MTD Audiobook

NILES-SIMMONS developed the ‘Closed-Door Machining’ concept to meet the ever-increasing requirements of manufacturing complex, high-precision parts for the aviation industry. The complete machining concept allows machining in one continuous process within one machine without operator intervention is available from McDowell Machining Technologies.

It is applicable for various parts that were historically made in several process steps on different machines. Some machine tool manufacturers may be thinking ‘we do that’, but do you really?

When using the ‘Closed-Door Machining’ concept, a raw part is clamped in the machine and after several fully-automatic re-clamping and re-chucking procedures, it can be removed as a finished part. Machining runs entirely uninterrupted and depending on complexity, shifts can be overlapped several times throughout the cycle as the process runs fully automated. The time associated with part-handling procedures and moving parts between several machines is removed. Similarly, the tasks for operators are also reduced, as fewer machines are required and less operator intervention is necessary.

By integrating all the technology into one machine, such as turning, milling, drilling, deep-hole drilling, boring, bottle boring thread cutting, gear hobbing, power skiving and grinding; there is no need to use ‘process-specific’ machines. In the long term, this considerably contributes to much more cost-efficient production.

For the implementation of the concept, NILES-SIMMONS introduced several new machining and measuring technologies. In doing so, it is now possible to achieve extraordinarily high accuracies of <5µm in a process-reliable way by the use of scanned part measuring through a RENISHAW Sprint measuring sensor and automatic tool compensation after the measurement cut. As well as Sprint, there is also another various touch measuring sensors such as RMP60 or RMP600 fitted to carry out other measurement tasks.

At the same time, the measurement of all necessary tools also takes place, again fully automated within the machine using a touch probe measuring system for fixed tools and an optic measuring system (laser) for rotationally symmetric tools.

To accommodate a large number of tools, it is possible to configure two tool magazines on the headstock and tailstock side with a capacity of up to 144 tools each to service the multi-axes turning-milling unit. Alternatively, for specific machining tasks an additional magazine can be applied for the counter spindle or tailstock sided boring bar slide. This long tool magazine has a maximum of 16 positions for long tool cartridges with up to two meters in length these can be operated with high coolant-pressure up to 300 bar and respectively with a high flow rate of up to 150 l/min. Consequently, any deep-hole drilling requirement can be achieved as part of an extremely stable and reliable process.

For surface optimisation, it is also possible to integrate grinding operations. The grinding wheel can be exchanged, measured and dressed - all fully automatically. For sparking, there are also sensors available. The coolant that needs to be positioned close to the part is controlled and positioned by a separate, programmable NC-axis.

The highest equipped machine with a turning/milling unit, boring bar slide, turret (bottom), main and counter spindle, as well as steady rests and tool change units, can be configured with up to 32 NC-axes. Due to this complexity, a CAD/ CAM system with integrated post-processors is essential.

Furthermore, a liquid-cooled concrete machine bed is used to achieve higher temperature stability and to ensure the requested accuracies despite temperature variation. The machining centres are also equipped with damping and vibration-reducing components such as FEM optimised slide-geometry, hydraulic clamped components of the part-axes, damping surfaces in machining direction and roller guides of the machining axes in size 45/55.

To ensure a clear and easy operation a Siemens OP 19 panel is used with additional touchscreen for process monitoring.

The process security within the Closed-Door-Machining’ concept is significantly enhanced through Niles Simmons comprehensive software modules driven by Industry 4.0, such as Volumetric Compensation Software, spindle modulation, axis compensation, tool breakage and drive monitoring. This concept and the respective solutions have been operational worldwide for over a decade among innovative manufacturing businesses with significant success.

Working closely with companies like Rolls-Royce, Collins Aerospace, Safran, Bombardier, ITP Aero, Marshall and Incora, XCEL Aerospace is a subcontract manufacturer with an aerospace pedigree that few in the supply chain can match. Offering services from CNC machining, fabrication, assembly, additive manufacturing, kitting and even its own range of braided leads, the Essex manufacturer is an integral part of the supply chain for many aerospace OEMs.
To retain its position as a key supplier to the aerospace industry, the Romford Company invests heavily in the latest technology and innovation to ensure cost-effective manufacturing of high-quality precision components. As part of this drive to ensure cost-effective manufacturing, the ADS, BSI, WEAF and SiG members recently invited Birmingham based tooling manufacturer Guhring to review the machining process on an aerospace valve component. The problem for XCEL was the cost efficiency of its existing Woodruff type cutters that were being used to machine a cast aluminium component with a 9% silicon content.

Guhring Accepts the Challenge

The previous solid carbide Woodruff cutter consisted of three teeth on a 21.7mm diameter tool, which was both expensive with relatively poor tool life. Only capable of cutting 10 components prior to tool replacement, the abrasive high silicone content aluminium was creating productivity, cost and surface finish issues for the aerospace experts. With two batch types, the Essex manufacturer is machining over 100 parts per month of this long-term project - a figure high enough to cause concern over tool life and productivity.

Invited to investigate the situation by XCEL’s Engineering and Machine Shop Manager Mr Alan French, Guhring’s Regional Sales Manager, Mr Dewar McKinlay offered an innovative solution. Commenting upon the situation, Mr McKinlay says: “We explained to XCEL that Guhring has a new method of manufacturing PCD tools by printing them on our MarkForged Metal X 3D printing machine.”

A blueprint for success

Emphasising the benefits, Mr McKinlay continues: “We made the point that the benefits were the rapid production time in manufacturing these tools. Additionally, this method gives us the design flexibility to produce any tool design we desire. Firstly, we printed a plastic tool to demonstrate the 3D-printing concept tool to the customer. We then made a 3-flute tool that was similar to the current tool, but with brazed PCD tips. Despite the PCD tips lasting considerably longer on the abrasive high-silicone aluminium than the previous tool, we wanted to go further.”

The design flexibility Guhring now has with its 3D printing facility supplied by Mark3D UK Ltd enabled the company’s engineers to internally develop an enhanced design within a matter of weeks. The new design increased the number of cutting edges from 3 to 5, allowing XCEL to increase the feed rate to significantly reduce production times whilst extending tool life.

