Aerospace Components Manufacturers, Inc.

P.O. Box 736, 1090 Elm Street, Rocky Hill, CT 06067 (860) 513-3205 FAX (860) 529-5001

www.aerospacecomponents.org E-mail: alsamuel@acm-ct.org

The ACM Update & Calendar (& previous issues) are also available on the website in the About ACM menu

The World’s Aerospace Alley! ®

Welcome New ACM Member

Satellite Tool & Machine Co., Inc. 185 Commerce Way

South Windsor, CT 06074

www.satellitetoolmachine.net Jack Lukasik, President

The Lee Company

Lynn Welding

Mallory Industries

Manchester Community College

MB Aerospace East Granby

Metal Finishing Technologies

Metals Testing Company

New England Airfoil Products

New England Metal Finishing

New England Plasma

Numet Machining Techniques

Paradigm Precision

Paramount Machine

Pauway Corporation

PCX Aerostructures

Peening Technologies

Peerless Precision, Inc.

Peerless Tool & Machine

Pegasus

Perry Technology Corporation

Phoenix Manufacturing

Polamer Precision

Praxair

Precision Threaded Products

Projects Inc.

PTI Industries

Quebec Aerospace

Richard's Machine Tool

Satellite Tool & Machine Co.

Senior Aero Connecticut

Service Steel Aerospace

Simtech, Inc.

Sirois Tool Co., Inc.

Spectrum Machine & Design

Sterling Engineering

Technical Metal Finishing

TIMET

Trumpf Inc.

Turbine Technologies

TW Metals

UCONN

United Performance Metals

United Tool and Die Co.

University of Hartford

US Department of Commerce

Westminster Tool

WGI Inc.

Whitcraft LLC

X-Ray Industries

Yarde Metals

Meet 90 Displayers, 6 Colleges!

Aerospace Customers Register at

www.aerospacealleytradeshow.com

ACM Members Register to receive your Displayer’s Badge at

www.aerospacealleytradeshow.com Be sure to click MEMBER!

A-1 Machine

AAA Aircraft Supply, LLC

Accuturn Manufacturing Co.

ACMT, Inc.

Advance Welding

Aero Gear

AeroCision LLC

Aerospace Alloys Inc.

AGC Acquisition, LLC

Alpha Q

Altek Electronics

AMK Welding

Aqua Blasting

Arcor Laser

Asnuntuck Community College

ATI East Hartford Operations

Atlantic Fasteners

Atlas Stamping

B&E Precision Aircraft Components

Barnes Aerospace

Bauer

Birken Mfg

BMS Aerospace

Bodycote Thermal Coatings

Budney Aerospace

Burke Precision Machine Co.

Cast Global

CBS Manufacturing Co.

CCAT

Central Connecticut State University

Colonial Coatings

Columbia Manufacturing

Consolidated Industries

CT DECD

CT Tool & Mfg

Curtiss-Wright Surface Technologies

CV Tool Company

Delta-Ray Industries

DRT SpaceCraft

EDAC Technologies

Forrest Machine

GKN Aerospace - Newington

GKN Aerospace Structures

Goodwin College

Habco

Har-Conn Chrome Company

HEICO

Horst Engineering

Jonal Laboratories, Inc.

KamaticsRWG

KTI

A-1 Machine

AAA Aircraft Supply, LLC

Accuturn Manufacturing Co.

ACMT, Inc.

Advance Welding

Aero Gear

AeroCision LLC

Aerospace Alloys Inc.

AGC Acquisition, LLC

Alpha Q

Altek Electronics

AMK Welding

Aqua Blasting

Arcor Laser

Asnuntuck Community College

ATI East Hartford Operations

Atlantic Fasteners

Atlas Stamping

B&E Precision Aircraft Components

Barnes Aerospace

Bauer

Birken Mfg

BMS Aerospace

Bodycote Thermal Coatings

Budney Aerospace

Burke Precision Machine Co.

Cast Global

CBS Manufacturing Co.

CCAT

Central Connecticut State University

Colonial Coatings

Columbia Manufacturing

Consolidated Industries

CT DECD

CT Tool & Mfg

Curtiss-Wright Surface Technologies

CV Tool Company

Delta-Ray Industries

DRT SpaceCraft

EDAC Technologies

Forrest Machine

GKN Aerospace - Newington

GKN Aerospace Structures

Goodwin College

Habco

Har-Conn Chrome Company

HEICO

Horst Engineering

Jonal Laboratories, Inc.

