4th International Conference “Supply on the wings“

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1 NOVEMBER 03 - 05, 2009 EXHIBITION CENTER FRANKFURT / MAIN, GERMANY Conference Manual 4th International Conference „Supply on the wings“ Aerospace - Innovation through international cooperation in conjunction with the International Aerospace Supply Fair AIRTEC 2009 Keynotes by Airbus, Boeing, Embraer Alenia, Voith Engineering Ser vices, German Aerospace Center/DLR 2 CONTENT Welcome addresses D. Schnabel and R. Degenhardt.............04 Committee...........................................05 Conference Programme.........................06 Abstracts.............................................09 3 Together with the Chairmen of the conference and the Scientific and Technical Advisory Board we cordially invite you to attend the 4th International Conference “Supply on the wings” held in conjunction with the International Aerospace Supply Fair AIRTEC. This year the conference has grown again, it is held in four parallel sessions, very international, with speakers from 19 nations. The conference provides excellent opportunities to learn about new trends and technologies and to exchange information, opinions and ideas and to discuss important issues facing the aerospace industry. Networking is key to any convention. Besides the technical sessions there will be time for communication with speakers, delegates and exhibitors during the lunch and coffee breaks as well as during the evening conference reception. The keynote speakers this year will be from German Aerospace Center/DLR, Airbus, Boeing, Embraer, Alenia and CeBeNetwork. We wish all attendees new insights and inspiring discussions at a successful conference. 4th International Conference “Supply on the wings“ Aerospace - Innovation through international cooperation INVITATION TO ATTEND Diana Schnabel Exhibition Management AIRTEC 2009 CEO / President airtec GmbH & Co. KG Volker Schulze Exhibition Management AIRTEC 2009 Managing Director airtec GmbH & Co. KG 4 Despite the financial crisis, the aerospace industry develops very fast and affects strongly the OEMs and suppliers. Changing markets are on the one hand a challenge but on the other hand a chance for the aerospace industry. Intensive networking across different sectors and technologies is therefore more important than before. Under this year’s motto “Aerospace – Innovation through international cooperation” the 4th International Conference “Supply on the wings”, which is taking place November 3 - 5, 2009 in Frankfurt / Germany as part of the AIRTEC fair, brings together renowned experts from industry and academia of various field of the aerospace industry. The topics addressed in the conference will cover all aspects of current and future aerospace products. Although the conference considers all relevant aerospace topics, the main focus this year is on the process chain for composites and metals. The head topics of the sessions are: - Composite structures - Metallic structures - Improved simulation (for composites and metallics) - Non-destructive inspection and Structural-Health-Monitoring - Engines - Systems and components - Aerospace supply chain - Life Cycle Support New - Whole aircraft design - International co-operation - Young academics - Forum Simulation (application oriented) The high-lights of the conference are the invited keynote presentations from high level speakers from German Aerospace Center (DLR), Airbus, Boeing, Embraer, Alenia and CeBeNetwork. In total the conference programme combines 86 presentations from 19 countries of 5 different continents. This underlines the year’s conference motto “Aerospace – Innovation through international cooperation”. The conference is an ideal meeting place for professionals from the area of development, engineering, project management, business administration, production, manufacturing, procurement and related fields. I wish all attendees successful and inspiring days and a pleasant stay in Frankfurt. Prof. Dr.-Ing. Richard Degenhardt Scientific Chairman of the Conference German Aerospace Center (DLR) and Private University of Applied Sciences Göttingen (PFH) 5 International Scientific and Technical Advisory Board Chairman Prof. Richard Degenhardt, PFH Göttingen and DLR Braunschweig, D Vice-Chairman Dr. Trevor Young, University Of Limerick, IRL Academia Prof. Giacomo Frulla, Polytechnic University of Turin, I Prof. Harald Funke, Aachen University of Applied Sciences, D Prof. Ulrich Gabbert, Otto-von-Guericke University Magdeburg, D Prof. Alfredo Güemes, Polytechnic University of Madrid, E Prof. Wolfgang Hintze, Hamburg University of Technology, D Prof. Giulio Romeo, Polytechnic University of Turin, I Prof. Alois Schlarb, University of Kaiserslautern, D Prof. Murray Scott, CRC-ACS Melbourne, AUS Prof. Janusz Narkiewicz, Warsaw University of Technology, PL Prof. Romana Eva Sliwa, Rzeszów University of Technology, PL Prof. Bernd Steckemetz, University of Applied Sciences Bremen, D Prof. Gerhard Ziegmann, Clausthal University of Technology, D Industry Dr. Rainer Rauh, Airbus Deutschland GmbH, D Dr. Gregorio Kawiecki, Boeing, E Dr. Douglas McCarville, Boeing, USA Mr. Sam Wilson, Bombardier, UK Dr. Jens Henkner, EADS, EFW, Elbe Flugzeugwerke GmbH, D Mr. Fabio Soares, Embraer, BR Dr. Leslie Cohen, Hitco, USA Mrs. Gila Ghilai, Israel Aerospace Industries, IL Mr. Olaf Lenk, Rolls-Royce, D Dr. Lars Herbeck, Voith Materials, D 6 First Day: 3rd November 2009 4th Int. Conference “Supply on the Wings”, 3 – 5 November 2009, Frankfurt 08:30 Check-in and morning coffee 09:45 V. Schulze (Airtec) / Prof. R. Degenhardt (DLR, PFH) Welcome Keynote lectures Chair: Dr Leslie Cohen (Hitco) 10:15 Prof. J. Szodruch (DLR, DGLR) Challenges beyond the Vision 2020 10:45 Mr John M. Griffith (Boeing) Bridging the Gulf Between Development and Transition 11:15 Dr Jocelyn Gaudin (Airbus France) MAAXIMUS: A major lever for aircraft structure innovation 11:45 Lunch break Session A1a Composite Structures Chair: I. Dikici (Turkish Aerospace Industries), Prof. A. Güemes (Polytecnic University of Madrid) Session A1b Metallic structures Chair: Prof. B. Surowska (Lublin University of Technology), Dr L. J. Ruiz-Aparicio (ATI Allegheny Ludlum) Invited Speaker Invited Speaker A. Engleder, W. Koletzko (Eurocopter Germany) Current Helicopter Composite Applications and its way ahead – with a short look back to the beginnings 13:20 Dr L. J. Ruiz-Aparicio, A. DeNoi, J. V. Mantione, R. Wendel, J. Smith, Dr T. D. Bayha (ATI Allegheny Ludlum) Development of ATI 425® Titanium Alloy Sheet, Strip and Foil Prof. A. Güemes (Polytecnic University of Madrid) Fibre optics distributed sensing: Status and perspectives 13:40 Dr J. Adamus, Dr P. Lacki (Czestochowa University of Technology) The most important aspects of sheet-titanium forming Dr M. Heneczkowski , Prof.H.Galina, Dr M. Oleksy (Rzeszow University of Technology) Fire resistant epoxy composites 14:00 U. Speetzen, L. Castellano (Makino GmbH) The New Economic Feasibility of Titanium Machining Mr R. Möller (Flow Europe GmbH) Machining of Composites with Abrasive Waterjets 14:20 Dr T. Balawender, Prof. R. E. Sliwa (Rzeszow University of Technology) A new concept of rivet proposed to use in aeronautical constructions Dr M. Potoczek, Prof. R. Sliwa (Rzeszow University of Technology) Metal-ceramic interpenetrating composites obtained by metal infiltration into gelcast alumina foams 14:40 W. Beck, W. G. Jung, S. Arends (FormTech GmbH) Forming of Titanium Alloys Dr P. Müller-Hummel (MAPAL Dr Kress KG) New Economic Solutions for Drilling and Milling of CFRP and Low Force Drilling of CFRP/Titanium Stacks for Aeronautic Applications 15:00 F. Wildenberg (CMW) On site machining (on an airport) of wings and fuselage of a twin jet with HEXAPODE CMW 380 Coffee break 15:20 Coffee break Session A2a Life Cycle Support / NDT and SHM Chair: Prof. J. Narkiewicz (Warsaw University of Technology) Session A2b Simulation forum Chair: Mr Yvan Radovcic (Samtech) B. Neuner (AMETEK Programmable Power), M. van den Bergh (CNS Inc. – Poway) Modern aircraft power system testing 16:00 Dr M. Hortmann Simulation Driven Product Development with ANSYS Workbench Dr M. Ehrmann (Dürr Systems GmbH) Process planning and assembly structures in aircraft environments 16:20 S. Peck (VISTAGY, Inc.) Enhancing the Composites Design-to-Manufacturing Process with FiberSIM(R) 2009 S. Vrignon, B. Pouilleau (euroscript International S.A.) ILS as seen by an Army: The national French Air Force Library or the first Open Source based S1000D solution 16:40 M. Kürten, P. Block (CGTech Deutschland GmbH) VERICUT Composite Programming & Simulation M. Mäuseler (GfU Gesellschaft für Unternehmenslogistik mbH) Requirements Engineering supports Life Cycle Management 17:00 A. Walter (aicas Allerton Interworks Computer Automated Systems) Java for Safety Critical Applications M. Cacciola, A. Gasparics, G. Megal, D. Pellicanò, F.C. Morabito Model for Eddy Current testing of CFRPs 17:20 T. Baudach, Dr. S. Kleiner (engineering methods AG) Knowledge Based Engineering using CATIA V5 for High Lift Device Design at Airbus Dr P. Weinhold, Dr T. Schüßler (Innowep GmbH) Mobile Measuring and Documentation of Visual Impression and Surface Topography 17:40 Dr A. Mete (MSC Software GmbH) State of the art of composites material simulation Conference reception 18:00 Conference reception 7 Second Day: 4rd November 2009 4th Int. Conference “Supply on the Wings”, 3 – 5 November 2009, Frankfurt 08:30 Check-in and morning coffee Keynote lectures Chair: Albrecht Pfaff (MSC.Software GmbH ) 09:00 Mr G. Avalle, L. Fossati, V. Sapienza (Alenia Aeronautica): Effects of the corrosion on the structural fatigue life and their management in the in-service ageing aircraft 09:30 Mr Marco Cecchini, Alexandre C. de Moura, Fabio R. Soares da Cunha (Embraer): Embraer at a glance, engineering tools for aircraft simulation 10:00 Coffee break Session B1a Composite Structures Chair: Dr Leslie Cohen (Hitco) Session B1b Improved simulation Chair: Albrecht Pfaff (MSC.Software GmbH ) Invited Speaker Invited Speaker Dr C. Hühne, T. Ströhlein (DLR) Door surround structures for next generation aeroplanes 10:45 F. Soares (Embraer), M Lopes de Oliveira e Souza (INPE) Simulation of aircraft structures using non-linear analysis techniques L. Cevolini (CRP Technology) Cold Duct Fan 11:05 F. Rogin, F. Soares, G. Abumeri, Dr. F. Abdi (Alpha Star, Embraer), K. Nikbin (Imperial College) Robust Design of Composite Wing Structure, a combined durability and reliability approach Mr D. McCarville (Boeing) Historic Study of Automated Material Placement Equipment 11:25 Prof. G.Frulla , Ing. E.Cestino (Politecnico di Torino) Preliminary design of aeroelastic experimental slender wing model Lunch Break 11:45 Lunch Break Session B2a Composite Structures Chair: Gila Ghilai (IAI), Prof. R. E. Sliwa (Rzeszow University of Technology) Session B2b Systems and components Chair: Prof. J. Narkiewicz (Warsaw University of Technology), Dr. S. Frohriep (Leggett & Platt Automotive Europe) Dr K. Jansen (Thomas GmbH + Co. Technik + Innovation KG) Production of springs with Radius-Pultrusion – a new manufacturing process for a core element of aircraft technology 13:20 M. Fumey (Thales) Architecture Modelling for IMA platform S. Peck (VISTAGY, Inc.) VISTAGY‘s AeroSuite(tm) for Composite Aircraft Assemblies: The Complete Solution 13:40 G. Romanski (Verocel GmbH) Avionic Systems Integration through the use of IMA platforms I. Dikici (Turkish Aerospace Industries Inc.) Composite bone structure with embedded block 14:00 H. Jonas, T. Gumpinger, C. Blees, Prof. D. Krause (Hamburg University of Technology) Innovation Design of a Gallery Product Platform by applying a new Modularisation Method G. Ghilai, Dr A. Green (IAI) Development of Aircraft Flight Control Surfaces - An Evolutionary Process 14:20 Prof. M. K. Knyazyev (National Aerospace University “KhAI”) Optimisation of Pressure Fields with Multi-Electrode Discharge Blocks at Electro-hydraulic Forming of Aircraft Components A. Zammit, Prof. J. Bayandor, M. Garg, F. Abdi (RMIT, Alpha STAR) Impact damage resistance and compression-after-impact strength of sandwich composites with graphite-epoxy facesheets and nomex honeycomb cores (RMIT, Alpha STAR) 14:40 Dr. S. Frohriep, J. P. Petzel (Leggett & Platt Automotive Europe) Improving Aircraft Passenger Seating Comfort by Comfort Elements and Seat Design P. Kruecken (Trevira GmbH) Trevira CS – Functional Textiles for Aircraft Interiors 15:00 W. Luber (EADS-M) Aeroservoelastic Design and Certification of a Combat Aircraft Coffee break 15:20 Coffee break Session B3a Improved simulation Chair: Fabio Soares (Embraer) Session B3b Engines Chair: Prof. H. Funke (FH Aachen) Prof. M. Oberguggenberger (University of Innsbruck) Simulation tools for assessing the reliability and robustness of shell structures 16:00 Prof. A. Boguslawski, Dr. A. Tyliszczak (Czestochowa University of Technology) CFD modeling of combustion and ignition processes in aeroengine combustion chamber G. Malherbe, Y. Radovcic, D. Granville, M. Balzano (SAMTECH, Airbus) CÆSAM CAE centric Application Framework Application to AIRBUS Stress Analysis Tool 16:20 G. Ripper, Dr M. Mücke (Steigerwald Strahltechnik GmbH) Electron beam welding – actual applications in the aerospace industry Prof. M. Zasuwa, Prof. J. Narkiewicz (Warsaw University of Technology) Simulation Research Center for Mobile Platforms 16:40 Dr W. Pieper, Dr J. Gerster (Vacuumschmelze GmbH & Co. KG) High temperature properties and aging effects of soft magnetic 49%Co - 49%Fe - 2%V based alloys with high saturation and high strength for aircraft generators F. Klunker, S. Aranda, Prof. G. Ziegmann (TU Claustal) Flow and Cure Simulation for the Production of Large and Thick Walled Composite Structures 17:00 G. Reich, A. DeWeze, Dr A. Oppert (Turbine Airfoil Coating and Repair GmbH) First Class Refurbishment for Gasturbine Components R. A. Gibbon (Frazer-Nash Consultancy Limited) Coupled Eulerian-Lagrangian analysis to predict impact damage to fluid-filled composite structures 17:20 Dr N. Volbers, Dr W. Pieper (Vacuumschmelze GmbH & Co. KG) Soft Magnetic Cobalt Iron Lamination Stacks for High-Performance Generators and Motors 17:40 Prof. G. Romeo, Prof. F. Borello (Politecnico di Torino) ENFICA-FC: Design, Realisation and Flight Test of New All Electric Propulsion Aircraft powered by Fuel Cells AIRTEC Exhibition Night 18:00 AIRTEC Exhibition Night 8 Third Day: 5rd November 2009 4th Int. Conference “Supply on the Wings”, 3 – 5 November 2009, Frankfurt 08:30 Check-in and morning coffee Keynote lectures Chair: Prof. R. E. Sliwa (Rzeszow University of Technology) 09:00 Dr Frank Arnold (Voith Engineering Services GmbH) The Engineering Supply Chain - Chances and Risks Session C1a Aerospace supply chain Chair: Dr Trevor Young (University of Limerick) Session C1b Composite Structures Chair: Prof. G. Frulla (Politecnico di Torino) Invited Speaker Invited Speaker N. Clement, H. Gusterhuber (Konecranes Lifting Systems GmbH) Advanced Handling Solutions for Aircraft Parts 09:40 Prof. B. Surowska, Prof. J. Warmiński, Dr H. Dębski (Lublin University of Technology) Some aspects of design and use of smart composite structure U. Möllmann (Dürr Systems GmbH) Improving Aircraft Production - MES tool for optimization of production lines 10:00 Dr M. Lange (Premium Aerotec GmbH) High Performance Cutting of Aluminium and Titanium Parts for Aircrafts Dr K. Kandadi, Dr D.Bailey, V. Perera (University of Bolton) Providing visibility to supplier rationalisation through a tiering structure 10:20 D. Herzog, P. Jaeschke, H. Haferkamp, C. Peters, H. Purol, A. Herrmann (LZH, FIBRE) Laser joining of fibre reinforced composites Coffee Break 10:40 Coffee Break Session C2a Aerospace supply chain Chair: Dr Trevor Young (University of Limerick) Session C2b International co-operation /Young academics Chair: Prof. A. Boguslawski (Czestochowa University of Technology) Invited Speaker Invited Speaker M. Huber, Dr M. Rübartsch (P3 Ingenieurgesellschaft) Supply Chain Excellence with SCOR 11:30 Prof. R. E. Sliwa (Rzeszow University of Technology) System of Aerospace Education in Aviation Valley C. Buske, Dr A. Knospe (Plasmatreat GmbH ) Openair-Plasma – Cleaning, activation and coating of modern aircraft materials 11:50 F. Passarinho, L. Simões (CEIIA-CE) CEIIA-CE and AgustaWestland RDE Partnership – Cross Experiences between the automotive and aeronautical industries - Case Study: Composites Design of the Future Lynx Cockpit Door Prof. S. Markovich The technology of high-speed burnless deep grinding for parts from hard-to-machine materials 12:10 T. Geissinger (P3 Digital Services GmbH) Advantages of excelling knowledge organisations in international aerospace cooperation D. Clarke (University of Bolton) UK Aerospace supply chain process improvement: the implementation of SC21 12:30 C. Siegmund, Prof. B Steckemetz (University of Applied Sciences Bremen) Joint Aerospace Education Initiative Lunch break 12:50 Lunch break Session C3a Systems and components / Whole aircraft design Chair: J. Göpfert (ID-Consult GmbH) Session C3b Composite Structures Chair: Dr. Douglas A. McCarville (Boeing) Invited Speaker Invited Speaker Dr T. Dittrich, Dr C. Menachem, Dr H. Yamin, A. Daniel, Dr D. Shapira (Tadiran Batteries GmbH) Tadiran introduces cost-effective, high power military grade lithium battery 14:00 D. Hartung (DLR) Experimenteal and numerical analysis of interlaminar material properties of carbon fibre composites Dr J. Göpfert (ID-Consult GmbH) Using the competence of system suppliers in concept competition - Example Airbus A350 14:20 F. Kruse, Prof. T. Gries (RWTH Aachen) Non-crimped fabrics: Production, Tendency of Development and there potentials for aircraft structures Dr R. Lernbeiss (TU Wien/Austrian Airlines), Prof. H. Ecker (TU Wien), Prof. M. Plöchl (TU Wien) Simulation of touch-down and roll phase using advanced aircraft frame and landing gear models 14:40 End of conference 15:00 End of conference 9 DAY 1 – 3rd November 2009 KEYNOTES Chair: Dr Lesli Cohen (Hitco) Title: Challenges beyond the Vision 2020 Author: Prof. J. Szodruch DLR, DGLR Time: November 3, 2009 10:15 am Room: Frequenz 1 Title: Bridging the Gulf Between Development and Transition Author: Mr John M. Griffith Boeing Time: November 3, 2009 10:45 am Room: Frequenz 1 Title: MAAXIMUS: A major lever for aircraft structure innovation Author: Dr Jocelyn Gaudin Airbus France Time: November 3, 2009 11:15 am Room: Frequenz 1 SESSION A1A COMPOSITE STRUCTURES Chair: I. Dikici (Turkish Aerospace Industries), Prof. A. Güemes (Polytecnic University of Madrid) Title: Current Helicopter Composite Applications and its way ahead – with a short look back to the beginnings Authors: A. Engleder, W. Koletzko Eurocopter Germany Time: November 3, 2009 1:20 pm Room: Lumen Today, the helicopter is an indispensable part of our daily life. We aren’t even aware that a large number of institutions and organizations deploy this highly flexible, vertical take-off and landing aircraft for the benefit of people living in our country. The German Automobile Organization (ADAC) and other institutions use the helicopter to get to the site of an accident or incident fast and provide first aid. They are the “Yellow Angels” or the “Rescuers from the Air”. This widespread use of the helicopter owes a great deal to the use of advanced fibre composite materials, which have significantly reduced the weight of the helicopter and enhanced its capability. Fibre composites are being used in aviation for a very long time now. The outstanding characteristics of fibre composites have been used in the German aerospace industry for the past 50 years. EUROCOPTER Deutschland, formerly the helicopter division of Messerschmitt-Bölkow-Blohm, consistently applied the advantages of fibreglass reinforced composites for the rotor blades of the helicopter BO 105. The virtually unlimited lifetime of these rotor blades also influenced the development of the bearing less main rotor of the EC 135. In the beginning fibre composites have mainly been used for components not subject to significant stress, such as fairings, doors and horizontal stabilizers. Intensified use of fibre composites in other industrial sectors has also led to falling prices for fibres and resins, which has in turn led to an expansion of use. Eurocopter established the necessary expertise in the area of airframe structures e.g. by developing an entire BK117 airframe from fibre composites. This research project contributed to the breakthrough of fibre composites in the Tiger and NH90 programmes. Actual research projects are focused on the development of cost-effective production methods, in order to further enhance the use in civil helicopter construction. Prof. J. Szodruch John M. Griffith Dr Jocelyn Gaudin 10 The specifications for helicopter airframes and blades can be derived from customers’ requirements: high payload, low maintenance expenditure, resistance to corrosion, and high level of safety combined with maximum