Quantifying the benefits

Manufactured from H13 tool steel, the tool body of the 3D printed Woodruff cutter has a 13mm diameter shank with a 70mm overall length and 21.7mm diameter at the cutting edge. The difference is evident in the performance, cost and productivity improvements. “This aerospace part is a long-running project for XCEL and we have increased tool life beyond comprehension. The previous tool was worn and required a changeover after 10 parts, we have machined more than 180 parts with our 3D printed PCD Woodruff cutter and it still performs well. This is giving the customer a significant cost saving whilst reducing down-time and changeovers,” continues Mr KcKinlay.

From a design perspective, additive manufacturing is extending the realms of what is possible. As Mr McKinlay states: “Putting 5 cutting edges on a 21.7mm diameter Woodruff tool with a solid carbide body would create significant manufacturing challenges. The main benefits of printed tools are we can produce multiple designs very quickly, in this instance evolving from a 3-flute to a 5-flute tool in a matter of weeks. The cost-saving comes from the reduced production time to make the printed tools compared to solid body tools, something we can pass on to the customer. Another benefit with the printed tool is it can be re-tipped. This reduces the cost of the tool further, as the body can be re-used a number of times whereas the solid carbide tool is disposed of.”

Building a house begins with the foundation, its longevity depends on the foundation strength. With cutting tools, this foundation is the material. There are various cutting materials such as cemented carbide, PCD, HSS, ceramics and more. Each type contains different grades. Through history, the introduction of each material and its use has led to a significant change in performance. The last century was marked by the progress of material technology and now, we see fewer new solutions. Does this mean development of new tool materials has already peaked and is experiencing stagnation?

No, it is simply that new developments are deep within the cutting material and are focused on its structure. This can be observed only with the help of scanning electron microscopy (SEM), X-ray diffraction (XRD), electron backscatter diffraction (EBCD), and other sophisticated methods. They cover a tremendously complicated world of coatings that is extremely diverse.

The most common available cutting material today is cemented carbide, primarily coated. In terms of performance, it represents a balance between efficiency, tool life and cost. Cemented carbide is known also as ‘tungsten carbide’ or simply ‘carbide’. A combination of cemented carbide, coating, and post-coat treatment produces a carbide grade. Only one of these components, the cemented carbide, is an essential element in the grade.

Cemented carbide comprises hard carbide particles cemented together by binding metal (mainly cobalt). Most cemented carbides integrate wear-resistant coatings. New developments in cemented carbide are concentrated in three directions, carbide production, advanced coating methods and innovative post-coating techniques. Considerable success has been achieved in each direction. This is reflected in the wealth of new products introduced to the market.

Customers analyse grades using parameters such as productivity, tool life and performance. In upgrading carbide grades, ISCAR is very sensitive to the challenge faced by industry. In this context, ISCAR’s solutions are developed considering the trends of modern metalworking. For example, titanium and superalloy use has increased.

The growing usage demands technological solutions. The new tools require an appropriate foundation, made of advanced materials to achieve the desired cutting geometry. And for the construction of this foundation, ISCAR offers its new effective ‘bricks’ – upgraded carbide grades developed by metallurgists in the last few years.

In milling, ISCAR has developed PVD coated IC882 and CVD coated IC5820 grades– two chocolate-color carbide grades for cutting titanium, high-temperature alloys and stainless. An integral component is a post coating treatment that facilitates longer tool life, due to increased resistance to chipping, notch wear, and build-up edge formation. The IC882 grade demonstrates impressive performance when machining conditions are hard, and the advantages of the IC5820 are most fully manifested when applied to milling with pinpointed high-pressure coolant supply.

The PVD coated carbide grade IC806 was designed especially for turning high-temperature superalloys. As a result of the high mark that the grade received from the manufacturers of aerospace components, ISCAR expanded the application range of IC806 for laydown threading inserts. In addition to cemented carbide, industry consumes other hard cutting materials such as ceramics, diamond and cubic boron nitride (CBN). Their application on difficult-to-cut materials facilitates considerable increases in productivity. In recent years, ISCAR has enriched its cutting material range by introducing several new non-carbide grades, including the SiAlON grades IS25 and IS35 for cutting high-temperature alloys and the CBN grade IB20H for hard part turning.

At the same time, customer demand is not limited to the effective machining of exotics. Steel is still the main structural material and ISCAR’s last innovation was in the parting and grooving realm - two new PVD coated carbide grades, IC1010 and IC1030. These were utilised in inserts from the TANG-GRIP and DO-GRIP families (Fig. 2). The grades are intended for machining stainless steel and steel. While the hard submicron grade IC1010 is recommended for productive parting and grooving with high cutting speed, the tough IC1030 is more suitable for interrupted cut and unstable machining conditions.

Upgrading grades is an essential component for tool manufacturers’ success, and innovations should have a strong foundation. This why ISCAR’s motto ‘to be on the upgrade’ guides and inspires new tool material developments.

What are barrel tools?

The original barrel tool has been in existence for decades and its uses are very limited. Shaped like a barrel with two equal flute radii and used to produce slots with curved walls, the barrel tool never rose to prominence until more recent times.

With the ever-increasing capabilities of 5-axis CNC machine tools and high-end CAM software, it became apparent that this type of tool could be developed into various forms that could solve engineering and programming issues. The fundamental basics of the tool design are the same, that is to take a segment of a circle and use that arc to form the cutting edge to give greater flexibility for the contact area. There are four main types of ‘new’ barrel tool designs and these include geometries such as the conical form, the tangential form, the Form F and the lens form (see image to left). Each tool has a radius, either along the flute or the end radii. This allows for a greater step-down rate (or step over for the Lens Tool) than can be achieved by using other conventional tools such as ball nose or endmills with corner radii.

Why were they developed?

There has been a great push to reduce cycle times for roughing out parts. Everyone from machine tool builders, tool holder manufacturers, workholding suppliers, lubrication providers, CAD/CAM software companies and of course the cutting tool manufacturers have all been involved.

Various cutting tools have been developed down the years, resulting in vastly improved cycle times. Next in the spotlight was the finishing process and as demand increased for lightweight components with higher surface finishes (Ra), more challenges arose.

Just concentrating on tools for finishing, the most suitable tools were endmills with corner radii or ball nose endmills; with the latter being the most widely used. These tools have been used on a huge variety of surfaces with cycle times subsequently being very long due to the restrictions on the tool diameter and small step down (ap) needed to obtain the required surface finish. The only way to increase the step down was to use a larger diameter tool and this proved impractical due to the limited access and potential for collisions. So, the issue had to be addressed. We needed to develop a tool that allows for a greater step down without any loss of Ra finish that can simultaneously be used in restricted areas.

