mechanical properties, which is why it is the default for primary structure. Out-of-autoclave prepreg and infusion processes cost less and suit larger, less critical parts such as interior panels and ducting. We quote both and recommend based on what the part actually has to carry.<\/p>\n Seat shells, sidewalls, ceiling panels and galleys add up quickly. A composite seat shell typically saves 30–45% against the aluminium or fiberglass equivalent; across a full cabin that translates into a meaningful fuel-burn reduction or extra payload over the life of the aircraft.<\/p>\n Yes. Aerospace work runs on material traceability \u2014 resin and fiber batch numbers, cure records, and inspection reports tied to each serialised part. We maintain that documentation chain because without it the part is not installable, regardless of how well it was made.<\/p>\n Tooling is usually the long pole: a new tool is typically several weeks before the first article. Once a tool exists, repeat parts run in days to a few weeks depending on quantity and finish. Give us your target date early and we will tell you honestly whether it works.<\/p>\nCarbon Fiber in Aviation: Common Questions<\/h2>\n
What fire, smoke and toxicity rules apply to cabin parts?<\/h3>\n
Prepreg or out-of-autoclave \u2014 what is the difference?<\/h3>\n
How much weight does an interior composite package save?<\/h3>\n
Can you supply traceability and certification paperwork?<\/h3>\n
What is a realistic lead time?<\/h3>\n