Aerospace 4.0: Next Era for Commercial Aircraft Manufacturing Ecosystem

Presentation to: 2019 ABC Conference Montreal, Quebec, Canada September 2019 Dr. David Pritchard Agenda

• (Commercial Aircraft Corporation of • Additive Manufacturing ) - Additive Manufacturing Technologies • C919 - Aerospace Additive Manufacturing Parts • Program - Norsk Titanium RPD (Rapid Plasma Deposition) • Production - Thermwood LSAM (Large Scale Additive Mfg.) - VeriPart (Moog) • CR929-600 • Program • Thermoplastics Composites • Production – TAPAS/Clean Skies – Ten Cate-Toray – Premium Aerotec – Stelia Aerospace – GKN Fokker and Gulfstream Aerospace Commercial Aircrafts of the 2020’s

• • A220 (Bombardier C Series) • A320/321 NEO Series • A350XWB

• • E2 Series (Embraer) • 737MAX • 787 • 777X

• COMAC (Commercial Aircraft Corporation of China) • C919 • CR929-600 COMAC (Commercial Aircraft Corporation of China. Ltd) COMAC C919

. COMAC C919 Program

• Launched in 2008 • 2018 Global Market Forecast -20 year forecast has 6,000 single aisle aircraft being delivered to China

• in 2017 • Planning EASA certification

• 2019 Four Test Aircraft

• Enter into Service in 2021

• Metallic and Wing will be produced in China • Based on Center of Excellence Production sites (e.g. Airbus model)

• Final Assembly Line is located in , China

June 2018 COMAC C919 Global Supply Chain

. C919 Cockpit Display

. C919 Full Scale Interior Display

. C919 Fuselage Production

. C919 Wing Production Assembly Line (Xian Aircraft Corporation)

. C919 Final Assembly Line

. CRAIC- (COMAC and United Aircraft Corporation) CR929-600 250-320 Seat Widebody Commercial Aircraft (CRAIC China-Russia Commercial Aircraft International Co., Ltd , a joint venture of COMAC and United Aircraft Corporation) . CR929 Widebody Composite Commercial Aircraft

. CRAIC CR 929 Program

• Launched in May 2017 • China’s 20-year forecast for widebody aircraft (Airbus 1,100, Boeing 1,600 and COMAC 2,100)

• Maiden Flight in 2023 • Planning EASA certification

• Enter into Service in 2027

• Final Assembly Line will be in located in Shanghai, China

• Composite Fuselage sections will be produced in China • Fuselage will be based on clam shell design (similiar to )

• Composite Wing will be designed and produced in Russia • Wing will be designed in UAC Moscow design center • Aerocomposite in Ulyanovsk will produce the composite wing • Technology will be based on out of autoclave process of UAC MC 21 single aisle aircraft

June 2018 Future Developments for the CRAIC CR929 Program

Chinese government’s “Made in China 2025” industrial master plan includes advancing robotics and aerospace along with China’s Belt and Road Initiative for global trade expansion

Shanghai Final Assembly Line (FAL) could have next generation technologies of moving line (e.g. Boeing 787 FAL) and mobile tooling platforms (e.g. A320NEO FAL) with higher level robotic assembly

Composite fuselage technology with be based on proven CFRP (similar to A350) with higher volume of components with carbon fiber reinforced thermoplastic composites (CFRT)

Technology development for additive manufacturing and thermoplastic resin structure forming

Composite wing technology will be based on higher level of automation for infused and co-cured out-of- autoclave carbon fiber composites (similar to United Aircraft Corporation MC21)

Current 20-year global forecast has 40% of all commercial aircraft deliveries to the Southeast Asia market, expect CR929 program to have MRO alliances outside of China to service this market

EASA certification will attract global aircraft lessors

June 2018 CR929 Full Scale Display at Airshow China 2018

. CR929 Mock-up Cabin-Airshow China 2018

. CR929 Mock-up Cockpit-Airshow China 2018

. CR929 Composite Fuselage Production in China

. COMAC CR929 Composite Forward Fuselage Full-scale barrel section (15 m × 6 m)

. CR929 Composite Wing Technology based on MC 21 Infused and Co-Cured Out-of-Autoclave Carbon Fiber Composites

. Additive Manufacturing What is Additive Manufacturing? Fundamentals of Additive Manufacturing

Conventional manufacturing Additive manufacturing

Material usage Material waste Material usage Material waste

Conventionally manufactured bracket Additively manufactured bracket*

*Source: Laser Zentrum Nord GmbH TU Hamburg-Harburg

page 25 | www.conceptlaserinc.com Your Business Case for Additive Manufacturing?