comfort. The advantages obtained by using fibre composites are clearly evident. Highly integrated assemblies or individual components can be designed and manufactured with specifications optimized to match requirements and minimum weight. Todays prepreg technology may reach in some areas its limits with regard to producibility and production costs. Hence new production processes and more automated manufacturing has to be developed. The following paper gives an overview of the latest improvements. Title: Fibre optics distributed sensing: Status and perspectives Authors: Prof. A. Güemes Polytecnic University of Madrid Time: November 3, 2009 1:40 pm Room: Lumen Getting the strains all along the optical fiber, with adequate spatial resolution and strain accuracy, open new possibilities for structural tests and for structural health monitoring. Formerly, only point sensors, as strain gages or FBGs, were available, and information on the response to loads was restricted to those points onto which the sensors were bonded. Unless some sensor was located near to the damage initiation point, details about the failure initiation and growth were lost. With a distributed system the information is given as an array of data with the position in the optical fibre and the strain or temperature data at this point. In this paper the physical principles underlying the different techniques for distributed sensing are discussed, a classification is done based on the backscattered wavelength; this is important to understand its possibilities and performances. The definition of performance for distributed sensors is more difficult than for traditional point sensors, since the performance depends on a combination of related measurement parameters. For example, accuracy depends on the spatial resolution, acquisition time, distance range or cumulated loss prior to measurement location. The field of applications of this new technology is very wide; Results of the structural tests of a 40 mts long wind turbine blade, detecting the location and load of onset of buckling, and the results of the delamination detection in a composite plate, are presented as examples. Title: An Experimental Investigation into Frictional Effects in Bolted Joints Authors: M. Oswald, W. Stanley, C. McCarthy University of Limerick Time: November 3, 2009 2:00 pm Room: Lumen Bolted joints form critical elements in composite aircraft structures and their design is heavily influenced by friction acting at the interface between the joined members. In fully torqued joints, most of the load is transferred through friction at this interface, with only a small percentage being transferred by contact between the bolt and laminate. This is the most desirable situation, therefore to take full advantage of this phenomenon designers need a full understanding of the coefficient of friction (COF) at this interface. The static and dynamic COF at the interface in joints can vary over time due to wear, for example. Hence, this paper sets out to experimentally measure the COF between bolted composite laminates and between bolted composite laminates and aluminium. In this study, a versatile friction testing rig was designed and commissioned. This rig was mounted on a universal testing frame and the normal force (which was monitored by a loadcell) was applied through hydraulic jacks. The material under examination was a carbon fibre/epoxy resin composite (HTA/6376) in a quasi-isotropic configuration and aircraft grade aluminium (T2024). Both these materials are used extensively in the aerospace industry. The baseline COF of these materials was determined using Herzian contact through the use of a cylindrically shaped specimen. Several adaptations were incorporated into the rig to closely simulate actual bolted joint conditions (e.g. the use of washers and countersunk bolts). An extensive test series was conducted to quantify the COF that exists between the laps for various bolt pre-loads (i.e. increasing levels of bolt torque). Tests were also conducted to investigate if protruding head bolts, countersunk head bolts, and washers had any effect on the COF at the shear plane of the joint. 11 Title: Machining of Composites with Abrasive Waterjets Authors: Mr R. Möller Flow Europe GmbH Time: November 3, 2009 2:20 pm Room: Lumen It is widely known that composite materials offer significant strength-toweight advantages over metals. These advantages couldn’t be more evident than as seen in the increasing use of composite materials on commercial and military aircraft. Where airframes were traditionally constructed of metal, structures such as the fuselage, wings, and the empennage (vertical and horizontal stabilizers), are now made of composite materials. The Boeing 787, for instance, with delivery beginning in 2008 will be 50% composite structure by weight. In comparison, the 777, which entered service just over ten years ago, is only 10% composite structure by weight. AIRBUS, with it’s A350XWB, is considering an all composite fuselage and wing. The military’s F-22 Rapture aircraft contains approximately 60% composite structure. With the increased use of composite materials on primary aircraft structures comes the greater need for technological improvements in the production of those structures. The obvious factors driving this need includes: 1) Consistent high product quality due to the potential for imminent catastrophic aircraft failure if a structure fails inflight; 2) Lower processing and materials cost since the $/LB cost of composite structures compared to structures made from conventional metals (such as aluminum) have historically prevented the use of composites on aircraft; 3) Shorter processing times in light of forecasted order and build rates of new aircraft. Abrasive waterjet (AWJ) cutting is one technology enabling the realization of all three of the above factors, provides several advantages over conventional cutting methods, and is the preferred method for cutting composite structures. Abrasive Waterjet (AWJ) Technology When water is pressurized up to 60,000 pounds (or more) per square inch (psi) and forced through a tiny opening, it can cut a variety of soft materials including food, paper and baby diapers, rubber and foam. When small amounts of abrasive particles, such as garnet, are mixed into the jet stream, the resulting „abrasive waterjet“ can cut virtually any hard material such as metal, composites, stone and glass. … Title: Metal-ceramic interpenetrating composites obtained by metal infiltration into gelcast alumina foams Authors: Dr M. Potoczek, Prof. R.Sliwa Rzeszow University of Technology Time: November 3, 2009 2:40 pm Room: Lumen Looking for strong and light materials to adopt as elements of aeronautical construction, the composite based on foams infiltrated by light metals have been analysed. In order to obtain the porous alumina material a new method of manufacturing of porous ceramics known as “gelcasting of foams” was applied. The gelcast alumina foams were used as preforms for AlCu5 alloy infiltration by pressure technique. The results of apparent density, percentage of theoretical density, open and total porosity of alumina foams are presented. SEM observations of alumina foams are the base for looking for the best solution for manufacturing such kind of composite material. The alumina foams were typically composed of approximately spherical cells interconnected by circular windows. Spherical pores were associated with well-densified polycrystalline struts The presence of well-densified struts is the main microstructure difference between the gel-casting technique and another method of manufacturing of highly porous ceramics, known as a replication process. One of the drawbacks of the replication process is the tendency to leave hollow struts, causing lowering of the mechanical properties. … 12 Title: New Economic Solutions for Drilling and Milling of CFRP and Low Force Drilling of CFRP/Titanium Stacks for Aeronautic Applications Authors: Dr P. Müller-Hummel MAPAL Dr. Kress KG Time: November 3, 2009 3:00 pm Room: Lumen This article characterises the special features of milling and drilling of CFRP and develops aspects for new tool geometries for milling CFRP/titanium. Simplified theoretic models will show how CFRP should be machined and what has to be observed with regard to new developments. Low axial forces are main characteristics of the drilling tool optimised in this way, which makes it especially suited for being used in drilling feed units. SESSION A1B METALLIC STRUCTURES Chair: Prof. B. Surowska (Lublin University of Technology), Dr L. J. Ruiz-Aparicio (ATI Allegheny Ludlum) Title: Development of ATI 425® Titanium Alloy Sheet, Strip and Foil Authors: Dr L. J. Ruiz-Aparicio, A. DeNoi, J. V. Mantione, R. Wendel, J. Smith, Dr T. D. Bayha ATI Allegheny Ludlum Time: November 3, 2009 1:20 pm Room: Candela ATI 425® alloy titanium, with its high strength, cold formability and lower-temperature super-plastic formability, has emerged as an innovative, high-potential alternative to 6-4 titanium, today’s workhorse alloy. ATI is pursuing a corporate-wide technical project to add sheet, strip and foil, in individual lengths, to the company’s current ingot, billet, plate and bar product offerings. In addition, sheet and strip in continuous coils are being developed. These continuous product forms have never been available in alloy titanium mill products. Continuous coils will provide titanium sheet and strip consumers a productive, cost- saving alternative to current products. Coil products are similar to what has been available in aluminum and steels. With its good corrosion resistance, ATI 425® titanium possesses a unique combination of properties that allows it to be considered for a wide variety of applications where design challenges include weight reduction or an alternative to steel, aluminum, composites or other titanium and titanium alloys. Market sectors for ATI 425® titanium range from aerospace, defense and commercial vehicles to recreational equipment. This paper will provide an update of process development as well as review the production capabilities that are expected to provide tighter-gauge tolerances and flatness for ATI 425® titanium alloy over today’s titanium alloy sheet and strip. Title: The most important aspects of sheet-titanium forming Authors: Dr J. Adamus, Dr P. Lacki Czestochowa University of Technology Time: November 3, 2009 1:40 pm Room: Candela In the paper sheet-metal forming process as the essential part of modern industry, which allows for production of the near net-shape drawn-parts, will be discussed. Although deep-drawing steel sheets still play the leading 13 role in sheet metal forming the other materials like aluminium, magnesium and titanium alloys are shaped more and more often. The main aim of the application of the light alloys is a decrease in construction weight. Titanium and its alloys seem to be the noteworthy materials because of unique set of properties such as: low specific gravity, high strength and good corrosion resistance. Unfortunately, using these materials entails a necessity of solving new technological problems. Generally, titanium alloys are rather difficult to process. Poor drawability of most titanium alloys arising from their tendency to strain hardening at lower temperatures can be improved by working at higher temperatures. Additionally, forming at elevated temperatures decreases spring-back and improves dimensional accuracy of the drawn-parts. Unfortunately, such processing must be carried out under special conditions in order to avoid diffusion of oxygen, nitrogen, and hydrogen into the titanium what affects its brittleness. Galling and pick-up of titanium on the die pose another problem in sheet-metal forming processes. The galling tendency of titanium is greater than that of typical deep drawing sheets. This necessitates close attention to lubrication in each forming operation where titanium is in moving contact with metal dies or other forming equipment. The „build-ups” phenomenon can be limited or even completely eliminated by the application of proper technological lubricants and antiadhesive coatings on the tools. In the paper some possibilities of limitation the unfavourable tribological properties of titanium in sheet-metal forming process will be given. Moreover some test results for CP2 and Ti6Al4V titanium alloy will be given. The numerical simulation results of the stamping process of the titanium cylindrical cup will be presented. A special attention will be paid to the effect of such parameters as: friction, tool geometry and holding down force on the strain and stress distribution. The simulation results will be compared with the experimental ones. The numerical simulation will be carried out with the ADINA System based on the finite element methods (MES). Title: The New Economic Feasibility of Titanium Machining Authors: U. Speetzen, L. Castellano Makino GmbH Time: November 3, 2009 2:00 pm Room: Candela With the aim of creating intelligent lightweight structures, modern aircraft manufacturing has become focused on continuously updating its construction materials. Due to the rapid growth of composites as a structural material, the number of Titanium structural parts in aircraft construction has also increased. The reason for combining titanium and carbon fiber lies in the low electro-chemical difference between the two materials, in comparison to the combination of aluminium and carbon fiber. Moreover, titanium alloys are regarded among the most preferred construction materials due to their light weight as well as their high tensile strength characteristics. When compared to other materials, titanium also demands completely different tool and machine characteristics due to the high cutting load, torque and the extreme temperatures that are created at the cutting edge. The economical feasibility of titanium machining can only be achieved through a holistic view of the complete process chain. Thanks to years of experience in titanium and aluminium structural parts machining, MAKINO has created a new family of machines specifically designed for the machining of titanium. The challenge: roughing and finishing Titanium structural parts on a 5 axis machine. This challenge however is not new. Indeed, 5 axis simultaneous machining for finishing operations is already commonly used and there are many machines which can perform high demanding roughings in 3-axis movements. Therefore, MAKINO brought the challenge one step further. The new concept: improving the efficiency of the cutting process by performing not only finishing operations but also highly demanding roughing operations with simultaneous 5-axis machining. This approach demands new levels of performance from both the machine and cutting-tool. The solution: a compact horizontal machining centre featuring a revolutionary spindle head which allows not only simultaneous 5-axis cutting but also utilizes high pressure / volume coolant directly through the spindle. 14 The application: utilization of innovative tooling technology and process strategies. The result: four times more productivity than conventional machining, not only with regards to machining times but also to the final cost of produced parts. Title: A new concept of rivet proposed to use in aeronautical constructions Authors: Dr T. Balawender, Prof. R. E. Sliwa Rzeszow University of Technology Time: November 3, 2009 2:20 pm Room: Candela The new rivet construction has been analysed and proposed to apply for aeronautical use. The rivet is made up of two parts. Each part consists of head and shank but one shank is in form of a pin and another is in form of a sleeve. Closing up of rivet consist in joining of these two rivet parts. Joining is the consequence of plastic deformation of constituent rivet shanks. No rivet head plastic forming is performed during clenching process, so it can be accurately controlled by displacement of dies. When the rivets are compressed, the diameter of the pin shank grows and forces the deformation of the second rivet shank (sleeve) until the rivet hole is completely filled. Because the pin deformation leads to barrel-shaped resulting from non-homogeneous deformation , the initial outer shape of the sleeve is in the form of concave cylinder; inner shape of sleeve is matched to the pin cylindrical shape. At the end of compressing process this concave shape is straighten to cylindrical hole shape but because of pin barrelling the inner shape of sleeve becomes concave. This concave curvature of pin –sleeve shank surface gives the effect of the rivet shut. The results of the first step of new rivet investigations have been realised. Two different materials (aluminium and copper) were used for constituent rivets. The obtained results of good connection investigated under different conditions have been presented. Title: Forming of Titanium Alloys Authors: W. Beck, W. G. Jung, S. Arends FormTech GmbH, Weyhe, Germany Time: November 3, 2009 2:40 pm Room: Candela Titanium alloys are badly desired for aircraft from the stress calculation and weight saving point of view. Titanium alloys exhibit an extraordinary favourable combination of low specific weight, high strength and corrosion resistance. But, at ambient temperature, it is difficult to form titanium to the complex curved geometries of aircraft components. The achievable strain at room temperature is rather limited, springback is unpredictable and after trimming parts often change shape. There are few titanium parts designed and built from sheet metal for current structures due to the described difficulties and high cost per kg. Scrap reduction and careful handling of materials´ resources has sense and will get a much bigger item with the increasing number of composite fuselages. Further, unlike aluminum titanium inherently resists corrosion . This paper describes an option for reducing the cost of titanium parts and therein increasing its use on future aircraft. Forming titanium is simpler at elevated temperatures than at room temperature. Complex shapes can be formed if the material is raised to temperatures approaching 900°C . At such temperatures some titanium alloys will strain up to some hundred percent without degrading structural properties. In this condition, the titanium is pliable, shows high ductility and forms with such a low flow stress that it is possible to form with gas pressure. After de-moulding and cooling, parts don´t exhibit residual stresses and trimming doesn´t change part contour. Tooling for such applications can be relatively simple. For the gas pressure forming process, the tools just need a shaped cavity bottom die half and a flat closure top die half. Gas pressure forming of titanium sheets is competitive when compared to machining components from thicker 15 plate material. Formed parts can be designed thinner and weigh less than comparable machined parts due to the practical limitation of not being able to machine down to thickness less than 2,5mm. Another advantage of forming is minimal scrap. Whereas machining scrap ratios of more than 90% are typical, formed parts seldom have scrap ratios exceeding 30%. Gas pressure forming can typically be cost justified as production quantities increase and there are more parts over which to amortize tooling costs. Weight and cost balance compared against the accumulated parts quantity count show an early break-even point. FormTech is a leader in titanium forming with gas pressure at elevated temperature. In this paper an overview of the process is presented from a production point of view and many different shapes are discussed as a way of illustrating a wide range of possible future applications. Title: On site machining (on an airport) of wings and fuselage of a twin jet with HEXAPODE CMW 380 Authors: F. Wildenberg CMW Time: November 3, 2009 3:00 pm Room: Candela • CMW has developed (with research centers and university) a new technology to make 5 axes High Speed Machining on very large parts: HEXAPODE CMW 380. • It is very similar to the human machine: o The support is the arm and wrist: a serial machine without rigidity like any milling machine o The hand is a parallel kinematic machine with high rigidity o The hand correct the positioning errors of the wrist o It works on a sequential way: successive mesh machining o They are no measuring system into the machine o They are 2 external measuring technology: eyes (laser tracker), internal ear ( electronic level) • One application which was not initially anticipated is the on-site machining • The first use was made for aircraft industry. • Now CMW is discovering that they are a lot of other uses of this new technology • How it started: o The problem: The customer is a company specialized in maintenance of twin jet aircraft A twin jet had a leakage problem of fuel at the junction between the wings and the fuselage. So they disassemble the wings and fuselage and discover a lot of corrosion. During the manual grinding of the corrosion they created a lot of hollow small surfaces. This was going to induce more leakage. So it was necessary to make a full machining of the surfaces. The wings were on a trolley and the fuselage was on fixed jack. So it was impossible to move the fuselage. o The answer: CMW came and made the on-site machining of the wings and fuselage with HEXAPODE CMW 380 It was necessary to make High Speed Machining (HSM) -First to induce very low forces on the wings and fuselage since their support had no rigidity -Second to achieve very low residual stresses. So the aircraft will have a longer life expectancy -Third to get a very good surface finishing -Forth to be able to machine very thin extra thickness in some places It was necessary to make automatic correction in 6 directions (3 positions and 3 angles) due to the initial positioning errors of the machine. This is automatically done with the use of external measuring systems. 