KamaticsRWG

KTI

2

Business Development ● The Business Development Team met on September 14th at The Lyceum in Hartford with Michael Scotto (ACMT), Team Co-Leader chairing the meeting. After welcoming members and introductions, Michael introduced guest speaker Christopher Smith, Director of Employee & Labor Relations at Pratt & Whitney. Chris briefed ACM members on the Manufacturing Pipeline Initiative, a program being pursued by P&W with the support of the State of Connecticut; it is directed toward increasing employment for ‘under-employed’ and ‘unemployed’ adult career changers. P&W has recognized the effect on the local supply chain caused by recent hiring’s and views this initiative as a potential resource for both P&W and ACM firms. The initiative would clone a successful program put in place by the EWIB (Eastern Workforce Investment Board) in southeastern Connecticut for the benefit of Electric Boat. This P&W program will create a web-based portal for potential workers to be screened and given a basic aptitude test; persons successfully passing this screening process are then eligible to be interviewed and hired. These workers are next provided a community-college based seven week-long training program, or other training provided by the employer, prior to beginning as entry-level employees. ACM has been invited to monitor the development of this program with the potential of ACM firms having access to the employees passing through the initial portal. For more information, contact Chris Smith at christopher.smith@pw.utc.com.

Next, attendees discussed upcoming aerospace industry meetings and shows, specifically: -Manufactured in Vermont, September 27th, Champlain Valley Expo Ctr, Essex Junction, VT -Senator Murphy, Buy American, September 15th, Allnex (Wallingford) -AHS (Amer Helicopter Society) Dinner, September 20th, Lynn, MA -Pratt & Whitney Supplier Forum, October 2-4th, Hartford

-Singapore Airshow, Feb 5-9, 2018, Singapore. Melissa Grosso of the US Dept of Commerce Middletown Export Assistance Office briefed on their Aerospace Executive Service which offers participating companies pre-scheduled B2B meetings with potential distributors in Singapore as well as B2G meetings with their team of local aerospace specialists.

Al Samuel briefed on the planning of the November 8th ACM “Future WorkForce Opportunities” Fair; to date, 90 ACM firms are registered to display along with six colleges and government agencies. Melissa Grosso reported the likelihood representatives from South Korea, Brazil and Poland plan to attend; additionally, the Govt of Quebec will have a display booth to encourage Canadian OEM’s and manufacturers to attend.

Al requested members contact their customers NOW; he displayed an invitation form, formatted as an interactive pdf file, for members to forward their customers to request their registration. ACM has activated a Show webpage, www.aerospacealleytradeshow.com; it is also accessible from the ACM homepage (www.aerospacecomponents.org). This webpage provides Show information and a link to each displayers website. Importantly, it contains a link for individuals to register. Members are requested to go to this website to register all attending employees; this provides the means for creating individual’s badges. One person may register all attending employees; please register your employees as soon as possible.

Al also pointed out the increased traffic (hits) on the ACM website and suggested members review their profile page. Any changes should be emailed to Al Samuel at the ACM Office; note, the ACM website profiles cannot be edited by the member.

After briefing on the Show’s setup procedure, Al discussed the planned buffet lunch. The guest speaker during lunch will be P&W President Bob Leduc. Similar to last year, ACM will provide two tickets (at no cost) to each firm having a display booth. With the expectation of firms wanting more than two tickets to hear Mr. Leduc’s presentation, ACM will offer additional tickets at $35/per person (incl tip & tax) to ACM members via an upcoming email notice; please note that tickets will NOT be available for purchase at the Show.

3

Members conducted a roundtable discussion of current issues in the industry; as these conversations are always candid, details are omitted. In general:

-members addressed programmatic issues including effects of schedule changes by OEM’s. -members commented on the need to fully understand T&C’s incorporated into OEM contracts and particularly, issues relating to ownership of intellectual property. -metals availability and pricing was discussed. Mill capacities were reported to be increasing, yet lead times for Titanium is roughly doubling and Ti sheet has recently increased to nearly 70 weeks. Prices for nickel and cobalt based steel alloys have risen since the Spring and base-price increases are predicted during the fourth quarter of 2017 and early 2018.