Understanding the concept

The ball nose endmill is based on a circle with the step down being limited to the contact area of the cut. This is generally calculated as the step-down rate (ap) = 0.02XD1. For example, a 10mm diameter ball nose can achieve a step-down rate (ap) of 0.20mm. Therefore, to increase the step down by 3 times, the tool diameter would need to be 30mm, which would be expensive and impractical in most applications.

However, by taking the segment of that 30mm diameter and adapting the arc to form the flute of the cutting tool known as the effective radius (Rw), the result would be a probable step down of 3 times that of the ball nose (ie 0.6mm instead of 0.2mm).

CAM strategies

With the new tool design, the issue moves to toolpath and strategy, as the tools need to be tilted at various angles to allow cutting contact all along the flute radius. This has meant that 5-axis machines and CAM strategies were integral to the future of the barrel tool concept.

OPEN MIND Technologies was the first CAM company to develop strategies that enabled the new type of tool to be used. The conical barrel cutter was the first tool developed and integrated by OPEN MIND for its hyperMILL CAM system to enhance what the company calls it’s ‘Tangent Plane Machining’ strategy. The conical barrel tools employed in this strategy can cut machining times by up to 90% during tangent plane machining.

hyperMILL’s automatic alignment and nestling of conical barrel tools is part of the company’s ‘MAXX Machining’ strategy for High-Performance Cutting (HPC). This strategy automatically supports both the geometry and collision checking of conical barrel cutters, tangential barrel cutters and lens tools. Other CAM vendors have since developed solutions to suit the tools.

Comparing the barrel and the ball

A recent demonstration using the MAXX Machining strategy and a Mazak i-400 with conical barrel tools supplied by Tewkesbury based Quickgrind compared a 10mm diameter ball nose tool and a conical barrel tool with a radius of 500mm on a 10mm shank.

Using a small step-over strategy of 0.2mm, the ball nose tool compared poorly with the conical barrel tool, which had a 3mm step over. The result was a tool path travel distance of 100m for the ball nose tool compared to 7m with the barrel tool. The machining time with the ball nose tool was 39 minutes whereas the conical barrel tool completed the task in just three minutes.

Components and features

Cutting tool experts like Quickgrind are often asked where barrel tools be applied? There is no straight forward answer. Rather than thinking about what components can be machined, it is better to think about the types of components you generally machine and which features within those parts have substantial cycle times that you would like to reduce.

These are some questions that may help any engineer considering barrel tools:

• Do you have parts that require a lot of finishing?
• What features take the longest time to finish?
• Are any features in hard to reach areas?
• Are there reach issues due to tool overhang or upstands?
• Do your machines have simultaneous 5-axis capabilities?
• Does your CAM software have advanced strategies for programming conical barrel cutters and lens tools?

Once you have considered these questions and if you want to look further into the options, it is time to contact Quickgrind. Within a short consultation period, Quickgrind will have a good idea in how its technology can support your business. The only limitations are the physical properties of the component and the machine tool dynamics.

Types of tools and how do I know which to use?

Quickgrind takes the view that we never want to limit ourselves or our clients and partners by concentrating on ‘off-the-shelf’ tooling. Considering our ethos, we have applied a philosophy throughout our company of ‘Infinite Possibilities’. We have explained the basic types of tools, but the question we are always asked is: What is your range?

Generally, cutting tool manufacturers publish product catalogues with a huge array of tool design types with the vast table of tool dimensions. At Quickgrind, we feel it is time for a change, it is time to cut the strings of catalogue limitations and demand the ‘right tool’ for your job.

With modern machine tool technologies and CAM software, we have opportunities for continuous improvements, but this will only be restricted by the cutting tool manufactured and used. At Quickgrind, we say ‘why restrict yourself when we can make virtually any cutting you need’ to optimise your tool paths and cutting strategies.

So, the considerations for barrel tools are no different in reality to any other tool in terms of dimensions. Firstly, you need to select a tool of an adequate diameter to give good strength when machining with as short an overall length and flute length as possible to generate the most secure outcome. With a barrel tool, engineers have to consider the tilt angle required and which flute radius is the most practical to achieve the desired finish and step-down rate.

This will often depend upon how your CAM software operates, so you will need to contact them and understand their strategies and then contact Quickgrind for the tool design. To give engineers an outline of the sizes and possibilities that are afforded by conical barrel tools, these are a few examples and pointers:

Generally, use the largest diameter and shortest length to give more stability and core strength in the tool.

Flute lengths are governed by the diameter and flute radius.

Ball end diameters can be made to suit your features, just remember that the barrel tool is ‘two tools in one’.

 

Based in Hohenlinden near Munich, Herrmann CNC-Drehtechnik GmbH has made a name for itself as a preferred supplier in the aerospace industry. Numerous aerospace OEMs rely on the precision and quality of the Bavarian machining specialist. To ensure the required quality, the machining experts at Herrmann use precision tools from Paul Horn GmbH.

“When it comes to machining high-tech materials, we need suitable tooling solutions that can withstand high loads and live up to our quality standards,” says Production Manager Stefan Schubel. He uses grooving tools from Horn to make pedestal bearings from tempered steel.

There is a common misconception when describing the extendable parts on a wing as ‘landing flaps are there for landing’. The correct name is a ‘high-lift device’ and these devices are required during take-off and landing to increase lift. Otherwise, the wing area would not be able to provide enough lift at low take-off and landing speeds. They also increase the drag when landing, as otherwise the speed would be too high and the wheel brakes could be overloaded. The pilot can extend and retract the slats (on the leading edge of the wing) and the flaps (on the trailing edge of the wing) to precisely control the lift. The slats and flaps are moved by means of a mechanism inside the wing and this is where the pedestal bearing from Hohenlinden comes in. The bearing transfers the torque of the linkage and compensates for axial play employing a spline. The pedestal bearing also serves as a flexible coupling between the shafts.

Working with exotic materials on a day-to-day basis

“Horn is constantly developing useful improvements to its tool coatings and cutting geometries. As a supplier to the aerospace industry, we spend every day working with special materials that are not always easy to machine,” explains Schubel. When it comes to grooving the hub and shaft of the pedestal bearing, Schubel and his team use tools from Horn.

