Honeywell Aerospace, the aerospace division of conglomerate Honeywell, has received a Federal Aviation Administration (FAA) certification for its first 3D printed flight-critical engine component. The part in question – a #4/5 bearing housing – is a key structural component of the ATF3-6 turbofan engine found in the Dassault Falcon 20G maritime patrol aircraft. The part is already in production and has been installed in an operational Falcon unit, with dozens more expected to be printed by the end of the year.
Jon Hobgood, Vice President of Manufacturing Engineering at Honeywell Aerospace, states: “This is a major milestone for Honeywell because it demonstrates the maturity of our Additive Manufacturing operations and paves the way for us to print more certified, flight-critical parts in the future. It also is a major win for the additive industry, as flight-critical parts face heavy scrutiny and high standards for qualification and installation on aircraft, but this shows it can be done.”
UK-based global major aerospace and defence group BAE Systems (BAES) has reported how the latest technologies are being used to drive forward, with unprecedented speed, Britain’s next-generation combat air system programme. Known as Tempest, this project is really benefitting from and making full use of digital twinning and three-dimensional (3D) printing (also known as additive manufacturing) technologies.
Digital twinning involves creating, in a computer system, an exact but virtual duplicate of a real-world entity and of all its systems, subsystems and components. Except that the real-world entity does not actually have to exist yet, as is the case with Tempest. The virtual duplicate can then be subjected to all sorts of simulated tests and evaluations, accelerating the design process while reducing costs.
ZAL Tech Center played host to this year’s Red Cabin Aircraft Cabin AM Conference.
I’ve said it before, since working in additive manufacturing I’ve adopted a bit of a habit of playing “spot the additive application” whenever I board a plane. Great for editorial, but quite annoying, I would imagine, for my other half whenever we go on holiday.
The same happened last week as I hopped on a flight to Hamburg for the second Red Cabin Aircraft Cabin Additive Manufacturing conference. As I settled into the brash yellow and blue my seats of my budget aircraft (the glamorous life of the media), I began circling with imaginary red pen all of the areas where AM might find a useful home from the tens of assembled parts I could see in the arm rest mechanism to the unnecessary tray tables that had been bolted shut to restrict use in the rows of emergency exit seats (it’s really almost TOO glamorous).
Two ferry rides later, it was exactly those types of applications that a collective of aerospace specialists and additive experts had gathered at the ZAL Tech Center, south of the River Elbe, to explore. If being privy to two days worth of brain storming sessions with a bunch of 3D printing-literate engineers shows you anything, it’s that those far flung ideas like personalised seats and bionic bathrooms are not a million miles away from reality. Though the suggestion of a real-life RoboCop may be taking things a little too far.
“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.
And the military wants you—to help it make spare parts for decades-old B-52 bombers and other planes.
GLENN HOUSE AND his colleagues spent more than four years making a new toilet for the B-1 Lancer. The challenge wasn’t fitting the john into the cockpit (it went behind the front left seat), but ensuring that every part could handle life aboard a plane that can pull 5 Gs, break the sound barrier, and spend hours in wildly fluctuating temperatures. The end result didn’t just have to work. It had to work without rattling, leaking, or revealing itself to enemy radar. Having it OK’d for use aboard the bomber was just as complex as making it. “Getting a part approved can take years,” says House, the cofounder and president of Walpole, Massachusetts-based 2Is.
Until last year, 2Is was in the military parts business, furnishing replacement bits for assorted defense equipment. (Pronounced “two eyes,” it sold off the parts business and now focuses on defense-related supply chain software.) Providing spare parts for the military is a peculiar niche of the economy. Things like aircraft and submarines spend decades in service, and the companies that made them or supplied their myriad parts often disappear long before their products retire. So when something needs a new knob, seat, or potty, the military often turns to companies that specialize in making them anew.
Blockchain takes to the skies as aerospace companies begin to make use of blockchain and 3D printing to streamline their supply chains
Blockchain, like many other emerging technologies, is enthusiastically touted as a solution to many of the world’s problems. Perhaps because of its relation to cryptocurrency or the narrative prophecies that surround them both, blockchain draws both criticism and praise from a staggering array of sectors.
However, with the big blockchain push from Chinese President Xi Jinping along with many tech, finance and industry giants piloting blockchain implementation, the number of use cases grows with each passing day. While cryptocurrency more often draws ire from the mainstream financial world, it seems that for blockchain, the sky’s the limit — but not for long.
Air New Zealand has trialed a blockchain system from aircraft-parts maker Moog. The solution supplied a 3D-printed replacement part for a flight from Auckland to Los Angeles, The Wall Street Journal (WSJ) reported yesterday.
Moog’s system uses a combination of blockchain and 3-D printing to expedite the parts replacement process and comply with aviation regulations by ensuring it’s an approved design.
“The idea is that I’m going to stock those parts digitally and turn them into physical goods when I need them,” said George Small, the CTO of Moog told the WSJ. The firm achieved $2.9 billion dollars in sales for 2019.
The aviation sector today faces many challenges. From geopolitical tensions, to an ongoing US-China trade war, as well as fluctuating oil prices, the sector has seen its fair share of hardships. Still, the aviation sector has found its way of out of the fire.
“The aviation industry has been thoroughly enjoying an extended bull run for the past decade,” KPMG noted in their 2019 Aviation Industry Leaders Report. “Airlines have had access to cheap finance as tough competition pushed down lease rates and debt costs.”
“How long more can this bull run?” KPMG continued. “It has been the question asked for the last number of years. The overall impression heading into 2019 is that while industry fundamentals remain strong – in particular high passenger growth, though cooling, – there are signs that building geopolitical, macroeconomic and industry headwinds will impact the industry over the next 24 months. Varying political tensions and potential trade wars, rising interest rates, volatile oil costs, a strong US dollar, slowing economies, increasing production rates, and MRO and infrastructure capacity constraints are all impacting the aviation sector.”
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.