● The next meeting of the Business Development Team will take place on Wednesday, October 11th at 8:00am at The Lyceum (227 Lawrence Street) in Hartford. The remaining 2017 Business Development Team meeting will take place Wednesday, December 6th. The Meeting schedule for 2018, all at The Lyceum, is: Tuesday, January 16th Tuesday, March 13th Tuesday, April 17th Tuesday, June 12th Tuesday, August 21st Tuesday, September 18th

Tuesday, October 16th Tuesday, December 11th

Boeing creates programme office for New Mid-Market Airplane BY: Stephen Trimble, Washington, DC September 26, 2017

Boeing has created a programme office to support the New Mid-Market Airplane, and appointed a top 787 executive to lead the effort toward a future launch decision by the company’s board of directors.

The appointment of former 787 vice-president and general manager Mark Jenks to lead the NMA office signals that Boeing’s is closer to launching the new family of composite aircraft aimed at a market segment between the 737 Max 10 and 787-8. Jenks comes to the NMA with a “wealth of lessons learned on the 787” and “strong credibility with our customers”, says Boeing Commercial Airplanes chief executive and president Kevin McAllister in a note to employees on 25 September.

After discussing the concept for the NMA with customers since 2013, Boeing has made it clear that a launch decision could come soon. A first glimpse of the likely composite-skinned airframe was revealed at the Paris Air Show in June, as potential customers offered a range of reactions from skeptical to enthusiastic.

Supporters believe the NMA offers Boeing a chance to capture an emerging market for thousands of aircraft that don’t fit neatly in either narrowbody or widebody categories. But sceptics remain concerned the development costs could be too expensive for Boeing, as Airbus could counter with a relatively cheaper new variant of the A320neo family.

Although Boeing is seriously pursuing the NMA concept, company leaders still aren’t committed to bringing the new aircraft family to market. “To be clear, today’s announcement represents neither a program launch nor an indication of when we will decide whether to take the next step with NMA. Those questions and others still lie ahead,” McAllister says.

As Jenks moves to the NMA programme, he will be replaced on the 787 by Brad Zaback at a critical time. In mid-September, Boeing chairman, president and CEO Dennis Muilenburg announced that monthly 787 production will rise in 2019 from 12 to 14.

“He will continue Mark’s focus on improving cost and efficiency, and his leadership will be important as we work with our suppliers to continually improve 787 reliability for our customer,” McAllister says. SOURCE: Flight Dashboard

4

ANALYSIS: Maturing CFM56s widen opportunities for MROs By: Michael Gubisch, London September 19, 2017

Production of CFM International engines may be shifting to the new Leap generation, but maintenance of the latest CFM56 variants will be a growing activity for years to come.

In 2016, output of CFM56-5Bs and -7Bs reached its highest level in the engine family's history at 1,665 engines as Airbus and Boeing ramped up their A320-family and 737 production rates. About half of in-service A320ceos are powered by CFM56-5Bs, and the rest by International Aero Engines (IAB) V2500s. The CFM56-7B, meanwhile, is the sole powerplant available for 737NGs.

CFM says just over 22,000 CFM56-5B/7B engines have been delivered. Around 70% of these have not yet been taken off wing for their first overhaul shop visit, the GE-Safran joint venture adds. "We expect CFM56 overhaul demand to remain strong for the next decade and beyond," it notes.

Shop visits are driven by a need to either restore engine performance or replace life-limited parts at the end of their lifecycle. The frequency of shop visits depends on the aircraft's operating conditions. Environments with high atmospheric sand or dust levels pose a particular challenge, as particles can damage aerofoils in the compressor – with an associated loss in efficiency – and block cooling holes in hot-section components, which accelerates part degradation. In hot areas, pilots may require increased power during take-off as engines operate less efficiently than in cold air, which also leads to increased wear and tear. Highly stressed parts in the high-pressure turbine are typically replaced first, followed by parts in the HP compressor, says Frank Bodenhage, general manager of MTU's overhaul joint venture with China Southern Airlines' parent in Zhuhai. But he adds: "We see on CFM56s LLPs [limited-life parts] with generally high cycles and high flight-hours… which often reach their design [life] limits."

GETTING OLD Until now, there has been a clear distinction between overhaul activities for CFM56-5B/7Bs and for the previous CFM56-3 generation, which powers 737 Classics, says Bodenhage. While the modern engines tend to be serviced with the aim of maximising time until the next shop visit, MRO providers typically employ used serviceable material, repair parts and tailor workscopes on older engines in order to reduce maintenance costs as the legacy equipment approaches the end of its lifecycle. If the equipment is too old to undergo extensive repair work, operators might forgo a shop visit altogether and buy or lease used replacement powerplants that have enough "green time" – service life – left.