2 different technologies can be used. One with touching probe and one with a laser tracker. It is the only machine around the world working in that way The technology of HEXAPODE CMW 380 make all that possible. 16 • A new application will arise soon with the maintenance of frames made of composite especially on very large parts. o To make repair it will be necessary to start with making a clean machining around the destructed zone. o With HSM, orbital drilling, and the use of tools with a small diameter it will avoid the delaminating problem. o It could happen everywhere. So it is necessary to make on site machining o HEXAPODE CMW 380 will again be perfectly suited for solving this soon arising problem SESSION A2A Life Cycle Support / NDT and SHM Chair: Prof. J. Narkiewicz (Warsaw University of Technology) Title: Modern aircraft power system testing Authors: B. Neuner (AMETEK Programmable Power), M. van den Bergh (CNS Inc. – Poway) Time: November 3, 2009 4:00 pm Room: Lumen The Airbus A380 and Boeing B787 projects required technological advancements in many areas, including the onboard electrical power distribution network. Innovations were required not only from Boeing and Airbus engineering but also from suppliers of avionics, flight controls, landing gear, cabin electronics etc. The decision to replace many hydraulics by electric motor driven systems in the A380 and B787, and changing from a fixed 400 Hz AC to a wide frequency 360 800 Hz AC power system added more challenges. The plethora of electrical and electronic apparatus all have to co-exist in a compatible manner, without disturbing each other or the aircraft power distribution network. Thus the power distribution network complexity increased substantially, and changes affect the 115 and 230 VAC three phase as well as the 28 VDC buses. This article provides some insight into power system EMC testing, in accordance with standards such as DO-160, ABD0100.1.8 (Airbus), and the 787B3 (Boeing) standards. In addition, the newer ABD0100.1.8.1B for the Airbus A350 project, and the AMD-24 for the A-400M Aircraft will be mentioned briefly. … Title: Process planning and assembly structures in aircraft environments Authors: Dr M. Ehrmann Dürr Systems GmbH Time: November 3, 2009 4:20 pm Room: Lumen The Dürr Group is a supplier of plant and equipment that commands leading global market positions in its areas of activity. Business with the automotive industry accounts a major part of its sales. Dürr also supplies innovative manufacturing and environmental technologies for the aircraft, mechanical engineering, chemical and pharmaceutical industries. In the aircraft environment we identity various challenges our customer (international operating aircraft manufactures) are faced with. Increase o • f productivity • Reducing throughput time • Stable and reliable manufacturing processes • Weight reduction • Increase Efficiency of components • Flexibility and customer orientation Based on these challenges, trends towards lean production principles can be seen. Especially flow production is implemented in various facilities. Nevertheless, processes are investigated by their automation potentials. 17 In addition, the use of modern materials like CFRP in combination with increasing part dimensions is pushed forward. All this has a high impact on organization, processes, equipment, conveyor systems, handling and information flow. In order to ensure a holistic set up of this changing framework, a systematic planning approach is suggested. This approach is characterized by specific, well defined phases, considering the specific requirements of the CFRP materials. … Title: ILS as seen by an Army : The national French Air Force Library or the first Open Source based S1000D solution Authors: S. Vrignon euroscript International S.A. Time: November 3, 2009 4:40 pm Room: Lumen For the French Air Force as for any army in the world, the documentation of their assets e.g. land vehicules, ships and of course aircraft, must be updated and distributed during the whole life product cycle. In the mean time not only the French government had clearly indicated its willingness to promote open source technologies where applicable but also had contracted for A400M and RAFALE. The DoD budget is also under strong pressure. The French Air Force relies on 300 people to ensure the update, the review, the approval and the publishing of more than 21,000 documents to 30,000 readers each having of course its own rights. So it was stated that the means and the goals were no longer aligned. S1000D adoption was a straight forward decision. The change management was a central and global consideration : • Data conversion • A single platform for un-structured and structured documents • New processes • New tool : XML under S1000D authoring and management • New means of dissemination So the open source based solution became the best option and we will explain why it remains the best for any army in the world. Armies are transitioning to a new management model that affects all their means including the documentation. We’ll explore this in our presentation. Title: Requirements Engineering supports Life Cycle Management Authors: M. Mäuseler GfU Gesellschaft für Unternehmenslogistik mbH Time: November 3, 2009 5:00 pm Room: Lumen Various functions of a company use product data during the life cycle. First, the product will be invented or developed. Partially, complete systems or parts will be subcontracted. Suppliers must be selected and deliverables must be tested and integrated. After the entry into service components will be changed, redesigned, varied or used for new developments. Product manager has to monitor the impact of changes in all phases of the life cycle. The higher the complexity of the product the higher the effort he has to spend to fulfill this task. Forgotten requirements from connected processes, functions or products cost more money the later they will be identified. Requirements Engineering (RE) is the method to save costs by identifying these impacts immediately in all phases of the life cycle. Prerequisite is the capturing of all requirements as objects with an unique identifier and additional information from the beginning. The benefits are manifold. First all requirements will be identified quicker than reading a continuous text. Beside this the clearness of the specification will increase. Further on each requirement could be addressed in communication precisly with e.g. stakeholders for requirement validation, potential suppliers or test departements. 18 The exceeding of a certain amount of requirements in a single collection is attended by a loss of its clearness. Requirements should be allocated into several subcollections. A cascade of collections arise. Each collection remains manageable. To keep the overview links will be established between the collections on requirement level. If one requirement changes all linked requirements will be identified automatically. It could be checked easily, if these requirements are impacted of the change. Capturing requirements in a solution neutral way has various advantages over the life cycle. The solution isn’t fixed; every feasible solution could be checked. Beyond that potential suppliers could offer new approaches, technologies, processes that were unknown yet. In the case of asking for fixed solutions, innovations will be blocked. Another advantage of the solution neutral capturing is the high rate of reuse of requirements. Products of one family varies in several dimensions and parameters. But by checking the differences in detail, commonly up to 90% are the same. Best for specifications, that are solution neutral. The authors needn’t start from scratch, but could start from 90 %, which implies enormous time and cost savings. But what about the rest of 10% difference between both products? If all requirements were linked even these requirements at all levels could be identified instantly. The consequences of changes will be displayed and remain manageable. The exact amount of requirements will be checked against the changes. No dissipation of ressources is the consequence. Linking of requirements is the key for high reaction time on changing markets. Market requirements will be followed through the collection cascade down to part level. All related risks and opportunities could be identified instantly. Even in the case of fluctuation of employees the product knowledge is implemented in the specification. If every requirement has additional information brain drain has less impacts. Finally the optimum can be reached, if the product manager looks beyond RE and integrates other useful methods in the life cycle management as functional analysis, target costing or logstics-orientated product development. Title: Model for Eddy Current testing of CFRPs Authors: M. Cacciola, A. Gasparics, G. Megal, D. Pellicanò, F.C. Morabito Time: November 3, 2009 5:20 pm Room: Lumen In order to improve manufacturing quality and ensure public safety, components and structures are commonly inspected for early detection of defects or faults which may reduce their structural integrity. Non Destructive Testing (NDT) techniques present the advantage of leaving the specimens undamaged after inspection. Within this framework, Eddy Current Testing (ECT) of composite materials is of importance in many domains of industry: energy production (nuclear plants), transportation (aeronautic), workpiece manufacturing, and so forth. This technique, based on the investigation of magnetic flux of exciting coils placed close to the specimen under analysis, is used to detect and characterize possible flaws or anomalies in specimens. In contrary to the traditional targets of the ECT investigations, the carbon fibre reinforced plastic materials (CFRPs) has non isotropic and non continuous but patterned spatial distribution of the conductivity due to the composite structure. Therefore, the study as well as the modelling of the interaction between the composite materials and the electromagnetic field requires novel approach. The method of approach depends on the objectives of the investigation. Typical testing configurations may consist of ferrite core coil probes, placed above a planar (or at least locally planar) composite specimen and operating at frequency depending on the problem (typically between a few Hz to a few MHz). The aim of ferrite core is to focus the magnetic flux into the certain area of the specimen, in order to increase the probe sensitivity to the defect. For each application, the coil model, as well as, the operating frequencies are set according to the task. This paper proposes an application of a novel electromagnetic computational method for the problem of ferrite core based ECT probe can be used for inspecting of composite materials. For our purpose a Finite Element Method (FEM) based software has been exploited in order to optimise the 19 sensor effect and the drop-in suppression, the operating parameters of the frequency and field strength and for geometrical and physical modeling. In order to simulate the response of a probe to the presence of defects, it is necessary to study how a probe excites the specimen to be tested, considering its electrical anisotropy. Usually, the goal is the optimisation of probe and the assessment of such perturbation as lift-off and tilting. In the investigated situation, the probe is placed above and parallel to a composite block. It is made of a Eprofiled ferrite core, excited by a coaxial coil. We verify the distortion of EC’s flux lines caused by the presence of defect and the magnetic field’s density. In our FEM, since we use A-ψ formulation, just the z-component of magnetic potential A is non null. This paper presents the details and numerical results of our study. Title: Mobile Measuring and Documentation of Visual Impression and Surface Topography Authors: Dr P. Weinhold, Dr T. Schüßler Innowep GmbH Time: November 3, 2009 5:40 pm Room: Lumen So far, the visual impression and the micro topography of a lacquer surface could only be measured with highly sophisticated scientific instruments used in laboratories, such as auto-focus testing devices for topography. To achieve this, samples had to be removed from the aeroplane for laboratory measurements. Furthermore, up to now there are no mobile methods or devices available. Methods and devices are needed that generate key figures in order to quantify results in an objective and reproducible way. The technology has to be capable of determining the visual impression and surface topography at the same time. The measured data must be processed in a suitable way to assess the performance of the lacquer coating. A new mobile measuring technology for documentation of the visual impression of a surface and its topography has been developed and validated. The topography as well as the visual impression is measured by a mobile unit under reproducible conditions. The data is recorded, stored and evaluated by a documentation and analysis software. Thus it is possible to measure the quality of the lacquer surface of an aeroplane wing directly on the plane without the need to remove the parts. SESSION A2B SIMULATION FORUM Chair: Mr Yvan Radovcic (Samtech) Title: Simulation Driven Product Development with ANSYS Workbench Authors: Dr M. Hortmann Time: November 3, 2009 4:00 pm Room: Candela Title: Enhancing the Composites Design-to-Manufacturing Process with FiberSIM(R) 2009 Authors: S. Peck VISTAGY, Inc. Time: November 3, 2009 4:20 pm Room: Candela The FiberSIM(R) CEE (Composite Engineering Environment) software is fully integrated into all major CAD systems and is based on VISTAGY‘s EnCapta technology that allows the storage of specific-engineering data (at the feature level) right within the CAD part. In this demo of FiberSIM, you will see how the software helps companies clearly identify and mitigate risks associated with the design and manufacture of composite parts by virtually creating a „window“ onto the manufacturing floor. The software also increases part quality by 20 providing greater control over design intent and ensures that all parts are manufactured with the prescribed physical properties intended. In addition, you will see how FiberSIM also bridges the gap between analysis, design, and manufacturing by creating all the necessary data used by each group within the CAD model. Title: VERICUT Composite Programming & Simulation Authors: M. Kürten, P. Block CGTech Deutschland GmbH Time: November 3, 2009 4:40 pm Room: Candela Von CGTech wurde mit der VERICUT Composite Software eine neue, maschinenunabhängige Softwareentwicklung für die Programmierung und Simulation automatisierter CNC-gesteuerter Faserverbund- und Faserablegemaschinen vorgestellt. Sie besteht aus zwei Einzelanwendungen: VERICUT Composite Programming (VCP) und VERICUT Composite Simulation (VCS). VCP liest die Informationen über CAD-Oberflächen und Lagen konturen und fügt Material hinzu, um damit die Lagen entsprechend den benutzerspezifischen Herstellungsstandards und -vorgaben zu erfüllen. Die Ablegebahnen sind miteinander verknüpft und bilden bestimmte Ablege folgen. Sie werden als CNC-Progra me für die automatisierte Ablegemaschine ausgegeben. VCS liest CAD-Modelle und CNC-Programme, entweder von VCP oder anderen Anwendungen für die Erzeugung von Ablegebahnen für Verbundwerkstoffe und simuliert die Abfolge der NCProgramme auf einer virtuellen Maschine. Das Material wird über CNC-Programmanweisungen in einer virtuellen CNC-Simulationsumgebung auf die Ablegeform aufgebracht. Das simulierte Material, das auf die Form aufgebracht wurde, kann gemessen und untersucht werden (z.B. auf Material stärke, Luftspalt oder Überlappung), um sicherzugehen, dass das Programm die Herstellungsstandards und -vorgaben einhält. Ein Bericht mit den Simulationsergebnissen und statistischen Daten lässt sich automatisch erstellen. „Es besteht ein klarer Bedarf an Programmiersoftware, die von einem in der Branche anerkannten Softwarehersteller im Rahmen einer Standard-Software regelmäßig aktualisiert und gepflegt wird“, so Peter Vogeli von Electroimpact. „Die Auslieferung von Maschinen durch kompetente Werkzeugmaschinenanbieter zusammen mit der Auslieferung von Programmiersystemen durch kompetente Softwareanbieter spiegelt die Praxis in der technisch ausgereiften Zerspanungsbranche wider.In dieser Branche versuchen die Werkzeugmaschinenanbieter inzwischen nicht mehr, mit weitaus kompetenteren Programmierfirmen zu konkurrieren.“ Die VERICUT Composite Programming& Simulation Software wurde unabhängig von jeder speziellen CNCFaser- legemaschine (Fiberplacement Maschine) konzipiert, genauso wie eine moderne CAD/CAM-Anwendung auch verschiedene CNC-Maschinen unterstützt. „Wenn ein Werkzeugmaschinenhersteller auch die Software zur Programmierung seiner Maschinen entwickelt, ist die Software häufig auf die Technologie der Maschine beschränkt“, sagt Bill Hasen jaeger, Leiter für Produktmarketing bei CGTech. „Wenn die Software getrennt von der Maschine entwickelt und in einer Vielzahl von Anwendungen eingesetzt wird, so erweitert sich sowohl die Soft ware selbst als auch die zugrunde liegende Technologie. Die Metall bearbeitungs industrie hat dasselbe mit der Weiter entwicklung bei CAD/CAM erlebt.“ Seit mehr als 20 Jahren verbessert CGTech ständig seine VERICUTSoftware für die Metallzerspanung, aber erst im Jahre 2004 stieg CGTech voll in die Welt der Faserverbundwerkstoffe ein, nachdem Boeing (seit 1989 Kunde bei CGTech) das Unternehmen bat, ein Simulationsprogramm für die AFPMaschine zur Her stellung der 787 zu entwickeln. Dieses Projekt wurde im Jahre 2005 auf die Entwicklung einer Programmierlösung für AFPMaschinen erweitert. 