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The System Architecture Virtual Integration (SAVI) program is a collaboration of industry, government, and academic organizations within the Aerospace Vehicle System Institute (AVSI) with the goal of structuring a new integration process that relies on a “single-truth” architectural framework. The SAVI approach of “Integrate, then Build” provides a modern distributed development environment which arrests the propagation of requirements errors through the development life cycle. It does so by capturing design assumptions and shared properties of the system design in an authoritative, annotated architectural model. This reference model provides a common, analyzable framework for confirming that system requirements remain complete, consistent, and correct at all levels of system decomposition. Core concepts of SAVI include extensive use of model-based system engineering tools and use of a “single-truth” reference architectural model.

The Boeing Company has recently developed a portable positioning system based upon its patented flexible vacuum track technology, in support of its commitment to lean manufacturing techniques. The positioning system, referred to as Mini Flex Track, was initially developed as an inexpensive drilling system that minimizes machine setup time, does not require extensive operator training due to its simple user interface, is general purpose enough to be used in varying airplane applications, and meets strict accuracy requirements for aircraft manufacturing. The system consists of a variable length vacuum track that conforms to a range of contours, a two-axis numerically-controlled positioning carriage that controls machine motion, an additional rail perpendicular to the vacuum rail that provides transverse motion, and an end effector that can perform various tasks.

Security is a serious concern for all Internet users, and all the more so if the implications of security failure can potentially affect safety of flight or the public's perception of air travel. However, when designing networked aircraft and onboard systems, technical security features are only one aspect of the implementation that must be addressed. Given the unique operational, support, and regulatory environment of commercial air transports, careful consideration must also be given to both design and operational requirements in order to develop an aircraft that can be safely operated and maintained within the constraints of the existing infrastructure and personnel available. This paper addresses the unique Operational Considerations for Securing Airborne Networks in commercial air transport aircraft.

Increased emphasis on standardizing processes and controlling variability in production operations includes validating perishable tools used in daily operations. Even though dealing with reputable manufacturers, many factors including communication, custom specifications and personnel turnover can lead to the perpetuation of mistakes if errors are not discovered and corrective action implemented. However, inspection is costly and inspection costs far outweigh many item costs unless considering product defects. A beneficial balance may be obtained by employing statistical sampling techniques similar to ISO 2859 [1] to verify the quality of incoming tools.

This study was designed to answer what percent of “required” traffic pilots acquire visually using the current “visual acquisition system” of windows, eyes and the Traffic Collision Avoidance System (TCAS). “Required Traffic” was defined as Air Traffic Control (ATC) calls to the research aircraft, TCAS Traffic Alerts and/or TCAS Resolution Advisories. The results of the approximately 40 hours of flight were that the majority of (“required”) traffic was NOT visually acquired (39% visually acquired; 61% not visually acquired). When traffic was identified to the pilots by more than one source, the visual acquisition rate was 58%. For validation purposes, an additional 10 hours of flight observations were made during revenue flights with a major airline. Flight test and airline observations were found to be comparable.

The development of new commercial airliners is a very risky proposition. To get it right, airframe manufacturers must balance new technologies and manufacturing methods with global participation and business considerations. The 787 is Boeing's popular new wide body aircraft incorporating state of the art composites design and manufacturing methods. But new technology alone is not enough. A new logistics system was needed to integrate global partners in order to fully benefit from new technologies. The Boeing 747-400 Dreamlifter is a special purpose 747-400 modified to transport Boeing 787 airplane components through various stages of manufacturing.

Friction Stir Welding (FSW) can achieve high quality welds in aluminum alloys that are of interest to the aerospace industry (e.g. alloys 2014, 2219, 7050 and numerous aluminum-lithium alloys). The low distortion solid-phase welds exhibit metallurgical and mechanical properties, including fatigue, which are superior to conventional fusion welds achieved by arc processes. FSW, although a relatively new welding technique, has been systematically developed and proved by The Welding Institute (TWI) under contract to an international group of sponsors, one of which is The Boeing Company. To further validate the process, The Boeing Company conducted separate development activities including detailed mechanical testing of welds made from the FSW process.

