“3D printing will be a game-changer for the MRO industry worldwide.”
Pratt & Whitney is set to introduce a 3D printed aero-engine component into its maintenance, repair and overhaul (MRO) operations by mid-2020 after a successful collaboration with ST Engineering.
The two companies came together to leverage 3D printing technology to facilitate faster and more flexible repair solutions, with contributions also coming from Pratt & Whitney’s repair specialist Component Aerospace Singapore.
Component Aerospace Singapore provides engine part repair for combustion chambers, fuel systems and manifolds; ST Engineering boasts ‘production-level 3D capabilities’ and experience applying 3D printing in land transport systems; and Pratt & Whitney is a specialist in design and engineering.
Marshall Aerospace and Defence Group has turned to 3D printing to create flight-ready parts at a fraction of the cost and time involved in using traditional manufacturing methods.
The Cambridge-based firm’s latest innovation programme is pushing technological boundaries to reduce weight and increase performance on its fleet of military, civil and business aircraft.
It originally looked at metal additive manufacturing as a solution before discovering that the quality of Stratasys polymer technology – supplied by SYS Systems – could deliver the quality of materials it needed to satisfy industry regulations.
The technology will revolutionize manufacturing, but how? United Technologies, GE and Honeywell are taking different approaches.
Like the cotton gin and the modern assembly line, 3D printing is the kind of breakthrough advancement that holds the promise to revolutionize manufacturing. The technology lets companies input designs into a printer the size of a small garden shed and have it spit out fully formed, usable products or parts – often at a savings of time, manpower and money.
This potential isn’t lost on industrial giants like General Electric Co., Honeywell International Inc. and United Technologies Corp.: if you can make a part cheaper, faster or better, that’s worth something. So all three companies are investing in the technology and using it to rethink the way they run their businesses. But they’re doing so in different and interesting ways.
The airline has teamed up with Moog, ST Engineering and Microsoft to 3D print an aircraft component on demand
Air New Zealand recently completed a proof of concept in which it installed a 3D printed component in one of its aircraft in time for a scheduled departure. The process, from purchase of a digital file to installation, was made possible thanks to Air New Zealand’s partners: Singapore-based ST Engineering, supply-chain solutions company Moog and Microsoft.
In the first step in the proof of concept, Air New Zealand ordered a digital aircraft part file from engineering firm ST Engineering. The file in question was for a bumper part to be installed behind the airline’s Business Premier monitors on a Boeing 777-300 to prevent the screen from damaging the seat when pushed.
Boeing has pledged to deliver 800 airliners this year, more than ever before, but a main hiccup causing delays is supplier shortfalls.
New technology from startup companies like Digital Alloys could give Boeing more control over its supply chain. Boeing spokesperson Vienna Catalani told Supply Chain Dive the company is not yet certain how and if it will integrate Digital Alloys’ specific technology, but whether used internally at Boeing or in the hands of suppliers, 3D printers can produce metal parts faster and cheaper than traditional methods.
Researchers from RMIT University in Melbourne have been using laser metal-deposition technology to build and repair defence aircraft in a process that’s similar to 3D printing.
The technology feeds metal powder into a laser beam, which when scanned across a surface adds new material in a precise, web-like formation. The metallurgical bond created has mechanical properties similar, or in some cases superior, to those of the original material.
The team believes the technology could be “game-changing” for the aviation industry
“It’s basically a very high-tech welding process where we make or rebuild metal parts layer by layer,” said Professor Milan Brandt who is working on the project.
Boeing is investing heavily in developing its additive manufacturing capabilities ahead of an expected increase in the number of applications for 3D printed commercial aircraft parts.
The airframer already incorporates additive manufactured components into various aircraft cabin products, and expects the technology to provide airlines with a new way of customizing their interiors in the future.
Boeing last month signed a memorandum of understanding with Israeli software company Assembrix, which the manufacturer says will enable it to transmit additive manufacturing design information more securely.
As a somewhat nerdy by-product of working in an industry that looks at manufacturing the world differently, I too find myself often viewing the world through an additive lens. Perhaps the place I do this most is when traveling on an airplane where I tend to scour the cabin for places where additive manufacturing (AM) could be present someday soon.
The lifespan of an aircraft, typically between 20 and 30 years, makes maintenance, repair and overhaul (MRO) and retrofit, both big and necessary businesses. Think of every plane you’ve been on in the last few years that still featured a now-defunct charging socket from the 1980s – aircraft are not changing overnight to keep up-to-date with consumer expectations. However, Airbus’ Global Market Forecast projects that over the next 20 years the commercial aircraft upgrades services market will be worth 180 billion USD.
Achieving the highest quality standards is crucial in the aviation industry, where even the smallest of defects can have serious consequences. Besides the expansion of e-mobility, one of the most important recent developments in this field is the ability to produce components using additive manufacturing.
This is particularly beneficial in the aviation sector, where every single gram of weight saved can reduce flight operating costs. This is why toolcraft not only produces aircraft parts conventionally using CNC machining, but employs additive manufacturing processes as well. The company covers the complete process chain, from design and manufacture to quality assurance and testing. 3D metal printing has been an established manufacturing technique in its own right for many years, having successfully made the transition from being used for prototype production. Nadcap certification of the process is a further milestone in its development.
Aero engineers are turning to additive manufacturing for fast production and better product design. What will this mean for traditional aircraft?
At the 2016 Berlin air show in June, Airbus unveiled the first ever aircraft to be made using 3D printing. With a name derived from the phrase ‘Testing High-tech Objectives in Reality’, Thor weighs in at just 21kg and measures less than four metres in length. To observers, it resembles a large model aeroplane and was easily dwarfed by the other aircraft on show. But Airbus sees it as a testbed for a radical change in the way aircraft are built. Whereas traditional production methods such as milling involve manipulating a solid block of material, additive manufacturing, or 3D printing, ‘grows’ products by building up materials layer by layer. Taking this incremental approach, rather than using a solid block of material, allows for the creation of products with incredibly complex structures that would be very difficult to achieve, or in some cases impossible, using traditional methods.
Thor is not the only example of Airbus’s recent 3D-printed innovations – the company has also used 3D printing to attempt to replicate structures found in nature, and so create parts that are stronger yet lighter than is possible with traditional machining and assembly. “Nature has developed a lot of different design methods,” says Peter Sander, head of emerging technologies and concepts at Airbus.