Bodenhage says these customised activities start to apply for the latest CFM56 engine generation too. "We're beginning to see -5B/7B engines are maturing, and we are entering an area where more and more of these engines – also because the successor generation [Leap] is coming on the market – need to be maintained at lower cost," he says.

Lufthansa Technik says CFM56 engines offer "excellent opportunities for cost optimisation" as a wide range of part repairs, material-sourcing options and maintenance approaches have been developed for the powerplant family. The MRO provider's senior-vice president of engine services, Bernhard Kruger-Sprengel, notes that "every [CFM56] engine type has its specialties". As thrust capability has been maximised on the engine family's sole long-haul derivative – the CFM56-5C, which powers first-generation A340s – Kruger-Sprengel says that version "comes with some challenges relating to EGT [exhaust gas temperature] margin". However, he points out: "We have developed customised MRO concepts and made significant progress in addressing the specific problems."

As retired A340s and CFM56-5Cs become available – either as spare engines or parts sources – Lufthansa Technik has been able to reduce MRO costs by installing used serviceable material or swapping engines and thus avoiding shop visits. "Our customer airlines can operate the A340-300 at even lower MRO costs than for a comparable twin-engined aircraft," Kruger-Sprengel says.

A key factor in determining an MRO regime for engines is the ownership situation – does the equipment belong to the operator or a leasing company? Lessors typically require that only OEM parts and OEM-approved repairs are used to service the engines, in order to maintain their market value.

—continued on Page 5—

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ANALYSIS: Maturing CFM56s widen opportunities for MROs —continued from Page 4—

PART REPAIRS Much effort has gone into developing processes to repair rather than replace damaged parts in a bid to reduce MRO costs. CFM notes that it devises, on average, about 50 new part repairs a year for the engine family. The manufacturer acknowledges that repairs are especially important for sophisticated new components, such as blisks, where damage on individual blades should not lead to the entire part's replacement. CFM says its repair development is concentrated on reducing scrap rates on high-value components.

However, there is concern that existing repairs cover only a select range of parts and failure modes. Air France Industries KLM Engineering & Maintenance notes that repairing 3D aerofoils, for example, can be a "quite challenging". While repairs were developed for HP compressor blades on earlier CFM56 models, the MRO group says "not all the existing repairs" have been extended to the -5B/7B series.

"There is a trend of an increasing number of repairs requiring a licence agreement with the OEM," says Swiss maintenance specialist SR Technics' head of engine services, Roberto Furlan. The Zurich-based maintenance specialist tends to develop new repairs in co-operation with the OEM. But Furlan expects such developments to become more difficult on new-generation engines. "Keeping a high level of in-house repair capabilities will become much more challenging for independent MRO providers," he says. "The complexity of parts might even change the current repair-versus-replace business set-up for certain parts."

Today's CFM56 family is covered by "probably the most comprehensive range of repairs available [compared with other current engine series]", in the view of Kruger-Sprengel. He adds: "Every year new repairs evolve." Lufthansa Technik is independently developing repairs – like other maintenance specialists, including MTU – under a designated engineering representative approval. These DER repairs tend to be used for operator-owned engines only, and such developments are only feasible for financially strong MRO providers with access to fleets where the repairs can be applied.

CFM says competition with third-party maintenance and material providers is central to its open MRO network strategy as it encourages maintenance cost reductions, and that this approach will be continued in "similar" manner for the Leap generation. Lufthansa Technik was revealed last year as an external overhaul partner for the new engines. AFI KLM E&M says it wants to extend its CFM56 activities to become a "major player" in Leap MRO. And MTU confirms an interest in servicing the new engine, although no formal decision to introduce it has yet been made.

The number of third-party overhaul providers is likely to grow after 2020 when shop visit demand is set to rise, CFM suggests. The Leap engine entered service in 2016, and requirements for unscheduled events during the initial period are typically covered by OEM warranties.

Maintenance providers acknowledge that it will be a challenge to service new Leap technology such as ceramic matrix composites and carbon-fibre fan blades and cases. However, the CFM56 maintenance business over the past few years has shown that technical capabilities alone might not suffice any more for an MRO to be a significant player in the field. MRO specialists must also be able to provide access to used serviceable material, repair options, used engines – for lease, sale or teardown – and on-wing maintenance teams. While the number of scheduled shop visits on new-generation engines is set to decline versus older products, AFI KLM E&M says "we expect more minor interim repairs between two overhauls". Furthermore, engine trend monitoring and predictive maintenance have assumed an important role in maximising an engine's time-on-wing.