A family of water-based sol-gel coatings has been developed as an environmentally-friendly alternative to traditional aerospace finishing materials and processes. The sol-gel hybrid network is based on a reactive mixture of an organo-functionalized silane with a stabilized zirconium complex. Thin films of the material self-assemble on metal surfaces, resulting in a gradient coating that provides durable adhesion for paints, adhesives, and sealants. Use of the novel coating as a surface pretreatment for the exterior of commercial aircraft has enabled environmental, health, and safety benefits due to elimination of hexavalent chromium, and flight test and early fleet survey data support the laboratory observations that the sol gel coating reduces the occurrence of “rivet rash” adhesion failures. Modifications of the basic inorganic/organic hybrid network have yielded multifunctional coatings with promise for applications such as corrosion control and oxidation protection.

This paper will describe the Efficient Assembly Integration and Test (EAIT) system level project operated as a partnership among Boeing business units, universities, and suppliers. The focus is on the successful implementation and sharing of technology solutions to develop a model based, multi-product pulsed line factory of the future. The EAIT philosophy presented in this paper focuses on a collaborative environment that is tightly woven with the Lean Initiatives at Boeing's satellite development center. The prototype is comprised of a platform that includes a wireless instrumentation system, rapid bonding materials and virtual test of guidance hardware there are examples of collaborative development in collaboration with suppliers. Wireless tools and information systems are also being developed across the Boeing Company. Virtual reality development will include university partners in the US and India.

An air quality simulation and assessment (AQSA) model was developed to simulate/evaluate the integrated system performance and obtain air quality characteristics and air contaminants inside the habitable compartments. This model applies both fixed control volume and quasi-steady-state approach for a multi-volume system to assess system performance, operating constraints, and capabilities. The model also integrates a state-of-the-art probabilistic analysis tool, UNIPASS, to compute failure probability due to the uncertainties of variables. In addition, this integrated model also predicts the most likely outcomes for analyzing risks and uncertainties as well as for quantitative toxicological evaluation. This model has been successfully and independently corrected/verified by NASA/JSC to be a very effective, reliable, and accurate tool, while providing savings in both the cost and time of the analysis.

NASA has long recognized the advantages of providing improved information interfaces to EVA astronauts and has pursued this goal through a number of development programs over the past decade. None of these activities or parallel efforts in industry and academia has so far resulted in the development of an operational system to replace or augment the current extravehicular mobility unit (EMU) Display and Controls Module (DCM) display and cuff checklist. Recent advances in display, communications, and information processing technologies offer exciting new opportunities for EVA information interfaces that can better serve the needs of a variety of NASA missions. Hamilton Sundstrand Space Systems International (HSSSI) has been collaborating with Simon Fraser University and others on the NASA Haughton Mars Project and with researchers at the Massachusetts Institute of Technology (MIT), Boeing, and Symbol Technologies in investigating these possibilities.

As part of the Sustaining Engineering program for the International Space Station (ISS), a ground simulator of the Internal Thermal Control System (ITCS) in the Lab Module was designed and built at the Marshall Space Flight Center (MSFC). To predict ITCS performance and address flight issues, this facility is operationally and functionally similar to the flight system and flight-like components were used when available. Flight software algorithms, implemented using the LabVIEW® programming language, were used for monitoring performance and controlling operation. Validation testing of the low temperature loop was completed prior to activation of the Lab module in 2001. Assembly of the moderate temperature loop was completed in 2002 and it was validated in 2003. Even before complete validation the facility was used to address flight issues, successfully demonstrating the ability to add silver biocide and to adjust the pH of the coolant.

Operation of the Internal Thermal Control System (ITCS) Cold Plate/Fluid-Stability Test Facility commenced on September 5, 2000. The facility was intended to provide advance indication of potential problems on board the International Space Station (ISS) and was designed: To be materially similar to the flight ITCS. To allow for monitoring during operation. To run continuously for three years. During the first two years of operation the conditions of the coolant and components were remarkably stable. During this same period of time, the conditions of the ISS ITCS significantly diverged from the desired state. Due to this divergence, the test facility has not been providing information useful for predicting the flight ITCS condition. Results of the first two years are compared with flight conditions over the same time period, showing the similarities and divergences.

