Browse Topic: Total life cycle management

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Updates in Development to the Digital Thread and CFD Modeling Framework for Robust Rotorcraft DesignF-0080-2024-13265/7/2024
Rapid advances in high fidelity modeling and high performance computing capabilities have enabled their routine utilization in support of aircraft design. Analysts are able to generate orders of magnitude more data that must then be turned into actionable intelligence to guide design. Enabling effective application of advanced analysis to design requires a robust end-to-end digital transformation to make the simulation processes reusable, repeatable, traceable, scalable and minimize setup errors. This is achieved through the development of a Computational Fluid Dynamic (CFD) modeling framework where streamlining and automation are inserted within the current CFD workflow that involves model setup, simulation and post processing. Workflow automation techniques have been implemented in simulation pre and post processing that reduce the overall process time or enhance the fidelity of the simulation. To conduct CFD evaluations through flight envelope efficiently, space filling methods that take into account uncertainties of complex systems are needed and have driven updates to the boundary condition and design of experiments (DOE) generation within the workflow. Vehicle sub-system design can be highly iterative, performed by a large number of participants in multidisciplinary groups. To ensure traceability across the digital thread, a provenance and metadata storage methodology has been implemented to capture information about CFD simulations and construct a query able database while a model-based systems engineering (MBSE) framework provides a structured and integrated approach to managing information throughout the product lifecycle. The SIM-FIX-SIM approach enabled with a robust analysis framework for digital flight assessment prior to first flight will contribute to the overall goal of reducing development timelines and achieving cost reduction goals for cutting-edge rotorcraft development programs.
Bernier, Daniel, Neerarambam, Shyam, Halline, Dana, Cotton, Rebecca, Lamb, Donald, Coleman, Dustin, Keomany, Stephanie, Dusablon, Lindsey, Alexander, Michael, Willmot, Ryan, Eshcol, Ritu, Fernandes, Stanrich
BEARING, PLAIN, SELF-ALIGNING, PTFE LINED, WIDEAS21231B (Current)2/2/2024
ACBG Plain Bearing Committee
Standard Practice for HabitabilitySAE1007 (Historical)9/14/2021
This Standard specifies the Habitability processes throughout planning, design, development, test, production, use and disposal of a system. Depending on contract phase and/or complexity of the program, tailoring of this standard may be applied. The primary goals of a contractor Habitability program include: Ensuring that the system design complies with the customer Habitability requirements and that discrepancies are reported to management and the customer. Identifying, coordinating, tracking, prioritizing, and resolving Habitability risks and issues and ensuring that they are: ○ Reflected in the contractor proposal, budgets, and plans ○ Raised at design, management, and program reviews ○ Debated in Working Group meetings ○ Coordinated with Training, Logistics, and the other HSI disciplines ○ Included appropriately in documentation and deliverable data items Ensuring that Habitability requirements are applied to all personnel environments, including operators, maintainers, trainers, and support personnnel. Identifying and pursuing opportunities to reduce Habitability costs. Ensuring that Habitability considerations are addressed in analyses, design decisions, trade-offs, and design changes (e.g., Engineering Change Proposals (ECP)). Conducting Habitability analysis activities and supporting human factors analyses (e.g., workload analysis) and other HSI domain analyses to provide evidence to support design decisions and trade-offs and to coordinate shared data. Ensuring that Habitability analyses, results and recommendations are timely, technically competent/complete, and included in design decisions, tradeoffs, and changes. Ensuring that environments experienced by subjects in experiments, simulations, tests, evaluations, and demonstrations are consistent with the customer’s Habitability requirements and meet the U.S. Government and DoD policies for protecton of human subjects. Ensuring that Habitability issues discovered in test, evaluation, demonstration, Operational Test and Evaluation (OT&E), and operations are resolved in a technically competent/complete and timely manner.
G-45 Human Systems Integration
Health-Aware Digital Enterprise - A Blueprint for Digital Thread Integration for Future Vertical Lift SustainmentF-0076-2020-1627110/5/2020
A primary factor for the development of military avionics systems is the requirement for a Modular Open System Architecture (MOSA). The US Department of Defense (DoD) is driving MOSA-compliant systems to achieve benefits in cost and flexibility within their procurements. MOSA definitions are examined in light of advances in computing disciplines that open the interfaces necessary for the aircraft operator to update and manage their fleet's Health Awareness Systems (HAS). Opening the relevant HAS interfaces via software configuration toolsets and MOSA building blocks avoids contracting for costly software changes and gives control of the update to the operator. Two business related factors are presented for consideration in developing the best way forward while using MOSA principles to guide development. These factors are (1) Intellectual Property (IP) and (2) the underlying investments companies make to develop IP. The need to routinely update the HAS to incorporate fleet lessons learned is inherent in the system's support. Updates may also reflect new methodologies that deliver the desired system control to the operator. The paper demonstrates a MOSA-compliant architecture via an example. Within the example, efficiencies are driven by an end-to-end Digital Thread that minimizes errors and rework while reducing the overall cost of change for the full platform lifecycle. The approach enables organic operator support, lowering the overall cost of aircraft operations. The design and support of the platform’s Health Awareness System benefits from the application of linked-automation.
Thomson, Mark, Caraway, Logan, Tucker, Brian
U.S. Army Rotary-wing Airframe Defect Trending, Modeling, and AnalysisF-0076-2020-1631310/5/2020
The U.S. Army monitors the structural integrity of its rotary-wing aircraft fleet through annual evaluations and reporting via the Airframe Condition Evaluation (ACE) program. ACE evaluations capture the location and character of structural defects for each aircraft, which are then available for trending and detailed analysis by engineers with the U.S. Army Combat Capabilities Development Command Aviation & Missile Center (CCDC AvMC). As analytic methods are increasingly advanced through the digital thread, CCDC AvMC has sought to improve available trending, modeling, and analysis tools beyond status quo to provide higher fidelity visuals to both aid communication with decision makers, and also to reveal structural defect trends which may not otherwise be evident. This paper will detail the development and utility of the ACE Color Mapping Application within the ACE Mapping Module and its impact on product support of U.S. Army aircraft with regard to airframe structural integrity.