21 Title: Java for Safety Critical Applications Authors: A. Walter aicas Allerton Interworks Computer Automated Systems Time: November 3, 2009 5:00 pm Room: Candela Up until now, the preferred language for developing safety critical applications has been Ada, but this is beginning to change. The number of developers willing to program in Ada is diminishing, while the complexity of applications is increasing. Where as C and C++ are poor alternatives to Ada, realtime Java specifications have benefited from strong cross fertilisation from the Ada community, giving realtime Java much of the Ada for developing safety critical systems. Though strongly related to standard Java technology such as J2SE and J2EE, realtime Java is really a different beast. The differences are subtle, so as to benefit from a common language base; but essential. realtime Java sets itself apart by having much stronger threading semantics and a means of avoiding timing anomalies due garbage collection, ideally while maintaining the reference consistency automatic object deallocation ensures. In the past, reference consistency was maintained by disallowing or severely limiting dynamic memory management. This approach works well for state machine like tasks, but not for more complex applications. The up and coming Safety Critical Java standard (JSR 302) provides some more flexibility than currently tolerated by providing a stack like approach to memory allocation and deallocation. This will enable the Java language to be used at the highest criticality levels in the near term, but does not address increasing complexity well. In the long run and for applications into the medium criticality today, where complexity is already challenging, realtime garbage collection offers a more practical solution. Garbage collection relieves the application developer of reference inconsistency concerns, such as dangling pointers and memory leaks, since these can be guaranteed by the Java runtime environment. A deterministic, realtime garbage collector can also ensure that it does not interfere with application meeting timing deadlines. New work on object oriented technology in SG-5 of the SC 205 / WG 71 Plenary to update the DO-178 standards, will make certification of Java technology, including the use of virtual machine technology and garbage collection, easier. In the past, these technologies where up to the discretion of individual certification experts, who often have only minimal understanding of OO Technology. New standards will provide both stronger guidelines and rationale for how certification should conducted. This talk outlines the important Java standards, such as the realtime Specification for Java (JSR 1 and JSR 282) and Safety Critical Java (JSR 302), as well as proposed changes from SG-5 for object oriented technology. New garbage collection technology will also be covered. This should give the attendee a good background in the state-of-the-art of realtime Java Technology and safety certification. Title: Knowledge Based Engineering using CATIA V5 for High Lift Device Design at Airbus Authors: T. Baudach, Dr S. Kleiner engineering methods AG Time: November 3, 2009 5:20 pm Room: Candela In the High Lift Device Design domain Knowledge Based Engineering (KBE) for aero, structure, kinematic and system design has been decided as a core element in lean engineering at Airbus. Hence, knowledge based engineering and process chains supported by Template Based Design using CATIA V5 as well as the integration of calculation and simulation in early design stages were introduced. The following article describes the usage of KBE based on an example for High Lift Device structure design at Airbus, Germany. During the concept phase of High Lift Devices different design alternatives and variants come up and need to be validated concerning requirements regarding weight, loads and static issues, manufacturing, costs, etc. 3D CAD models of devices are designed and analysed using CATIA V5 in order to meet the demands in early stages. The structure of high lift devices contains multiple but similar elements such as ribs, spars and stringers 22 which are used as stiffeners. These stiffeners are represented by concept models based on wireframe elements in CATIA V5 in early design stages. Based on an overall wireframe model simple solid elements were set up in order to construct the device and perform digital mock-up (DMU, e.g. clash and assembly analysis) and weight management analysis based on a 3D solid model. The integration of knowledge capabilities in CAD systems allows capturing, sharing and re-using of design rationale and engineering know how. KBE has led to massive progress in efficient CAD design and allows an easy way to modify features and models, re-use and adapt CAD models for design changes, create product variants and families. High level templates automatically adapt themselves to new design contexts. This full morphing concept reduces design time and costs to levels not previously met in the industry. In order to automate the High Lift Design process and reduce repetitive manual tasks the solutions CADSTRUCTURAS for device design (CAD Structure Assistant) was implemented based on KBE technologies. At Airbus design templates for ribs, spars, stringers etc. and KBE tools have been provided for the design of high lift devices. Functions of CATIA V5 Knowledgeware such as document templates, power copies and user defined features allow designers and engineers to embed knowledge into the structure design and leverage them to reduce errors and automate design for maximum productivity. The appliance of these templates and KBE features is supported by an assistant software system which manages the template catalogues und guides the user through the design process. Hence, CADSTRUCTURAS offers design templates with embedded knowledge, which encapsulate geometry and design know-how for maximum re-use of high lift device elements. After that, the assistant software creates interactively intelligent features, parts and assemblies in order to ensure design compliance with established standards by capturing, managing and sharing corporate knowledge in rule bases and leverage it across the enterprise. KBE and CAD result in automated goal driven designs. It accelerates more design alternatives, exploration and optimization of high lift devices and its structure elements for better design in less time through the interactive capture of optimization intent, such as cost, weight and material. In addition KBE and CAD ensure design consistency and quality with rule-based design validation according to standards and best practices. At the end, the benefits for Airbus using CADSTRUSTURAS besides using CADAERAS for aero design (CAD Aero Assistant) and CADKINAS for kinematic design (CAD Kinematic Assistant) are reduced costs, higher quality and shorter design cycle time. Title: State of the art of composites material simulation Authors: Dr A. Mete MSC Software GmbH Time: November 3, 2009 5:40 pm Room: Candela Study of Progressive damage, Fracture, Delamination of composite structures and a methodology to share Native Geometry and LayUp data between CAD and CAE will be described. The objective of this paper is to show the advanced composite FEM simulation capability based on innovative tools available with the MSC Software technology. SimXpert the fully integrated multidiscipline simulation environment is able to manage the Simulation Process of the advanced composite analysis technologies. Two progressive failure analysis available in MD Nastran, the MSC‘s multidiscipline solver (MD), to ensure the highest levels of accuracy on composite structures. Predict the failure of laminated composite structures during critical damage events from local damage such as matrix cracks, fiber breakage, fibermatrix debonds, and delaminations under normal operating conditions which may contribute to their failure. The ability to predict the initiation and growth of such damage is essential for predicting the performance of composite structures and developing reliable, safe designs which exploit the advantages offered by composite materials. With this approach is possible to ‘track’ the failure modes in detail for every load step till the final failure of the composite structures. MD Nastran Composite Simulation Methods includes: • PFA (Progressive Failure Analysis): Progressive failure analysis predicts the damage initiation, growth, and final failure of 2D and 3D composite laminated. Available for ‘classic’ failure criteria like Hill, Tsai-Wu Hoffman and for new available failure criteria like Puck and Hashin, Hashin-tape, Hashin-fabric as well. 23 • Adv. PFA (Progressive Failure Analysis): Micromechanical’s material library, evaluation and damage evolution is fully integrated in MD Nastran. Based on Micromechanical properties (Fiber and Matrix) MD Nastran and the available Micromechanical Failure Criteria evaluate the structural and material response including degradation of material properties due to initiation and growth of damage. Is possible analyze not only traditional 2-D tape and fabric laminate layups, but also 3-D weaves and braids. Over 20 Micro Mechanical Failure Criteria available with MD Nastran Adv. PFA analysis including failure mechanisms in honeycomb composite structures such as Wrinkling, Crimping and Dimpling. • Cohesive Element: The cohesive element formulation, available in MD Nastran, can be used to simulate delamination phenomena. It is an energetic method that determines delamination initiation and propagation. Used by special interface elements with different cohesive material models based on different energy laws depending from the matrix characteristics. Available for 2D and 3D FEM model. • VCCT (Virtual Crack Closure Techniques): The VCCT is the fracture mechanics approach for studying delamination and crack initiation and growth. Available in MD Nastran it is used for calculating the energy release rate of single or multiple cracks. The results will be obtained for each crack separately. Each crack consists of a crack tip grid for shells and a crack front for solids. • Breaking glued contact: A powerful tool to evaluate delamination based on a stress criteria. Release glued contact when a stress criterion is satisfied. • SimXpert: SimXpert the fully integrated multidiscipline simulation environment, integrated with MSC‘s advanced multidiscipline (MD) solver technologies, is able to manage the Simulation Process of all the advanced composite analysis available with these technologies including the Micromechanics approach based on Alpha Star Genoa material library. SimXpert is a very new interface concept with a direct user interface and a template builder interface. MD Nastran is fully addressed thru the new preprocessor SimXpert. • SimXpert FiberSim integration: MSC SimXpert and Vistagy FiberSIM interconnection is a link between the CAD draping and FEM analysis in respect to composite part conception phases. The first level based on ‘first’ layup is used for pre sizing and optimization. The second level including draping directions and thickness variations is used for part validation and certification. SimXpert and FiberSIM offer a native geometry access to leading commercial CAD systems: CATIA V5, NX and Pro/ENGINEER. DAY 2 – 4th November 2009 KEYNOTES Chair: Albrecht Pfaff (MSC.Software GmbH) Title: Effects of the corrosion on the structural fatigue life and their management in the in-service ageing aircraft Author: Mr G. Avalle, L. Fossati, V. Sapienza Alenia Aeronautica Time: November 4, 2009 9:00 am Room: Frequenz 1 The prevention of corrosion is one of the main factors to be taking into account in the Design phase of A/C structures. In the military A/C, designed and developed in the early years ’70, the corrosion prevention methodologies were widely applied by the using of appropriate materials, protective treatments and sealant which were the “status of art” at that time. Nevertheless, due to gradually ageing of the Aircraft fleets and also considering the changes in the operational requirements, the different environmental conditions and the material and protective selection in the design phase, the arising of corrosion phenomena are inevitable and leads to detrimental effects on aircraft efficiency and on the related maintenance costs. Gianni Avalle 24 In case of corrosion, the local stress increase due to thickness reduction and the effects related to the stress concentration in consequence of the geometry alterations may have implication on fatigue life of the structural component. Therefore, in order to maintain the adequate structural safety level, appropriate measures have to be applied in the management of the corrosion issue on the In-Service aircraft. Purpose of this paper, is to present for a case of corrosion, a methodology approach based on theoretical analysis and test to estimate fatigue penalties due to corrosion on an airframe primary component. Title: Embraer at a glance, engineering tools for aircraft simulation Author: Mr Marco Cecchini, Alexandre C. de Moura, Fabio R. Soares da Cunha Embraer Time: November 4, 2009 9:30 am Room: Frequenz 1 Embraer was created after Word War II from a strategic national aircraft manufacturing project. As a large aeronautical company, Embraer has products in three major markets: commercial jets, business jets, and defense. It is well known that one of the aeronautical industry fundamentals is high technology, and engineering tools for aircraft simulation play an important role to guarantee the application of cutting edge technology on product development process. Aeronautical industry uses a large variety of engineering tools to assist product development such as virtual reality, knowledge based engineering, digital mock-up and manufacturing, structural analysis, fluid dynamics, systems engineering, and multidisciplinary design optimization. Training and certification of people are also key points for the success of the company. The development of new technologies helps to promote continuous enhancement of current engineering processes. In this scenario, data management is a matter of special attention, and actual processes shall be captured from people’s minds and properly managed. This work presents challenges of managing and promoting engineering tools on a large aeronautical company. SESSION B1A COMPOSITE STRUCTURES Chair: Chair: Dr Lesli Cohen (Hitco) Title: Door surround structures for next generation aeroplanes Authors: Dr C. Hühne, T. Ströhlein DLR Time: November 4, 2009 10:45 am Room: Lumen Due to the continuous increase of fuel prices and a hard contention, there is a high demand for more efficient aircrafts. At the same time, passengers demand for more comfort, better entertainment and anytime communication while the authorities raise the safety requirements. All that conflictive demands can only be fulfilled by combining most advanced engine technology with best aerodynamic shape and high efficient light weight structures. The demand for light structural weight can best be reached by applying advanced materials like CFRP with a high specific strength. This is also the reason while the contingent of CFRP has steadily be increased since the last 30 years to an actual maximum of ~50% for the coming mid and long range planes B787 and A350 XWB. While cost efficient highly automated CFRP processes are already available for most standard parts like for the tail planes, fuselage, wing skins, stringers, frames, the floor grid and some other parts, the highly loaded door surround structure is still planned as differential metal parts as no processes and designs are available. That means high costs as due to corrosion and fatigue reasons, expensive titanium alloys have to 25 be used. Since different projects the DLR Institute Composite Structures and Adaptive Systems is analysing and developing door surround structures for the use in civil aircrafts. The requirement list is thereby increasing permanently. For ensuring the safety of the CFRP door surround structure, in one of the first concepts, the load carrying skin and frames are rerouted to the inside, giving space for an additional ultra lightweight sandwich impact absorber structure. This concept is highly optimised in respect to in-service costs, but needs further production cost reduction. In order to reduce this, a production analysis of all available CFRP processes and designs showed that instead of a single process a combination of several technologies would lead to a global optimum. To achieve the highest benefit of each technology, the DLR has combined the Prepreg with the textile technology with skin and surround structure in one integral one-shot part. Due to the demand for faster development time and ramp up time, the DLR has developed new concepts for door surround structures, where the analysis as well as detailed and mould design can proceed mostly parallel. The logical result of that assumption is, that the door surround structure as well as the moulds should be designed up-side-down. In case of a later change of the skin thickness or geometry, only a relatively cheap caul plate must be adapted. In actual researches the tolerance management is in focus. For solving the tolerance problem at the interface to the skin, a compromise of integral and differential design gives the best overall solution: Most of the main frame, secondary frame, intercostals, sill part and longitudinal beam can be manufactured in a one shot solution, while simple L-profile connectors will be manufactured and assembled separately. Title: Cold Duct Fan Authors: L. Cevolini CRP Technology Time: November 4, 2009 11:05 am Room: Lumen Among the most significant case studies, developed together with our partners, the “Mini Fan” described in this document is one of my favourite one, as we tried to choose the most suitable technology and material to push forward for this project. We could in fact try to manufacture it with several different technologies, such as CNC machining or through casting with special metal alloys, or even laser sintering of simple PA12 or PA12 glass filled (we cooperate in fact also with some companies in France that have PA12 and have tested it for the mini-fan too), but at the end it has been really clear that WINDFORM® XT was the best choice. Let’s see why. We can think about a little fan, whose engine power is given by an electric device, instead of 2/4 strokes engine. By extrapolation, we could even call it small mono stage compressor even if in this case the static pressure increase is very low (no precise data to be released). Now, without the classic parameters (due to confidentiality), such as efficiency or level of reaction, which permit to characterize quality of a turboshaft engine, we will try to explain the advantages of this project analyzing the data provided by our partner: … Title: Historic Study of Automated Material Placement Equipment Authors: Mr D. McCarville Boeing Time: November 4, 2009 11:25 am Room: Lumen As the commercial aircraft industry attempts to improve airplane fuel efficiency, large airframe components like wing skins and fuselage barrels are shifting from aluminum to composites. As a result, there is an increased 26 demand for automated material placement (AMP) equipment capable of making large and small highly sculptured parts. Existing texts and scholarly articles concerning AMP equipment are typically limited in scope to basic machine functionality and/or vendor specific innovations. Few studies have attempted to create a historic understanding of how this branch of machinery evolved to its current state. For the current study, various sources (i.e., scholarly text, trade journals, and patent databases) were examined in order to create the following historic information: (a) comprehensive equipment definitions, (b) equipment breakdown categorizations, (c) family trees, and (d) evolutionary timelines covering the past 50 years. The purpose of this study is to provide foundational information on AMP equipment evolution and future capabilities at a time of economical and technological change within the commercial aerospace industry. SESSION B1B IMPROVED SIMULATION Chair: Albrecht Pfaff (MSC.Software GmbH ) Title: Simulation of aircraft structures using non-linear analysis techniques Authors: F. Soares (Embraer), M Lopes de Oliveira e Souza (INPE) Time: November 4, 2009 10:45 am Room: Candela Nonlinear analysis expands engineering capacity to simulate physical problems of structures. The complexity of new systems requires the usage of more sophisticated simulation techniques to enhance certification process. Aeronautical structures shall be reliable to comply with certification standards, and they shall be optimized to fulfill performance requirements. This work explores industry applications and how nonlinear analysis techniques have been employed on a day-to-day basis of structural analysis. Challenges to improve engineering simulation are also presented based on industry experience. The focus of this work is the investigation of progressive failure of composite structures. It is well known that composite materials degradation analysis based on macromechanical or micromechanical approach plays an important role on progressive failure prediction. Tailoring geometric instability of reinforced panels such as buckling, postbuckling, mode-jumping and snapthrough is also important to determine the ultimate load of aircraft structures. This work shows how advanced finite element tools for certification purpose applied on engineering process have been used to assist engineers on progressive failure analysis. Title: Robust Design of Composite Wing Structure, a combined durability and reliability approach Authors: F. Rogin, F. Soares, G. Abumeri, Dr F. Abdi (Alpha Star, Embraer), K. Nikbin (Imperial College) Time: November 4, 2009 11:05 am Room: Candela This paper describes a computational simulation approach devised to perform Robust design of composite structures that is not sensitive to certain type of failure such as delamination growth. The computational approach maximizes the durability and damage tolerance (D&DT), and reliability in presence of material , fabrication and geometric uncertainties. This computer-based life prediction methodology combines composite mechanics with finite element analysis, damage and fracture tracking capability, probabilistic analysis, and robust design optimization algorithm to maximize reliability for given operating condition. NASA Advanced composite semi wing span structure developed by Boeing (McDonnell Douglas Aerospace Company) was successfully proof load tested at NASA Langley. The wing stub box is representative of a section of a commercial transport aircraft wing. The wing structure for Durability and Damage Tolerance was evaluated first with finite element based multi-scale progressive failure analysis to determine failure modes, locations and fracture load. The prediction results were then validated against the Langley test data. Next robust design optimization is used to maximize the wing structural durability without loss in reliability. The applied computa27 tional process ensures that certain type of failure modes, such as delamination progression, are contained to reduce risk to the structure. The design enhancement is achieved by tailoring the shape of the wing skin/stiffeners