These additional activities would seem to favour the OEM and large maintenance providers, as smaller overhaul shops are less likely in a position to make the required investments. But the demand for broader aftermarket services might present an opportunity for smaller overhaul shops to form partnerships with other specialists. After all, the in-service fleet and maintenance market are growing. SOURCE: Flight Dashboard

6

P&W Continues Adaptive Engine Breakthroughs with Latest Tests September 18, 2017

Pratt & Whitney, a division of United Technologies Corp., today announced it has successfully completed testing of an adaptive three-stream fan in an engine with an F135 core as part of the U.S. Air Force Research Laboratory's Adaptive Engine Technology Development (AETD) program. Successful testing of the three-stream engine architecture demonstrates Pratt & Whitney is well positioned to transition adaptive engine technology to meet future U.S. Air Force requirements for combat aircraft propulsion. "Preliminary data from the test indicates our three-stream fan has met or exceeded expectations with respect to performance as well as the integrity of the turbofan machinery and fan module," said Matthew Bromberg, president, P&W Military Engines. "This is an important milestone on the path toward the advancement and maturation of a next generation adaptive engine which will enable the warfighter to stay well ahead of future and emerging threats." Modern military turbofan engines have two airstreams – one that passes through the core of the engine, and another that bypasses the core. The development of a third stream provides an extra source of air flow to improve propulsive efficiency and lower fuel burn, or to deliver additional air flow through the core for higher thrust and cooling air. Utilizing a third stream of air that can be modulated to adapt the engine's performance across the flight envelope means a fighter can have the best of both worlds by accessing an on-demand increase in thrust or smoothly shift to highly efficient operations during cruise. This capability provides an optimal balance for combat scenarios requiring both high-end acceleration and increased range. The adaptive three-stream fan technology leverages and improves upon Pratt & Whitney's experience as the only provider of fifth generation fighter engines – the F119 and F135, which power the F-22 Raptor and F-35 Lightning II, respectively. While Pratt & Whitney is demonstrating the efficacy of a three-stream architecture under AETD, it is also maturing other advanced propulsion technologies considered essential for high-speed and long-endurance performance requirements. This includes adaptive control systems as well as improved integrated power and thermal management capacity which can enable more sensors, data fusion, electronic warfare, and directed energy. The goal of the AETD program is to provide a 25 percent reduction in fuel consumption and a 10 percent improvement in thrust levels compared to today's fifth-generation combat aircraft engines. "From the development of the very first adaptive engine, the J58, which powered the iconic SR-71 Blackbird, to today's F135 STOVL variant, our decades of experience with adaptive engine technology are unmatched," said Bromberg. "We look forward to continuing work with our Air Force customer to advance the next generation of military fighter engine technology under the final phase of AETD, and beyond through the Adaptive Engine Transition Program (AETP)." The AETD fan test was conducted at the Arnold Engineering Development Complex, located on Arnold Air Force Base in Tullahoma, Tenn. Later this year, P&W plans to conduct additional adaptive engine testing on a new high efficiency engine core developed under the AETD program. SOURCE: Pratt & Whitney, A United Technologies Company (NYSE:UTX)

7

Rolls -Royce sets new aerospace record with UltraFan® Power Gearbox

September 4, 2017--Rolls-Royce today announced that it has set a new record for the world’s most powerful aerospace gearbox, just months after testing began. Speaking at the International Society for Air Breathing Engines (ISABE) conference in Manchester, UK, Paul Stein, Chief Technology Officer at Rolls-Royce, confirmed that the Power Gearbox had successfully reached 70,000 horsepower while on test at Rolls-Royce’s dedicated facility in Dahlewitz, Germany. The Power Gearbox will play a central role in the company’s next-generation UltraFan® engine, helping to deliver improved efficiency over a wide range of thrusts.

Testing of the first demonstrator gearbox began on a specifically designed rig in May and having proven that the Power Gearbox is capable of managing the equivalent power of around 400 family cars at full throttle, testing will now focus on lower power functions such as endurance and reliability.