Peltier, Jared, Chhotu, Prasant
Aircraft Asset Lifecycle and Digital Data Standards OverviewAIR7501 (Current)9/18/2020
This SAE Aerospace Information Report (AIR) reviews technical, operational, and maintenance data being exchanged between key stakeholders in aerospace asset lifecycle and data standards available for such exchanges. It identifies gaps and non-availability of data standards in certain areas. The scope of the current document is limited to aircraft operations, maintenance and disposal stages post-build phase, and does not include the detailed interactions during the aircraft build phase.
G-31 Electronic Transactions for Aerospace Committee
Rationale, Considerations, and Framework for Data Interoperability for Health Management within the Aerospace EcosystemAIR6904 (Current)4/21/2020
This SAE Aerospace Information Report (AIR) offers an overview of the aspects of intellectual property (IP) protection, legislative compliance, business model, and technologies which need to be considered and addressed to implement a data interoperability, secure business model and technology platform to enable prognostics and health management (PHM) in the digital age. While this information report is restricted to the aerospace domain and also to commercial aviation, the concepts are applicable to any other domain that employs data for supporting health management functionality.
G-31 Electronic Transactions for Aerospace Committee
Attack Reconnaissance HelicopterTBMG-360632/1/2020
Bell Textron Inc Fort Worth, TX +1 817-280-2011
A “STEP” Forward for Product Lifecycle Management19AERP10_0210/1/2019
The existence of countless proprietary file formats and the exchange of 3D CAD data has been a significant problem since the beginning of 3D CAD modeling. CAD applications and methods using digital data are constantly changing, which predicates the need for a solution to share validated and accurately translated data. Thus the birth of STEP242. Companies who are adopting model-based processes and tools within their organizations are using ISO 10303 STEP Application Protocols AP242 and AP239 for both exchanging data as well as maintaining data for archival and retrieval. Long Term Data Archival and Retrieval (LOTAR) (http://www.lotar-international.org) is an International project sponsored by multiple consortiums for the standardization of the archival and retrieval of digital product and technical data. This project is ISO compliant and works across multi-CAD environments enabling stake holders to share 3D data within a Model-Based Environment (MBE) or a digital enterprise. To ensure the preservation of design intent, validation properties that include geometric shape representation, assembly features, saved views, user-defined attributes, color, visibility, and Product & Manufacturing Information (PMI) 3D data need to be verified and validated for compliance. The culmination of these standards is allowing companies around the globe to manage interoperability with fewer challenges.
A 'STEP' Forward for Product Lifecycle ManagementTBMG-3536510/1/2019
The existence of countless proprietary file formats and the exchange of 3D CAD data has been a significant problem since the beginning of 3D CAD modeling. CAD applications and methods using digital data are constantly changing, which predicates the need for a solution to share validated and accurately translated data. Thus the birth of STEP242.
Step & Repeat: Reduce Derivative Aircraft Development Risk with Design Reuse2019-01-18719/16/2019
The complex and risky process of designing derivative aircraft, especially when it comes to electrical systems, can be a daunting task at best. There are a number of design strategies that can be employed to mitigate risk and increase the overall efficiency. Quite simply, the current methods of manual processes, design and integration approaches that were optimized from mechanical approaches, are no match for today’s complexities. One method gaining significant traction is to employ a central database serving global interface definitions for the entire design process. Automation through generative design minimizes manual intervention and repetitive work. Furthermore, detecting changes through design rule checks allows system engineers to verify their designs, capturing both inadvertent and planned changes. The ability to instantly update the design content from the new definition streamlines the change management process. Employing these technologies in a digital, connected thread, ensures that intelligent information is leveraged at every step along the way from aircraft conception, realization, and finally to utilization - thereby minimizing risk and maximizing efficiency.
Askar, Muhammad
The Future of Airplane Factory: Digitally Optimized Intelligent Airplane AssemblyR-4665/28/2019
The Future of Airplane Factory: Digitally Optimized Intelligent Airplane Factory defines the architecture, key building blocks, and roadmap for actualizing a future airplane factory (FAF) that is digitally optimized for intelligent airplane assembly. They fit and integrate with other FAF building blocks that aggregate to a Digitally Optimized Intelligent Airplane Factory (DOIAF). The word "intelligent" refers to the ability of a system to make right decisions and take right action in the highly dynamic and fluid environment of the modern airplane manufacturing space. The event-driven dynamics inherent in the complexity of this environment drive the need for expert knowledge which resides in intelligence systems incorporating the experience of experts. Expert knowledge need not be smart, brilliant, or possess genius as long as the outcomes are derived from right decisions resulting in right actions-applied rapidly to sustain an optimized factory enterprise. Complete factory enterprise visibility requires a higher order of decision capability that current operating systems do not have. A highly visible factory collects and displays data and information as it happens-at a rate beyond the ability of humans and current systems to analyze, process, decide, and act upon. Expert systems are constructed to present humans with right decisions in the form of optimal choices for right actions by incorporating the knowledge of experts into the logic for the decision. Structured Knowledge-Based Expert Systems (SKBES) are incorporated in this book and defined as a critical component for full enterprise actionable visibility. The power of the Digitally Optimized Intelligent Airplane Factory not only is found in its ability to unify the factory, reduce touch labor, improve quality, and streamline throughput but it also enables a significant reduction in above-the-shop-floor support and management. Such an ecosystem frees the human to focus on the complexity of interpersonal responsibilities. If the use of a DOIAF can be viewed as a holistic mechanism, then the human can be the agent engaging with that mechanism; improving negotiations for pricing, contracts, or other person-to-person events that require instinct and relationship.