• Part Consolidation for cost reduction and improved performance (e.g. GE Fuel Nozzle -19 to 1 part reduction)

• Production of complex parts not possible with traditional machining for equal cost and lower weight

• Reduces the material and tooling needed to make a part for lower costs

• Speeds time to market (e.g. not using castings for low volume production)

• Customized/tailored goods, “quantity of one” production runs

June 2018

Aerospace Additive Manufacturing Processes

Presented by Airbus at 2018 Society of Manufacturing Engineers AeroDef Conference (Long Beach, CA) Comparisons for Additive Layer Manufacturing

Presented by Airbus at 2018 Society of Manufacturing Engineers AeroDef Conference (Long Beach, CA) Certification of Production for Metal Additive Manufactured Parts Additive Manufactured Parts (GE Fuel Nozzle) Value Body Housing

4” Diameter Casting to Printed Component Value Body Housing

3” Sheet-metal to Printed Component MOOG Additive Manufactured Parts Norsk Titanium and Boeing Testing Program for Rapid Plasma Disposition

Boeing and Norsk developed a test program that:

(1) Validated the material properties (2) Ensured the process was in control as to produce those properties (3) Ensured that there was adequate process margin before a defect is created (4) Ensured that Norsk Titanium can identify defects when they are created

The test program was reviewed by the FAA. Then the FAA delegated execution of the test program to Boeing and the Boeing DER (Designated Engineering Representatives). The FAA does not certify the material, rather they ensured that the test program covered all the parameters needed to ensure the material was good.

The result of the test program is a Boeing specification for Norsk Titanium material (BMS-7-361). As part of the aircraft type certification, Boeing certifies that the material specification will deliver material that meets the design. Norsk Titanium delivers their parts to the Boeing specification no matter if they are sold directly to Boeing or one of their suppliers (same for Airbus).

Concurrently, Norsk Titanium has gone out and developed SAE AMS specifications for their material. The test program there was similar to the Boeing program and certified by Battelle. Norsk Titanium uses this as a baseline for smaller OEMs (Gulfstream, Honeywell, etc) so they do not need to invest in a full test program Source Norsk Titanium June 2018 Norsk Titanium Value Equation

. OEM Part – 1.9kg Finished Weight – 15.0kg Block Starting Weight

. Reduced Use of Titanium Legacy 15kg Block of Titanium – RPD™ Weight 4.8kg (2.5 BTF) – 68% Improvement in BTF

. Reduced Machining – Remove 2.9kg vs 13.1kg of Titanium Finished Part – RPD4.8kg RPD™ – Removal Costs - $75/kg/hr to $100/kg/hr

Legacy Cost - $1,449 : RPD™ Cost - $1,000 Norsk Titanium RPD

. Thermwood Corporation LSAM (Large Scale Additive Manufacturing) (10 ft. x 40 ft. fabrication area) Thermwood LSAM Aircraft Tools LSAM USAF and Boeing Aircraft Tools-Low-Cost Responsive Tooling (Tool required 5 hours and15 minutes to print) VeriPart (MOOG) Localized Additive Manufacturing Logistic Cost Reduction Categories

June 2018 Thermoplastics Composites Next Generation Single Aisle Wing Production

• “Will the required low takt times be achieved with capable manufacturing technologies? Looking at the state-of-the-art autoclave production value chain, I’m skeptical that this will be the path forward.”

• “This is doable with autoclave technologies. But, imagine if six wings per day for the single aisle planes, A320 and B737, had to be manufactured with CFRP. How should this be achieved? Who could and would afford such investments?”