The bearing hub is made from 1.4548 (X5CrNiCuNb17-4-4), tough, high-strength steel often used in aerospace applications due to its high corrosion resistance and excellent mechanical properties. The machining experts at Herrmann CNC-Drehtechnik use the trochoidal grooving method to produce the large, deep recess in the workpiece. A full radius grooving insert from Horn’s S229 System with a radius of 2mm is used for roughing. For the substrate, Horn application engineer Korbinian Niedermeier recommended the AS66 grade. “In conjunction with Horn’s coating, this substrate is ideal for machining materials of this kind,” says Niedermeier.

Trochoidal turning

Trochoidal turning is ideal for turning deep, wide recesses where a high chip volume needs to be generated. “We have been actively using this method for around two years. We use the ESPRIT CAM system, as this software was one of the first to offer the option of trochoidal grooving,” says Schubel.

The grooving process starts with a 30mm wide and 15mm deep (incremental) recess processed via trochoidal roughing with the full radius of the indexable insert with a cutting speed of Vc=140m/min and a cutting depth of Ap=1mm. The feed rate is set at Fn = 0.25 mm/rev and the finishing allowance is 0.2mm. Finishing is carried out on two sides with a 3mm wide insert with a corner radius of 0.2 mm that is selected from the S229 system. The total production time for the recess is under two minutes. “Thanks to this grooving method, we have no problems with long chips when working with a material that is difficult to machine,” says Schubel.

The shaft of the pedestal bearing is made from SAE 51431 (1.4044), tempered to 1,350–1,500N/mm2. “It is often difficult to get hold of this special-grade steel. We purchase the material directly from the manufacturer in France, so we don’t order lots of different diameter variants. The smaller quantities of the components we are producing justify the high metal removal seen in some cases. However, we wouldn’t turn a 26.4mm shaft from a 55mm diameter bar,” explains the production manager. An insert from Horn’s 223 System is used for producing the 5mm wide recesses. In this case, each cutting edge has a life of over 300 workpieces. A Supermini 105 insert is used for internal profiling of the hole and the 45-degree chamfer. Finishing of the axial recess is also carried out using a Supermini. “These tools allow us to achieve the required surface qualities without any problems,” says Schubel.

Focus on quality

During production, the focus is always on the quality of the components. To meet the strict requirements for aerospace certification according to DIN EN: 9100, it is essential to have a clean and tidy working environment, highly qualified personnel and a quality assurance process featuring high-tech measuring machines. However, official certification inspections are not the end of the story because Herrmann’s customers also visit the site to carry out regular audits. “Cleanliness, precision and constant quality control are an absolute must when it comes to our everyday work”, says Schubel.

The company produces every class of component for the aerospace industry, from Class 3 to Class 1. The most critical of these is the Class 1 component, the failure of which seriously jeopardises the safety of the aircraft. When a Class 2 component fails, it seriously impairs the ability of the aircraft to function but landing is still possible. The failure of a Class 3 component has no impact on functionality.

Originally founded in a large garage back in 1986, Herrmann CNC-Drehtechnik GmbH now has 7,000 square metres of combined production and office space in Hohenlinden, near Munich. This Bavarian company, which employs 100 people, specialises in the manufacture of aerospace components. Thanks to its expertise in the machining of critical components and hard-to-cut materials, the company has established a very good reputation with numerous large aerospace corporations, gaining ‘preferred supplier’ status.

The partnership between Herrmann and Horn spans more than 25 years. “Working with the technical advisers and Horn’s internal sales team is always a pleasant and productive experience. We look forward to continuing to use Horn tools and hope that Horn will continue to provide the same level of reliability and delivery performance in the future,” says Schubel.

By Andy Silcox, CEng MIMechE Research Director, University of Sheffield Advanced Manufacturing Research Centre (AMRC) Cymru

For those of us from the punched tape fed CNC generation, the idea of using technology like AR headsets in day-to-day manufacturing operations may seem like a step too far toward digitalisation. What about an Automated Guided Vehicle (AGV) whizzing around the shop floor delivering parts to workstations round the clock? Or using Discrete Event Simulation (DES) to determine when employees should take their breaks?

These aren’t space-age visions of a future factory anymore. Implementing Industry 4.0 technologies like these to create an agile operation able to pivot to changing market demands is now fundamental to the immediate profitability and long-term sustainability of the UK aerospace sector.

Twelve months ago a flexible and sustainable aerospace supply chain which could be operated with minimal human interaction was still a dot on the horizon – a dream that was edging closer but never truly promising to be within grasp. And why should it?

Since the turn of the century, commercial airline manufacturers and their associated supply chains have enjoyed record demand for their products. Both Airbus and Boeing exceeded 800 aircraft deliveries in the last two years and, with a large backlog of orders, there was confidence within the industry that the market would continue to grow strongly.

But, as we approached the beginning of a new decade, cracks were starting to show. Two fatal crashes meant Boeing grounded its entire fleet of 737 Max aircraft and began 2020 with orders for just 54 planes: compared with 893 the previous year. Add this to the surging swell of public opinion pushing the industry to go further and faster in reducing aviation CO2 emissions.

…then Covid-19 struck

Figures from ADS show 370 aircraft order cancellations were recorded between January and April this year. Deliveries of planes hit a record low of just 20 in April and it is likely to take several years before production is restored to pre-crisis levels.

Those numbers are a wake-up call for manufacturers and have exposed vulnerabilities in the supply chain. But the drop in demand for high-rate production, the unavoidable review of working practises and the inevitable changes on the shop floor should also be viewed as an opportunity.

Even before the Covid-19 pandemic turned the world on its head we knew digital agility was vital if the aerospace sector was to have a profitable future as it met the two great challenges of climate change and decarbonisation. Covid-19 has merely accelerated that need.

At the AMRC, we have seen first-hand the suppleness generated by Industry 4.0 technologies as we joined a consortium of UK manufacturers in pivoting our operations to fight the pandemic. AMRC Cymru, our Welsh Government funded R&D facility in Broughton, was quickly turned into a production line making thousands of life-saving medical ventilators not six months after it was officially opened. Our ability to respond like this hinged on having flexible, digital manufacturing processes.