Bullen, George Nicholas
Enabling Technology for Sustainment of Navy Aircraft StructuresF-0075-2019-146015/13/2019
The Structures Division at the Naval Air Systems Command (NAVAIR) continues to support capital investment in enabling technologies for sustainment of our aircraft which will lower total life cycle costs, ensure safety, and increase operational readiness. This paper presents a general overview of the major improvements which have been made in the area of Structural Health and Usage Management (SHUM), including: usage severity monitoring via regime recognition (RR), gross weight and center of gravity (GW/CG) estimation, local/global damage detection, environmental effects monitoring, damage alleviation, prognostication, and individual asset/component tracking (IAT). Advances in structural analyses have been made in the accuracy of predicted rotorcraft loads using coupled rotor and fuselage interactions. Innovative approaches to fatigue testing at both the component and full scale airframe levels will allow for more accurate introduction of vibratory loading content from operation, reveal failure modes, and improve fatigue life predictions. Additive manufacturing (AM) of fly-away aircraft parts and the standardization of cold spray repair applications present unique qualification challenges and benefits to the warfighter.
Semidey, Roberto, Glucksman-Glaser, Mark, Phan, Nam
Demonstration of Transformable Manufacturing Systems through the Evolvable Assembly Systems Project2019-01-13633/19/2019
Evolvable Assembly Systems is a five year UK research council funded project into flexible and reconfigurable manufacturing systems. The principal goal of the research programme has been to define and validate the vision and support architecture, theoretical models, methods and algorithms for Evolvable Assembly Systems as a new platform for open, adaptable, context-aware and cost effective production. The project is now coming to a close; the concepts developed during the project have been implemented on a variety of demonstrators across a number of manufacturing domains including automotive and aerospace assembly. This paper will show the progression of demonstrators and applications as they increase in complexity, specifically focussing on the Future Automated Aerospace Assembly Phase 1 technology demonstrator (FA3D). The FA3D Phase 1 demonstrated automated assembly of aerospace products using precision robotic processes in conjunction with low-cost reconfigurable fixturing supported by large volume metrology. This was underpinned by novel agent-based control for transformable batch-size-of-one production. The paper will conclude by introducing Phase 2 of the Future Automated Aerospace Assembly Demonstrator - currently in development - that will translate the Evolvable Assembly Systems research to a higher technology readiness level and address the challenges of scalable and transformable manufacturing systems.
Sanderson, David, Turner, Alison, Shires, Emma, Chaplin, Jack, Ratchev, Svetan
Enabling Expanded Aerospace Automation Using Tactile Cognition Analytics2019-01-13603/19/2019
Aerospace assembly operations are still highly dependent on human labor and processes. This paper will describe and illustrate the transformational technologies that will enable replication of the human cognitive (in context) textural ability to assemble airplane and space structure. The paper will also provide use case examples where these innovative technologies have been applied successfully. Without context, data are just dots, floating around without meaning. With context data becomes an enlightened component of knowledge that brings value to information. In-context enlightened knowledge provides manufacturing visibility within factory operations. Visibility is a key component of the Smart, Brilliant, or Intelligent Factory.
Bullen, George Nicholas
The Future Airplane Factory: Digitally Optimized Intelligent Airplane Assembly2019-01-13923/19/2019
Bullen, George Nicholas
Standard Practice for Human Systems IntegrationSAE6906 (Current)2/8/2019
This Human Systems Integration (HSI) Standard Practice identifies the Department of Defense (DoD) approach to conducting HSI programs as part of procurement activities. This Standard covers HSI processes throughout design, development, test, production, use, and disposal. Depending on contract phase and/or complexity of the program, tailoring should be applied. The scope of this standard includes prime and subcontractor HSI activities; it does not include Government HSI activities, which are covered in the DoD HSI Handbook. HSI programs should use the latest version of standards and handbooks listed below, unless a particular revision is specifically cited in the contract.
G-45 Human Systems Integration
Challenges of Digital Twin in High Value Manufacturing2018-01-192810/30/2018
Digital Twin (DT) is a dynamic digital representation of a real-world asset, process or system. Industry 4.0 has recognised DT as the game changer for manufacturing industries in their digital transformation journey. DT will play a significant role in improving consistency, seamless process development and the possibility of reuse in subsequent stages across the complete lifecycle of the product. As the concept of DT is novel, there are several challenges that exist related to its phase of development and implementation, especially in high value manufacturing sector. The paper presents a thematic analysis of current academic literature and industrial knowledge. Based on this, eleven key challenges of DT were identified and further discussed. This work is intended to provide an understanding of the current state of knowledge around DT and formulate the future research directions.
Singh, Sumit, Shehab, Essam, Higgins, Nigel, Fowler, Kevin, Tomiyama, Tetsuo, Fowler, Chris
Standard Best Practices for System Safety Program Development and ExecutionGEIASTD0010A (Current)10/18/2018
This document outlines a standard practice for conducting system safety. In some cases, these principles may be captured in other standards that apply to specific commodities such as commercial aircraft and automobiles. For example, those manufacturers that produce commercial aircraft should use SAE ARP4754 or SAE ARP4761 (see Section 2 below) to meet FAA or other regulatory agency system safety-related requirements. The system safety practice as defined herein provides a consistent means of evaluating identified risks. Mishap risk should be identified, evaluated, and mitigated to a level as low as reasonably practicable. The mishap risk should be accepted by the appropriate authority and comply with federal (and state, where applicable) laws and regulations, executive orders, treaties, and agreements. Program trade studies associated with mitigating mishap risk should consider total life cycle cost in any decision. This document is intended for use as one of the elements of project solicitation for complex systems requiring a systematic evaluation of hazards and mitigating measures. The Managing Authority may identify, in the solicitation and system specification, specific system safety requirements to be met by the Developer. These may include risk assessment and acceptance criteria, unique classifications and certifications, or mishap reduction needs unique to their program. Additional information in meeting program specific requirements is located in the Appendixes.
