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Implementation of a high speed drill motor with solid carbide drill bits, along with careful attention to all details of the process, has resulted in an extraordinary increase in drill bit life, as well as improvements in cycle time and hole quality. During the implementation of a new wing panel riveting machine for use on the 737NG and 757 models a major goal was to significantly improve the drilling process. The phase out of Freon™ as a coolant/lubricant on existing machines forced changes to the drilling process, which resulted in a significant reduction in drill life, from an average of approximately 1,500 holes per drill to 305 holes. The new process on the new machine has increased the average drill life 11,375% to over 35,000 holes, decreased the drill cycle time by 80%, and improved hole quality.

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.

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.

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.

Adaptive control enables more productive use of high speed numerically controlled milling machines. With adaptive control, machines are programmed for optimum material removal, with the controller automatically reducing the material feed rate when heavy load conditions are encountered. The authors outline advantages of adaptive control and describe their testing technique for determining appropriate values for making maximally effective use of adaptive control.

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 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.