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order to create robust de- signs that meet the require- ments of each discipline and community—from manu- facturing to maintenance and field support. Te newer designs now


lend themselves to lower field repairs and refurbish- ment costs. Subsystems install easily and have lower production cycle-times. Te redesigned doors no longer require hand-layout and hinge-stock fastener patterns that are typically brought on at the assembly stage. Switching to a more


capable manufacturing process has brought added cost-avoidance benefits and other intangible savings. Aging special tooling previously re- quired expensive, cyclic overhaul. Wear-type tooling—such as sheetmetal forming dies, drop-hammer dies, shearing and punching tools and facility assembly jigs—were also expen- sive to maintain. Te new generation of tools, however, consists of


Legacy Block III left-hand aft avionics bay door—looking outboard (left) and inboard.


Although SLS part repair procedures are in the infancy of


nonwear-type aluminum bond jigs as well as aluminum holding fixtures for subsequent NC trim and drill operations. Similarly, the current holistic approach toward Lean manu- facturing uses fast and efficient NC ply-cutting and laser ply-locating, as opposed to costly, cut and ply-application templates. Tis equates to fewer nonconformance activities, less material waste and better cost avoidance in cyclic tooling refurbishment—quite an improvement on historical manu- facturing approaches!


their development, the ability to rapidly create parts, without tooling, allows original equipment manufacturers to maintain a min/max inventory. As a result, Aircraſt on Ground (AOG) are no farther away than a purchase order and overnight ship- ment, to any global location. Tis means savings. Design simplification has certainly been aided by evolving


manufacturing technologies. Legacy aerothermal shields and ducting made of Kevlar, fiberglass/epoxy and thermoplastics (note the three different materials) had required abundant labor and tooling-dependent processes. Now, nonstructural compo- nents use newer SLS technologies in lieu of the multiple materials and processes previously required. In addition to the cost benefits of fewer parts and tools, designers are able to reduce component flyaway weight, a major performance gain in our industry.


DFMA-driven designs significantly cut down on the organizational overhead and trailing expenses that shadow every component an aerospace company produces. As we at Boeing seek to improve the cost and perfor-


Now, previously qualified, engineered materials such as


plain-weave and five-harness, pre-impregnated carbon-fiber/ epoxy composite materials are employed in the primary structure. Composite sandwich panels use lightweight, foam- core stiffeners that are NC machined (shaped) using a highly capable ultrasonic knife cutter. Legacy intake screens—some with 10 subassembly parts—had been relatively complex sub- assemblies requiring special tooling and laborious assembly methods that included using paste adhesives and solid rivets. Te redesigned SLS screen is all one piece.


mance of each generation of products, we know that Lean, value-focused thinking must start early, involve everyone and include a deep understanding of the causes and effects that interweave engineering with business and customer satisfac- tion. Advanced tools—from Model-Based Definition (MBD) to DFMA best practices and Dimensional Management and Advanced Technology Assemblies (ATA) analysis—are help- ing make the journey to fully Lean product development fast, assured and rewarding. ✈


Aerospace & Defense Manufacturing 2013 93


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