G-48 System Safety
Towards Standardising Methods for Reporting the Embodied Energy Content of Aerospace Products2017-01-90028/29/2017
Within the aerospace industry there is a growing interest in evaluating and reducing the environmental impacts of products and related risks to business. Consequently, requests from governments, customers, manufacturers, and other interested stakeholders, for environmental information about aerospace products are becoming widespread. Presently, requests are inconsistent and this limits the ability of the aerospace industry to meet the informational needs of various stakeholders and reduce the environmental impacts of their products in a cost-effective manner. Energy consumption is a significant business cost, risk, and a simple proxy value for overall environmental impact. This paper presents the initial research carried out by an academic and industry consortium to develop standardised methods for calculating and reporting the embodied manufacturing energy content of aerospace products. Following an action research approach, three potential methods are identified and applied in a real manufacturing environment. Suitability for use across the aerospace value chain is assessed. The benefits, implementations issues, areas of data uncertainty, and differences in results are outlined. Results show companies could be over/under reporting the embodied manufacturing energy content of parts by a factor of 10. The subsequent business and EU policy implications for industry reporting and evaluating product risks are discussed. The paper concludes the novel research outcomes will be valuable to businesses and other interested stakeholders seeking to report or understand the embodied energy content of aerospace products and associated data uncertainty, as well as inform the development of future industry standards.
Delay-Saunders, Isabelle, Morse, Stephen, Lee, Jacquetta, Moore, Gary, Clifton, Andrew, Rogers, Jayne, Miah, Abdul Hakim Siddique, Goddin, James, Morris, Kevin M
Maintenance Life Cycle Cost ModelAIR5416 (Current)10/13/2016
This document describes a life cycle cost model for commercial aircraft composite structure. The term life cycle cost used herein, refers to the airline costs for maintenance, spares support, fuel, repair material and labor associated with composites after introduction into service and throughout its useful life. This document contains the equations that can be programmed into software which is used to estimate the total cost of ownership aircraft, including structure. Modification costs and operating costs are estimated over a specified life (any period up to 30 years). Modification costs include spares holding, training, support equipment, and other system related costs. Annual operating costs include: Schedule interruption, fuel, spares, insurance, and maintenance. Maintenance costs are separated by scheduled maintenance or unscheduled damage, or can by grouped into the typical organizations of line, shop, and hangar maintenance. This Lifecycle Cost allows users to evaluate the impact of Service Bulletins, potential design changes, changes in maintenance programs, or effectiveness of maintenance operations.
AMS CACRC Commercial Aircraft Composite Repair Committee
Configuration Management Standard Implementation GuideGEIAHB649A (Current)3/1/2016
This handbook is intended to assist the user to understand the ANSI/EIA-649B standard principles and functions for Configuration Management (CM) and how to plan and implement effective CM. It provides CM implementation guidance for all users (CM professionals and practitioners within the commercial and industry communities, DoD, military service commands, and government activities (e.g., National Aeronautics and Space Administration (NASA), North Atlantic Treaty Organization (NATO)) with a variety of techniques and examples. Information about interfacing with other management systems and processes are included to ensure the principles and functions are applied in each phase of the life cycle for all product categories.
G-33 Configuration Management
MMLV: Life Cycle Assessment2015-01-16164/14/2015
The Multi Material Lightweight Vehicle (MMLV) developed by Magna International and Ford Motor Company is a result of a US Department of Energy project DE-EE0005574. The project demonstrates the lightweighting potential of a five passenger sedan, while maintaining vehicle performance and occupant safety. Prototype vehicles were manufactured and limited full vehicle testing was conducted. The Mach-I vehicle design, comprised of commercially available materials and production processes, achieved a 364kg (23.5%) full vehicle mass reduction, enabling the application of a 1.0-liter three-cylinder engine resulting in a significant environmental benefit and fuel reduction. The Regulation requirements such as the 2020 CAFE (Corporate Average Fuel Economy) standard, growing public demand, and increased fuel prices are pushing auto manufacturers worldwide to increase fuel economy through incorporation of lightweight materials in newly-designed vehicle structures. This paper is aimed at communicating the results of a life cycle assessment (LCA) study which compares the lightweight auto parts of the new multi material lightweight (MMLV) Mach-I (1.0l I3) vehicle design to the conventional auto parts of the baseline 2013 Ford Fusion (1.6l I4), both internal combustion engine vehicles (gasoline fueled), built and driven for 250,000 km in North America [1]. The new Mach-I design has achieved an overall 364 kg (23%) mass reduction enabling engine downsizing, which resulted in a total life cycle mass-induced fuel savings of 3,642 liters (or 962 gallons) and a projected combined cycle fuel economy of 34 mpg (6.9 l/100 km), as compared to 28 mpg (8.4 l/100 km) for the 2013 Ford Fusion. The Mach-I design vehicle includes materials and technologies which are commercially available. This LCA study assesses the potential environmental impacts of the auto parts throughout their cradle-to-grave life cycle, with a focus on weight differences between design options. Primary interested parties are the US Department of Energy (DOE), Province of Ontario, Ford Motor Company and Magna International. LCA of the auto parts is conducted in accordance with International Organization for Standardization (ISO) standards 14040/44 and follows the specific rules and guidance provided in the CSA Group 2014 LCA Guidance document for auto parts [2,3,4].
Bushi, Lindita, Skszek, Timothy, Wagner, David
Configuration Management Definitions for Digital Computer ProgramsCMB4_1A (Current)10/1/2014
This Bulletin is intended for use as a guide and defines the terms and definitions to be used during the development, documentation, verification, and delivery cycles of new and modified computer software. It lists and defines the most common terms currently used in the world of computer software configuration management. There has been no attempt to compete with some of the more formal documents in use within the software programming community.