Trace chemical contaminants produced by equipment offgassing and human metabolic processes are removed from the atmosphere of the International Space Station's U.S. Segment by a trace contaminant control subassembly (TCCS). The TCCS employs a combination of physical adsorption, thermal catalytic oxidation, and chemical adsorption processes to accomplish its task. A large bed of granular activated charcoal is a primary component of the TCCS. The charcoal contained in this bed, known as the charcoal bed assembly (CBA), is expendable and must be replaced periodically. Pre-flight engineering analyses based upon TCCS performance testing results established a service life estimate of 1 year. After nearly 1 year of cumulative in-flight operations, the first CBA was returned for refurbishment. Charcoal samples were collected and analyzed for loading to determine the best estimate for the CBA's service life.

Defining a process for integrating human modeling within the design and verification activities of the International Space Station (ISS) has proven to be as important as the simulations themselves. The process developed (1) ensured configuration management of the required digital mockups, (2) provided consistent methodology for simulating and analyzing human tasks and hardware layout, (3) facilitated an efficient method of communicating design requirements and relaying satisfaction of contract requirements, and (4) provided substantial cost savings by reducing the amount of late redesign and expensive mockup tests. Human simulation is frequently the last step in the design process. Consequently, the influence it has on product design is minimal and oftentimes being used as a post-design verification tool.

A series of low-speed static and dynamic wind tunnel tests of a commercial transport configuration over an extended angle of attack/sideslip envelope was conducted at NASA Langley Research Center. The test results are intended for use in the development of an aerodynamic simulation database for determining aircraft flight characteristics at extreme and loss-of-control conditions. This database will be used for the development of loss-of-control prevention or mitigation systems, pilot training for recovery from such conditions, and accident investigations. An overview of the wind-tunnel tests is presented and the results of the tests are evaluated with respect to traditional simulation database development techniques for modeling extreme conditions to identify regions where simulation fidelity should be addressed.

Currently, the Aviation industry uses traditional methods of communication, coordination, & human interaction to give disposition to resolve any kind of nonconformance occurrences which occur during manufacturing or operation of commercial or defense products. This involves increased in-person interaction and additional travel, especially to address the nonconformance issues arising at supplier plants or airports around the globe. During Covid and post-Covid environments, human interactions for the transfer of detailed information at different & distant manufacturing plant locations has been difficult, since support engineering teams (Example: Liaison, Product Review, Quality, Supplier Quality, and Manufacturing Engineering, and/or Service Engineering) have been working remotely.

Orbital hole drilling technology has shown a great deal of promise for cost savings on applications in the aerospace industry where burr free, high quality holes are a necessity. This presentation will show some of the basic research on orbital drilling development Boeing is doing with the Advanced Manufacturing Research Center at Sheffield University and the deployment of the technology into production programs within The Boeing Company.

A recent endeavor has been undertaken to understand the performance of Shuttle Orbiter lithium hydroxide (LiOH) canisters used during STS-114. During this mission, the crew relied on both fresh LiOH and aged LiOH stored on the International Space Station (ISS). Due to the Space Shuttle being grounded after the Columbia accident, the canisters stored on ISS had passed the certified two-year shelf life and were considered expired. The focus of the analysis was to determine the performance of expired LiOH in relation to fresh LiOH and the accuracy of previous predictions1 regarding the performance of expired LiOH. Understanding the performance of expired LiOH is crucial in enabling the extension of the useful life of LiOH canisters. Extending the shelf life has ramifications not only in the current Shuttle program, but in regard to future exploration missions fulfilling the Vision for Space Exploration as well.

The ISS U. S. ECLSS contains replaceable component designs to facilitate maintenance. A replaceable component is referred to as an Orbital Replacement Unit (ORU). Total U. S. ECLSS maintenance events that have occurred over the five years (2001-2005) of operations are summarized. A more detailed description is provided for the ECLSS Remove and Replace (R&R) maintenance activities that have occurred during the last two years and the associated logistics that supported these activities. Maintenance activities have replaced failed or degraded ORU's by Corrective Maintenance (CM) and replaced spent expendable ORU's by Preventative Maintenance (PM). Corrective maintenance is performed only when necessary and often on relatively short notice. Preventative maintenance is planned in advance and is normally performed at a specified ORU service time. The paper also describes activities and successful efforts to increase the expendable ORU service life.