Aerospace 4.0: Next Era for Commercial Aircraft

Manufacturing Ecosystem

Presentation to:

2019 ABC Conference

Montreal, Quebec, Canada

September 2019

Dr. David Pritchard

Agenda

• COMAC (Commercial Aircraft Corporation of

China)

• C919

• Program

• Production

• CR929-600

• Program

• Production

• Additive Manufacturing

- Additive Manufacturing Technologies

- Aerospace Additive Manufacturing Parts

- Norsk Titanium RPD (Rapid Plasma Deposition)

- Thermwood LSAM (Large Scale Additive Mfg.)

- VeriPart (Moog)

• Thermoplastics Composites

– TAPAS/Clean Skies

– Ten Cate-Toray

– Premium Aerotec

– Stelia Aerospace

– GKN Fokker and Gulfstream Aerospace

Commercial Aircrafts of the 2020’s

• Airbus• A220 (Bombardier C Series)

• A320/321 NEO Series

• A350XWB

• Boeing• E2 Series (Embraer)

• 737MAX

• 787

• 777X

• COMAC (Commercial Aircraft Corporation of China)

• C919

• CR929-600

COMAC(Commercial Aircraft Corporation of China. Ltd)

COMAC C919

.

COMAC C919 Program

• Launched in 2008

• 2018 Global Market Forecast -20 year forecast has 6,000 single aisle aircraft being

delivered to China

• Maiden Flight in 2017

• Planning EASA certification

• 2019 Four Test Aircraft

• Enter into Service in 2021

• Metallic Fuselage and Wing will be produced in China

• Based on Center of Excellence Production sites (e.g. Airbus model)

• Final Assembly Line is located in Shanghai, China

June 2018

COMAC C919 Global Supply Chain

.

C919 Cockpit Display

.

C919 Full Scale Interior Display

.

C919 Fuselage Production

.

C919 Wing Production Assembly Line (Xian Aircraft Corporation)

.

C919 Final Assembly Line

.

CRAIC- (COMAC and United Aircraft Corporation) CR929-600 250-320 Seat Widebody

Commercial Aircraft

(CRAIC China-Russia Commercial Aircraft International Co., Ltd , a joint venture of COMAC and United Aircraft Corporation)

.

CR929 Widebody Composite Commercial Aircraft

.

CRAIC CR 929 Program

• Launched in May 2017

• China’s 20-year forecast for widebody aircraft (Airbus 1,100, Boeing 1,600 and COMAC 2,100)

• Maiden Flight in 2023

• Planning EASA certification

• Enter into Service in 2027

• Final Assembly Line will be in located in Shanghai, China

• Composite Fuselage sections will be produced in China

• Fuselage will be based on clam shell design (similiar to Airbus A350)

• Composite Wing will be designed and produced in Russia

• Wing will be designed in UAC Moscow design center

• Aerocomposite in Ulyanovsk will produce the composite wing

• Technology will be based on out of autoclave process of UAC MC 21 single aisle aircraft

June 2018

Future Developments for the CRAIC CR929 Program

Chinese government’s “Made in China 2025” industrial master plan includes advancing robotics and

aerospace along with China’s Belt and Road Initiative for global trade expansion

Shanghai Final Assembly Line (FAL) could have next generation technologies of moving line (e.g. Boeing 787

FAL) and mobile tooling platforms (e.g. A320NEO FAL) with higher level robotic assembly

Composite fuselage technology with be based on proven CFRP (similar to A350) with higher volume of

components with carbon fiber reinforced thermoplastic composites (CFRT)

Technology development for additive manufacturing and thermoplastic resin structure forming

Composite wing technology will be based on higher level of automation for infused and co-cured out-of-

autoclave carbon fiber composites (similar to United Aircraft Corporation MC21)

Current 20-year global forecast has 40% of all commercial aircraft deliveries to the Southeast Asia market,

expect CR929 program to have MRO alliances outside of China to service this market

EASA certification will attract global aircraft lessors

June 2018

CR929 Full Scale Display at Airshow China 2018

.

CR929 Mock-up Cabin-Airshow China 2018

.

CR929 Mock-up Cockpit-Airshow China 2018

.

CR929 Composite Fuselage Production in China

.

COMAC CR929 Composite Forward Fuselage

Full-scale barrel section (15 m × 6 m)

.

CR929 Composite Wing Technology based on MC 21 Infused and Co-Cured

Out-of-Autoclave Carbon Fiber Composites

.

