RFP Response - FINAL

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RFP RESPONSE GROUP 6 Michael Etienne SID: 4129406 Cerys Thomas SID: 4271897 David Gachie SID: 4642765 3/2/2014

Transcript of RFP Response - FINAL

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RFP  RESPONSE  GROUP  6  

Michael  Etienne  SID:  4129406        Cerys  Thomas  SID:  4271897              David  Gachie  SID:  4642765  

3/2/2014  

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Table  of  Contents  

CORPORATE  OVERVIEW  ..............................................................................................................  2  

COMPANY  FINANCE  INFORMATION  .........................................................................................  2  TECHNICAL  DETAILS  .....................................................................................................................  2  MATERIALS  .................................................................................................................................................  2  MANUFACTURING  THE  HARRIER  PLATE  ..........................................................................................  4  MANUFACTURING  THE  HARRIER  CONTROL  ROD  ..........................................................................  6  

LOGISTICS  .........................................................................................................................................  7  

PRICING  &  COSTING  ......................................................................................................................  9  BILL  OF  MATERIALS:  ...............................................................................................................................  9  

NOTES  FOR  THE  COVAIR  BUSINESS  DEVELOPMENT  MANAGER  ...................................  10  WAGES  ........................................................................................................................................................  10  MATERIALS  ...............................................................................................................................................  10  MANUFACTURING  ..................................................................................................................................  10  LOGISTICS  .................................................................................................................................................  11  THE  FUTURE  .............................................................................................................................................  11  

REFERENCES  ..................................................................................................................................  13  

APPENDIX  .......................................................................................................................................  14  APPENDIX  1:  7075  ALUMINIUM  DATA  SHEET  ..............................................................................  14  APPENDIX  2:  2024  ALUMINIUM  DATA  SHEET  ..............................................................................  15  APPENDIX  4:  WORKSHOP  FLOOR  PLAN  ..........................................................................................  17  APPENDIX  5:  DIFFERENT  TYPES  OF  TOOLING  ..............................................................................  17  APPENDIX  6:  BOM-­‐CLIENT  ..................................................................................................................  18  APPENDIX  7:  BOM-­‐MANAGER  .............................................................................................................  18  

PROGRESS  REPORT  1  ..................................................................................................................  19  PROGRESS  REPORT  2  ..................................................................................................................  25  

MEETING  MINUTES  ......................................................................................................................  32            

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CORPORATE  OVERVIEW  CovAir   is   a   tier  2   company  which  has   a   role  within   the  aerospace   industry   to   receive  materials   from   suppliers,   shape   and   produce   them   into   components   that   would   be  required  to  be  fitted  on  aircrafts.  This  could  be  a  range  of  parts   from  access  covers  to  actuators  to  electrical  circuits.  As  a  company,  the  resources  that  are  available  to  use  are:  10   C1   Lorries   to   ship   the   manufactured   parts   from   Coventry   to   Burnley,   12   skilled  workers  with  2  managers  overseen  the  manufacturing  process  and  8  different  types  of  machinery  which  include;    

• Rolling  Machine  • Power  Saw  • Plasma  Arc  • Roll  forging  • CNC  Milling  Machine  • CNC  Drilling  Machine  • Treatments  • Quality  Check  station  

The   CovAir   management   is   made   up   of   3   individuals,   Michael   the   project   and  manufacturing  manager,   this   role   entails   leading   the  project   and  overseeing   that   jobs  are  given  to  the  respected  areas  of  profession  and  that  everything   is  completed  in  the  time   scale   set   by   the   client.   Cerys,   in   charge   of   HR   and   logistics;   this   involves   the  organisation   as   a   whole   including   the   personnel,   their   wellbeing,   pay   as   well   as   the  logistics  of  the  company.  The  last  member  of  the  team  is  David  whose  role  is  materials  management;   this   role   involves   researching   into   materials   and   advising   what’s   most  beneficial,  cost  effective  and  economic  for  the  parts  chosen  by  the  client.  

