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The Automated Spar Assembly Tool (ASAT II) at the Everett, Washington, 777 Boeing manufacturing facility could be the largest automated fastening cell in the commercial aircraft industry. Based on the success of the ASAT I, Boeing's 767 spar assembly tool, the 285-foot long ASAT II cell was needed to accurately position and fasten the major spar components (chords and web), then locate and fasten over 100 components (ribposts and stiffeners) to assemble the 777 forward and rear wing spars. From its inception in 1990 to the first drilled hole in January 1993 and through two years of spar production, the more advanced ASAT II has proven to be a greater success than even its 767 ASAT I predecessor. This massive automated fastening system consistently provides accurate hole preparation, inspection, and installation of three fastener types ranging from 3/16 inches to 7/16 inches in diameter.

A new gage block system for measuring fastener gage protrusion has been developed that is precise and cost effective. A chamfered gage bore and shank constraint inserts provide improved wear characteristics and a ten to one reduction in block requirements. Accuracy and repeatability performance makes the system an attractive candidate for Statistical Process Control for the tightest tolerance fasteners. A new “block custom” calibration process assures accuracy and allows wider tolerances on gage block dimensions. Through better control of gage protrusion in fastener manufacturing, airplane manufacturers can expect improvements in fastener installation quality and eventually in customer satisfaction.

Boeing is currently fundamentally rethinking and radically simplifying the processes related to airplane configuration definition and production. The presentation will describe reasons for embarking on this effort and a description of the fundamental production control processes Boeing will deploy. Process Engineering will be described using Boeing's program as an example.

With the increasing shift toward automation with respect to fastener installation, the need has evolved for clearer definition of the process capability of new fastener installation automation systems. In light of Engineering design requirements, and to address the process capability issue, Boeing has developed and implemented D6- 56617, a machine certification process for automated fastening of fuselage structure. This philosophy was a new approach in the following ways: 1. Previously, engineering oversight of automated fastening systems was limited to wing structure applications. 2. The process requires that process capabilities and performance of the automated machinery itself be established by test. 3. The process requires that detailed Process Control Documents be developed and followed. 4. The process links the statistical test data to the day to-day operating parameters of the machine.

At the 1990 Annual Aerospace/Airline Plating and Metal Finishing Forum, The Boeing Commercial Airplane Group presented information on boric acid/sulfuric acid anodizing (BSAA) as a replacement for chromic acid anodizing (CAA) to meet environmental regulations. This paper presents an update on the BSAA process and the status of production implementation. Background information will be reviewed including environmental issues and modifications of CAA to meet current EPA regulations. The results of BSAA process optimization, corrosion protection performance and compatibility with aircraft finishing will be given. Production implementation experience such as process control and facility requirements, including the status of BSAA for MIL-A-8625, Type IC (Anodizing, Non-chromic Acid, Meeting Type I Requirements) usage will be reviewed.