regarding fully automating the process. “This is huge. This is not done yet.” Last year, several suppliers submitted a study on how to best tackle this task, Rouaud said. “There are no big jumps,” Rouaud said of robotic painting tech- nology. “Everybody’s trying fi gure out how to do it. The biggest obstacle is that the airplane cannot move from pro- cess to process, and that it has to be done in an explosion-proof area.” With indoor painting processes, explosive paint fumes are the issue. Painting currently is done inside
large air-conditioned hangars, in enclosed areas, he said, using three options, with automation solutions that are fl oor mounted, with ceiling-mount- ed systems, or with robots mounted on automated guided vehicles (AGVs). “People are doing a very good job of doing that right now,” Rouaud said. “The latest option is the AGVs. The diffi culty of that is that it needs to be explosion-proof, and these AGVs are battery-powered or dragging long ca- bles, so explosions can be a concern.”
“For prep and paint, and sealing, you can’t have any gaps in the fuselage.”
Painting the aircraft is a complex
process that requires many coats of paint, up to six total, Rouaud said, fi rst with primer, base coat, and then the ap- plication of the livery, where the airline’s colors and logos are painted. Aircraft builders also are seeking automation options for the masking process, he added, which today is largely a manual process. “They want to automate that process because of the backlogs,” he said. Among the considerations is an ink-jet type of painting, he added.
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February 2016 |
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