G-33 Configuration Management
The Next Generation of Systems Engineering: A Report by the GEIA G-47 Systems Engineering PanelGEIASE0001 (Current)10/1/2014
Systems Management Council
Modern Hybrid Systems for Critical Needs2014-01-22049/16/2014
For 70 years Yardney has been a leader in specialty battery and energy systems for military, space, avionics, weapon systems and undersea vehicles. In addition to battery systems, Yardney also delivers hybrid systems for ground, space, undersea and avionic applications. The beauty of hybrid systems, combining energy sources such as batteries, capacitors, fuel cells and solar, is that they can be used to optimize energy and power density, and with proper design, the systems can also lead to longevity of components and an overall cost savings. For ground applications, utilization of hybrid systems can assist in conservation of fuel by making vehicle applications more efficient. For space applications, satisfying pulses can be improved by a capacitor and battery hybrid energy storage system. To optimize aircraft performance and decrease operating costs, avionics are beginning to move towards more electric aircrafts (MEA). This embraces the concept of utilizing electrical power for driving aircraft subsystems currently powered by mechanical means. An important part of this concept is the development and demonstration of a hybrid (battery-capacitor) system of appropriate size and mass that can be shown to stabilize the bus, enhance reliability, fault-tolerance, and power density. For these needs, Yardney has developed models, delivered systems and continues working on new applications.
Moore, Gregory J., Puglia, Frank, Myron, Lawrence, Lasher, Stephen, Doane, Bob, Gnanaraj, Joe, Cohen, Seth, Dobley, Arthur, Lawrence, Ryan, Yan, Rong
Digital Manufacturing: The Digital Tapestry2014-01-22679/16/2014
Rapid advances in cloud-based computing, robotics and smart sensors, multi-modal modeling and simulation, and advanced production are transforming modern manufacturing. The shift toward smaller runs on custom-designed products favors agile and adaptable workplaces that can compete in the global economy. This paper and presentation will describe the advances in Digital Manufacturing that provides the backbone to tighten integration and interoperability of design methods interlinked with advanced manufacturing technologies and agile business practices. The digital tapestry that seamlessly connects computer design tools, modeling and simulation, intelligent machines and sensors, additive manufacturing, manufacturing methods, and post-delivery services to shorten the time and cost between idea generation and first successful product-in-hand will be illustrated.
Bullen, George Nicholas
Providing a Systems Approach for Digital Manufacturing and Design InnovationF-0070-2014-95655/20/2014
In the past year, as part of the Administration's thrust to promote Advanced Manufacturing, a solicitation was issued for the establishment of a Digital Manufacturing and Design Innovation (DMDI) Institute. The DMDI Institute will be part of the U.S. Administration's National Network for Manufacturing Innovation (NNMI) initiative. The NNMI initiative is a Federal response to the need for an integrated, well-funded national network of large-scale, industry-led manufacturing innovation centers. Since global competitiveness is driven by the speed at which products can enter the marketplace at a competitive price point, this institute's focus will be on enterprise-wide utilization of the digital thread, enabling highly integrated manufacturing and design of complex products at reduced cost and time. It was stated that responses should clearly link a technology area with a specific concept of how that technology can impact that marketplace. The objective is to take the Department of Defense(DoD)Technology Readiness Level (TRL) from 4 to 7. This paper will illustrate a systems approach for DMDI based on establishing a Virtual Stochastic Lifecycle Design Environment (VSLDE) which could support the product development of complex systems, such as the new Army/DoD Future Vertical Lift (FVL) program, which will be used as an example.
Schrage, Daniel
Level of Repair Analysis (LORA)AS1390 (Historical)4/15/2014
This standard establishes general requirements and descriptions of specific activities for performance of LORA during the life cycle of products or equipment. When these requirements and activities are performed in a logical and iterative nature, they comprise the LORA process.
LCLS Life Cycle Logistics Supportability
Logistics Product Data HandbookGEIAHB0007B (Current)2/10/2014
LCLS Life Cycle Logistics Supportability
Affordability Comparison Tool — ACTTBMG-234272/1/2014
ACT is able to provide insight into acquisition, operational, and life-cycle affordability early in program formulation prior to a commitment of architecture, or anytime during the program to change systems or subsystems. ACT analyzes different systems or architecture configurations for affordability that allows for a comparison of total life-cycle cost, annual affordability, cost per pound, cost per seat, cost per flight (average), and total payload mass throughput. Although ACT is not a deterministic model, it does use characteristics (parametric factors) of the architectures/systems being compared to produce important system outcomes (figures-of-merit). The outcome figures-of-merit provide the designer with information on the relative affordability of different configurations.
Structural Health Monitoring in Civil Aviation: Applications and Integration2013-01-22209/17/2013
In civil aviation the main driver for Structural Health Monitoring (SHM) is to provide maintenance and ownership benefits. The maintenance benefits are defined in terms of improving maintenance planning, increasing inspection intervals and reducing inspection cost. The ownership benefits can be measured in residual value and life extension. In this paper different aspects of SHM implementation are discussed for fatigue monitoring and fatigue damage sensing with a consideration of minimizing challenges for SHM implementation. First, the current Fatigue Monitoring implementation scenarios for the most representative agile military aircraft are reviewed. In the following some aircraft utilization results obtained from analyzing different airlines are presented. The obtained results show a better possibility of categorizing fleet of an airline in comparison with agile military aircraft. Based on these results a concept for fatigue monitoring of a civil aircraft is proposed that can be implemented with a minimum certification challenges. Cumulative damage calculated based on the proposed concept shows potential opportunity for more granulated life evaluation, which can result in up to 25% fatigue maintenance interval extension by adding take-off weight part of the fatigue parameters. Second, a typical recognized application for fatigue damage sensing using Acousto-Ultrasonics technology is presented and a typical inspection result that can be expected from the SHM system is discussed. In addition, some specific experimental observations for sensors' performance are presented that need to be taken into account at low Technology Readiness Levels (TRLs) where the SHM solution performance is evaluated.