Additive Manufacturing

What is Additive Manufacturing?

page 25 | www.conceptlaserinc.com

Additively manufactured bracket*Conventionally manufactured bracket

Fundamentals of Additive Manufacturing

Conventional manufacturing Additive manufacturing

Material usage Material waste Material usage Material waste

*Source: Laser Zentrum Nord GmbH

TU Hamburg-Harburg

Your Business Case for Additive Manufacturing?

• Part Consolidation for cost reduction and improved performance (e.g. GE Fuel

Nozzle -19 to 1 part reduction)

• Production of complex parts not possible with traditional machining for equal

cost and lower weight

• Reduces the material and tooling needed to make a part for lower costs

• Speeds time to market (e.g. not using castings for low volume production)

• Customized/tailored goods, “quantity of one” production runs

June 2018

Aerospace Additive Manufacturing Processes

Presented by Airbus at 2018 Society of Manufacturing Engineers AeroDef Conference (Long Beach, CA)

Comparisons for Additive Layer Manufacturing

Presented by Airbus at 2018 Society of Manufacturing Engineers AeroDef Conference (Long Beach, CA)

Certification of Production for Metal Additive Manufactured Parts

Additive Manufactured Parts (GE Fuel Nozzle)

Value Body Housing

4” Diameter Casting to Printed Component

Value Body Housing

3” Sheet-metal to Printed Component

MOOG Additive Manufactured Parts

Norsk Titanium and Boeing Testing Program for Rapid Plasma Disposition

Boeing and Norsk developed a test program that:

(1) Validated the material properties

(2) Ensured the process was in control as to produce those properties

(3) Ensured that there was adequate process margin before a defect is created

(4) Ensured that Norsk Titanium can identify defects when they are created

The test program was reviewed by the FAA. Then the FAA delegated execution of the test program to Boeing and

the Boeing DER (Designated Engineering Representatives). The FAA does not certify the material, rather they ensured that

the test program covered all the parameters needed to ensure the material was good.

The result of the test program is a Boeing specification for Norsk Titanium material (BMS-7-361). As part of the

aircraft type certification, Boeing certifies that the material specification will deliver material that meets the

design. Norsk Titanium delivers their parts to the Boeing specification no matter if they are sold directly to Boeing or

one of their suppliers (same for Airbus).

Concurrently, Norsk Titanium has gone out and developed SAE AMS specifications for their material. The test

program there was similar to the Boeing program and certified by Battelle. Norsk Titanium uses this as a baseline

for smaller OEMs (Gulfstream, Honeywell, etc) so they do not need to invest in a full test program Source Norsk Titanium

June 2018

Norsk Titanium Value Equation

OEM Part

– 1.9kg Finished Weight

– 15.0kg Block Starting Weight

Reduced Use of Titanium

– RPD™ Weight 4.8kg (2.5 BTF)

– 68% Improvement in BTF

Reduced Machining– Remove 2.9kg vs 13.1kg of Titanium

– Removal Costs - $75/kg/hr to $100/kg/hr

Legacy 15kg Block ofTitanium

Finished Part – RPD4.8kg RPD™

Legacy Cost - $1,449 : RPD™ Cost - $1,000

Norsk Titanium RPD

.

Thermwood Corporation LSAM (Large Scale Additive Manufacturing)

(10 ft. x 40 ft. fabrication area)

Thermwood LSAM Aircraft Tools

LSAM USAF and Boeing Aircraft Tools-Low-Cost Responsive Tooling(Tool required 5 hours and15 minutes to print)

VeriPart (MOOG)

Localized Additive Manufacturing Logistic Cost Reduction Categories

June 2018

Thermoplastics Composites

Next Generation Single Aisle Wing Production

• “Will the required low takt times be achieved with capable manufacturing

technologies? Looking at the state-of-the-art autoclave production value chain,

I’m skeptical that this will be the path forward.”

• “This is doable with autoclave technologies. But, imagine if six wings per day for

the single aisle planes, A320 and B737, had to be manufactured with CFRP.

How should this be achieved? Who could and would afford such investments?”

• “Highly automated, out-of-the-autoclave technologies must be implemented to

achieve low takt times”

Andreas Wüllner, chairman, Business Unit Composites – Fibers and Materials at

SGL Group, Keynote Address at the Aerodef Manufacturing Conference 2017

June 2018

P R O G R A M

S T R U C T U R E

I N S I T U C O N S O L I D A T I O N

C L E A N S K Y

I S I N T H E R G R AG r een Regio n al

A ir c r aft

O U TC OMEO u t o f

Au to c lav e C o mp o s ite

W i n g

A i r b u s Defense & S p a c e (ADS,

Getafe, Spain),

F I D A M C (Getafe,

Spain), MTorres (Navarra, Spain)

