Design for Production

1957 ◽  
Vol 61 (562) ◽  
pp. 679-687
Author(s):  
E. D. Keen

The title of the paper infers that, in general, aircraft design is not fundamentally suitable for production and, for various reasons, design for quick and easy production must be the result of compromise. In practice optimum design and easy production never seem to coincide exactly. Refinement of design for production covers many broad conceptions.In its broadest sense it should be the uppermost consideration from the very beginning of the design of the prototypes. The primary object of designing any new aircraft, civil or military, is to be able to produce a series of the most efficient fully approved and tested production aircraft at the highest possible rate in the shortest possible time. The first part of the paper, therefore, deals with the design and production planning phases of a new aircraft when, by joint consultation with the production departments, the design is viewed from the production angle from the outset.

2012 ◽  
Vol 229-231 ◽  
pp. 2562-2566
Author(s):  
Seyed Ali Hosseini ◽  
Amin Nosratabadi ◽  
Taravatsadat Nehzati ◽  
Napsiah Binti Ismail

The sustainability concept today is at the front lines of new technologies in manufacturing, products and work methodology. Be a sustainable manufacturer is critical issue to the future of manufacturing system. Various efforts have been conducted around the world to ensure the sustainability of manufacturing system. This study addresses current trend in sustainable manufacturing by focus on two major elements, which are facility design and production planning. Critical challenges are listed and future trends have been discussed.


2020 ◽  
Vol 61 (5) ◽  
pp. 2193-2216 ◽  
Author(s):  
Marco Tito Bordogna ◽  
Paul Lancelot ◽  
Dimitri Bettebghor ◽  
Roeland De Breuker

AbstractIn aircraft design, proper tailoring of composite anisotropic characteristics allows to achieve weight saving while maintaining good aeroelastic performance. To further improve the design, dynamic loads and manufacturing constraints should be integrated in the design process. The objective of this paper is to evaluate how the introduction of continuous blending constraints affects the optimum design and the retrieval of the final stacking sequence for a regional aircraft wing. The effect of the blending constraints on the optimum design (1) focuses on static and dynamic loading conditions and identifies the ones driving the optimization and (2) explores the potential weight saving due to the implementation of a manoeuvre load alleviation (MLA) strategy. Results show that while dynamic gust loads can be critical for wing design, in the case of a regional aircraft, their influence is minimal. Nevertheless, MLA strategies can reduce the impact of static loads on the final design in favour of gust loads, underlining the importance of considering such load-cases in the optimisation. In both cases, blending does not strongly affect the load criticality and retrieve a slightly heavier design. Finally, blending constraints confirmed their significant influence on the final discrete design and their capability to produce more manufacturable structures.


1949 ◽  
Vol 53 (468) ◽  
pp. 1085-1094 ◽  
Author(s):  
E. C. Pike

SummaryA summary is presented of information collected on coefficients of friction (rolling and sliding) between rubber tyres and road or runway surfaces. Nearly all the data collected are from tests on automobile tyres and are limited to speeds of about 40 m.p.h. In some cases the primary object of the tests was to distinguish between good and bad roads, and not to determine absolute values of friction coefficients.The reasons for the importance of the information for aircraft design use are discussed and distinctions are made between coefficients measured in different ways.The results show the variation of sliding friction coefficient with various parameters at speeds up to 40 m.p.h. There is a set of American tests at speeds up to 110 m.p.h., and some estimates made by the Dunlop Rubber Company up to 120 m.p.h.It is concluded that for sliding friction coeficients differences in surface texture (as distinct from surface material) are significant, and that information can be given only in the form of limits within which the values can be expected to lie.Few results are available on the variation of rolling resistance coefficient, but it is felt that the approximate values quoted for different types of surface are sufficiently accurate.


2013 ◽  
Author(s):  
CY Shon ◽  
◽  
K Cochran ◽  
T Ladran ◽  
JH Lee ◽  
...  

2018 ◽  
Vol 10 (3) ◽  
pp. 1217-1230 ◽  
Author(s):  
Zhinan Zhang ◽  
Xin Wang ◽  
Xiaohan Wang ◽  
Fan Cui ◽  
Hui Cheng

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