Rolls-Royce’s Power Gearbox is designed to run all the way up to 100,000 horsepower and future demonstrators are expected to achieve these levels. When running at maximum power, each pair of teeth on the gearbox will transmit more power than an entire grid of Formula 1 cars between them.

The Power Gearbox has a planetary design, with each ‘planet’ capable of holding the force of a Trent XWB engine at full throttle. It is designed to allow the shafts at the core of the engine to run at very high speeds while allowing the fan at the front of the engine to run at a slower speed. The associated improvement in efficiency and reduction in weight will allow the UltraFan engine to offer a 25% fuel efficiency improvement over the first generation of Rolls-Royce Trent engines.

Commenting on the milestone, Paul Stein, Rolls-Royce – Chief Technology Officer, said: “Setting this record is a great achievement for the team and I’m proud we’ve managed to get there so quickly. Our Power Gearbox technology is central to the success of the next generation of Rolls-Royce jet engines and I’m pleased to see us pushing back engineering boundaries with this work.”

Arndt Schoenemann, Managing Director, Liebherr-Aerospace Lindenberg GmbH commented: “Reaching this milestone and impressive performance is proof of the great co-operation of all parties involved and especially of the expertise that accumulates in our joint venture with Rolls-Royce. Together, we are writing aerospace history.”

As well as high power testing, the Power Gearbox is also undergoing Attitude Rig testing, which simulates the effect of the gearbox being on the wing of an aircraft in flight, through phases such as take-off, climb, banking and descent.

Rolls-Royce is working in partnership with Liebherr-Aerospace, through our Aerospace Transmission Technologies joint venture, to develop manufacturing capability and capacity for the new Power Gearbox. Rolls-Royce leads the design definition and design integration of the project, as well as testing activities.

The UltraFan engine, available from 2025, will feature: -Maximum fuel burn efficiency and low emissions through a new engine core architecture -Reduced weight through the use of Carbon Titanium (CTi) in fan blades and a composite casing -Increased efficiency through the use of ceramic matric composites (CMCs) which are heat resistant and require less cooling air -Efficient power for high by-pass ratio engines of the future through a geared design

SOURCE: Rolls-Royce

8

Progressive Manufacturing ● The Progressive Manufacturing Team will meet on Thursday, October 12th at 8:00am at the Goodwin College Manufacturing Center (1 Pent Road) in East Hartford.

This meeting will feature “An Update of the P&W/UTAS UPPAP (Production Part Approval

Process)” presented by UTAS’s (UTC Aerospace Systems) Steven Webster, Manager, Process Excellence. The Team has had several very well attended meetings regarding PPAP and now, many ACM firms are well along with contracts that include PPAP requirements. Steve Webster will address the progress of PPAP.

Additionally, we will have the opportunity to learn about, and tour, Goodwin College’s Manufacturing & Quality Training facility. Please plan to attend and participate in this timely and informative meeting.

Workforce Development ● The schedule for ongoing WorkForce courses, in support of improvement of our incumbent workers, is:

Please contact the ACM Office to schedule additional courses to begin in our ‘winter semester’. ● The next WorkForce Development Team meeting will take place on Tuesday, October 11th at 8:00am at KamaticsRWG in Bloomfield. This will be the Team’s last meeting prior to the WorkForce Fair on November 8th ; please plan to attend to complete planning for this important annual event. ● ACM has commissioned the 12th survey of our member’s Wage & Benefits practices. This survey is conducted by ACM (using CBIA as our subcontractor) as a NO COST benefit for our members and is intended to collect accurate and timely compensation and benefits data to assist in managing and planning your compensation practices. It offers unique ‘real-time’ data allowing comparison of your business to that of other local aerospace manufacturers. All responses are confidential and no one from ACM, its Board or other ACM firms will have access to responses nor will data be identified with an individual company. And, only firms that provide input to the survey will receive the final report which also includes comparisons of this year’s data with that collected in each of the past nine years! (a sample of the format of the data is shown below).

ACM firms have received (in early September) an email and link sent by ACM’s contractor, CBIA. If you do not have this email, please contact the ACM Office (alsamuel@acm-ct.org) to request a replacement. The survey period will end on October 12th! The final report will be distributed to the responding firms in early November.