COMPANY  FINANCE  INFORMATION  As  a  company,  CovAir  is  financially  viable  to  manufacture  all  parts.  CovAir  is  a  stable  tier  two  company,  which  has  no  outstanding  debts  as  of  2009.     It  also   loans  no  money.  All  prices   incurred  by   the   client  will   be   included   in   the  Bill   of  Materials.   The   company   is  well  established  with  positive  feedback  from  all  previous  clients.  Due  to  financial  stability  the  client  has  the  option  of  meeting  the  payment  requirements  either   before   or   after   manufacture   of   the   part,   as   the   company   is   willing   and   fully  funded  to  sustain  the  project  whichever  the  scenario.  

TECHNICAL  DETAILS  

MATERIALS  When  it  comes  to  material  selection  there  are  key  factors  to  be  considered  in  order  to  make  an  educated  decision  on  the  final  selection  for  manufacturing  of  the  harrier  plate  and  harrier  rod.  These  factors  include:    

• Mechanical  properties  i.e.  Tensile  strength,  Malleability,  Ductility,      • Thermal  properties  i.e.    M.P,  B.P,  co-­‐efficient  of  expansion    • Chemical  properties  i.e.  Reactivity    

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• Electrical,   Magnetic   and   Optical   (EMO)   properties   i.e.   Conductivity,  Transparency,  Inductivity    

• Client  Requirements/Requests  

With  client   requirements  and  mechanical  properties  being   the  key   factors   influencing  the  selection  of  the  appropriate  material  whereby  in  this  case  the  client  has  specified  a  mechanical  property,  of  tensile  strength,  of  at  least  450MPa.  CovAir  considered  that  the  material   selected   is   to   be   light   in  weight   and   of   high   corrosion   resistance  whilst   still  relatively  cheap.      In  order  to  achieve  the  lightweight  required  of  the  selected  material(s),  Aluminium  was  selected  as  it  is  relatively  amongst  the  lightest  of  metals  used  in  the  aerospace  industry.  However,   the   only   problem   Aluminium   posed   was   that   it   isn’t   strong   enough   in   its  purest  form  to  meet  the  strength  requirements  and  therefore  an  Aluminium  alloy  was  required.    Based   on   the   research   and   knowledge   of   the   aerospace   industry,   the   2series,   6series  and   7series   Aluminium   alloys   were   the   main   considerations   for   the   making   of   the  harrier  plate  and  parts  of  the  harrier  rod  as  they  are  the  most  commonly  used.    However,  the  6series  aluminium  alloy  is  not  viable  as  it  only  has  a  tensile  strength  range  of  125MPa  -­‐  300MPa  which  does  not  meet  the  strength  requirements  specified  by  the  client   unlike   the   2series   and   7series,   which   not   only   meet   the   tensile   strength  requirements,  but  surpass  it  by  100’s  of  MPa  with  ultimate  tensile  strengths  of  470  and  572MPa   respectively  providing   far  much  more   strength   than   required.  Therefore,   the  only  factor  left  in  considering  the  final  metal  selection  in  terms  of  the  main  key  factors  was  malleability.      For  the  2series  Aluminium  alloys,   the  2024  alloy,  which  entails  copper  as  the  primary  alloying  element,  was  selected  due  to   its  high  weight   to  strength  ratio  and   its  average  machinability.  But  only   the  2024-­‐T351,  has  been   chosen  as   it   is   the  only   class  of   that  series  to  meet  the  tensile  requirements  with  an  ultimate  tensile  strength  of  470Mpa.    For   the  7series  Aluminium  alloys,   the  7075   alloy,  which   contains   zinc   as   the  primary  alloying  element,  was  selected  due  to  its  strong  nature  and  equivalent  machinability  to  that   of   2024   alloy.   However,   only   the   7075-­‐T7   and   7075-­‐T651   classes   have   been  selected  as   they  met   the  strength  requirements  with   tensile   strengths  of  505MPa  and  538Mpa   respectively.   Furthermore,   they   are   far   much   more   resistant   to   stress  compared   to   other   classes   of   the   same   series,   as   the   T7   is   over-­‐aged   with   growth  occurring  along  the  grain  boundaries  while  the  T651  is  heat  treated  and  stress  relieved.    For   the   movable   parts   in   the   control   rod,   CovAir   concluded   that   aluminium   is   not   a  viable   option   due   to   its   corrosive   nature   that   leads   to   oxidation   of   the  material   thus  weakening  it,  and  therefore  a  non-­‐corrosive  but  strong  and  malleable  material  had  to  be  selected.  With  strength  being  the  key  factor,  Titanium  and  Steel  were  easily  considered.  However,  Steel  was   selected   due   to   its   low   cost   and  machinability.   Therefore   the   5145   class   of  steel   was   selected   as   it   met   all   the   mechanical   properties,   with   an   ultimate   tensile  strength  of  1882Mpa,  and  logical  requirements  of  the  parts  it  would  make.    