Industry 4.0 technologies, such as modelling and simulation, automation and augmented reality (AR), are key tools in giving manufacturers the flexibility to react swiftly in times of crisis but will also be critical for their long-term success as well. Businesses that invest in these technologies right now, will be at a significant competitive advantage as they will be able to accommodate fluctuations in demand far quicker than their rivals.

At AMRC Cymru, with our partners Airbus and the help of the Ventilator Challenge UK consortium, we deployed these digital tools to safely install 16 assembly lines in less than a fortnight. The task of creating a shop floor where 88 operators could work simultaneously while maintaining safe social distancing is one very similar to the challenge many manufacturers are now facing.

Fundamental to our success was the use of DES modelling. By creating a digital model of the building, the mobilisation team were able to experiment with different layouts and run numerous scenarios to maximise the efficiency of production, logistics, the flow of people around the facility and even the welfare breaks whilst all the time ensuring safe social distancing.

For the aerospace supply chain, investment in this type of modelling software has the two-fold advantage of minimising the productivity impact of the Covid-19 restrictions and equipping manufacturers with a tool that enables them to plan effectively for future similar scenarios.

For many of us, an engineer with an AR headset looks more at home in a Siemens smart factory in Germany than working on a CNC machine here in the UK. But Microsoft HoloLens devices were vital in allowing the Ventilator Challenge UK team to deliver step-by-step assembly instructions to rapidly train hundreds of automotive and aerospace assembly technicians to build medical devices; not to mention the opportunity to further reduce the Covid-19 contamination risk by using them to deliver remote fault finding and technical assistance.

In machining, AR doesn’t have to be confined to assembly and operator training, it can also be used to assist in part setup or maintenance of CNC machines. Beyond this, AR can equip workers with process data that will help them in monitoring the process. With this regard, there are two trends. The first one makes use of the machine viewing window to project process information inside the workspace with the advantage of ergonomics and wider visibility. The second is to display the information on a handheld device such as a smartphone or tablet or in a head-mounted display.

The suitability of these systems and benefits for equipping the worker with in-process data need to be assessed now, more than ever, as does the potential for electronic route cards to replace paper-based systems to enhance the worker’s decision making with increased information available at point of use. The industry can benefit from inexpensive systems with user-friendly interfaces which can be easily learnt, even by computer-illiterate workers.

It comes back to that idea of agility. By digitalising work instructions and delivering them on AR headsets or tablets in conjunction with digitally connected SMART tools, manufacturers can create much greater flexibility in their workforce which doesn’t compromise quality or productivity.

At Mercedes AMG High Performance Powertrain, the AMRC provided two Mobile Industrial Robots (MiR) AGVs to assist in the production of ventilator devices being made at their Northamptonshire facility.

In just a few hours, with no additional infrastructure, the AGVs were put to work delivering parts to workstations, removing the risk of cross-contamination from human operatives conducting logistic operations. The use of collaborative robots and AGVs have obvious immediate benefits for implementing social distancing, but their ability to be integrated into a safe, shared working environment with human operatives means they can be quickly deployed as a flexible resource anywhere they are needed around the factory.

[caption id="attachment_900095225" align="alignleft" width="300"] AMRC 31.10.18[/caption]

Although precision CNC machining has made considerable efforts to automate manual processes such as part loading and unloading, part fixturing, and set up; there are still some challenges to overcome. All machinery, including tools, peripherals, and programming, must be connected and integrated to work together flawlessly whether this is fully automated tool data management or in-cycle process verification to avoid the need for an end of line inspection.

Of course, in such uncertain times and with a recession looming, the idea of making large investments in such technologies is not particularly enticing; but the experience at AMRC Cymru proves that these technologies, deployed quickly and at relatively low cost and risk, can get manufacturing operations back up-and-running safely while maintaining productivity.

In the first instance, the implementation of such technologies can have a significant impact in helping manufacturers to operate efficiently in the challenging circumstances we find ourselves in. But it goes beyond that. By taking these steps now, manufacturers can lay the foundations on which to build a digitally connected, reconfigurable and resilient production facility.

Traditionally, in the machining industry, there is a low take-up of readily available technologies, knowledge and management best practices. That has to change and the AMRC can help. That is why we built Factory 2050 in Sheffield, the UK’s first state-of-the-art digital factory entirely dedicated to conducting collaborative research into reconfigurable robotic, digitally assisted assembly and machining technologies. And why AMRC Cymru is its mirror image in Wales.

Both are designed to address the rising need for high variation and mass customisation manufacturing throughout a diverse range of engineering sectors which we were able to put into action on the shop floor to manufacture life-saving ventilators.

That knowledge and expertise isn’t the property of just the AMRC though, it is available for all manufacturers to take advantage of and our team of engineers are on hand to help manufacturers understand how these technologies can be deployed in any production environment.

It is that word ‘opportunity’ again. Could this be the perfect time for the aerospace industry to address sustainability not just in the product but throughout the whole manufacturing life cycle?

To grasp that opportunity, agility is vital; it allows the UK aerospace supply chain to be quickest to market for future platforms, accommodate the inevitable fluctuation in demand and, as always, to improve the end product.

A few months ago, Airbus and Boeing were working day and night to increase production to reduce a record order backlog. Today the picture is different. Dr Simon Weeks, Chief Technology Officer at the Aerospace Technology Institute (ATI), tells MTD that new opportunities for world-class subbies will open up as primes insist on even higher KPIs, and firms can still apply for many aerospace programmes, some with funding. By Will Stirling

What is the outlook for civil aerospace manufacturing since the Covid-19 crisis?

In the peak of the crisis flying reduced by more than 90%. The knock-on to manufacturing has been rapid. Propulsion has been hit especially hard because the power-by-the-hour model means they’re only paid when aircraft fly. There is an immediate reaction in the supply chain because of collapsed demand for both new parts and spares, as there is very little maintenance activity. We can assume there will be a high number of orders cancelled.

When can we expect the industry to recover?

It will probably take two years for orders to recover to 90% of the highest level in recent years. The market has been growing around 4.5% per year on average; when will growth recover back to this level – my estimate would be in five-years. People will remain cautious or fearful of travelling, so this will be a slow recovery.

Will airlines operate their older aircraft for longer?

The driver for replacing old stock was fuel efficiency. There is a lower incentive to replace aircraft when the fuel price is so low. In some cases, airlines are retiring their older aircraft, such as Boeing 767 and 757 fleets, meaning new aircraft could be needed if demand returns. But when the capacity won’t be there, some airlines unfortunately will not survive.