Course Date

(Start)

No. of

Days

Date

(End)

Host Company Participants Provider Company No. of

Attendees

Program

Hours

First Line Supervisor's Training 9/19/2017 12 1/16/2018 EDAC Technologies EDAC Technologies Quality Leadership

Network

5 24

Har-Conn Chrome 2 24

United Tool & Die 1 24

BMS Aerospace 1 24

Bodycote 1 24

PCX Aerostructures 2 24

HEICO 1 24

BluePrint Reading 9/21/2017 10 11/30/2017 EDAC Technologies EDAC Technologies Asnuntuck CC 6 20

Turbine Technologies 3 20

United Tool & Die 4 20

AeroCision LLC 1 20

Phoenix Mfg 1 20

GD&T 9/21/2017 10 11/30/2017 GKN Newington GKN Newington Asnuntuck CC 9 20

GKN Cromwell 9 20

EDAC Technologies 2 20

Atlas Stamping 2 20

GD&T 10/2/2017 10 MB Aerospace MB Aerospace Asnuntuck CC 10 20

9

Why participate in this survey? -Provide information to be competitive with wages / benefits in a difficult labor market. -Gain insight in how your compensation practices compare to other local aerospace mfg firms. -Attract and retain highly skilled employees. -Obtain valuable information for key job positions. -Strategically plan for future growth in the aerospace industry and in your company.

Your timely cooperation and Survey response is appreciated.

Purchasing

● The Purchasing Team met at Service Steel Aerospace (SSA) in Windsor on September 26th. Team members were briefed on SSA and toured through their recently modernized facility by General Manager Dean Dammarell.

SSA was founded in 1976 and today is part of the $10 billion (annual sales) Reliance Steel & Aluminum Co. The Seattle-based business, in CY2014, was the largest metal service center in the U.S., operating out of five locations (Seattle, Windsor, Wichita, Los Angeles & Massillion, OH); it is also the largest distribution customer of Carpenter, ATI, Universal and Geo Carlson. SSA is ISO9001, AS9100 and AS9120 certified and ‘source-delegated’ by major OEM’s. OEM customers include Boeing, Pratt & Whitney, GE Aviation, Honeywell, Sikorsky Aircraft, Raytheon, General Dynamics, Lockheed-Martin, Bombardier, etc. SSA distributes bar, forged bar, block and sheet PH and vacuum-melt steels (e.g., 15-5, 13-8, 4340V, 4330, 9310) as well as Inconel and titanium alloys.

Following the briefing, Team members discussed their perspective of business and the aerospace metals market. Aerospace manufacturing was viewed as strong, yet production for the ground-based power generation industry clearly has been down this year! Prices for many stainless alloys have increased by 3%-5%, nickel prices have increased and cobalt alloys have seen surcharges more than double to $26/lb during this year. Titanium prices have increased, but more worrisome is delivery; sheet and plate stock lead-times have grown to 50-70 weeks while bar stock has ~26-week lead-times. This delivery situation was described as “as bad as it gets!”

Following the briefings, Dean Dammerell toured attendees through SSA’s distribution warehouse which includes the capability of high-tolerance sawing and bar cutting. ● The next Purchasing Team meeting will be announced via email to members.

10

News from ACM Members

Please forward significant company news and announcements to Allen Samuel at

alsamuel@acm-ct.org for posting on the ACM website and publication in the UPDATE

Aviation History Submitted by

Bruce Fiedorowicz, GKN Newington

Joakim Andersson has been appointed new CEO of GKN Aerospace Sweden AB

Sweden, September 25 -- Following the recent announcement that Mike McCann will move to a new Group-wide role, I am pleased to announce that Joakim Andersson will succeed Mike McCann as Chief Executive Officer of GKN Aerospace Engine Systems on 1 October 2017.

Joakim is currently the VPGM for our Trollhättan site in Sweden where he has been responsible for the integration of the business and performance turnaround over the past four years. As CEO of Engine Systems, Joakim will continue to be based in Sweden and will join the GKN Aerospace Executive Team, reporting to me.

Joakim has long experience from a number of positions within Volvo Aero / GKN. For five years he was CEO of GKN's operations in Newington, CT, and since 2014 he is General Manager of Engine Products Sweden in Trollhättan. He also led the integration work when a number of GKN units in North America were integrated with Engine Systems.

I would like to pass on my thanks for the significant contribution that Mike has made to GKN Aerospace over the years. With the appointment of Joakim we maintain a strong leadership team to continue our business growth in the future. Please join me in wishing him success in his new role.