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Figure  1  

In  reference  to  the  thermal,  E.M.O  and  chemical  properties  of  the  materials,  the  harrier  plate   requires   a   conductive,   non-­‐ferrous,   low-­‐reactivity   and  material  with   a   relatively  low   co-­‐efficient   of   expansion   of   which   all   these   conditions   are   met   by   the   2024  Aluminium   alloy.   However,   as   for   the   harrier   rod,   similar   properties   to   that   of   the  harrier  plate’s  thermal,  E.M.O  and  chemical  are  required  apart  from  conductivity,   thus  justifying  the  choice  of  7075  Aluminium  alloy  as  the  final  material  for  some  of  its  parts.  (Refer  to  appendix  2  and  1  respectively  for  detailed  material  properties)  It  is  therefore  conclusive  that  the  materials  selected  to  make  the  various  parts  will  be  as  follows:  

   

MANUFACTURING  THE  HARRIER  PLATE  With   the   aim   of   delivering   4   platforms   each  month,   10   harrier   plates   and   20   control  rods,  the  manufacturing  processes  must  be  efficient,  cost  effective  and  ensuring  the  best  quality  control  to  ensure  customer  satisfaction  for  CovAir’s  clients.    The   first  part  of   the  manufacturing  process  of   the  aluminium  alloy  2024,  used   for   the  plate  on  the  aircraft,  is  the  primary  shaping  of  the  material.  The  aluminium  alloy  would  arrive   to  Coventry  before   the   final  product   is   taken   to  Burnley,   in   the   form  of   a  plate  before  being  shaped  to  tile  form  prior  to  cutting.  The  reason  for  it  arriving  in  this  form  is  that  the  manufacturing  processes  are  more  appropriate,  less  time  consuming,  and  less  material   is   wasted   compared   to   it   in   rod   or   tube   form.   The   outlines   of   the   different  manufacturing  processes  are  stated  further  on  this  section  of  the  RFP.  The  plates  will  be  tempered   (T351)   before   arriving;   it   reduces   any   treatments   by   CovAir   and   overall  reducing  the  production  time  so  that  the  delivery  schedule  can  be  met.  This  process  is,  also  known  as  precipitation  hardening,  where  heat  is  applied  to  the  alloy  to  strengthen  it   by   introducing   these   impurities.   [These   impurities   act   as   barrier   to   prevent   the  movement  of  the  atoms  in  the  metal,  as  they  would  be  in  a  lattice  structure.  The  type  of  tempering  that  would  be  introduced  in  this  process  would  be  a  T3  process,  “where  the  metal  is  heat  treated,  cold  worked,  and  naturally  aged  to  a  substantially  stable  condition”  (Quince  2014).]    The   process   used   to   reduce   the   thickness   of   the   plates   would   be   roll   forming,   as   it  enables   a   specific   thickness   of   the   plates   and   makes   each   one   uniform.   The   specific  thickness   needed   for   the   plates  would   be   3.25mm  and   random  quality   checks   on   the  pieces   would   be   conducted   to   ensure   that   it   was   uniform   throughout.   A   number   of  rollers  would  have   to  be  used   to  reduce   the   thickness  of   the  plate.  As  Aluminium   is  a  non-­‐ferrous  metal   then  the  correct   lubricants  would  need  to  be  used,  “Chlorinated  oils  or  waxes”  [Todd,  1994]  spraying  and  wiping  on  the  rollers  would  enable  this.    