What positives can aerospace subcontractors look forward to in the next 24 months?

The OEM ‘majors’ want to make their supply chains more competitive. We are hearing they are putting pressure on their supply chains to save costs. As ever, it’s about the focus on quality, cost and delivery. You need to be good at all three and invest in opportunities. There will be a price squeeze but this will create opportunities for those that can respond – for the best companies you could say there will be more opportunities as existing suppliers struggle.

The ATI supports companies investing in technology to help them transform, we have found the companies that do this have received enormous benefits. An example is Spirit AeroSystems in Prestwick. From an ATI and government-funded programme, it developed a low-cost composite manufacturing technology and won the spoiler contract for Airbus A320s. They set up a new production line and a modern, automated composites facility. There are other stories like that, and we want companies to talk to us to help achieve their ambitions.

How does Covid-19 and lower orders effect these programmes?

There will still be aircraft orders to justify technology investment, yes. Orders will fall, but if you have a long horizon they will return. Suppliers need to be nimble and committed. Technology is a very important lever to transform your business in both the physical and digital space. The UK has been slow compared to other countries, and it is critical that companies up their game. For small companies it is really hard to understand which digital technologies can benefit their business, but there are people to help them navigate this, such as the Catapult centres and ATI – we’ll do our best to help anybody.

What aerospace programmes are suitable for SMEs?

I chair a programme called NATEP. That has been very important in getting smaller companies into some aerospace programmes. We have monthly funding calls too. We look to form groups or clusters of companies with a range of capabilities that could access a project – with others they can make a stronger offer. We’ve helped build those clusters.

The future: What new technologies and materials should engineering companies plan
for the future aerospace market?

The composite content of future aircraft is rapidly growing, for light weighting. The Boeing 777x has all-composite wings, as does the Airbus A350. Future models will have mainly composite wings but also fuselage panels, pylons and structures. If you are already supplying parts to wings and fuselages consider whether some components, like fastenings and brackets, could be made from composites too. It is difficult to substantially change in-service aircraft, but for planes like the A320 in production, some of these parts will be replaced in the current cycle. Cabin interiors are replaced three times in the life of one aircraft, so look at interior mouldings and fittings, and also seating.

The Wing of Tomorrow is a group of programmes run by Airbus, GKN Aerospace and ATI for developing the next generation of wings. Much is around ‘productionising’ technology, increasing the production rate and automating manufacture and assembly. There are opportunities here not just for components in wings but for companies that make automation equipment, and for building suitable integrated automation solutions.

There is also a lot of interest in urban aviation and shorter range flying that will potentially use electric propulsion systems. The technology is a little way off – programmes are running now, but it will be perhaps five years – but it is coming. Here, the businesses will look more like high end automotive firms than traditional aviation, a luxury segment. There are details of this in our strategy. A battery powered aircraft made by ZeroAvia flew from Cranfield University in June, which is working towards a hydrogen fuel cell powered system. Rolls-Royce has an electric aircraft demonstrator called ACCEL.

What about more UK content – is that rising, given the economic circumstances?

We are working with Airbus colleagues, and separately with Rolls-Royce, to work out how they can bring more UK suppliers into these programmes. Rolls has a huge efficient engine programme, UltraFan, that we are supporting, looking at how we can develop a bigger UK supply base. For both programmes, the ultimate market application will probably be further out now than was planned for.

Cheaper aviation fuel to some extent defers the pressure on airlines to acquire better engines, but companies like Rolls-Royce will flow down the latest technology into new products to enhance them despite the current climate, so UltraFan will sustain.

How can firms learn about new aerospace supplier opportunities?

There is a new ATI report on cabin interiors. The UK produces a high proportion of global cabin seating market. Suppliers should talk to companies like Safran and Collins Aerospace, two of the market leaders. There are over 300 projects on ATI’s books, so SMEs must look these up.

There are very few places feeling the impact of the COVID-19 pandemic more than the aerospace industry. As soon as travel restrictions were announced – it was the aerospace sector that felt the impact before all else. As a global industry that is annually valued in the region of US$900bn, aerospace manufacturing is now facing its biggest challenge yet.

Whilst the manufacturing industry across civil and military sectors may have this colossal value pinned to it, when you add in the impact on airlines, their ticket sales and associated revenue, the airports and hubs, the supply chain that involves everything from catering to cleaning services – nobody genuinely knows what the true impact will be. With airline bookings stagnating with restrictions on travel, the safeguarding of consumer and workforce health is priority number one among businesses and governments around the world. It is forecast that air travel restrictions will persist for a prolonged period, but where is the light at the end of the tunnel?

During previous crises like 9/11, SARS or the financial crisis of 2008/09, there was a recovery along a V- or U-shaped curve back to the pre-crisis growth path. As COVID-19 is a fully global crisis, we may need to get used to consistently lower levels of air traffic. In the longer term, manufacturers are expected to face cash-flow shortages, production challenges and a cascading effect that may flow throughout the industrial base, impacting complex manufacturing. So, what can we expect in the future, how long will it last and how deep will the crisis be?

Expert analysts expect defence contractors to witness reduced demand and a slowing of the growth curve as national governments look to control expenses and reduce expenditure. The knock-on effect for manufacturers may be a loss of market share if they fail to deliver or fail to invest in next-generation technology during the downturn.

For the civil aviation sector, the longer the flight restrictions last, the more airlines will run out of liquidity. This will bring the risk of bankruptcies, government nationalisations or consolidation, hence causing irreparable change in the industrial landscape and customer structure for aircraft manufacturers. It is already reported that Italian flagship Alitalia is earmarked for renationalisation and no doubt more will follow.

The immediate impact in numbers

The International Civil Aviation Organisation (ICAO) has already published a preliminary COVID-19 impact report on scheduled international passenger traffic during the first half of 2020. It highlights a reduction of 41 to 51% of seats offered by airlines when compared to pre-COVID schedules. This is an overall reduction of 443 to 561 million passengers, an estimated gross operating revenue loss of US$98 to 124bn for airlines.

As a timeline, international passenger capacity reduced by 8% in February as the outbreak started to take hold. When the impact went global in March, capacity reduced by 33%; and in April international passenger capacity fell by 85%.