ratio such as height, width, and the skin thicknesses to absorb the energy that induces delamination. The application of coupled optimization-probabilistic approach to wing platform shows that the structural reliability and durability can be simultaneously improved with little or no weight penalty. Title: Preliminary design of aeroelastic experimental slender wing model Authors: Prof. G.Frulla , Ing. E.Cestino Politecnico di Torino Time: November 4, 2009 11:25 am Room: Candela Innovative Aircraft designs, such as very long endurance UAVs have necessitated advances in the methods of computational aeroelasticity. Analyses procedures for conventional aeroelastic phenomena, such as wing flutter, also need to be revisited for very flexible aircrafts. In general, the sensitivity of the flutter characteristics of the aircraft to the reference geometry can be quite important, even for relatively small deformations. The process chain of the aeroelastic flutter analysis should always include an experimental test phase. A wind tunnel test model, will provide the opportunity to modify and calibrate theoretical models showing the effect of theoretical approximation and their limits, introducing a discussion about the necessary model modifications and future investigations. An experimental aeroelastic slender wing model may be designed using a dynamically scaled model. By expressing the aeroelastic equations of motion in non-dimensional form, it is possible to relate the behaviour of the small scale models to that of full-scale wing in flight. All the physical parameters which have been determined to be significant for flutter response should be appropriately scaled. These will include elastic and inertia properties, geometric properties and dynamic pressure. In the case of an advanced very flexible wing configuration, stability studies need to be performed about the trimmed aircraft configuration, which will be different for each flight condition. In addition to that, geometrically nonlinear structural effects imply both the presence of significant in- and out-of-plane wing bending displacements, even though the first ones are usually negligible with linear structural models. The investigation of the correct structural behaviour of such kind of configurations force the designer to increase the number of test parameters to deal with. A parametric study will be performed in order to establish an extensive database useful for identification of driven dimensionless parameters. Starting from the parametric analysis a successive experimental test model will be preliminary designed following the definition of simplified structural models used for initial evaluation, (like balsa wing models) to evolve towards more complex cases set up. SESSION B2A COMPOSITE STRUCTURES Chair: Gila Ghilai (IAI), Prof. R. E. Sliwa (Rzeszow University of Technology) Title: Production of springs with Radius-Pultrusion – a new manufacturing process for a core element of aircraft technology Authors: Dr K. Jansen Thomas GmbH + Co. Technik + Innovation KG Time: November 4, 2009 1:20 pm Room: Lumen It is well known that substituting steel by fibre reinforced material in screw spring applications means potential weight savings between 30% and 50%. Until now a major drawback was the lack of a suitable continuous and cost effective production process. The classic process for the manufacturing of fibre reinforced profiles, the 28 pultrusion, only allows the production of straight or slightly bended profiles but no kind of bow or screw. By inverting this standard process the Radius-Pultrusion™ now allows the production of massive and hollow bows and screws with nearly unlimited small radii. Thus in the near future the advantages of fibre reinforced material will be available for nearly all kinds of screw springs. Title: VISTAGY‘s AeroSuite(tm) for Composite Aircraft Assemblies: The Complete Solution Authors: S. Peck VISTAGY, Inc. Time: November 4, 2009 1:40 pm Room: Lumen All trends indicate that composite aerostructures are continually getting more complex. This is due in large part to the fact that aircraft assemblies have huge volumes of highly interdependent design information. Creating the initial designs and making subsequent changes to these complex aerostructures is both time-consuming and error-prone. In this session you will learn how a tightly integrated suite of software and services for aerostructure development greatly increases the design and manufacturing efficiency as well as the quality of today‘s complex composite aircraft assemblies. The presentation will take a close look at the AeroSuite(tm) software product from VISTAGY illustrated with a composite skin and substructure assembly taken through an end to end development process. Beginning with initial thickness requirements the composite skin will be developed including sizing through a closed loop between composite design and structural analysis, detailed ply definitions and the creation of the final solid. Transitioning into assembly definition, we will present how all joints, fasteners, and hole requirements can be captured. Design requirements such as edge distances and countersink limits in the skin will be verified and producibility checks of the composite part and assembly will be reviewed to ensure manufacturability. The as purchased condition of supply for details will be generated as well as the intermediate states of the assembly. The presentation will also feature the automated generation of an AS9102 quality plan that is required for the First Article Inspection buy-off. The new generation of all composites airplane requires new design and manufacturing processes and the AeroSuite(tm) from VISTAGY is what is needed to support an efficient, reliable and faster development process for building successfully complex modern aerostructures. Title: Composite bone structure with embedded block Authors: I. Dikici Turkish Aerospace Industries Inc. Time: November 4, 2009 2:00 pm Room: Lumen The concept is a bone structure concept as shown in Figure-2 that provides assembly of two parts by opening threads into metal embedded block (15) installed parallel to composite layer direction (14) during manufacturing lay-up operation. The “T-cross section” and “L-cross section” cleats as shown in Figure-1, which are used in composite structures, are eliminated by using this way of connections ease and weight gain is targeted at the product assembly phase. It was observed that the invention is able to withstand extremely high loads when compared to parameters determined in the shear force in the direction of resin in composite structures with fibers. In manual/automatic laying production technique in autoclave curing process, the resin flow and precision tolerances are taken under control with the new vacuum bagging design, which is realized during the production of the invention. The concept is especially an alternative to omit the radii effect of composite, which comes mostly from the uncontrolled lay-up process of composite plies, especially at composite L and T cross section folding regions. The concept is targeted to be used in the industries where the assembly connection are primarily targeted to carry high loads such as aeronautics, space, automotive, marine, furniture and construction sectors, followed 29 by other sectors in which composite design and manufacturing are realized. This concept is used at ALCAS (EU 6th Framework Program managed by AIRBUSUK) project for the design and the manufacturing of LWB (Lateral Wing Box) Rib-09 (which is 2.3 m long and 0.5 m in max. width) as shown in Figure-3. The delivery of the rib was in February 2009 to AIRBUS-UK by TAI. And the assembly concept at the 30 LWB level is being developed by AIRBUS-UK. Title: Development of Aircraft Flight Control Surfaces - An Evolutionary Process Authors: G. Ghilai, Dr A. Green IAI Time: November 4, 2009 2:20 pm Room: Lumen Historically, many of the earliest applications of composites to aircraft were for flight control surfaces: ailerons, flaps, elevators and rudders. The weight saving possible with composites is particularly important for these components. Also, they are removable and replaceable parts for which application of new technologies are more easily accepted. IAI applied composite structure to the ailerons of the Astra aircraft about 30 Years ago. Prior to this, these structures were mechanically fastened sheet metal assemblies or bonded full depth honeycomb metal structures. The Astra ailerons used pre-cured composite skins and spars, metal fittings and non metallic full depth honeycomb, structurally bonded (fig. 1). Later developments used one shot co cured structures with integral spar and leading edges (fig. 2). Trends in the aircraft industry are in the direction of eliminating honeycomb structures, primarily due to problems of moisture ingress and water accumulation, even in undamaged structures. Accordingly, when it was decided to develop a composite rudder for a new IAI aircraft, various non-honeycomb options were considered. The first option was for integrally stiffened covers cured integrally with front and rear spars, with final assembly incorporating separately manufactured ribs using mechanical fastening. This concept was complicated to manufacture and expensive. A single curing process for all spar structure was then considered, with much better productivity. However this concept was shown to be too heavy in design and stress analysis studies. The concept eventually adopted was for an integral one shot cure combined rib and spar torsion box with a separate front spar attached mechanically. Experience at IAI with a similar structure had proved the efficiency of such a structure, but had shown that cost efficiency was limited by the prepeg/autoclave technology used. Accordingly for the new component, RTM manufacturing technology was adopted. Design evolution, manufacturing process development and structural testing will be described in detail in the full paper. Title: Impact damage resistance and compression-after-impact strength of sandwich composites with graphite-epoxy facesheets and nomex honeycomb cores (RMIT, Alpha STAR) Authors: A. Zammit, Prof. J. Bayandor, M. Garg, F. Abdi RMIT, Alpha STAR Time: November 4, 2009 2:40 pm Room: Lumen Physically motivated and empirically validated finite element models are developed for characterizing the impact damage resistance and compression-after-impact (CAI) residual strength of sandwich composites com30 prised of woven-fabric graphite-epoxy facesheets and Nomex honeycomb cores. A hierarchical micromechanically based failure technique is employed to predict local composite failure initiation and damage progression/ growth in both facesheets and core. Numerical estimates of impact damage development, obtained using GENOA/ LS-DYNA, are compared to experimental results for flat sandwich composite specimens subjected to drop weight normal impact with spherical steel impactors. Here a combination of ultrasonic C-scan images, visual inspections, and destructive sectioning measurements from the literature are used to assess impact damage. Impact damage estimates obtained from dynamic impact simulations are used to establish initial conditions in material and geometric nonlinear GENOA/ ABAQUS finite models aimed at predicting CAI residual strength; the effect of adhesive (interfacial) failure on damage resistance and CAI strength is also addressed. Numerical predictions for impact damage resistance, damage progression, and CAI strength are obtained for a variety of sandwich composite lay-up configurations and over a range of impact velocities and energies, impactor diameters, and support boundary conditions. Finite element estimates for facesheet surface strains correlate well with strain gage measurements, as well with strain measurement obtained using the ARAMIS optical imaging system. Moreover, numerical estimates of CAI residual strength are consistent with experimental observations. Title: Trevira CS – Functional Textiles for Aircraft Interiors Authors: P. Kruecken Trevira GmbH Time: November 4, 2009 3:00 pm Room: Lumen Perfectly equipped on board Trevira CS fabrics have many advantages over fabrics made of natural fibres, not only because of their flame retardant properties but also due to their colour brilliance, low-crease, dimensional stability and anti-abrasion qualities, not to mention their breathability. The possibility of washing Trevira CS instead of expensive drycleaning required by alternative products reduces costs significantly. Trevira CS fabrics also offer the potential for weight reduction compared to other commonly used materials. Trevira CS Bioactive fabrics are an excellent choice for improving hygiene in aircrafts. Aircraft seats are used intensively and by many people all over the world. Therefore, it may be reassuring for passengers to know that every effort has been taken to limit the growth of bacteria in the upholstery. Trevira CS Bioactive fabrics have a permanent antimicrobial effect preventing odour formation and growth of bacteria in the upholstery. In addition, they are also flame retardant. Trevira CS and Trevira CS Bioactive fabrics satisfy the relevant and important international aviation fire protection standards. The complete range of permanently flame retardant fibres and filaments gives the designers of aircraft interior fabrics unlimited scope for new patterns, designs and colours. The flame retardant and antimicrobial modification are built into the Trevira Polyester molecule and are maintained throughout the entire lifetime of the fabric. The Trevira fibres and filament yarns are produced in accordance with the highest standards on sustainable production. SESSION B2B SYSTEMS AND COMPONENTS Chair: Prof. J. Narkiewicz (Warsaw University of Technology), Dr S. Frohriep (Leggett & Platt Automotive Europe) Title: Architecture Modelling for IMA platform Authors: M. Fumey Thales 31 Time: November 4, 2009 1:20 pm Room: Candela Title: Avionic Systems Integration through the use of IMA platforms Authors: G. Romanski Verocel GmbH Time: November 4, 2009 1:40 pm Room: Candela The extraordinary advances in computer power, memory sizes and Input/Output bandwidth have stimulated the evolution of Integrated Modular Avionics (IMA) platforms which can support many aircraft functions. These functions run as applications in one of many virtual target computers provided by the platform. The applications must co-operate and co-exist even if they are developed by competing suppliers. It is the platform supplier’s responsibility to provide a development and verification environment such that applications can be developed and verified independently and then integrated. The integration mechanisms must guarantee that the verification evidence developed by the application supplier can be carried forward to the system certification process. The IMA Platform supplier may use an ARINC-653 type platform, a Virtual-OS platform, Distributed Interconnected elements, or a Multiple Independent Layer Security (MILS) platform. These may be implemented on single processors, dual-core or multi-core systems with various communication topologies. Whichever technologies are used, the underlying safety concerns persist. Fault isolation, error management, I/O, use of shared resources, including processing power and memory must all be robustly partitioned and controlled. This integration must be flexible but also trusted. Integration through IMA platforms provides great benefits, but only if a contract model between application developers and system integrators can be established and enforced. If a software application satisfies its interfacing obligations as specified in the integration contract, then it can be treated as a component which can be reused on different aircraft. IMA platforms provide an opportunity to increase the number and quality of aircraft level functions to improve safety and flying experience. Title: Innovative Design of a Galley Product Platform by applying a new Modularisation Method Authors: H. Jonas, T. Gumpinger, C. Blees, Prof. D. Krause Hamburg University of Technology Time: November 4, 2009 2:00 pm Room: Candela For the airline passenger the factors price, time schedule and service are most important. In terms of service, the cabin interior design becomes more and more important for realising airline-individual cabin interior- and catering concepts. The aircraft galley is an important factor for new concepts to ensure and improve the quality of service for the passenger. In this context, the requirements of the galley design shifted. Besides airworthiness and a load capable design the customer’s satisfaction is driven by further aspects. The airlines ask for customised galleys, which are configurable in terms of operating equipment, product design and functionality. Prior excitement factors such as reliability, lightweight design and design for maintenance became basic requirements nowadays. Especially in the market segment of VIP-Cabins, an individual design of the galleys is focus of the engineering design process. Nearly every VIP-galley is a unique product, which mostly is an adaption design based on an existing products. Due to the individual design demands, often the customer brings own design ideas or features into the product. 32 The above described individual product designs, as well from the airline- as from the VIP-market, lead to a high internal complexity for the galley manufacturer. Independently from the vertical range of manufacturing, a large number of different design principles, detail design solutions and single parts lead to likely confusing development and production processes. Additionally the quality assurance process is made more difficult. The project1 “FlexGalley” contains the conceptual design of a new, modularised aircraft galley platform. Using a new Modularisation Method developed by the Institute PKT, the galley design consists of different component modules, which both provide a standardised platform structure and configurable hat units. The customer can choose of several pre-configured module alternatives for assembling an individual galley product. The overall compatibility allows a combination of the galley modules, which allows implementing the demanded design features and functionalities more easily. Using the modular concept, still it is needed to provide a lightweightoptimised design. In this context, the principle of Integration of Functions applied inside of the modules offers benefits. The modular product structure transforms the external variety, which is offered to the customer, to a much lower internal variety by using few standardised modules. In this context, Lead User Innovations can directly be used for expanding or adapting the product portfolio of the company. Issue of the paper is a detailed description of the modular “FlexGalley” product design, as well as the platform definition and technical realisation aspects. Title: Optimisation of Pressure Fields with Multi-Electrode Discharge Blocks at Electro-hydraulic Forming of Aircraft Components Authors: Prof. M. K. Knyazyev National Aerospace University “KhAI” Time: November 4, 2009 2:20 pm Room: Candela Along with strong advantages equipment for electrohydraulic forming (EHF) has two significant limitations: relatively low intensity of impulse pressures (as compared with explosive forming) and low controllability of pressure fields generated by spark filaments (channels) in discharge chamber. Multi-electrode discharge block (MDB) is a successful attempt to overcome these limitations. MDB is an assembly of a large number of electrode pairs with reflecting and directing elements combined into one solid unit with small distances between electrodes. Principle advantages are the capability to generate pressure fields of high intensity, higher accuracy of pressure distribution, energy savings, and also capability to operate with small number of high-voltage capacitors. Though the highest efficiency is obtained when each electrode pair is equipped with its own capacitor’s bank, the practical tests showed that the most of sheet components could be formed at high efficiency with number of discharge circuits equal to 60-70 % number of electrode pairs. High pressure intensity is assured not only high density of energy per area unit, but also by non-linear effects of compressive waves interaction. Higher controllability of pressure fields is insured by discharges at those electrodes, which are necessary for certain configuration. Electrodes are connected with special switches in order to provide proper diagram of loading (impulse pressure field). Vast experimental investigations allowed obtaining rich results for development of approximation relationships and simulation of pressure loading fields at any arbitrary configuration of connected (working) electrodes. Measurements were carried out with multi-point membrane pressure gauges (MMPG). Deformation of metallic membrane in each point (hole) is proportional to the pressure intensity applied to the membrane. Calculations with simulation program and experimental forming tests confirmed high efficiency of MDB in application for typical aircraft sheet components of middle and large sizes. Now the researches are conducted for further MDB improvements, modifications to combine advantages of both traditional hard punch-and-die and electrohydraulic impulse forming for deep drawing processes, punching of small-diameter holes and perforations, as well as for improvements of simulation computer program. 