PART   MATERIAL  Harrier  plate   Aluminium  2024-­‐T351  Control  Rod   Aluminium  7075-­‐T7  Prong  End   Steel  (5145)  Ball   Steel  (5145)  Ball  end   Aluminium  7075-­‐T7  Ball  end  race   Steel  (5145)  Nut(s)   Steel  (5145)  

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Once  the  plate  has  been  rolled  to  the  specific  thickness  of  the  part  it  is  then  cut  using  the  Plasma  Arc.  The  Plasma  Arc  is  used  to  cut  in  the  x  and  y  planes  only  (flat  surfaces)  and  it  operates  over  a  bed  where  the  alloy  would  be  placed  between.  The  plate  would  be  in  the  dimensions  of  1000mm  x  1000mm  x  7mm,  with  the  thickness  of  the  plate  already  being  3.25mm  after  the  rolling  process.  The  cutter  would  be  positioned  so  it  begins  0.2m  into  the  plate  and  on  each  plate  12  harrier  plates  would  be  cut  out  and  the  excess  material  being   recycled   for   the   other   parts   of   the   harrier   plate   i.e.   U-­‐shape   supports.   The  tolerances   of   which   the   material   is   being   cut   must   be   within   0.1m   to   avoid   any  discrepancies   in   the   part   and   could   result   in   incorrect   plates   being   shipped   and  resulting  CovAir  being  red  flagged  by  the  client.  The  Plasma  Cut  offers  the  quickest  way  of  cutting  the  aluminium  as  it  can  be  controlled  using  CAD.  The  computer  system  offers  a  great  accuracy  than  if  it  was  done  by  hand  as  well  as  being  able  to  operate  without  the  need  of  a  break  due  to  fatigue.  The  only  main  error  that  would  be  associated  with  the  CNC  would   be   if   the   user   incorrectly   enters   the  wrong   information   into   the  machine.  The   position   of   the   shape   of   the   plate   on   the   aluminium   is   important   for   maximum  excess  produced,  as  it  is  recycled..    On   the   underside   of   the   plate,   there   are   two   shapes   that   are   used   as   a   casing   to   run  wires  through  underneath  the  skin  and  are  kept  away  from  other  parts  of  the  aircraft.  Roll  forming  would  be  the  primary  method  of  shaping  the  U  shaped  section.  Sheets  that  have   been   previously   rolled   and   are   now   shaped   using   the   rollers.   It   is   beneficial   for  CovAir   as   it   can   be   combined   with   the   roll-­‐forming  machine   so   it   is   one   continuous  production.  It  would  increase  production  rates  but  there  is  a  risk  that  if  a  fault  comes  to  the   system   there   is   the   possibility   that   the   whole   machine   becomes   inoperable   and  could  inflict  delays  on  the  manufacturing  process.      The  next  stage  would  be  making  the  holes  where  it  can  be  fastened  into  the  aircraft  and  on  the  U  section  parts  for  the  rivets.  This  would  be  drilled  in  using  a  CNC  machine  as  it  offers  again  the  greatest  accuracy  but  also  being  efficient,  as  it  will  always  be  working  at  100%  rate.  The  CNC  drilling  can  be  programmed  to  drill  at  the  precise  points  and  also  maintain  the  correct  distances  between  each  of  the  holes.  The  plate    would  be  tempered  at  either  a  T3  or  T6,  which  is  artificially  aged  to  speed  up  the  process  instead  of  leaving  it   to   age   natural.   But   the   disadvantage   of   this   is   it   requires   additional   resources   and  equipment  to  conduct  the  tempering  as  well  as  personnel.  It  would  then  be  sprayed  in  primer  which  acts  as  a  bonding  agent,  a  preventative  layer  against  corrosion  as  well  as  a  layer  in  which  it  can  then  painted  upon  delivery  to  the  client.  The  plate  would  remain  unpainted  as  it  allows  the  client  to  decide  how  they  want  it.  Lastly  the  plate  would  then  be  assembled  with  rivets  to  secure  to  the  two  U  sections  on  the  underside  of  the  plate.    Overall   the   manufacturing   processes   for   the   plate   only   requires   3   different   types   of  machinery  and   two   types  of   treatments.   It  would   take  up   to  a   few  days   for   the   target  number  of  plates  for  a  month  to  be  manufactured.  This  allows  the  flexibility  to  ensure  a  high  quality  control  and   the  products  are  of  high  quality  so  at  each  station  within   the  manufacturing   floor   there  will   be   constant   quality   checks   on   parts   and  materials.   To  also  ensure   that   the  products  are  of   the   correct  quality   and   standards   there  will  be  a  need  for  NDT,  this  includes  process  such  as  penetrative  dye  to  check  for  cracks  or  even  x-­‐ray  for  the  same  purpose  or  destructive  testing  to  test  for  maximum  stress  and  strain  on  the  materials  before  and  after  manufacturing.  If  there  are  any  problems  then  it  can  be  resolved  with  still  space  to  deliver  on  time  for  the  client.  