The manufacturing outlook

Looking forward, there will be a new landscape for MRO services (Maintenance, Repair and Operations). Demand for MRO is driven by the size and activity of a fleet; and as soon as aircraft are grounded, demand for all flight hour/flight cycle linked maintenance disappears. This makes MRO the first victim of the pandemic.

As and when MRO providers and spare parts suppliers return to any semblance of normality, airlines will be reconsidering the retirement of older aircraft, instigating potential deferrals or cancellations of current orders. As MRO activity picks up, the MRO supply chain will first consume existing inventory before purchasing new parts. Furthermore, shrinking fleets and aircraft that have been grounded may be disassembled with parts used as spares, further reducing demand from the supply chain.

Concerning new aircraft orders, it is perceived that there will be a dramatic slowdown in demand and the consequent fleet evolution of airlines. As a pre-pandemic reference point, global aircraft demand for the ten years from 2020-2030 was predicted to be around 21,760 new aircraft. It can only be assumed that as airlines face financial difficulties, aircraft replacement will be postponed, especially as current fuel prices make it more economically viable to continue flying older, less fuel-efficient aircraft.

In light of this, the challenge for the industry is threefold. Firstly, it must strive to minimise the postponement or cancellation of aircraft orders. The industry also has to survive and ‘bridge the time gap’ until the demand for new aircraft increases while keeping the aerospace supply chain alive and healthy; and finally, there needs to be a ramp-down of the supply chain to a new ‘norm’ whereby a sustainable medium-term production level can be achieved.

Boeing President and CEO Dave Calhoun issued a letter to staff estimating that global revenues will fall by US$314bn by the end of 2020, as 2,500 aircraft are idled, and passenger volumes are down by 95% in the US. He went on to state that the industry is a vital pillar of the economy supported by 17,000 suppliers and 2.5million jobs. Emphasising the size and the importance of the sector and in particular, Boeing’s role within the industry is surely a plight to secure as much of the US government’s US$2trn support package as possible.

There will be a keen eye on Boeing’s next move and how it deals with a new reality regarding the demand for new aircraft. The new reality is not unique to the US manufacturer, as its European peer, Airbus has already announced its plans for the remainder of 2020. Airbus’ ‘Rate-60’ strategy of producing 60 narrow-body A320 aircraft a month has now been revised down to ‘Rate-40’ – not too long ago it was mooted how the company could achieve ‘Rate 90’ to meet the exceptional demand. This clearly shows how the landscape has changed so quickly for the industry. Airbus will also reduce the output of its wide-body A350 by 40% from 10 to 6 units a month with the A330 set to decline from 3 to 2 units a month. Whilst Boeing has not yet announced its plans, it is also expected to reduce output by 30-40%.

Light at the end of the tunnel

As with any ‘downturn’, there will be winners and losers. With analysts expecting OEM’s to consolidate their supply chains, this will provide opportunities for many manufacturers. For a supply chain that has already invested in the latest manufacturing technology, principles and strategies; the future will eventually be bright. For those that have not yet streamlined and optimised their process flows and production equipment – now is the time to invest. If you are not currently in a position to invest, ‘breath’, ‘come up for air’ and take advantage of your spare time during the temporary output decline to review your business, look ahead and strategise how you can maximise your opportunities.

After a somewhat quieter month in April for obvious reasons, both May and June have seen glimpses of recovery, businesses opening back up….and the MTD team back up to full strength. There were initial concerns of engineers being cautious about opening their doors, let alone allowing the MTD crew in - but that has rapidly become a distant memory and we’re back in full swing!

During the lockdown, we noticed that we went from about 1600 visitors a day on the website to 1000, but this quickly bounced, as the shock dissipated, and the boredom started. The traffic then doubled to almost 2000 visitors a day in some instances. This also applied to YouTube, some of our videos were hitting 1000 watches within hours of release. I believe this is a trend that digital traffic will increase to all websites and social channels and I urge engineers and manufacturers to embrace this change. My reasoning behind this is simple. Research can be easy; engineers have realised two things:

1. They know they need to be up to date on the best solutions for reducing operator intervention and increasing throughput, even more so now with social distancing in place and the need to be more competitive, as buyers look to cut costs. Quite simply, if you cannot move freely with travel restrictions and safety, why wouldn’t a business embrace the internet and do research safely and swiftly.

2. Engineers don’t need to talk to every salesman, application engineer and company to compile a reasonable idea of what’s best for them. A mix between digital information and print media, perfectly combined by MTD can give engineers all they need when narrowing their search.

What is the impact of this? Personally, I think its crucial to the survival of UK manufacturing. Engineers need to make the best of what they have and invest to get ahead of their competition, its survival of the fittest. Our intention is to harness this change and provide all the tools they need to be informed.

Where is the downside? Well, much of the same will give more of the same result, as I was once told in sales. This key message applies to manufacturers of machinery, tooling and related equipment, as now is the time to adopt new ways of thinking, ensuring you are seen when the example above applies, and the engineer doesn’t pick up the phone.
How often do engineers ring salesman and say, “I’ve seen ‘this machine’ online, I know it’s got a BT50 spindle and 1500mm X axis, you show it with the FANUC control but does it have a Siemens to?’’ I’m sure everyone has had this happen - the research is almost all done. On the flip side, imagine if it was someone else’s’ machine they saw first, you wouldn’t even know they were in the market, thus you’ll be hearing ‘nothing is happening, no one is buying’ – they are, they’ve just not found you...

After the lockdown, it seems companies are chomping at the bit to get MTD through the door to show off what they’ve been doing for the NHS Ventilator Challenge or their switch to PPE production. For a lot of companies, that have remained open through the lockdown, it’s been business almost ‘as normal’ and plant and equipment have continued to flow during the COVID crisis.

Now, there is a burning desire to re-engage with manufacturing and tell the world that everyone is back and open for business. Having come through the COVID crisis with just one client having to withhold payment due to cash flow issues, MTD has come out of this unprecedented period with more ideas, more clients, more requirements for our popular digital media; and now, more staff. Welcoming new customers and greater demand for digital marketing support, MTD has just recruited two further apprentices and another digital marketing executive – our growth continues.