Mofakhami, M. Reza, Pinsonnault, Jerome
Ship Systems and Equipment - Hydraulic System Design Criteria for Marine VehiclesJ1779_201305 (Current)5/30/2013
The marine environment differs greatly from other environments in which hydraulics are used. This Recommended Practice provides hydraulic design considerations and criteria for the marine environment and is applicable to commercial vessels, military ships, and submersible vehicles. This document may be used for manned and un-manned vehicles.
Ship Fluid Systems Committee
Compressed Air Efficiency: A Case Study Combining Variable Speed Control with Electronic Inlet Valve Modulation2013-01-08344/8/2013
This paper discusses an energy efficient compressed air system at an industrial automation components manufacturing facility. The authors performed and energy assessment as part of the DOE's Industrial Assessment Center program and followed up with additional investigations on the compressed air system. The compressed air system utilizes an outlet pressure transducer to a microcontroller to adjust system capacity by changing motor speed and modulating an electric proportional inlet valve. This control system allows reduced modulation of operating pressure and a lower operating set point, when compared to either system alone, and avoids thermal overloads when the VFD attempts to operate at low frequencies. The control system will be examined and discussed with respect to operation, energy savings, installation costs, and payback.
Cambridge, Jason, Frazier, Shane, Goodman, David W., Nofal, Malek, Razban, Ali
Ensuring on-time delivery13AERD0102_011/2/2013
Any delay in terms of schedule or not meeting the specifications or budget can have a huge impact on the viability of a program as well as the companies involved. New software demonstrates companies can actually deliver on what they commit. The aerospace industry is facing numerous challenges moving forward, most notably increasingly complex and competitive programs with competitors from different regions of the world, and the growing shortfall in terms of the number of skilled professionals working in the industry, with as much as 40% of the workforce becoming eligible for retirement within the next three years. “We looked at these and said, how can we impact positively these challenges?” said Michel Tellier, Vice President, Industry Solutions, Aerospace and Defense, Dassault Systèmes (DS), at the company's recent 3DExperience Forum in Orlando, FL. “The area where we have the greatest opportunity to impact these was actually in the early stages of the program-conceptual design, advanced design, preliminary design-where you make the promise, decide on the technologies, decide on your partners, where fundamentally you stipulate what you're going to do. This is an area that's been historically underserved.”
Monaghan, Matthew
Mating Aircraft Using Flexible Tooling via the Digital Thread2012-01-18519/10/2012
Tooling structures to make wing/wing, fuselage/fuselage, and wing/fuselage mates have long been rather massive tools. Not only are these tools large and expensive, but they often obstruct the very drilling and fastening work to be done in the mate tool. Furthermore, these legacy mate tools can only do one job - a mate tool cannot be used for a different airplane, or even a different part of the same airplane. A flexible, more versatile system will lower the cost of aircraft with a low quantity production run planned, and a more open design can reduce the cost of assembly on a high production aircraft. This paper will discuss the development and recent breakthroughs that allow the mating of any size aircraft sections with very high precision using only a set of specialized jacks that provide six degrees-of-freedom coupled with a non-contact measurement system. Data extracted directly from a CAD 3-D model is fed into a computer system that is then used with a closed-loop control system to align the aircraft sections and/or wings in water, butt, station, roll, pitch, and yaw. The assembly area only requires a flat concrete floor capable of holding the vehicle weight. The same mate system can mate different parts of the same airplane, and be used on different production lines. This paper will explain how massive dedicated assembly tooling can be replaced by flexible assembly methods similar to the way a CNC drilling machine replaces multiple drill templates and jigs. Flexible mate and alignment systems offer huge advantages over traditional assembly monuments including lighter weight, portable, reconfigurable to multiple airframe designs, reusable, direct interface to 3-D CAD model, and best fitting aircraft segments to one another.
Richardson, Roger C.
Semi-Automated Fastener Installation for Cases When Full Automation is Not Practical2012-01-18579/10/2012
Although robots and other automation-related technologies have made tremendous improvements in recent years, there are still many cases where a fully automated system is impractical. Reasons for this impracticability are widely varied but include: a production rate that will not support an adequate business case for a costly, fully automated system, the risk of an error is too great to bear, or part variability from ship-to-ship requires significant real-time decision making that can be challenging for a robot. Three-dimensional, optically projected work instructions can offer a practical solution that provides a significant benefit to the aircraft manufacturer at a price that is approximately 10% of the cost of a fully automated system. In many applications, the semi-automated solution will result in a production rate that is equal to the fully automated system. The more complicated the assembly process is - for example, a high part number count of widely varying sizes- the better the relative production rate will be for the semi-automated system. This paper covers example cases where semi-automation is a preferred solution, risk mitigation of optical projection, quality assurance, and cost analysis.
Richardson, Roger C., Stewart, Tom
Automated Work Sequencing in Constrained Areas Using Easily Portable and Optical Projection System2012-01-18859/10/2012
Projection systems are an optically projected 3-D sequence of operations that will guide an assembly technician through a set of complex operations with an intuitive instruction set that is portable and can be quickly set up in complex work areas. Example assembly applications include an aircraft baggage hold of a commercial jet, an inlet duct of a fighter jet, or inside a fuselage of a business jet. Clear, easy-to-follow instructions have been demonstrated to significantly improve assembly time and reduce rework. In many cases, instructions can be completely language independent allowing people of different nationalities to look at the same projection and work the same way without requiring additional instructions. This system provides increased uniformity of span time for given tasks between workers with a wide range of experience which improves scheduling. This paper highlights the uses and application of optically projected work instructions, particularly related to grip length measurement and fastener installation, including portable applications in difficult to access areas.
Richardson, Roger C.