33 Title: Improving Aircraft Passenger Seating Comfort by Comfort Elements and Seat Design Authors: Dr S. Frohriep, J. P. Petzel Leggett & Platt Automotive Europe Time: November 4, 2009 2:40 pm Room: Candela Passengers in airline seats are restricted to a narrow space and limited in their possible sitting positions. Thus, they are in a static situation with potential health risks. Passengers now used to adjustability options in personal vehicles and home furnishing are less and less willing to accept static aircraft seating with a pre-determined contour that fits only a margin of its users, a trend that is called “amenity transfer”. To improve passenger comfort and health, contour changes of seats should be enabled, possibly with motile elements to enhance dynamic sitting. This paper will present electro-mechanical and pneumatic solutions for seat contour adjustment. Muscle relaxation, pain relief and increased blood circulation are established physiological effects of motile seat elements especially relevant for long durations of immobile positions. Passively moving the contact area between occupant and seat has positive effects for persons with back problems, and it entails positive effects for healthy individuals in improving well-being. Concerning microclimate, a material make-up that supports air flow and humidity transport away from the occupant is to be offered. Due to an open surface, higher transmissibility and moisture transport, fiber offers a better climate in the contact area between seat and occupant. The immediate contact feel offers comfort in warm and cold climate, especially important for aircraft use with changing climatic conditions before and during the flight. A new fiber shaping technology will be introduced that features the possibility to shape the 3D contour of fiber pads. An additional advantage, especially for aircraft industry, is the approximately 40% weight saving of contoured fiber pads compared to foam. At Leggett & Platt, computer tools are employed to assess seating comfort with occupants constituting the complex interface. Research results are continuously incorporated into the process of seat comfort element design. “Measurable comfort” has been implemented in defined procedures of product development. This process is applicable to automotive applications for which it has mainly been developed and aircraft seating comfort. Title: Aeroservoelastic Design and Certification of a Combat Aircraft Authors: W. Luber EADS-M Time: November 4, 2009 3:00 pm Room: Candela The aim of the aeroservoelastic flight control system design for an advanced military weapon system is mainly to avoid interaction between structure and flight control system. The design strategy of the advanced flight control system development is important through the integrated design optimization process, which includes besides the modeling of the coupled system of the flight dynamics, also the structural dynamics, the actuators of the control surfaces and the sensors as well as the effects of the digital flight control systems. Results from structural mode coupling investigations from Eurofighter Aircraft are presented. Analytical and experimental methods to avoid structural mode coupling on ground and during flight are described. Especially the design of structural notch filters to minimize interaction between structure and flight control system is outlined using a mathematical model of the elastic aircraft. The paper explains design procedures, design and clearance requirements, test procedures and the correlation between mathematical model predictions and structural coupling tests as well as the aeroservoelatic model update using on ground and in flight structural coupling test results. 34 SESSION B3A IMPROVED SIMULATION Chair: Fabio Soares (Embraer) Title: Simulation tools for assessing the reliability and robustness of shell structures Authors: Prof. M. Oberguggenberger University of Innsbruck Time: November 4, 2009 4:00 pm Room: Lumen This presentation addresses the longstanding question of assessing the reliability and safety of design of shell structures. As a rule, computational costs of computing e.g. the buckling behavior of complex shell structures as arising in aerospace applications are extremely high. We argue that the most useful approach consists in sampling based sensitivity analysis. In the past years, we developed a pool of Monte Carlo methods for sensitivity analysis. The methods are based on artificial random variations of the decisive input and shape parameters and a statistical evaluation of the effects on the outputs. Relatively small sample sizes suffice for the required accuracy of the statistical indicators. Nevertheless, the issue of accelerating the computations remains an important one. We are currently engaged in a large research project that aims at improving computational efficiency and widening the scope of the stochastic models for the parameter variations. This research project ACOSTA (Advanced Concept for Structure Analysis of large light weight structures) is carried out jointly with Intales GmbH Engineering Solutions and two departments at the University of Innsbruck (Mathematics, Civil Engineering), supported by the Austrian Research Promotion Agency. The project focuses on the buckling behavior of the frontskirt of the ARIANE 5 launcher under various loading and flight scenarios, and the development of new and faster numerical algorithms. We report about two major new developments in sensitivity analysis. The first one concerns the combination of Monte Carlo simulation methods with iterative solvers. We succeeded to show that it is possible to save a significant amount of computing time by performing a load incremental procedure with an initial set of input parameters and starting the random variations at a later time, when a larger percentage of the ultimate load is reached. Our experiments showed that this approach does not disturb the accuracy of the statistical indicators. We also gained understanding of how and when the random variations should be entered in the iterations. The second development is about incorporating correlation in the sensitivity analysis. On the one hand, an a posteriori correlation analysis of output variables and their sensitivities allows searching for the most important indicators of failure. On the other hand, existing correlations of input parameters can be modelled by copulas; spatial random variations of parameters across the structures can be modelled by random fields. We extended our computer codes to include both methods (copulas, random fields). This admits the introduction of further indicators and thus a more complete sensitivity analysis. We believe that our methods contribute to progress in the area of simulation, focusing especially on robustness, safety and improvement of design. Title: CÆSAM CAE centric Application Framework Application to AIRBUS Stress Analysis Tool Authors: G. Malherbe, Y. Radovcic, D. Granville, M. Balzano SAMTECH, Airbus Time: November 4, 2009 4:20 pm Room: Lumen Aeronautical industry is currently facing high industrial challenges: cycle reduction, high simulation fidelity (composites challenge…), find a new way of working in a world wide organization, cost reduction, improvement of aircraft Simulation Lifecycle Management. 35 To answer these challenges in Aircraft Structural Analysis, SAMTECH developed CÆSAM (an acronym for „Computer Aided Engineering by SAMTECH“), a CAE centric open Application Framework. CÆSAM allows the customization and the management of the whole aircraft engineering process, involving any commercial software and in-house skill tools. This environment manages the Product Lifecycle at the simulation level and the Knowledge Based Engineering (KBE) by encapsulating the customer skills and knowledge into Analysis Processes and Analysis Methods that ensure the reusability and sharing of knowledge in the context of the Extended Enterprise. CÆSAM can also be linked to the customer Simulation Data Management system and lastly, thanks to its graphical interface, data sharing is provided within and across CAE analysis disciplines. The analyst experts of the company can autonomously build and document their own simulation processes, involving commercial software, in-house codes, but also re-engineered algorithms with the CAESAM development toolkit. This includes any kind of simulation, from simple analytic formulas to complex Finite Element models, for whom advanced capabilities (pre- and post- processing, exchange...) are provided. Application- The CAE centric application framework CAESAM developed by SAMTECH was chosen by Airbus for its new harmonised trans-national Structure Analysis environment ISAMI. The main objectives of ISAMI (which stands for „Improved Structure Analysis Multidisciplinary Integration“) are to rationalize processes, methods and tools, and to have one common environment for structure analysis disciplines at an Extended Enterprise level. ISAMI integrates the AIRBUS aircraft structure analyses in one single CAE framework where all the computation processes, methods, software tools and data are fully embedded. Since July 2008, this new platform ISAMI is deployed at an Extended Enterprise level and will be used by AIRBUS for the composite and metallic structural sizing of the A350 XWB to secure the sizing by fully validated/ efficient processes methods and tools, with also advanced capabilities (like NASTRAN or SAMCEF Finite Element models…) when needed. Title: Simulation Research Center for Mobile Platforms Authors: Prof. M. Zasuwa, Prof. J. Narkiewicz Warsaw University of Technology Time: November 4, 2009 4:40 pm Room: Lumen The paper presents the Simulation Research Center (SRC) that is under development at the Department of Automation and Aeronautical Systems (DAAS), Institute of Aeronautics and Applied Mechanics (IAAM), Warsaw University of Technology (WUT). The objective of the Centre is to provide support for design and development of several mobile platforms by operating several innovative, reconfigurable simulators. The moving platforms are: UGV robot supporting various operations for security and anti-disaster operations, helicopter simulator as training device class for flight and navigation procedures and the platform for fixed-wing aircraft basic instrument training. The novelty of the approach in the Centre development is the high level of reconfigurability, which allows to implement simulation models of other, various mobile platforms. The reconfiguration level is important for simulating operations of very different mobile platforms, which may operate in ground and air in various environment conditions and scenarios. The software has an open, modular architecture allowing for the modification, extension and enrichment. Due to their flexibility the simulators may be used to verify the design of mobile platforms (at the design process and after), and they may be used for training of the operators both of robots, helicopters and fixed-wings as well as for the validation of the system elements. In the paper the requirements, architecture and usability of the simulators are described, showing the novelty of the solution (both in hardware and software). 36 Title: Flow and Cure Simulation for the Production of Large and Thick Walled Composite Structures Authors: F. Klunker, S. Aranda, Prof. G. Ziegmann TU Claustal Time: November 4, 2009 5:00 pm Room: Lumen Fibre reinforced polymer composites offer desirable properties for the design of lightweight structures and thus are becoming more and more the materials of choice in the aircraft and aerospace industry. The further reduction of costs while maintaining the quality is a major challenge to be faced in the production of this kind of composite parts. A well accepted technology for the manufacturing of structural and semi-structural components is Liquid Composite Moulding. The production costs reduction in these technologies requires the optimisation of the impregnation and curing phases. Simulation is a valuable tool for the reduction of the whole cycle and in consequence, for the rise of the maximum affordable production rate. Especially in the case of complex geometries, large structures with high permeable media and sandwich panels with core inserts, the flow behaves in a very complex manner. Flow simulation allows the prediction of the flow front advancement, the total filling time and the exerted forces within the cavity during impregnation. The evolution of the curing system can be predicted as well, so different curing cycles can be tested virtually before bringing them into production. This tool is able to support engineers during design of the manufacture process in order to avoid critical heat concentration regions during exothermal curing, especially in the case of thick walled parts. Productive process simulation is based on effective modelling and accurate material models. In this presentation a method for characterising the permeability of reinforcements with high permeable layer is explained, and how it can be applied in flow simulation for the design of complex structures is presented as well. An approach for the management of cure temperatures by means of curing simulation is proposed for the optimisation of the curing phase of thick components. Title: Coupled Eulerian-Lagrangian analysis to predict impact damage to fluid-filled composite structures Authors: R. A. Gibbon Frazer-Nash Consultancy Limited Time: November 4, 2009 5:20 pm Room: Lumen Numerical finite element methods are increasingly used to simulate the impact behaviour and subsequent damage of composite materials. Within the aerospace industry composites are being specified for a growing number of components to take advantage of the potential for weight saving that they can offer. However unlike conventional metallic materials, the complex failure mechanisms of composite structures mean the consequences of an impact event can be diverse. A number of aerospace applications of composites result in a fluid-filled composite structure. Damage caused by an impact event onto these structures is not necessarily limited to the impact site but can also extend to other areas of the structure as a result of pressure waves in the fluid. This paper presents the results of an investigation into damage of fluid-filled composite structures using coupled Eulerian-Lagrangian analysis. The impact is modelled analytically in ABAQUS, and the results compared to those obtained experimentally. The work provides an extremely useful insight into how modern numerical simulation methods can be used to predict damage inflicted upon composite components during impact events encountered during service. 37 SESSION B3B ENGINES Chair: Prof. H. Funke (FH Aachen) Title: CFD modeling of combustion and ignition processes in aeroengine combustion chamber Authors: Prof. A. Boguslawski, Dr. A. Tyliszczak Czestochowa University of Technology Time: November 4, 2009 4:00 pm Room: Candela A common view in academic and industrial research centers working on the combustion optimization in aeroengines is that the real breakthrough in the development of a new design of aeroengine, with significantly reduced emissions of greenhouse gases, requires advanced modelling of turbulent flow and turbulence/ combustion interaction in combustion chamber. Commonly used in industrial design RANS methods are limited to steady combustion processes while in the case of non-premixed combustion unsteady large scale structures are responsible for fuel and oxidizer mixing and as a consequence combustion efficiency. The limitations of the RANS methodology are well known after the decades of use in industrial applications. Unsteady flame behaviour and flame stability are especially important in the case of new low emission combustion chambers based on lean fuel combustion technology. The unsteady and ignition processes are of major importance due to safety reasons as the altitude relight and light across characteristics are mandatory for a new design of combustion chamber. A natural choice for efficient modelling of mixing and non-premixed combustion is Large Eddy Simulation (LES) method according which large scale flow structures controlling mixing of fuel and oxidizer are resolved directly on the basis of filtered Navier-Stokes equations and small scale structures, much more isotropic, are modelled with the use of subgrid model. LES approach in industrial applications, much more feasible for nowadays computers than DNS (Direct Numerical Simulation), still requires very fine meshes, CPU-time and computer storage capacity so a careful mesh design and quality testing for well validated LES predictions are required. LES, extensively used for simulations of academic testcases, in industrial design is still considered as a new tool and particular attention is necessary for validation in the case of complex geometry industrial flows. Within the lecture some examples of LES predictions quality will be illustrated using academic test cases of round free jet in isothermal and heated conditions. Then some examples concerning flow predictions in real aeroengine combustion chamber geometry with strong swirling will be presented and comparisons between RANS modelling, k-ε and second moment closure, and LES on coarse and sufficiently refined mesh will be analysed. Within the analysis the results obtained with commercial and academic codes will be taken into account. Finally the method of Eulerian stochastic fields for turbulence/combustion interaction will be discussed with examples of ignition modelling in one and three-sector combustor. Some examples on a laboratory test cases of altitude relight at low pressure simulated with the Eulerian stochastic fields and validated with experimental data will be discussed. Title: Electron beam welding– actual applications in the aerospace industry Authors: G. Ripper, Dr M. Mücke Steigerwald Strahltechnik GmbH Time: November 4, 2009 4:20 pm Room: Candela Shortage of resources and reduction of pollutant emission on the one hand, increased passenger safety and comfort standards on the other hand demands new constructions. New concepts has forced designers to use light-weight material and to redesign turbines in respect of higher efficiencies. In order to achieve the higher production volumes demanded by the aerospace industry; high welding speeds with constant quality and low operating costs are absolute requirements. Consequently, production engineers demand alternative technologies to manufacture the complex components and to satisfy the new requirements. Typical aircraft components for EB welding will be presented together with tailored processing machines for these applications. To facilitate the machine operator’s work, tools are developed so that operators can weld repeatable in shorter times. 