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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.

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.

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.

Future lunar science and exploration missions will involve the use of pressurized rovers for long duration lunar surface missions. Designs for pressurized rovers are being studied by NASA and the industry. This paper presents some results of work currently underway on the development of a rover simulator in the context of a new pressurized rover concept. A motion base simulator will play a vital role in generating rover vehicle design and performance requirements. A simulator based on a modular simulation (MODSIM) architecture, has been under study and development since 1991. The MODSIM approach will provide benefits of flexibility of modification, low cost, phased scheduling and ease of supportability when compared with more traditional simulator architectures. A lunar rover simulator based on MODSIM will help rover vehicle engineers to be productive through all phases of simulator development.

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.

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.

A liquid/gas separator called the Mostly Liquid Separator (MLS) has been devised to provide liquid/gas separation with soapy fluids in a microgravity environment, and is an integral component of the International Space Station Water Processor. Now in its third generation of development, this paper describes the evolution of the MLS design, and presents a discussion of the development test data and results.

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.

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.

The auxiliary power unit (APU) requirements for commercial air transports have evolved from those of a convenience item to those of a highly integrated, heavily utilized, automated and sometimes essential, airplane system. This evolution has been driven by increasing demands for reliable airframe electrical and pneumatic power, fuel and weight efficiency, reduced crew workload, maintainability, and environmental accordance. Moreover, with the growth of extended range twin operations (ETOPS), the APU has become an essential back-up to primary airframe systems. This paper reviews the APU design criteria of past and present Boeing commercial jet transports and suggests the direction of future installations.

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.

In today's competitive aircraft industry environment, new design, manufacturing, and assembly methods must be developed to lower costs and provide a more consistent product. One of the methods being implemented is Dimensional Management. Dimensional Management allows the evaluation of an entire manufacturing process and distribution of tolerances within that manufacturing process. Boeing has been working with Northrop-Grumman and several other suppliers to create a digital definition of the existing 747 fuselage design. This is part of an effort to implement a new manufacturing method known as Determinant Assembly. Dimensional Management plays a key role in implementing Determinant Assembly as well as incorporating into the engineering definition acceptance criteria that is better defined.

This paper describes the evolution of the Thermal Diffusing Apparatus (TDA) (patent pending) and elaborates on the specific problems in bonded repair of complex composite structures. The use of composite materials in current and future aircraft presents both factory and field-level technicians with unique repair problems. Precise temperature control over the entire repair area is required if damaged composite aircraft structures are to be restored to mission-ready status. The TDA uniformly heats thermally complex components and is a direct replacement for conventional heat blankets, resulting in significant improvements in the repair process and better control of variations in cure temperature.

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.

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.