Augmented Reality and Other Visualization Technologies for Manufacturing in Boeing2011-01-265610/18/2011
The Efficient Assembly, Integration & Test (EAIT) team at Boeing Research & Technology, Boeing's central technology organization, is working on multiple implementations of Augmented Reality to aid assembly at the satellite production facility in El Segundo, CA. This presentation will discuss our work to bring an Augmented Reality tool to the shop floor, integrating product design and manufacturing techniques into a synergistic backbone and how this approach can support the delivery of engineering design intent on the shop floor. The team is developing a system to bring designer's 3D CAD models to the technicians on the shop floor, and spatially register them to live camera views of production hardware. We will discuss our work in evaluating multiple motion captures systems, how we integrated a Vicon system with Augmented Reality software, and our development of a user interface allowing technicians to manipulate the graphical display. We will also cover challenges we encountered relating to camera distortions and registration accuracy, and how we overcame them. Further discussions will cover how this work integrates with a key initiative called the Concept Center and the advantages of integrating visualization techniques, radio frequency- identification, (RFID) and quality and lean tools in a common venue for major stakeholders to work together on engineering design and manufacturing deployment.
Davies, Paul, Sivich, Lorrie
Reducing Power Demand for Heavy Suspension Tests2008-01-06904/14/2008
Competitive pressures, globalization of markets, and integration of new materials and technologies into heavy vehicle suspension systems have increased demand for durability validation of new designs. Traditional Proving Ground and on-road testing for suspension development have the limitations of extremely long test times, poor repeatability and the corresponding difficultly in getting good engineering level data on failures. This test approach requires a complete vehicle driven continuously over severe Proving Ground events for extended periods. Such tests are not only time consuming but also costly in terms of equipment, maintenance, personnel, and fuel. Ideally multiple samples must be tested to accumulate equivalent millions of kilometers of operation in highly damaging environments. There is a desire to move these tests into the laboratory using servo-hydraulic testing techniques in a fixed reaction configuration similar to those currently applied universally to passenger car and light truck development. The drawback of applying these tests in the laboratory is the extremely high power demanded by full force, real time operation. This paper will discuss some techniques whereby the operating data can be edited to reduce the power demands of the test systems to more practical levels while still providing valid durability evaluation and performance verification for heavy vehicle suspensions.
Haeg, Steven R.
Implementation Guide for Common Data Schema for Complex SystemsGEIAHB927 (Current)7/1/2007
This section establishes modeling conventions and guidelines to be followed during the development of the GEIA-STD-927 top level schema. The following is within the scope of this document: Modeling rules, conventions and guidelines for the GEIA-STD-927 top level schema. The following are outside the scope of this document: An introduction to information modeling; An introduction to the EXPRESS modeling language.
G-47 Systems Engineering
Original Method for Car Life Cycle Assessment (LCA) and its Aplication to LADA Cars2007-01-16074/16/2007
To carry out a full and detailed analysis of total life cycle (TLC) for cars is very difficult and time-consuming. It is extremely complicated to organize detailed data collection and perform inventory analysis of all stages of car life cycle [1,2,3]. It is also very difficult to transform various factors of environmental impact into quantity of damage done to mankind and environment [4,5]. However, necessity to carry out LCA of cars appears already at the design stage in order to make the most effective and environment-oriented decisions. It is important for a car manufacturer to compare a new model being developed with cars in production as well as similar cars being produced by other manufacturers [6]. That is why LCA methodology should be simple enough and convenient for practical application so that it will not consume much time and many resources. In our view those recommendations on simplified LCA as well as methods and procedures used in the world at present do not allow to make calculations efficiently for the whole car and compare a great number of different cars. Having analyzed the most essential aspects of the problem we arrived at the following conclusions that helped us to develop an original LCA method. To implement LCA for a car we can take into account only three main stages: production, use and recovery. It is more convenient to make calculations of environmental impact for each stage of car life cycle based on different methodologies appropriate for each given stage. The result is numerical values of the impact at each stage expressed in ecological points. The stages of car life cycle contribute unequally into the total indicator of environmental impact. Consequently, weight factors for each stage should be used to correlate the total indicator. In our LCA method we calculated eco-points for the production stage on basis of Eco-indicator'99 [5], eco-points for the use stage - on basis of our own method and eco-points for the recovery stage - on basis of ISO-22628 [7]. Weight factors of each stage were taken as follows: production 14%, use 82%, recovery 4%. The method was used to make calculations for LCA of all LADA cars, comparative analysis of the results and comparative assessment for each stage of car life cycle. The analysis has shown that improvement of car technical and ecological parameters (first of all, reduction of noise, fuel consumption and CO2 emissions, and meeting stricter EURO 4/5 requirements on exhaust toxic emissions) results in lessening negative environmental impact at the use stage and in the future will require recalculation of the contribution coefficients for each stage of the car life cycle.
Petrov, Roman L.
A Systems Approach to Life Cycle Truck Cost Estimation2006-01-356210/31/2006
A systems-level modeling framework developed to estimate the life cycle cost of medium- and heavy-duty trucks is discussed in this paper. Costs are estimated at a resolution of five major subsystems and 30+ subsystems, each representing a specific manufacturing technology. Interrelationships among various subsystems affecting cost are accounted for. Results of a specific Class 8 truck are finally discussed to demonstrate the modeling framework's capability, including the analysis of cost-effectiveness of some of the competing alternative system design options being considered by the industry today.
Das, Sujit, Mascarin, Anthony
Implementation Guide for Data ManagementGEIAHB8591/1/2006
As an integral part of the evolution to ANSI/GEIA-859 and the new environment, data management ensures that appropriate information support is available. Data requirements are established that ensure that data are properly timed and accessible, and provide the necessary visibility. The integrity of the data must be ensured regardless of their physical location. The DM process, implemented with rapidly maturing technologies, makes information available sooner and facilitates information sharing. It controls the digital format and the procedures necessary to exchange, index, store, and distribute or provide access to data. The DM process offers a wide range of benefits that contribute to improvements in the cost, schedule, performance, and support of products and services by enabling acquisition managers to do the following: Make better tradeoff decisions Identify problem areas earlier Decrease cycle times for decisions and information processing Eliminate overhead costs of receiving, storing, and processing hard-copy documents. Data management, originally instituted to address the information needs for the Department of Defense (DoD), has been adopted widely, not only in the defense industrial base, but in insurance, medicine, and other businesses with complex data environments. DM’s purpose has always been to ensure that data are available for any legitimate use whenever needed, for the least cost.