• “Highly automated, out-of-the-autoclave technologies must be implemented to achieve low takt times”

Andreas Wüllner, chairman, Business Unit Composites – Fibers and Materials at SGL Group, Keynote Address at the Aerodef Manufacturing Conference 2017

June 2018

Thermoplastic Composite Demonstrators PROGRAM PROGRAM PROGRAM

CLEAN SKY FRENCH CIVIL AVIATION RESEARCH C O U N C I L TAPAS 1 TAPAS 2 (CORAC) I N SITU CONSOLIDATION PARTICIPANTS ISINTHER GRA OUTC OME Arches Box TP Composite Green Regional Out of Aircraft of the Dutch/Airbus Partnership Aircraft Autoclave C omposite Future Fokker, Airborne (The Hague), W in g CoD eT (Delft), D ut ch Thermoplastic Components (Almere), KE- w or k s (Delft), PARTICIPANTS PARTICIPANTS K V E Composites (Den Haag), NLR, Technobi s (Alkmaar), TenCate, TUDelft, A i r bus Defense L eona r do ADS, FIDAMC, STELIA Daher Dassault Univ. of Twente, Rijksoverheid & Spa ce (ADS, Aircraft MTorres, (Méaulte), (Marseille) Aviation (Paris) Getafe, Spain), (previously Tecnaila (Derio, Porcher (Lyon), FIDAMC (Getafe, Finmeccanica, Spain), C A T E C AVIACOMP Rome, Italy), Spain), MTorres (Seville, Spain), (La unaguet), S TRUCTURE ADS, FIDAMC, (Navarra, Spain) CTA (Miñano, Cetim (Nantes), MTorres Spain) Groupe Institut de Soudure, SINTEX NP (Genas)

S TRUCTURE STRUCTURE

F us elag e Panel Wet Torsion B ox (4m long)

.TPC floor grid .Wing panel .Cockpit frame (4.2m x 0.9m) .Window frame Torsion B ox F us elag e with Rib for test Wing panel, (12m span) integrated lightning wing box c ompos it e wing strike protection, demonstrator welded stringers, frames, overmolded organosheet ac c es s Sized for door business jets 1990 Larger, more integrated Firs t Series fuselag e structure G OAL : F us elag e W indow P roduct ion: section with Press-formed F rames Dornier Ribs First Prim ary integrat ed window Structure: frames Bonded GV pressure floors

C arbon/P EI

Firs t Welded As s em bly : C L E A N S K Y 2 + CORAC MUC door Fo50

C arbon/P P S C O R A C will develop the THERMOSET center wing box CORAC and Clean S k y 2 WP2.3.2 and WP2.3.3 will pursue Firs t Large Eng ine Mount/Pylon Scale Assembly: ( 6 m long ) design (one shot CFRP CWB) via “Investing in the Future” smart fuselage and components using hybrid materials: Welded fixed 2000 wing leading PIA, PIA2 programs for input into Clean Sky WP2.3 and will CFRP, metal, prepreg, textile and TPC. edges A340 also develop and validate next generation lower fuselage section subassemblies.

A 3 8 0 W i n g Fixed Leading E d g e s

G l as s /P P S Firs t Induction Welded Cont rol Surfaces : G650

Carbon/PEKK Clean Sky: 2 0 10 One-shot, one-piece center Next Generation CORACInvesting in the Future Co- Program (PIA, PIA2) consolidatedFloor B e a m Aircraft F u s e l a g e Firs t Co- cons olidated WP2.1 Tors ion Box, AW169 Multifunctional Fuselage Demonstrator: thermoplastic, integration cabin- WP 2 . 3 . 3 Full-size fuselage systems-structure from center section to aft of rear pressure bulkhead

WP 2 . 3 . 2 Full-size Lower Center Fuselage: center wing box + main structural interfaces

TA PA S 2 Targets: Primary stiffened-skin UD-bas ed structures

Ten Cate –Toray Thermoplastic Composites

. Premium Aerotec A320 Rear Bulkhead-Thermoplastics Composites (Welded) Stelia Aerospace Thermoplastic Composites

. GKN Fokker and Gulfstream Thermoplastic Composites for Primary Aircraft Structures. GKN Fokker patented a butt joint joining GKN Fokker and Gulfstream Thermoplastic Composite Fuselage (Fully Welded Frames with No Fasteners)

Thank you Questions? Contact Information

Dr. David Pritchard Associate Professor/Aerospace Researcher State University of New York- Empire State College 2875 Union Road Buffalo, New York 14227 United States

Emails: [email protected]