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MANUFACTURING  THE  HARRIER  CONTROL  ROD  A  harrier   rod   is   a  piston   rod,   and   its  main  purpose   is   that   the  piston   can  be  used   for  moving   surfaces   on   the   aircraft   such   as   ailerons,   rudder   etc   by   hydraulics   or  pneumatics.  This  is  a  more  complicated  part  to  manufacture  as  it  made  up  of  more  than  one  part  and  would  be  required  to  be  assembled  before  delivery  to  the  client.  The  rod  for  the  harrier  is  split  up  into  4  parts:    

• Ball  End,    • Prong  End,    • Ball  End  Race  • Main  Body  of  the  rod    

The  lock  nut  and  nut,  which  are,  standardized  parts  as  AGS  (Aircraft  General  Supplies),  don’t  require  additional  order  of  materials  or  manufacturing  processes.  The  materials  used  for  the  rod  would  be  delivered  in  the  form  of  a  bar  either  in  steel  and  aluminium.  The   bar   from   the   manufacturer   would   have   been   previously   been   treated,   7075  T7/T651,  both  being  artificial  treatments,  material  is  kept  above  room  temperature  but  the  treatment  that  would  be  chosen  would  be  the  T7.  This  is  chosen  over  the  T651,  as  it  requires   no   chamber   or   oven   to   bring   the   temperature   above   the   room   temperature.  But  the  T7  is  a  type  of  tempering  where  the  material  needs  to  be  overage,  which  could  entail  that  it  needs  to  be  put  in  an  oven  of  a  high  temperature.  But  with  the  steel  bar  it  is  left   untreated   as   the   composition   of   the  material   is   different   and   doesn’t   require   any  additional  hardening  processes.      The  form  of  the  materials  up  arrival  are  going  to  be  in  a  bar,  this  means  that  it  will  need  to  be  cut   into   smaller   sections  before   the   removal  of  metal   to   shape  of   the  parts.  The  process   that   would   be   used   to   shape   the   bar   is   extrusion,   in   which   the   material   is  pushed   through  a  die  either   to  alter   the  shape  or   thickness.   In   this  case   the   thickness  would  need  to  be  altered  so  it   is  possible  for   it  to  be  milled  and  turned  using  the  CNC  machine  further  on  in  production,  examples  of  turning  are  found  in  appendix  5.  It  is  also  a  good  manufacturing  technique  as  it  reduces  the  wastage  of  material  as  it  is  important  to  save  wastage  as  could  affect  the  profits  overall.  One  of  the  main  processes  using  to  manufacture  the  parts  for  the  rod  is  using  tools   in  the  CNC  machine  (lathe)  to  machine  away  parts  of  the  material  (milling),  which  can  be  used  to  create  the  various  holes  in  the  parts  created,  this  includes  the  main  hole  in  the  prong   end   of   the   rod.   This  method  would   be   efficient   as   the  machine   could  work   for  hours   without   the   need   for   a   break   or   having   problems   such   as   fatigue   effect   its  performance  compared  to  if  a  human  was  doing  it.  