Kevin Cummings CEO GKN Aerospace

11

ACM Golf Outing ACM held its 15th Golf Outing at the Suffield Country Club on September 11th with players from 35 ACM firms enjoying the outstanding course, spectacular weather and of course, great food. Stan McLennan, Suffield CC’s long-time pro hosted the ACM group. And special thanks to our Golf Commissioner and Dinner Emcee, Kirk Smallidge.

THE WINNERS!!

FIRST PLACE – GROSS SCORE (l to r) Stan McLennan (Suffield CC), Josh Chaffee & Josh Ballard (Arcor Laser) & Mark Toomey (Colonial Coatings); missing, Pat Rossomando (Colonial Coatings)

12

SECOND PLACE – GROSS SCORE (l to r) Stan McLennan (Suffield CC), John McCarroll (Hi-Speed Machine)

& Nick Wright (TIMET) missing, John Kornegay (ACM)

SECOND PLACE – NET SCORE

(l to r) Stan McLennan (Suffield CC), Tom Ferreira (Satellite Tool), Jessica Taylor (PTI Industries) & Bill Pardo (B&E Precision); missing, Tasos Fourkiotis (B&E)

FIRST PLACE – NET SCORE (l to r) Stan McLennan (Suffield CC), Pat Sullivan (KamaticsRWG), Peter Burke & Matt Hegney (Burke Precision) & Ed Smith (KamaticsRWG)

THIRD PLACE – NET SCORE

(l to r) Stan McLennan (Suffield CC), Craig Malinowski & Walter Beach

(Peening Technologies) & Pete Mirabello (Metal Finishing

Technologies); missing, Jered Lambert (MFT)

13

LONGEST DRIVE (l to r), Stan McLennan (Suffield CC),

Mark Toomey (Colonial Coatings)

CLOSEST TO THE PIN - #1 (l to r), Stan McLennan (Suffield CC),

Glenn Ford (Phoenix Mfg)

CLOSEST TO THE PIN - #2 (l to r), Stan McLennan (Suffield CC),

Carlton Beach (Columbia Mfg)

PUTTING CONTEST (l to r), Kirk Smallidge (United

Performance Metals) with contest winner Carlos Laracuente (Horberg Industries)

14

(l to r), Mark Vital & Michael Lang (Senior Aero CT) & Doug Rose & Brian Rose (Aero Gear)

(l to r), Pat Sullivan (KamaticsRWG), Peter Burke (Burke Precision),

Ed Smith (KamaticsRWG) & Matt Heggney (Burke Precision)

(l to r), Sherry Crane & Bob Hartig (Barnes Aero) & Kirk Smallidge & Gordon Anderson (United Performance Metals)

(l to r), John Kornegay (ACM), John McCarroll (Hi-Speed) & Nick Wright (TIMET)

(l to r), Kevin Acheson (Bodycote), Tim Regan (Yarde Metals), David Deschaine &

Art French (NE Metal Finishing)

(l to r), Josh Ballard & Josh Chaffee (Arcor Laser) & Mark Toomey &

Pat Rossomando (Colonial Coatings)

15

(l to r), Barbara Meskill & Lynda Prigodich-Reed (Atlas Stamping) & Dwight Craig & David Morales (HEICO)

(l to r), Glenn Ford & John Goselin (Phoenix Mfg) & Vin Curto & Doug Wise (TW Metals)

(l to r), Jon Ford (GKN Newington), David Weber & Lillian Bartkowicz (Richards Machine) & Bruce Fiedorowicz (GKN Newington)

(l to r), Carlton Beach & Chris Vallera (Columbia Mfg) & Walter LaPointe & Eric Schneider (Birken Mfg)

(l to r), Jason Firth (X-Ray Industries), Rhody Triblets & John Corvo (KTI) & Mary Drepensted (X-Ray Industries)

(l to r), John Martin (Kamatics RWG), Tim Ulles & Mark Roscio (Numet) & Max McIntyre (NE Airfoil Products)

16

(l to r), Tom Ferreira (Satellite Tool), Tasos Fourkiotis & Bill Pardo (B&E Precision) & Jessica Taylor (PTI Industries)

(l to r), Bill Moeller, Ken Clark, Tom Prior & Gary Bosse (MB Aerospace)

(l to r), Walter Beach & Craig Malinowski (Peening Technologies) & Jered Lambert & Peter Mirabello (Metal Finishing Technologies)

(l to r), David Chonko & Carlos Laracuente (Horberg Industries)

& Chris Winters & Kevin Appell (Service Steel Aerospace)