38 One important item is the recognition of the welding line. Classical it is done by using a binocular system and a manual or automatic off line teach in procedure. After teaching the welding line, the programme will be checked by CNC and can be started. The weld seam and the surrounding area are monitored and recorded with a CCD camera with a high dynamic range. With the new technology EBO JUMP the welding line is detected automatically in the area ahead of the welding seam during the welding. An additional advantage of EBO JUMP is the implemented optoelectronic viewing system with high depth of sharpness and variable magnification for alignment and positioning of the work piece and the starting point before the weld starts. To use all these advantages with already existing machines and not only for new delivered ones, the unit is developed in that way, that it is capable of being integrated also in existing machines. Title: High temperature properties and aging effects of soft magnetic 49%Co - 49%Fe - 2%V based alloys with high saturation and high strength for aircraft generators Authors: Dr W. Pieper, Dr J. Gerster Vacuumschmelze GmbH & Co. KG Time: November 4, 2009 4:40 pm Room: For an increasing number of generator and motor applications there are strength requirements to the soft magnetic material caused by a high rotational speed. Thus additional elements were added to the standard 2-Vanadium-Permendur composition 49%Co - 49%Fe - 2%V acting as inhibitors to grain growth in the annealing process of the material therefore increasing material strength at moderate ambient temperatures. The alloys are also potential candidates for high temperature applications due to their high Curie temperature of 950°C. Earlier reported were limitations of the alloys because of limited phase stability at elevated temperatures. Yet the kinetics of the process and effects on magnetic and mechanical properties were not clear. In the following magnetic and mechanical properties of 49%Co - 49%Fe - 2%V high strength alloys with Nb, Ta and Zr additions at temperatures up to 500°C and long time effects like magnetic aging and high temperature creep on a timescale >1000h are reported. Title: First Class Refurbishment for Gasturbine Components Authors: G. Reich , A. DeWeze, Dr A. Oppert Turbine Airfoil Coating and Repair GmbH Time: November 4, 2009 5:00 pm Room: Candela Title: Soft Magnetic Cobalt Iron Lamination Stacks for High-Performance Generators and Motors Authors: Dr N. Volbers, Dr W. Pieper Vacuumschmelze GmbH & Co. KG Time: November 4, 2009 5:20 pm Room: Candela Soft magnetic cobalt-iron alloys with 49% Co, 49% Fe and 2% V are commonly used materials for high performance generators and motors due to their high saturation. As a result of a B2-type ordered structure below 730°C the material has a limited ductility in the final annealed state. To realize high performance electromagnetic systems these characteristics have to be taken into account. In a thoroughly optimized production process (VACSTACK®) lamination stacks with extremely high stacking factors of 98% for 0.1mm laminations have been achieved with optimized magnetic and loss performance. The excellent core loss of the material in comparison to standard SiFe electrical steel is pointed out. 39 Title: ENFICA-FC: Design, Realisation and Flight Test of New All Electric Propulsion Aircraft powered by Fuel Cells Authors: Prof. G. Romeo, Prof. F. Borello Politecnico di Torino Time: November 4, 2009 5:40 pm Room: Candela DAY 3 – 5th November 2009 KEYNOTES Chair: Prof. R. E. Sliwa (Rzeszow University of Technology) Title: The Engineering Supply Chain - Chances and Risks Author: Dr Frank Arnold Voith Engineering Services GmbH Time: November 5, 2009 9:00 am Room: Frequenz 1 The aerospace engineering services are manifold. They vary from initialization of engineer capacities for OEM to suppliers executing whole work packages. Accordingly, OEM’s as well as suppliers are facing specific and different challenges. The projects have to be thoroughly specified and evaluated by the OEM’s concerning time, volume and integrability. The suppliers on the other hand have to meet the requirements of feasibility and economic viability. Therefore, so called 1st tier supplier are preferentially consulted when dealing with largescale and strategically important tasks. These 1st tier suppliers are able to meet the above mentioned demands. Furthermore, they have the duty to integrate further suppliers – so called 2nd and 3rd tier suppliers – into their supply chain. Hence, for both the engineering suppliers and the OEM’s, chances as well as risks are arising from this engineering supply chain. My key-note lecture will present as well as question both effects. SESSION C1A AEROSPACE SUPPLY CHAIN Chair: Chair: Dr Trevor Young (University of Limerick) Title: Advanced Handling Solutions for Aircraft Parts Authors: N. Clement, H. Gusterhuber Konecranes Lifting Systems GmbH Time: November 5, 2009 9:40 am Room: Lumen Title: Improving Aircraft Production - MES tool for optimization of production lines Authors: U. Möllmann Dürr Systems GmbH Time: November 5, 2009 10:00 am Room: Lumen The need for higher efficiency and reduction of costs forces all companies to reduce interfaces within the pro- Dr Frank Arnold 40 duction and organize the data stream for the benefit of the whole production. A MES (Manufac-turing Execution System) supports this approach in collecting information from the equipment on the shop-floor and data from the plant administration systems (orders, supply etc.) and rendering custom-ized evaluations and status information. A tailored MES helps identifying bottlenecks and streamlines the operation on the shop-floor level. With even increasing capacities the trouble-free management of production lines is an important step to keep track with international markets. Experiences from other high-volume industries (e.g. automo-tive) are rendering a basis for development of MES for aerospace and aircraft industries. Title: Providing visibility to supplier rationalisation through a tiering structure Authors: Dr K. Kandadi, Dr D.Bailey, V. Perera University of Bolton Time: November 5, 2009 10:20 am Room: Lumen Purpose Supplier rationalisation is a well advocated concept in the discipline of supply chain management (SCM) (Cousins,1999). Supplier rationalisation utilising the tiering approach reduces the number of suppliers that an organisation deals with directly but does not necessarily reduce the total number of suppliers in the supply chain (SC) (Ogden & Carter, 2008). Consequently managing supplier relationships also becomes an important issue. In the SCs of industry sectors where the end product is technologically complex and advanced, this process of rationalisation can be difficult due to multifaceted SC tiering structures. In the face of economic, geo-political and technological issues, the Original Equipment Manufacturers (OEMs) in the North West of England aerospace sector sent a strong message to the industry calling for SC restructuring. The non-existence of an effective supplier tiering structure has lead to difficulties in supplier rationalisation efforts. This paper aims to propose a tiering structure that will help SC rationalisation through collaborative relationships. Research approach A survey was conducted involving 30 aerospace companies in the target region to identify supplier capabilities, supplier tiers and relationships between various tiers. A comprehensive survey questionnaire comprising indepth qualitative and quantitative questions was used to identify gaps in the existing structure and recommend a new pragmatic tiering structure. The sample covered approximately 50 per cent of the aerospace industry in the region in terms of turnover and number of employees (excluding the OEMs). Findings and originality A supplier tiering structure will be presented based on each company’s core capabilities. The proposed tiering structure will be useful for all the stakeholders (OEMs, policy makers, funding bodies and suppliers) of the aerospace industry. It will give a pragmatic view to identify the region’s strengths and weaknesses and help determine joint strategy development by these stakeholders. It will, also, be used by OEMs to identify suppliers with the required capabilities and as a guide in a supplier rationalisation exercise. This will add to the theory of tiering based approach to supplier rationalisation where there is a dearth of research. Practical impact The development of the tiering structure will help the industry in its supplier rationalisation exercise. It will also help the industry to understand the issues and challenges for supplier collaboration between various tiers. As the tiering structure is based on the capabilities of companies, it will help to identify capability gaps and assist in the subsequent understanding of the competitiveness of the region and help direct future improvements. 41 SESSION C1B COMPOSITE STRUCTURES Chair: Prof. G.Frulla (Politecnico di Torino) Title: Some aspects of design and use of smart composite structure Authors: Prof. B. Surowska, Prof. J. Warminski, Dr H. Debski Lublin University of Technology Time: November 5, 2009 9:40 am Room: Candela Smart structures are important because of their: relevance to hazard mitigation, structural vibration control, structural health monitoring, transportation engineering, thermal control and energy saving. Smart materials or structures have embedded sensors to monitor their own state as well as environmental stimuli. They have the ability to perform both sensing and actuating functions which sense a change in the environment and responds by altering one or more of its property coefficients. It is possible to realize the passive or active constructions. In passive construction (intrinsically-smart) the symmetry and balance of the composite filament plies controls the elastic deformation response to loading of the composite structure. Intrinsically smart structural composites can perform functions such as: sensing strain, stress, damage or temperature, thermoelectric energy generation, EMI shielding, electric current rectification, vibration reduction. They have been attained in polymer-matrix composites with continuous carbon, polymer, or glass fibers. Continuous carbon fiber epoxy-matrix composites provide temperature sensing by acting as thermistors and thermocouples. Self-monitoring of damage (whether due to stress or temperature, under static or dynamic conditions) has been achieved as the electrical resistance of the composite changes with damage. Self-monitoring of strain (reversible) has been achieved in carbon fiber epoxy matrix composites without the use of embedded or attached sensors, as the electrical resistance of the composite in the through-thickness or longitudinal direction changes reversibly with longitudinal strain because of alterations in the degree of fiber alignment. The design of glass fiber epoxy matrix composite with embedded sensors and carbon fiber epoxy matrix composite without sensors for self-monitoring of strain are presented as the first step of smart structure production. … Title: High Performance Cutting of Aluminium and Titanium Parts for Aircrafts Authors: Dr M. Lange Premium Aerotec GmbH Time: November 5, 2009 10:00 am Room: Candela Machined parts made from plate material, forgings or castings are widely spread in all aircrafts especially as structural components. High performance cutting processes lead to a high level of flexibility and efficiency needed due to the highly competitive market. As a first tier supplier of Airbus the Premium Aerotec GmbH delivers more than 3 million machined parts per year for further assembling. One particularly demanding activity conducted at the Varel parts manufacturing facil-ity is the 5-axis highperformance cutting of milled aluminium integral components. In this high-performance environment, fuselage frames measuring up to seven metres in length are milled in aluminium. As part of the same manufacturing network, the Premium AEROTEC plant in Augsburg is equipped with equally sophisticated high-performance milling machines, used for instance to produce titanium components for the central fuselage section of the Eurofighter. The Varel plant manufactures ma-chined parts (air intake shells and ducts) for the Eurofighter. Most of the machined parts are typically made from aluminium wrought alloys with a good machinability behaviour. High end machines can run carbide tools at very high rotational speeds and feeds. Linear driven axis and direct drives are used to enable these HPC-processes also for small complex components. In the large part manufac-turing a so called tripod technology at the support of the spindle allows for a simulta-neously highly dynamic 5-axis machining. For complex rotational parts like trunnions etc. turning milling machine tools are 42 used for a complete machining of these parts on only one machine tool. The A350 and the composite materials lead to an increasing trend of titanium com-ponents due to a better corrosion and mechanical compatibility to composites in comparison to aluminium. The Varel plant machined the first titanium door frames measuring a length up to 4.2m. As raw material Varel uses hand forgings until the ramp up of the A350 production when die forgings are planned as raw material. Due to the difficult machining behaviour of titanium in comparison to aluminium the tita-nium door frame machining is a huge challenge. The pockets can be milled with solid carbide tools at high material removal rates. Title: Laser joining of fibre reinforced composites Authors: D. Herzog, P. Jaeschke, H. Haferkamp, C. Peters, H. Purol, A. Herrmann LZH, FIBRE Time: November 5, 2009 10:20 am Room: Candela Thermoplastic matrix composites are of rising interest due to their superior producability and formability. One major advantage over epoxy based composites is their weldability. Therefore, it is necessary to make use of this advantage through application of flexible, reliable welding processes with a high automation potential that can fulfill the requirements of future high volume productions. Laser transmission welding is an industrially established joining method for unreinforced polymers. It was first presented as a potential joining technology involving continuous fibre composites by the authors in /1/, where high performance polymers such as polyphenylene sulfide (PPS) have been welded to an absorbing joining partner with a carbon fibre reinforcement. It has been shown that the absorption of the laser radiation takes place within the carbon fibres and heat conduction leads to the desired joining zone between the materials in an overlap position. In this paper, the behaviour of carbon fibre composites as laser absorbing joining partners is further studied. For detection of the heat distribution during laser irradiation of a carbon fibre composite in dependence of the relative position, a pyrometer is used. The temperature signal allows for identification of the position of the laser on the composite with respect to the fibre orientation. In a second step, a closed loop control can be realized, adapting the laser power and homogenizing the weld seam in the otherwise inhomogenous, anisotropic material. Using this technology, a method is presented to weld carbon fibre composites to carbon fibre composites, using a third, laser transparent joining partner for the connection. SESSION C2A AEROSPACE SUPPLY CHAIN Chair: Dr Trevor Young (University of Limerick) Title: Supply Chain Excellence with SCOR Authors: M. Huber, Dr M. Rübartsch P3 Ingenieurgesellschaft Time: November 5, 2009 11:30 am Room: Lumen This abstract provides a principal description of the Supply Chain Operations Reference (SCOR) model and an overview how to achieve based on this methodology Supply Chain Excellence. Main Topic of SCOR: A Process Framework - Process frameworks deliver the well-known concepts of business process reengineering, benchmarking, and best practices into a cross-functional framework - Standard processes (Plan, Source, Make, Deliver, Return, Enable), standard metrics (Perfect Delivery, Cash 43 Cycle Time, Supply-Chain Cost …), standard practices (EDI, CPFR, Cross-Training …) and pre-defined relationships between processes metrics and practices. How SCOR impacts a company When we solve business problems – which is what SCOR is all about – there are generally three main techniques: 1. One is to look at business processes, business activities in detail, mapping them, and seeing ‘if they make sense’, when we measure them to see if they are working the right way. 2. Second is to compare our company to others, at all levels and benchmarking measures by selecting the basis for competition and ensure we are better than competitive performance. 3. Lastly, when we need to look at practices for solving process performance problems, SCOR provides a quick basis for analysis to ensure we’re starting out at least even with competitors. Main issues still existing - Business process re-engineering initiatives are not linked to reference models and develop their own and isolated environment. - Industry Best Practise and Benchmarking Information are hard to link to the own business. - Process analyses are based often on company internal experts. What they know well can be analysed in detail - what they don’t know remains in a black box. How can we use the SCOR model - The five distinct management processes link together (the chain in supply-chain) seamlessly from supplier to customer – end-to-end. - Standard language and standard nomenclature accelerates process understanding and definition. - Depicts relationship between Supply Chain Partners, Suppliers and Customers. - Incorporates industry best practices and metrics. … Title: Openair-Plasma – Cleaning, activation and coating of modern aircraft materials Authors: C. Buske, Dr A. Knospe Plasmatreat GmbH Time: November 5, 2009 11:50 am Room: Lumen Nowadays, the highest demands are imposed on surfaces intended to reflect superior quality. From the semiconductor industry through to the aircraft industry, surfaces ideally matched to the application in question are needed so that production can proceed in systematic practical fashion without waste. Thus, plastics must be activated prior to bonding and metals freed of oily contaminants; metal surfaces susceptible to corrosion, especially in the aircraft sector, must be protected against environmental effects. Pre-treatment methods used for these purposes include the cleaning of surfaces with solvents, fluorination and chlorination of plastics, corona or low-pressure plasma processes and mechanical treatments. These methods, however, are to varying degrees not capable of in-line integration, do not always yield reproducible results or pollute the environment. An atmospheric-pressure plasma system capable of in-line integration in numerous applications is presented. This is based on plasma jets (Openair®-Plasma) which can powerfully activate plastic and metal surfaces. The effects of the plasma have been demonstrated by ESCA studies and practical bonding trials amongst others on carbon composites. Measurements over time of surface tension have shown that, depending on the material, the surface effects achieved have good long-term durability. Furthermore, the possibility of plasma polymerisation is examined. Chemical additives are mixed with the plasma and these are then deposited on the surface in question. In this way metal surfaces can be provided with coatings which inhibit corrosion and aid bonding. It has been shown by salt spray tests that the layers deposited, in particular on aluminium, have a very high anticorrosion effect. The system is already being successfully employed in the sealing of aluminium engine housings. 