The  flaw  that  this  poses  as  the  main  process   of  manufacturing   is   that   the  whole   process   is   conducted   through   the   turning  and   milling   by   CNC   but   if   there   is   a   problem   with   the   machine   it   could   affect   the  production  and  cause  delays.  The  biggest  advantage   is   that   the  machine  can  be  set  up  once  and  left  to  work  through  each  piece  of  material  required  to  be  manufactured.  Once  each   individual  part  has  been  manufactured,  quality   checked  as  well   as  NDT  on  parts,  the  next  stage  would  be  to  treat  the  main  body  using  primer.  The  main  body  is  the  only  part  that  to  have  primer  as  it  is  the  only  stationary  section  of  the  rod  and  covering  the  moving  parts  in  primer  could  lead  to  problems  in  movement,  as  it  is  a  bonding  agent  that   adds   additional   thickness   to   the   material.   To   ensure   customer   satisfaction   and  product   assurance   that   it   will   deliver   up   to   its   expectations,   the   rod   will   be   fully  assembled.  The   rod  will  be  assembled  by  hand  using  various   tools  and   the  AGS  parts  also   secured.  This  option  of  having   it   assembled  by  hand  poses   risk  of  damage   to   the  

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parts  but  this  is  minimized  as  Covair  employees  have  the  correct  skills,  equipment  and  knowledge   required.   The   completed   assemblies  would   have   another   quality   check   to  ensure  there  is  no  damage  and  the  parts  are  secured  correctly.  Upon  assembly  the  rod  will  be  destructive  tested  to  test  for  maximum  stress  and  strain  analysis  done  to  meet  the   specifications   by   the   client.   Once   the   rod   has   passed   this   it  will   be   packaged   and  stored  ready  for  delivery  to  Burnley  on  time.  

LOGISTICS  In   the   workshop,   each   machine,   except   for   the   CNC   machines,   will   have   1   person  manning  it  at  all  times.  This  means  that  12  technicians  will  be  on  duty.  There  will  be  two  managers   to   oversee   the   floor   and   ensure   that   all   machines   are   working   to   full  efficiency.    A  layout  of  the  workshop  floor  is  shown  in  appendix  3.    The  workshop  will  have  a  storage  room  large  enough  for  all  materials,  as  they  are  then  easily  accessible  when  required.  The  suppliers  will  deliver  all  the  materials  by  the  4th  of  April   2014   at   0900.   All   AGS   parts,   this   includes   100   lock   nuts,   100   nuts,   2050   quick  release  fasteners  and  1950  rivets,  will  be  delivered  to  CovAir  on  the  4th  of  April  2014.  These  will  then  be  stored  until  required.    This  will  ensure  that  all  materials  will  be  ready  to  manufacture  on  the  7th  of  April.  The  final  number  of  parts  is  150;  50  plates  and  100  rods.  The  delivery  option  that  has  been  chosen  is  that  5  platforms  will  be  delivered  to  the   client   each  month   starting  on   the  1st   of  October  2014.  One  platform   consists   of   2  plates  and  4  rods.  This  is  more  efficient  for  both  CovAir  due  to  the  constant  work  rate,  and   for   the   client,   as  more   aircrafts  will   be   in   service.     The   delivery   dates  will   be   as  follows:  

