Browse Topic: Production
This digital standard is a requirements extract of AS9145 Requirements for Advanced Product Quality Planning and Production Part Approval Process. This file contains a general requirements extraction as well as files that are optimized for use with Doors Classic, Siemens Polarian, and PTC.
The work done in developing stretch broken carbon fiber technology is described. The objectives of the program include the scale up of the process to demonstrate production feasibility, as well as reducing the maximum filament stretch break length to ~50mm/2” or below, less than half of what was achieved on previous programs. The shorter break length is considered to be critical in order to achieve formability into complex geometries. The new stretch break line at Montana State University, BC3, has been commissioned to achieve the required material characteristics and throughput. To date, 6 tows have been successfully stretch broken simultaneously, representing a significant improvement compared with what was achieved on previous programs. Possible geometries and forming evaluation methods are described. Mechanical testing is to be conducted, including both equivalency testing of continuous vs stretch broken carbon fiber and a later minimal level allowables program. It is expected that there will be no strength reduction when using SBCF in a cured laminate as was the case on the prior programs; this will be verified under the current program with material from the new BC3 stretch break line. Single tow SBCF spools will shortly be available for evaluation by potential prepreg manufacturers and other end users.
In this paper, we describe an innovative V&V approach using the SCADE product, enabling significant reduction of effort while preserving compliance with DO-178C/DO-331. This new approach relies on a unique capability: automatic generation of Low-Level Tests. Details about savings will be provided to show how we can reduce costs, speed up certifications, and bring products to the market faster. We will conclude by summarizing the actual benefits and describing ongoing work to bring other savings in the future.
This standard establishes supplemental requirements for 9100 and 9145 and applies to any organization receiving it as part of a Purchase Order or other contractual document from a customer. AS13100 also provides details of the Reference Materials (RM13xxx) developed by the SAE G-22 AESQ committee and listed in Section 2 - Applicable Documents, that can also be used by organizations in conjunction with this standard.
The succession of the BK117 D-2 main rotor concept from the semi-rigid rotor to the BK117 D-3 bearingless main rotor (BMR) system, derived from the H135, held many new and innovative additional benefits in its wake. Although the H135 system is the best on the market regarding maintenance effort and maintenace cost (DMC), it was the purpose to push this benchmark even further. To achive additional benefits, three major improvements needed to be successfully implemented and none of them was a given. First to mention is the concept of the blade being separated in three parts. In case of foreign object damage (FOD), most of the time only the outer part needs to be repaired. In parallel a new possibility to fold the system with a full folding capacity was introduced with the challenge to realize the extremely low DMCs of the H135, in a decisively bigger helicopter and to benefit from the experience of millions of flight hours and thousands of helicopters operated throughout the world. Second a reduced flapping hinge offset was introduced to improve the comport of ride. The third point is the attachment bearing stress laminate providing the benefit of slim shape in the connection area between Flex control unit (FCU) and blade airfoil section. All this with the reduction of vibration in mind that results from changing a four-bladed rotor to a five-bladed one [1]. We were motivated to include also a, for such kind of critical part, new liquid infusion molding technology, to have all process parameters in our own hands, to make the production of blades more reliable and at the same time reduce the number of nonconformities by introducing more and more automation in production, which was enabled using the bearing laminate design of the attachment [2]. This innovative new design, in combination with a new manufacturing process introduced in a different production site under considerable time and cost pressure, needed the dedication of a multi-disciplinary transnational team, to finally overcome all deviations that became visible throughout the industrialization and/or prototype phase. This finally led to a mature serial production within a two years time frame. The paper is intended to highlight the often shortened and only briefly recognized period of preproduction, prototyping and the serialization and maturation of critical composite parts.
In the proposed article, the authors will focus on two manufacturing method FUSED FILAMENT FABRICATION (FFF) and FUSED DEPOSITION MODELING (FDM) showing examples of application in aviation production and the resulting benefits.
When the target value of functional geometrical specification is too tight, its cascade of tolerances is at the feasibility limit of production. In this case, the geometrical Tolerancing method loses its benefits and generates an excessive level of non-Conformity which induces additional costs that are not acceptable. The aim of this paper is first to introduce the background concerning chain of dimension method and tolerances capabilities based on test specimen results. Secondly, demonstrate ability to apply statistical calculation. Thirdly extend conventional chain of dimension in one dimension to multi-holes system installation. And, then analyze potential effect by stress evaluation. And confirm the demonstration of improvement on Tolerancing installation calculations, by onboarding all stakeholder (design, manufacturing, stress) early in design phase (interfaces maturation) and by analyzing more in detail installations constraints. This method should be applied first on "non-critical" junction, because it needs to be further matured and so it is not yet mature enough for primary structure and associated quality checks. In conclusion, as a result, it is possible to increase tolerance specification of parts and manage risks of non-assembly. In conclusion, tolerances for holes localization could be approximatively multiplied by two compared to basic calculation method.
Helicopters in high-speed forward flight often generate High-Speed Impulse (HSI) noise, presenting a major challenge for noise control and narrowing the range of helicopter use. This paper proposes a novel method for active noise reduction by adjusting the rotor diameter length, effectively delaying HSI noise onset and reducing HSI noise impact. Utilizing the CLORNS solver and the Ffowcs Williams-Hawkings (FW-H) equation, this approach was tested on the AH-1G rotor through simulation analysis. The study simulated the rotor's dynamic diameter length changes, analyzing the effect of crucial parameters on the sound field. Results indicate that this method significantly controls the production of rotor high-speed pulse noise, achieving a noise reduction of up to 2dB at critical operational points. This research aids in formulating specific rotor noise control laws and expands the range of scenarios for helicopter usage.