EIDM Enterprise Information and Data Management
Designing Based on Thermal Loads2005-01-20515/10/2005
When designing components, systems and fluid characteristics, thermal loads gathered over the life cycle of an automobile are of great interest. Ageing and deterioration based on the temperature/time distribution that a component or fluid is exposed to, affects the functionality and/or durability of electronics, polymers and lubricants. Optimal design in terms of quality and cost are two of the most governing parameters at Volvo Cars at present. To meet this need, designing terms of life cycles from a thermal perspective has been developed during recent years. This paper presents a methodology for designing components and choosing system solutions from life span thermal loads in Volvo Car's vehicles. The fundamental ideas behind the method, design criteria and examples of usage are discussed from a holistic point of view. Based on experimental results in standard heat management/cooling performance tests and experience of thermal behavior, the thermal load distribution over the life span is extracted, using MS Excel. The thermal distribution is then compared to component characteristics in order to meet the requirement functionality and durability. For components of exceptional interest, the method can be used proactively to specify the thermal loads in order to find a material, fluid or component which meets the specifications. This avoids unpleasant discoveries in late phases of vehicle programs and makes decisions more easy to make.
Jerhamre, Anders, Lindén, Rolf
United States National Life Cycle Inventory Database Project: A Status Report2005-01-08524/11/2005
The National Life Cycle Inventory (LCI) Database Project, initiated about three years ago, is intended to be a resource for peer reviewed, at no cost, publicly available, web served LCI information. The Vehicle Recycling Partnership (VRP) of USCAR co-initiated this project with the Athena Sustainable Materials Institute and has been working steadily to date on providing LCI modules for the database. Athena International now manages the project. The purposes of this presentation are two-fold: 1) to provide an overview of contributed VRP modules, and 2) to give a status report on the National LCI/DB Project as a whole. Who is participating and what they are providing are also discussed as is the scope of the project and a request for additional involvement in data module development.
Sullivan, John L., Wheeler, Candace S., Simon, Nakia L.
Life Cycle Economics and Replacement Optimization for a Generic U.S. Family Sedan2005-01-15534/11/2005
In 1998 the United States Automotive Materials Partnership published the life cycle inventory of a generic US family sedan. Several years later, researchers at the University of Michigan expanded this analysis to consider the dynamic replacement decisions over the vehicle lifetime that would optimize energy and emissions performance of generic family sedan ownership. The present study provides further analysis of this vehicle by examining the life cycle cost profile for generic sedan ownership and determining the optimal replacement intervals for this vehicle based on economics. Life cycle cost for a generic vehicle was estimated as $0.37/mile for a ten year life cycle and $0.31/mile for a twenty year life cycle. This study found that while less than 10% of the generic vehicle life cycle energy (20 year) is consumed during material production and manufacturing, 43% of the total life cycle cost is associated with vehicle purchase and depreciation. Nevertheless, both energy and cost factors favor minimizing the number of vehicle replacements in a given time period. Over the 36 year period examined in this study (1985-2020), the ownership pattern that minimizes total life cycle energy use is replacement every 18 years. While the pattern for minimum life cycle cost is replacement of the first vehicle after 17 years followed by replacement of a second vehicle after 19 years. Further analysis suggested replacement every 9 years could potentially balance a range of cost and environmental objectives.
Spitzley, David V., Kim, Hyung Chul, Keoleian, Gregory A., Grande, Darby E.
Transition to a Services Centric Business2004-21-005210/18/2004
International Truck has launched a solution using telematics technology to deliver advanced applications and services to the commercial trucking industry. As the company moved from strategy to execution we discovered a number of “transformations” that needed to occur in order for all parties (International, our customers, dealers, and partners) to maximize potential benefits. This paper describes this journey and the impact technology can have on a traditional manufacturing company's ability to differentiate its products.
Bannister, Jeff, Ruthven, Jim
Key Drivers for a Future System Architecture in Vehicles2004-21-002510/18/2004
Reichart, Günter, Haneberg, Michael
Life Cycle Inventory Study of the UltraLight Steel Auto Body - Advanced Vehicle Concepts Vehicle Product System2003-01-283810/27/2003
A life cycle inventory (LCI) study evaluates the environmental performance of the ULSAB-AVC (UltraLight Steel Auto Body - Advanced Vehicle Concepts) vehicle product system. The LCI quantifies the inputs and outputs of each life cycle stage of the ULSAB-AVC PNGV-gas engine vehicle (998 kg) over the 193,000 km service lifetime of the vehicle. The use phase of the ULSAB-AVC PNGV-diesel engine variant (1031 kg) is also quantified. The data categories measured for each life cycle phase include resource and energy consumption, air and water pollutant emissions, and solid waste production. The ULSAB-AVC LCI study is based on the methods, model and data from the 1999 study by the United States Automotive Materials Partnership (USAMP), a consortium within the United States Council for Automotive Research. This model was modified to represent the ULSAB-AVC PNGV-gas engine vehicle for each life cycle phase as well as the use phase of the PNGV-diesel engine variant. The modifications included the incorporation of updated steel LCI data from the International Iron and Steel Institute, and the use of EU4 standards (2005) for vehicle emissions. Primary energy consumption for the ULSAB-AVC PNGV-gas engine vehicle was found to be 484 GJ over its entire life cycle.
Smith, Vanessa M., Keoleian, Gregory A., Williams, Ronald L., Chubbs, Scott T.
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