AEROSPACE
conventionally, many of the 21 parts had to be machined out of plate or bar stock and assembled together. Te new additive method requires six parts integrated into the satellite assembly process, reducing assembly time and cost. ‘Structural performance can be increased
through innovative design that can’t be fabricated through the original process. You can take advantage of lighter weight and structural soundness,’ said Dietrich. Another advantage is the savings on lead time. Replacing a casted part requires tooling and can take months to fabricate. With additive manufacturing, the part is effectively printed from a digital CAD file. But, with all the complexity of
‘In 2008, we developed a bracket for Airbus
laser systems, substantial training is required for the individuals who run these processes. Currently, nearly all 3D-printed parts used in production programmes are sourced from suppliers. ‘Te technology is so new that there are places outside the company that specifically train their employees in these skill sets,’ added Dietrich.
Training the troops Te Lazer Zentrum Nord (LZN) technology transfer centre from the Hamburg University of Technology offers this kind of training. It worked with Airbus on titanium manufacture, using a bionic approach to create lightweight designs.
many additive manufacturing machines in aircraft companies; it’s a bit of a free-for-all
There are so
based on a new idea for creating lightweight structures. Te [German Future] Prize bracket design with Concept Laser also comes from us,’ said Eric Wycisk, key account manager for Airbus at LZN. But now, Airbus incorporates additive manufacturing into procedures for making small quantities of spare parts and tools with complex structures that are expensive to manufacture conventionally, as well as components that must be lightweight to meet aircraſt weight goals. It has established groups that work on this technology, but still work closely with research counterparts. ‘We at LZN offer four days’
training for Airbus employees, which includes theoretical and practical training about design capabilities of the process and
practical questions at the machines,’ said Wycisk. LZN also provides guidance and support for designing the structures. With four manufacturing machines on site, the institute makes prototypes for Airbus to test; however, the process must be streamlined before a major aerospace company can introduce it in-house. ‘We do research on higher laser power to
improve the process,’ said Wycisk. ‘Together with our partners, we are working to establish serial production in the next years.’ Laser manufacturing is limited by the size of the powder beds in the machines. Now,
CO2
laser welding of lower fuselage panels for the A318 single aisle aircraft
LZN’s largest chamber is 500 x 280mm2 . But a
South African company is developing a 2m-long building chamber. Another limitation is build speed, which could be improved by using multiple lasers simultaneously and more power to melt more material.
Regulation and the future Nadcap (National Aerospace and Defense Contractors Accreditation Program), the quality assurance industry body, is working to bring additive manufacturing into the civil aircraſt world. ‘Tere are so many additive manufacturing machines out there in aircraſt companies; it’s a bit of a free-for-all. You can build lots of parts, but you have to build to high quality and meet form, fit, and function,’ said TWI’s Freeman. ‘If you can’t ensure the quality of
mechanical properties, nobody would build parts in an aeroplane,’ added Concept Laser’s Appel. Other steps to meet serial production challenges in aerospace include developing multi-laser systems to increase productivity, and new intelligent exposure strategies to improve part quality alongside productivity. ‘As the enterprise matures, and achieves
full certification processes, the scales of machines will increase and we will collect data for confidence in new processes,’ added Boeing’s Dietrich. As machine manufacturers work with customers and gain better insight into how to design machines, higher throughput is expected, not just for small brackets, but also for larger applications. Laser technologies already add strength
Laser blown powder direct laser deposition for the repair of turbine seal segments 20 LASER SYSTEMS EUROPE ISSUE 29 • WINTER 2015
and lightness in ways that early aviation designers never could have imagined. As their reliability becomes further proven, they will occupy an even stronger presence on Orville Wright’s ‘infinite highway of the air’.
@lasersystemsmag |
www.lasersystemseurope.com
TWI-Global
TWI-Global
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