Since certifying the Bell 505 in December 2016, customers on six continents have received delivery of 250 of these light, single-engine aircraft. In three years the worldwide fleet logged more than 35,000 flight-hours, a testament to the Bell 505's customer experience - not only with the aircraft, but with delivery and service. In getting to the 250th delivery, the paper discusses the efforts taken to meet market demand, provide custom finishing, offer kit integration, and even take on additional envelope expansion. Numerous configurations and kits were made available a short time after initial certification, allowing Bell 505 customers to take full advantage of the aircraft capability in a timely manner. The challenges of meeting market demand and transitioning from low rate production to full rate production requires a team effort and this paper shows how it was done for the 505.
Additive Manufacturing (AM) and/or 3-D printing has been used for decades for fabrication of prototyping parts to validate design, geometries and kinematics. The ability to rapidly "grow" one-off and low-volume parts for evaluation and iterative design development is a perfect use of AM processes. As AM materials and machines advance, the repeatability, reproducibility and quality are maturing. Today, AM parts are moving into limited production applications with opportunity for future design features, competitive pricing, lower weight through design optimization, and potential for "on-demand" deliveries. The vast majority of AM parts remain limited to development and prototype phases of a program. As production ramps up, production part fabrications transition to more traditional processes. The higher quantities and schedule demand of production as well as conformity with certified materials and processes still favor traditional manufacturing methods. However, as production ends and the product moves fully into a sustainment phase, the demand for parts plummets (as shown in Figure 1) and subsequent fabrication schedules are dependent on forecasts that are often overwhelmed by "surprise" spares orders. In the latter part of the product life cycle, high rate, production-driven manufacturing processes may no longer be optimal and an alternative that permits a transition back to prototyping methods and one-off "on-demand" fabrication is needed.
A concept of operations (CONOPS) is proposed for providing U.S. Marine Corps squads with mission-tailored small unmanned aerial systems (SUASs) using additive manufacturing. This is done on a tactically relevant timescale, ensuring that design improvements can be fielded far faster than with a traditional acquisition process. The CONOPS includes the following stages: mission planning and UAS selection/allocation/modification, order production and transmission, additive manufacturing, assembly and quality control, packaging and delivery, field assembly, field training and guidance, pre-mission checks, and mission use. The stages were developed through extensive discussions and interviews with Marine end users and iterated through several rounds of realistic wargaming. A comprehensive one-week training session was created that equipped Marines to demonstrate all design, manufacturing, and operational skills outlined in the CONOPS.
Sikorsky has developed a specification outlining the use of three casting technologies: simulation, additive manufacturing of the mold and low pressure casting. This specification has been used in the past on new development projects with positive results, reducing lead times and number of pours to produce a useable part. When the S-92 program needed to develop a second source for a casting, they worked with Magellan Aerospace to implement the specification. The project proceeded on time with all castings able to be used. Some elements of the specification were modified to work with a legacy part design, including the use of statistical process controls to reduce variability in crucible pouring.
Wake breakdown is a well-documented computational phenomenon associated with highly resolved computational hover predictions. As the computational state-of-the-art for hover predictions has progressed, allowing for higher resolution of the rotor wake, the formation of secondary braids in computed helical wake systems has manifested in various forms. The formation of 3D secondary braids between two parallel convecting vortex filaments, under the right conditions, is physical. Recent hi-definition rotor-hover experiments do confirm their presence. However, computed wake breakdown is more pervasive, and the question of whether high-fidelity methods exaggerate the extent of the secondary vortex production has been a topic of research in the past decade. In this paper, we survey the computational ingredients that make up a high-fidelity hover solver, highlight interesting recent developments, and try to summarize what we know (and what we do not know) about computed wake breakdown. Recent advances in the use of direct volume rendering to visualize the vortical content of the helical wake and the insights they provide into the wake breakdown vortical interplay are also highlighted. Future directions for unsteady, high fidelity hover simulation wake breakdown research are speculated to include an emphasis on temporal fidelity/convergence.
With the market introduction of the EC135 the bearingless main rotor (BMR) as a novel main rotor system was put into series production. Since then a chain of interconnected research programs led to the next generation of BMR. It now enhances the qualities of the H145 regarding the aspects of useful load, comfort of ride, purchase and maintenance cost as well as operational features. The design targets definition and their implementation by innovative solutions are summarized hereafter. The focus is put on the modular design of the main rotor system which is realized by an integrated flexbeam and control cuff assembly and a separate rotor blade joined together by a bolted connection using flat laminate lay-up instead of fiber loops. A detailed view is given on the development of the novel blade attachment from design considerations and manufacturing aspects over parametric subcomponent tests to full scale testing.
As imbedded as it is in technology, the history of flight is also chock full of people stories. The history of the helicopter, one of the most versatile flying machines ever designed, abounds in such stories. This text looks at the development of Intercity Airlines Company's SG Mark VI by a unique team based for a time in Montreal, Quebec. Bernard W. Sznycer and Selma G. Gottlieb conceived one of the most advanced and innovative helicopter of its day. Designed to minimize vibrations and facilitate production, the SG Mark VI first flew in July 1947. Canada's Department of Transport awarded a Certificate of Airworthiness to a second prototype, in April 1951. The SG Mark VI was the first helicopter designed within the British Commonwealth of Nations to be so honored. Sadly, by then, American helicopters all but dominated the civilian and military markets. The SG Mark VI was abandoned during the winter of 1953-54 and both Sznycer and Gottlieb returned to the United States.
Today’s medical device manufacturers are facing changing and more challenging requirements for their products. Users are demanding less-invasive devices, and in some cases, wearable devices that are robust and long lasting. Regulations are becoming ever more stringent and costly, especially in terms of biodegradability. Yet at the same time, device manufacturers want to meet user demands by including the latest technologies, while keeping their costs under control.
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