With the new MTD.network website now live, a new SwarfandChips platform imminent, our MTDCNC App just around the corner and a flourishing MTDMFG.com channel – there are now more marketing opportunities than ever. Dedicated to the manufacturing sector, MTDMFG.com saw over 200 live leads for involvement on the first day our new FactoryNow platform went live.
The new App will give notifications of news stories, videos, product deals instantly, once preferences are selected. The new MTD Network website has a slight change in business dynamic with more to be revealed soon. Virtual showrooms are something else we’ve been working on for a while, we have the content, we just need to make it easy to access and view. I’m not 100% convinced by the virtual exhibition at the moment, as I still believe engineers like to touch and feel plant, especially if it’s in one place, like a MACH exhibition.

‘Live’ is a big part for us now too, this isn’t easy to get an audience and takes time, there is no quick fix to this, every Thursday we host a live program at 8pm discussing topics from the week and this is going well, you can find it on Facebook. Without question, the next big thing is podcasts. We’re delivering at least once a week and some are already being listened to 2000+ times. When accompanied by our Audiobook, this is a powerful tool to grasp the interest of engineers whilst they are on the move. Another platform outperforming industry rivals is the MTD Magazine. With an easy transition from print to digital, our readers can now listen to articles via the Audiobook.

The team have also worked hard to deliver the right message to industry regarding working safely and practising the 2-metre safe distancing rules, which you will see in our latest round of videos. From a visitation perspective, the MTD team can also wear masks and gloves if/when requested by our clients. Equally important is the fact that we sanitise all our equipment before entering any factory.

With events being cancelled and new products coming through, the need to promote new technology has been the linchpin of our digital growth. Equally, the promotion of stock equipment always happens when markets are squeezed - and at MTD, we have the best route to market for both of these. Whether it be cutting tools, tool holding and workholding, automation solutions, machine tools or even PPE – all these items fit perfectly on our channels, and when they need selling, there is no better place to be seen.

Overcoming Challenges

Whilst we are exiting the pandemic as a stronger business, we have had our challenges like everyone. During the lockdown, we used Zoom and Skype to communicate a daily news program which saw industry leaders join us for a conversation about the industry. This took off and I believe it cemented our position as the ‘Number 1’ news channel for manufacturing and general engineering in the UK. I am exceptionally proud of the team I have working for me, all of which took to working remotely easily and embraced change and the opportunity to reflect and innovate.

But this didn’t all come easily. As a team, we’ve had to learn new things like everyone else. Challenges for MTD were producing shows remotely, overcoming challenges of Internet connection, streaming platforms and how to master Zoom, Teams and Skype. They may be challenges far from most people’s minds, but I’m sure a lot of businesses will relate, as homeworking has skyrocketed.

I feel strongly that the UK needs to look at re-shoring, we are a clever bunch and we are skilful, but the recent pandemic exposed a lot of weaknesses. Through our channels, we will continue to communicate the message that it has never been more important for engineers to make stuff here in the UK.

The experience has changed everybody’s attitudes to communication, no longer do we have to drive to Scotland for a meeting, even sales meetings can now be held remotely on occasions. I do feel that life will quickly return to normal and all these clouds will pass. My main worry is for the aerospace industry, holiday companies and hospitality businesses, as important as it is for us to holiday in the UK and spend money here to re-establish these companies, it’s also equally as important to jump on planes, go on holiday, visit our overseas suppliers and start where we left off.

Founded in 1946 to undertake subcontract electric motor repairs, Stoke based Fletcher Moorland recently bought its first vertical machining centre, a FANUC ROBODRILL. MTD visited the company to find out more.

Commenting upon the back story, Matthew Fletcher says: “Fletcher Moorland was a company started by my grandfather in 1946, and three generations later, I am running the business. Primarily a repair company, we work on electric motors, air handling units, pumps, fans, gearboxes and we also have an electronic section where we undertake electronic repairs such as servo drives, inverters and PLCs. Companies all around the UK use us for repairs in a breakdown situation.”

Looking into the reasons behind buying the FANUC ROBODRILL machine, Matthew says: “We often have requests from customers to manufacture parts that either they couldn’t make or there were long delivery times. We have traditional machine tools here and with these machines, it would take too long to machine parts for customers. The only other solution was to subcontract parts out to the suppliers. We made the decision to bring this service ‘in-house’ and the FANUC ROBODRILL proved ideal for what we want and how we can serve our customers.”

“We invested in FANUC, as it is such a well-known brand and we already have a well-established relationship with the company and the people there. We also repair FANUC equipment in our service department, so it naturally seemed to be a good fit.”

Taking a closer look at the high-powered version of the ROBODRILL D21MiA5 at Fletcher Moorland, machine operator Matthew Chidlow says: “It’s an amazing machine as it allows you to improve productivity times. What makes the FANUC machine more productive is the speed that it moves from position to position when it is not cutting. This allows us to move around the part a lot quicker reducing non-cutting times.”

“The majority of the material we machine here is aluminium and soft steel, but the machine allows you to do harder materials like D2 tool steel and it will perform like it is cutting aluminium. The fact it has a BT30 spindle configuration makes no difference, there is no vibration in the machine,” says Matthew.

Looking specifically at the spindle, programming and the reverse engineering the company undertakes, Matthew says: “The maximum operating speed is 10,000rpm and we have MasterCAM software that drives the machine with two CMM’s for inspecting our components. With regards to reverse engineering, a customer will ask us to re-engineer a part and what we will do is sit down measure the part and then put it onto our MasterCAM system by drawing it, generating a program and adding the tools to the process for use in the ROBODRILL.” The machine operates with the FANUC 31i Series Model B5 CNC control system that makes daily operation an easy task, as Matthew continues: “what we ask the machine and the software to do, it does! We can machine to very tight tolerances and with regards to cleaning and in machine maintenance, the flood coolant washes all the chips away from the work area and this reduces our need for swarf management.”

Concluding on the ROBODRILL D21MiA5 at Fletcher Moorland, Matthew says: “It’s a small and very reliable machine that is very compact and this allows production times to be reduced, so we can get the parts of the machine a lot faster.”

Giving his final remarks on the machine, Company Director Matthew Fletcher states: “The machine is a success, but we are still in the very early days at the moment and we are still learning. We employed a guy specifically to run this machine and what I wanted to do is to run 1-off, 5-off and small batch runs and volumes for our customers; essentially producing small volumes with high value. The machine is also a business case, where we are putting our sales team on the case to bring business in to us. It may be our first CNC machine investment, but I would like this to grow and so far the results are positive.”