44 On account of its wide range of potential applications Openair®-Plasma technology is numbered among the key technologies in surface treatment. It is already used today in practically all fields of industry to activate and clean surfaces in order to improve the adhesion of glues and paints and to achieve better long-term durability. Title: The technology of high-speed burnless deep grinding for parts from hard-to-machine materials Authors: Prof. S. Markovich Time: November 5, 2009 12:10 pm Room: Lumen Now the most progressive method of grinding of parts from hard-to-machine materials is a high-speed deep grinding. But this technique requires very expensive powerful high-speed special machine tools, expensive high porous abrasive wheels and cutting emulsion containing surface-active substances. In addition, for today there exists no solution to grinding burns problems for parts from hard-to-machine materials with formation of compression residual stresses in a surface layer with deep grinding. The offered technology is implemented with the special planetary-grinding head installed on a spindle of a grinding machine. Thus usual grinding wheels and cutting emulsion are used. Provision of the fullest proceeding of adsorption-plasticizer effect (APE) in the contact zone results in sharp decrease of cutting forces and contact temperatures in the cutting zone. It excludes burns formation and provides formation of compression residual stresses in a surface layer of a workpiece resulting in substantial increase of the part life. The method allows to raise productivity of machining by 2-5 times and decreases consumption of cutting emulsion by 5-9 times. The authors have developed the theory for round and flat planetary grinding and the technology of deep grinding. Criterion conditions of APE proceeding for round and flat deep grinding were developed. On this basis the technique and technology of deep grindings of flat, profilecomposite and cylindrical details from hard-tomachine materials were created (compressor and turbine blade foot, cranked and camshafts, shafts and rollers of units, etc.). Now the researches are conducted for improvements of simulation computer program and creation of special maintenance-free planetary-grinding heads. Title: UK Aerospace supply chain process improvement: the implementation of SC21 Authors: D. Clarke University of Bolton Time: November 5, 2009 12:30 pm Room: Lumen Purpose ‘Twenty first century supply chains’ (SC21) is an aerospace & defence industry led improvement programme aimed at increasing the competitiveness of the UK aerospace and defence industry. The purpose of this research was threefold: first to understand the adoption rate of SC21, second to discover the attitudes of suppliers when collaborating with different levels of the supply chain to improve the delivery and quality performance, and thirdly to provide feedback to the Society of British Aerospace Companies (SBAC) on the progress of programme. Research approach This is an empirical investigation into the attitudes of suppliers on supply chain management and supply chain process improvement. Questionnaires were personally given to 22 ‘A class’ suppliers of an aerospace original equipment manufacturer (OEM), and a further 22 questionnaires were also distributed to other aerospace 45 suppliers through an SBAC regional meeting. The data was analysed quantitatively. This was a cross sectional survey and the personal distribution ensured very high response rates, giving increased reliability and validity to the data collected. Findings and Originality All the respondents understand what a supply chain is and there is good understanding of what SC21 is in terms of performance improvement. However, adoption of SC21 is slow, with just over half having signed up to it. The suppliers are struggling to implement it, and they require more ongoing support. They do however view supply chain improvement as a priority, and do expect some benefits to result. The originality of this research lies in the fact that it gives a ‘snap-shot’ of the status of the project from a dyadic viewpoint. A previous survey in September 2008 by SBAC was of limited use due to the poor response rates from the suppliers. Research impact The research impacts are that it adds to the body of knowledge on the propensity of firms to adopt industry body sponsored improvement projects. It will give feedback to SBAC on the design of future questionnaires in order to improve response rates. It will also serve as a test bed for the author to develop questionnaires and structured interviews with the same group of suppliers as part of a wider research programme focusing on the influence that organsational behaviour has on the performance of supply chains. Practical impact The practical impacts of this research are that SBAC will have a measure of the adoption rate and attitudes towards the implementation of SC21. A ‘tool-bag’ of suggested improvements to the promotion, content, and nature of SC21 will be given to SBAC, which will enable wider participation and faster accreditation to the SC21 standard within the aerospace supply chain. It also gives the OEM an insight into the attitudes that their suppliers have to supply chain issues and process improvement and with assistance from the OEM, will allow a more bespoke approach to be taken to supplier development and improvement. SESSION C2B INTERNATIONAL CO-OPERATION /YOUNG ACADEMICS Chair: Prof. A. Boguslawski (Czestochowa University of Technology) Title: System of Aerospace Education in Aviation Valley Authors: Prof. R. E. Sliwa Rzeszow University of Technology Time: November 5, 2009 11:30 am Room: Candela Title: CEIIA-CE and AgustaWestland RDE Partnership – Cross Experiences between the automotive and aeronautical industries - Case Study: Composites Design of the Future Lynx Cockpit Door Authors: F. Passarinho, L. Simões CEIIA-CE Time: November 5, 2009 11:50 am Room: Candela CEIIA and AgustaWestland(AW) started in the end of 2008 a Research, Design and Engineering (RDE) Partnership, creating a multidisciplinary Aeronautical Engineering Platform in Portugal. In the frame work of its offset agreements with the Portuguese government, the Anglo-Italian helicopter company turned its commitments into an opportunity of developing engineering activities, as well as broaden its base of suppliers. 46 CEIIA-CE is an engineering centre of competence with expertise in product development and in the production of components and prototypes through advanced manufacturing processes, created to support Portuguese companies operating in the automotive and aeronautical industries. Agusta Westland selected CEIIA-CE due to its extensive background experience in product-design for the automotive industry, both in niche and mass-production applications. As a pilot project, the assigned task was to research for new materials suitable for aeronautical components, and demonstrate its potential in a new design for the Future Lynx’s cockpit door. By relieving it from the constraint of having to use certified materials, AW requested CEIIA-CE to use this project both for the assessment of alternative materials, and to demonstrate its design capabilities for aeronautical components. Title: Advantages of excelling knowledge organisations in international aerospace cooperation Authors: T. Geissinger P3 Digital Services GmbH Time: November 5, 2009 12:10 pm Room: Candela An excelling knowledge organisation – what does this mean? Know-how creates advantages; knowledge organizations create an impulse for innovation, generate and facilitate the introduction of new technologies. Which advantages do result for customers? Knowledge organizations relate to all areas of a company, range from risk management for new projects to the aspect of knowledge transfer, e.g. in the course of employee attrition or management changes. Knowledge balance sheets are being used as controlling tools. An established knowledge balance sheet specifically relates to the following three aspects: 1. The human capital characterizing competences, skills and motivation of employees 2. The organizational capital comprising all organizational aspects and processes that make a company efficient and innovative. 3. The relational capital of an organisation defined by all relations to external sources (e.g. suppliers, customers, etc…) This paper deals in particular with the benefits of a process-driven approach of knowledge organizations when establishing international cooperation and supply chains. Building international cooperation always goes along with reorganisation, creating a focus on core competences as a result of outsourcing and expectations of new innovation. How do you establish such an organisation? There are numerous methods and tools, which support the constitution of a knowledge organisation: e-learning and coaching, creativity methods e.g. Brainstorming, Balanced Scorecard and knowledge structures, e.g. Mind Mapping. The paper will give an insight into 1. the definition of knowledge organizations, 2. the latest methods and tools 3. resulting benefits for customers, employees and hence the company itself 4. the advantages in international cooperation based on today’s expectations in the aerospace industry Title: Joint Aerospace Education Initiative Authors: C. Siegmund, Prof. B Steckemetz University of Applied Sciences Bremen Time: November 5, 2009 12:30 pm Room: Candela 47 Hochschule Bremen, the University of Applied Sciences in Bremen, has started the Aerospace Education Initiative in the end of 2006. The Ministry of Education and Science in Bremen has officially accepted this initiative within its high school education profile in Bremen. The team consists of two high schools and Hochschule Bremen providing the sponsorship for the cooperation with the high schools. The high schools have been chosen within a competition by taking into regard their effort in the subjects Physics, Mathematics, English and Economy. In the last three years of high school education the high school students will be educated in these subjects taking examples and practical case studies of Aerospace Engineering into account. One day in the week is the project day held at Hochschule Bremen, providing staff people, laboratories and lecture rooms for the high school students. Furthermore the initiative includes activities for teaching the teachers of the high schools, study tours, presentations and visits of aerospace companies. In the final constellation established in Summer 2009 three classes with twenty five high school students per class are supported in every of the two partner high schools. The initiative puts emphasis on interesting projects about satellites, rockets, sail plane events and others. The high school students shall be made familiar with demanding technical and economical topics. Amazement, fun and last but not least success in solving problems in the area of Aerospace Engineering both by high school teachers and high school students have first priority of the initiative. It shall at least result in a later decision of the high school students for technical professions and study programs. The Aerospace Education Initiative has been awarded by “Deutsche Telekom Stiftung” as a “Junior-Ingenieur- Academie” of this institution. Furthermore the initiative has been awarded by “Robert Bosch Stiftung” within the “NaT-Working- Preis” in 2007. The „Stifterverband für die Deutsche Wissenschaft“ supports this activity by its award „ReformStudiengang Fachhochschule“ for the study program „Aviation Systems Engineering and Management“ (ILST) of Hochschule Bremen. SESSION C3A SYSTEMS AND COMPONENTS / WHOLE AIRCRAFT DESIGN Chair: J. Göpfert (ID-Consult GmbH) Title: Tadiran introduces cost-effective, high power military grade lithium battery Authors: Dr T. Dittrich, Dr C. Menachem, Dr H. Yamin, A. Daniel, Dr D. Shapira Tadiran Batteries GmbH Time: November 5, 2009 2:00 pm Room: Lumen Tadiran Lithium-Metaloxide cells of type TLM are now available in a Military Grade. They feature an open circuit voltage of 4V, with a discharge capacity of 500 mAh (20 mA to 2.8V at RT), capable of handling 5A continuous pulses and 15A maximum high current pulses. These batteries are constructed with a carbon-based anode, multi metal oxide cathode, organic electrolyte, and shut-down separator for enhanced safety. TLM Military Grade batteries also feature low self-discharge and a wide operating temperature range of –40°C to +85°C. These batteries comply with MIL-STD 810G specs for vibration, shock, temperature shock, salt fog, altitude, acceleration (50,000 gn) and spinning (30,000 rpm) and conform to UL 1642 and IEC 60086-4 standards for crush, impact, nail penetration, heat, over-charge and short circuit, and can be shipped as nonhazardous goods. Product advantages include: SMALL, LIGHTWEIGHT, HIGH POWER 4.0 V open circuit voltage, 500 mAh capacity SAFE DESIGN Hermetically sealed (glass-to-metal), can be shipped as non-hazardous goods LOW SELF-DISCHARGE enables long storage life 48 HIGH SURVIVABILIY withstands 50,000 gn acceleration and 30,000 rpm spinning WIDER OPERATING TEMPERATURE –40°C to +85°C END-OF-LIFE INDICATION can be programmed to alert before fully discharged COTS TECHNOLOGY far less expensive than reserve/thermal batteries TLM Military Grade batteries meet the demanding requirements of single use applications such as avionics, navigation systems, ordinance fuses, missile systems, telemetry, electronic warfare systems, GPS tracking and emergency/safety devices, shipboard and oceanographic devices. These batteries come in a variety of cylindrical configurations and can easily be assembled into custom battery packs to meet virtually any requirement. Apart from the TLM series, Tadiran lithium thionyl chloride primary cells and Pulses Plus™ batteries for high current pulse applications will shortly be mentioned. Title: Using the competence of system suppliers in concept competition - Example Airbus A350 Authors: Dr J. Göpfert ID-Consult GmbH Time: November 5, 2009 2:20 pm Room: Lumen Um die Komplexität der Produktentwicklung und der logistischen Prozesse zu reduzieren, arbeiten die Flugzeughersteller zunehmend mit Systemlieferanten zusammen, die größere Entwicklungsumfänge übernehmen. Dazu müssen sie schon in der Konzeptphase in den Entwicklungsprozess eingebunden werden. Lange vor dem ersten Zeichenstrich visualisiert Airbus die unterschiedlichen Konzepte seiner Entwicklungspartner mit Hilfe der Metus-Methode von ID-Consult. … Title: Simulation of touch-down and roll phase using advanced aircraft frame and landing gear models Authors: Dr R. Lernbeiss (TU Wien/Austrian Airlines), Prof. H. Ecker, Prof. M.Plöchl (TU Wien) Time: November 5, 2009 2:40 pm Room: Lumen Landing gear dynamics are investigated with an MBS-based model of an Airbus A320 upon landing and during subsequent roll-out with application of brakes achieved by an automatic braking system in conjunction with an anti skid system. All structural compo-nents of the air-frame are considered flexible including the landing gear with elastic properties of its structure. Aerodynamic loads are applied to generate lift and drag acting on the regarding surfaces of the elastic air-frame corresponding to the conditions in flight and roll-out during the whole simulation. Controlling the flight-path is achieved by a simulated flight control system which is capable of generating bank and yaw angles as needed to account for crosswind conditions. Also the vertical speed is controlled during approach, flare and upon touch-down. Landings are simulated with different values of the landing mass and the centre of gravity of the aircraft. The influence of flight parameters and the landing weight on the dynamic behaviour of the landing gear is investigated. Special attention is given to landing gear oscillations like gear-walk and shimmy vibra-tions. Modelling issues are also considered by comparing landing gear vibrations for dif-ferent models with increasing number of elastic elements included in the airframe. 49 The modular product structure transforms the external variety, which is offered to the customer, to a much lower internal variety by using few standardised modules. In this context, Lead User Innovations can directly be used for expanding or adapting the product portfolio of the company. Issue of the paper is a detailed description of the modular “FlexGalley” product design, as well as the platform definition and technical realisation aspects. SESSION C3B COMPOSITE STRUCTURES Chair: Dr. Douglas A. McCarville (Boeing) Title: Experimenteal and numerical analysis of interlaminar material properties of carbon fibre composites Authors: Dr D. Hartung DLR Time: November 5, 2009 2:00 pm Room: Candela Introduction Composite are not only used in advanced structures in the aerospace industry, they become more and more practically be used in classical engineering applications for example the automotive or mechanical industry. As commonly known composite are particular interesting for lightweight structures because of their advantageous weight to stiffness and weight to strength ratios. Carbon fibre composites provide highest strength and stiffness in fibre direction. Despite of these advantageous material properties in fibre directions, the application of composites is mostly restricted due to relative low material properties perpendicular to that direction. Also for quasistatic load conditions, the material and failure behaviour of composites is a complex phenomenon, it dependents on local microscopic damages by low-level load conditions. The load drop of load-displacement curves correspondent to ultimate material strengths, which are generally higher, compared to damage initiation limits. The interlaminar failure between adjacent plies is a common problem of fibre composites especially for thickwalled structural regions with load introductions. Despite the advantageous strength in fibre direction, the design and geometry of most structural components are characterised by these interlaminar failure phenomenon. The interlaminar failure limits are low, compared to the failure limit in fibre direction. The load carrying capability of thick-walled structures are mainly characterised of the interlaminar material strengths. In order to analyse the load carrying capability of lightweight structures with critical interlaminare stresses, one have to know the interlaminar material properties. Furthermore, adequate material and damage models are required. A precise failure analyse requires the prediction of the damage initiation and particularly the description of a representative damage evolution function. … Title: Fire resistant epoxy composites Authors: Dr M. Heneczkowski , Prof.H.Galina, Dr M. Oleksy Rzeszow University of Technology Time: November 5, 2009 2:20 pm Room: Candela Epoxy resins and other thermoset matrices are used for fabrication of aircraft composite structures reinforced with glass, carbon, boron and/or aramides fibres. Growing number of published reports and patents demonstrate increasing interest in environment friendly flame retardants for these materials. Phosphorus-containing compounds incorporated into epoxy resins network as comonomers and/or crosslinking agents are more and more often used to improve the flame resistance of polymer based composites. Some attention attracted recently also quaternary ammonium salts (QAS) modified montmorillonite clays (organoclays) that serve as nanoparticles improving mechanical, thermal and fire resistant properties of thermoset 50 matrices. It was found that the best effect of organoclays addition is observed when exfoliated structure of composite is obtained. In our investigation we used natural bentonites S and SN (purified and enriched in montmorillonite, produced by ZGM “Zebiec” – Poland) modified with benzyl-alkyl- dimethylammonium chloride. Composites of epoxy resin (Epidian 6, liquid bisphenol A resin produced by “Organika-Sarzyna”, Poland) and 0.5, 1.0, 3.0 and 5.0 wt% of organoclay cured with triethylenetetramine were obtained. Fire resistance of composites specimens were tested according to UL94 HV standard. It was found that fire resistance of prepared specimens depended on homogenization temperature and organoclay dispersion in the composite precursor mixture … Title: Non-crimped fabrics: Production, Tendency of Development and there potentials for aircraft structures Authors: F. Kruse, Prof. T. Gries RWTH Aachen Time: November 5, 2009 2:40 pm Room: Candela A longheaded focus of research at the Institute for Textile Techniques of the RWTH Aachen (ITA) is the development of efficient automated production technologies for shell structures made of fibre composite materials. In this process dry textile semi-finished products such as multiaxial layers, fabrics or braids are joined to a nearnetshape textile structure by stitching or binders. These so called preforms are then impregnated in one shot. An example for the industrial application of this production technology is the pressure bulkhead of the Airbus A 380. Especially for shell structures multiaxial, non-crimped fabrics (NCFs) are gaining importance as the semi-finished product to start from. These NCFs contain up to seven layers which can be produced with orientations up to +/-20° to the direction of production. 0°-layers can be supplied additionally, but only as the last layer on the topside of the NCFs. The single layers are fixed by knitting and therefore form an easy to handle, plain structure of any desired length. By the use of NCF a highly lessened time is needed for the production of large components such as the wingshells or sparwebs can be expected. Instead of a multitude of unidirectional prepreg-layers which need to be laid singulary and slowly by a tape laying machine, the layup now consists of only a few multiaxial NCFs with the desired layer-setup. Beside of all advanteges, the production of NCFs is actually restricted to a constant arealweight and constant width. Thus, an aim of the current research program DFG Researchgroup 860 at the ITA, is to develop the machines in a way that NCFs with several local reinforcements can be produced continually. This is done by an innovative supply modul, which cuts preproduced NCFs or UD-Layer to the desired length and feeds them on the basis layers. On second focus of the currend research at the ITA is the warpknitting-unit. As a result to the undulation of the warpknitting-stitches, the ultimate (compression-) strenght in the plain of the laminate usually lower than those of prepregs. On the other hand, the stitches have a positive effect in cases of impact-loads. Hence the goal was, to change the knitting-type, the stiching-length and the tension of the knitting yarn continuously while production. To fulfill this mission, a newly electromechanical driven an computer controlled guidebar was developed instead of the common mechanical cams-disks. This new guidebar drive can also be used, to change the drapability of the produced NCF locally. The oral presentation will close with an outlook on futher developing goals like production of near-netshape NCFs to reduce the waste of expensive high performance fibres. 51 LEVEL VIA LEVEL C SEE YOU AGAIN AT AIRTEC 2010 November 02 - 04, 2010 4th International Conference „Supply on the wings“ Aerospace - Innovation through international cooperation in conjunction with the International Aerospace Supply Fair AIRTEC 2009 Room Frequenz 1 Entrance (P11) Room Lumen Room Candela Entrance (P11)

super_xxx 发表于 2010-10-29 15:18:10

于当今航空业大环境中保持竞争力 PPT

:victory: 

bocome 发表于 2011-7-31 06:33:48

4th International Conference “Supply on the wings“

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4th International Conference “Supply on the wings“

于当今航空业大环境中保持竞争力 PPT