L e o n a r d o A i rcraf t (previously Fi n m ec canica, Rome, Italy),

ADS, FIDAMC,

MTorres

ADS, FIDAMC,MTorres, Tecnai l a (Derio,

Spain), C A T E C (Seville, Spain),

C T A (Miñano,

Spain)

TPC floorgrid

Cockpit frame

Window frame

Wing panel (4.2m x 0.9m)

P A R T I C I P A N T S

Thermoplast ic Composi te

DemonstratorsP R O G R A M

S T R U C T U R E

S T E L I A(Méaulte), Porcher (Lyon), A V I A C O M P(La unaguet), Cet i m (Nantes), Groupe Institut d e Soudure, S I N T E X N P

(Genas)

Daher(Marseille)

F R E N C H C IV IL A V IA T ION R E S E A R C H C O U N C I L ( C O R A C )

A r ch es B o x T P C o m p o s i t e Aircraft o f the

Fu tu re

P A R T I C I P A N T S

F u s e l a g e with integrat ed lightnin g strike protect io n, we l d ed stringers, frames, o ver mo l d ed organo s h eet a c c es s d o o r

Wi n g panel, c o mp o s i t e wi n g demonst ra t or

R i b for test w i n g b o x

C O R A C will develop the THERMOSET center wing box

design (one shot CFRP CWB) via “Investing in the Future”

PIA, PIA2 programs for input into Clean Sky WP2.3 and will

also develop and validate next generation lower fuselage

section subassemblies.

C O R A C and C l ea n S k y 2 WP2.3.2 and WP2.3.3 will pursue

smart fuselage and components using hybrid materials:

CFRP, metal, prepreg, textile and TPC.

One-shot, one-piece center wingbox CORACInvesting in the Future

Program (PIA, PIA2)

WP 2 . 3 . 3 Full-size fuselage

from center section to aft

of rear pressure bulkhead

C L E A N S K Y 2 + C O R A C

Wet Torsion B o x

Larger, mo r e integrat ed fuselag e structure

E n g i n e Mount/P yl o n ( 6 m l o n g )

S T R U C T U R E

P R O G R A M

T A P A S 1 T A P A S 2

P A R T I C I P A N T S

Dutch/Ai rbus P artnersh ip

Fokker, Ai rborne (The Hague),

C o D e T (Delft), D u t c h Thermopl ast i c

C o m p o n e n t s (Almere), K E - w o r k s (Delft),

K V E C o m p o s i t e s (Den Haag), NLR,

Technobi s (Alkmaar), TenCate, TU Del ft,

U ni v. of Twente, Ri jksoverhei d

F u s e l a g e Panel(4m long)

Torsion B o x(12mspan)

1 9 9 0

2 0 0 0

2 0 10

C o -co n s o l i d at edF l o o r B e a m

F i r s t S er i esP ro d u ct i o n :

Press-formedDornier Ribs

F i r s t C o -co n s o l i d ated To r s iAW16

o n Bo x,9

F i r s t P r i m ar yS t r u ct u r e: Bonded GV pressure floors

C arb o n /P EI

F i r s t Wel d edA s s em b l y :MUC door

Fo50

C arb o n /P P SF i r s t Lar g eS ca l e A s s em b l y : Welded fixed wing leading edges A340

A 3 8 0 W i n g F i xed Lead i n g

E d g e s

G l as s /P P S

F i r s t In d u ct i o n Wel d ed Co n t r o l S u r faces : G650

C arb o n / P E K K

T A P A S 2 Targe ts :Primary st iffened- sk in U D - b a s ed structures

G O A L : F u s e l a g e sect ion with integrat ed wi n d o w frames

WP 2 . 3 . 2Full-size Lower Center

Fuselage: center wing box +

main landing gear structural

interfaces

Dassaul t Avi at i on (Paris)

Clean S ky:Nex t G ener at ion A ir cr af t F u s e l a g e

WP2.1Multifunctional

Fuselage Demonstrator:

thermoplastic,

integration cabin-

systems-structure

W ind ow F ra m es

Sized for business jets

Ten Cate –Toray Thermoplastic Composites

.

Premium Aerotec A320 Rear Bulkhead-Thermoplastics Composites (Welded)

Stelia Aerospace Thermoplastic Composites

.

GKN Fokker and Gulfstream Thermoplastic Composites for Primary Aircraft Structures.

GKN Fokker patented a butt joint joining

GKN Fokker and Gulfstream Thermoplastic Composite Fuselage (Fully Welded Frames with No Fasteners)

Thank you

Questions?

Contact Information

Dr. David Pritchard

Associate Professor/Aerospace Researcher

State University of New York- Empire State College

2875 Union Road

Buffalo, New York 14227

United States

Emails: davidjpritchard@roadrunner.com