4th International Conference “Supply on the wings“

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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
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CONTENT
Welcome addresses
D. Schnabel and R. Degenhardt.............04
Committee...........................................05
Conference Programme.........................06
Abstracts.............................................09
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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
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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)
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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
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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
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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
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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
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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
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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.
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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. …
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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
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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.
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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
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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.
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• 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.
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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.
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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
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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.
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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.
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• 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 [Ref 1] 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.
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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.
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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)

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4th International Conference “Supply on the wings“