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This paper addresses the use of Hardware Variability Control (HVC) data to make process improvements in the assembly of the Next Generation 737 wing spars. The wing spars are the main structural component of the wing, and the two spars also make up two sides of each wing fuel tank. The wing spars are assembled using the Automated Spar Assembly Tool 3 (ASAT3). This paper covers the development of the ASAT3 HVC measurement plan, discusses the data collection methodology used, addresses process improvements made to the spar using the HVC data, and discusses next steps to improve the HVC plan.

The Department of Defense has made progress in modernizing its procurement of weapon systems. Modernization has identified a need to address Federal and military standards and specifications for parts, materials, and processes that represent many de facto national standards. The aerospace industry is proposing a transition to commercial specifications that meet the needs of Acquisition Reform. This paper reviews the history and benefits of modernization and describes the transition process.

Making TRANAIR an easier to use wing design tool is an important step toward reducing wing design cycle time. This paper shows the accuracy of TRANAIR in analysis mode for complex configurations with attached flow. This accuracy allows the design part to correctly predict improvements due to design changes. We show the current steps required for the MultiPoint (MP) design version of TRANAIR and the state of refinements toward increasing ease-of-use of this system. Finally, we discuss some of the proposed ways to further improve how the user interacts with the TRANAIR system for MP design.

During the commercial aircraft assembly process, many interrelated installations require alignment to a common reference centerline or location to a common reference plane. A rotational laser can be used to establish a vertical, horizontal, or other desired plane orientation to serve as a common installation reference for multiple assemblies. The cargo floor installation in the lower lobe of the 777 forward section requires that three physically separate cargo floor sections be aligned to a common centerline and lie in the same horizontal plane. Two rotational lasers are used in conjunction with laser positioning equipment, digital laser targets, and conventional tooling hardware to meet the installation criteria and provide a reliable, repeatable process.

This paper briefly discusses the early background leading up to establishing the FAA Suspected Unapproved Parts (SUPs) Program Office and the Industry SUPs Steering Team. The various categories of parts comprising SUPs is reviewed. The main body of the paper reviews the various FAA and industry initiatives which target elimination of suspected unapproved parts.

The aerospace industry uses flexible complex contoured structure in aircraft. To take advantage of advancements in engineering design, assembly methods, and inspection tools, the dimensional requirements for this kind of structure can be specified using Geometric Dimensioning and Tolerancing (GD&T) per ASME Y14.5M-1994, “Dimensioning and Tolerancing.” The 1994 revision of this standard includes some new features which can be used to specify the dimensional requirements for flexible complex contoured structure, but there are no examples on how GD&T can or should be applied. This paper gives some examples how GD&T can be applied on flexible complex contoured structure and how this usage specifies the dimensional requirements for such parts.

Capacitance sensing probes have been in use for a number of years in the airframe assembly industry for characterizing diameters in straight and tapered fastener holes. A new type of capacitance probe was recently developed that simultaneously characterizes the countersink and shank diameters in holes drilled for index head rivets. The probe design and a unique methodology for a systems approach to qualifying a multi-probe inspection facility are presented in this paper.

The purposes of an airplane checklist are to (1) help the pilot and copilot ensure that the airplane is configured correctly before each phase of flight and (2) facilitate the management of nonnormal conditions. The use of a checklist has been essential in standardizing aircrew procedures. In 1996, Boeing will introduce the world's first airline-modifiable electronic checklist system on the Boeing 777 flight deck. Its design specifically addresses many traditional paper checklist problems associated with crew errors. Directed by airline design requirements, Boeing used a consistent, pilot-oriented flight deck philosophy to address the pilot interface, system functionality, and automation tradeoff questions.

Structural safety is an evolutionary accomplishment, and attention to detail design features is key to its achievement. A multitude of design considerations is involved in ensuring the structural integrity of Boeing jet transports that have common design concepts validated by extensive analyses, tests, and three decades of service. The active service life of commercial airplanes has increased in recent years as a result of increasing costs for fleet replacements. As airplanes approach their design service objectives, the incidences of fatigue and corrosion may become widespread. Continuing airworthiness of the aging jet fleet requires diligent performance from the manufacturer, the airlines, and airworthiness authorities. This paper gives an overview of traditional Boeing maintenance-related activities, joint industry/airworthiness authority initiatives, and the anticipated benefits for future generations of commercial airplanes.

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.

This paper addresses the steps and processes to create a full life circle of Tool Routines utilizing 3D data analysis as the driver. The paper covers the development of 3D Tool Routines for automation, the execution of the routines and the analysis of the collected historical 3D data. The process goal is to reduce the tool routine frequency by establishing and proving tool stability utilizing historical data. The historical data will also give us information in regards to design and tolerance capabilities. Graphical software programs are evolving in a way that enables us to link the different operations and software programs that encompass tool routines. Through the use of software and hardware such as laser tracker, we can achieve automation of tool routines and analysis. Customers in the aerospace, automotive and construction industries are among the beneficiaries in the application of this inspection process.

Most commercial aircraft interior panels are constructed of honeycomb cored composite sandwich panels. The panels are conventionally joined using metal brackets fastened with screws. Over the past decade, most major interior fabricators have been in transition to a method of joinery using bonded interlocking joints. This method has recently been adopted by Boeing, and is known here as Tab and Slot Joinery. These interlocking joints are defined and illustrated. The history of the development effort is outlined. Design considerations are developed. Test programs are described, including a designed experiment and a special case fatigue test. Advantages of this new joinery method over the conventional are shown.

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.

During design of the 777 Airplane, light gage, near net section 2090-T86 extrusions were considered to reduce aircraft weight. The need to evaluate effects of fastener installation on 2090-T86 was indicated by a previous study documenting problems due to low short transverse tensile strength. Tests by Boeing installing fasteners into holes using interference fits showed 2090-T86 was more susceptible to damage from fastening than previously reported. Damage consisted of cracks normal to the short transverse direction around the periphery of the fastener hole. This report documents the test program conducted at Boeing.

The Accurate Fuselage Panel Assembly Cell (AFPAC) is a semi-automated process that was developed for accurately assembling fuselage panels on the Boeing 757 model line. This method of assembly (prior to automatic fastening) uses a new generation, accurate CNC machine tool in conjunction with reconfigurable part fixturing techniques and specialized end-of-arm tools (end effectors). These end effectors drill coordination holes in detail parts and the skin, and trim the periphery of the skin. Machine control data (MCD) for positioning the machine tool and other subsystems are developed directly from the engineering digital definition (CATIA datasets). Reconfigurable part holding and feeding mechanisms are used to allow for product changes and reduce the overall cost of the workcell. This paper describes the AFPAC assembly system and how it compares with the traditional concept of fuselage panel assembly.

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.