 Figure  2  

As  the  prices  given  in  the  Material  Price  Guide  by  Covair’s  supplier  include  the  transport  cost   from   the   suppliers   to   CovAir   no   further   calculations   are   required.   However,   the  cost   of   transporting   the   products   from   CovAir   to   the   client,   in   Burnley,   has   been  calculated  as  shown  in  figure  2.  The  distance  from  Burnley  to  Coventry  is  approximately  141.6  miles,  which  would   take  2  hours  and  23  minutes,  depending  on  traffic.   (Google,  2014)    The  materials  being  used  are  from  the  company  that  has  a  working  relation  with  CovAir.  It   has   been   calculated   that   6   plates   of   aluminium   2024   of   dimensions   1000mm   ×  1000mm×7mm  will  be  used.  Assuming  there  will  be  as  little  excess  material  as  possible;  the  mass  will   be   116.34kg.   (eFunda   Inc.,   2014)   The   rods  will   be  made   out   of   bars   of  aluminium  7075.  50  bars  will   be   required   to  make  100   rods,   and   the   excess  material  will  be  used  to  produce  all  additional  parts,  creating  a  total  mass  of  175.95kg.  (eFunda  Inc.,  2014)The  bars  have  a  diameter  of  40mm  and  a  length  of  1000mm,  and  individually  cost  £77.40,  which  would  give  a   total  of  £3870.  The  other  material  also  being  used  to  produce  the  prong  is  steel.  The  type  of  steel  being  used  is  5145,  which  costs  £34.60  per  

Delivery  Date   Amount  of  Rods  

Amount  of  plates  

Time  of  Departure  

Expected    Time  of  Arrival  

Price  (Transport)  

1st  Oct  2014   20   10   9.00   11.23   £43.07  1st  Nov  2014   20   10   9.00   11.23   £43.07  1st  Dec  2014   20   10   9.00   11.23   £43.07  2nd  Jan  2015   20   10   9.00   11.23   £43.07  1st  Feb  2015   20   10   9.00   11.23   £43.07  

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bar.  The  bar  has   the  diameter  of  40mm  and  a   length  of  1000mm.  Therefore  4  bars  of  steel   are   needed   to   produce   all   100   prong   ends.   This  will   come   to   a   cost   of   £138.40,  while  the  mass  of  the  4  bars  are  40.36kg.  (eFunda  Inc.,  2014)  The  total  cost  of  materials  will  be  £4542.40.  One   C1   lorry  will   be   required   to   transport   the   goods   of   approximately   59.42kg   from  Coventry  to  Burnley.  Using  the  average  of  18mpg,  (Fuelly,  2014)  it  is  calculated  that  the  fuel  cost  from  Coventry  to  Burnley  would  cost  £43.07  including  reserves.      The  machines  are  capable  of  producing  1  platform  per  week,  this  is  to  say  2  plates  and  4  rods  will  be  produced  in  one  week.  10  plates  and  20  rods  can  be  made  in  5  weeks.  The  schedule  for  production  of  the  plates  is:  Day  One   Roll  to  specific  thickness  

Quality  Check  Day  Two   Use  of  Plasma  Arc  to  cut  plate  

Quality  Check  Roll  forming  the  U  shape  sections  (using  excess  materials  from  plasma  arc)  Quality  Check  

Day  Three   CNC  Drill  Holes  in  plates  Quality  Check  CNC  Drill  holes  in  U  Section  Quality  Check  

Day  Four   Treatments  and  Covering  Day  Five   Quality  Check  

Assemble  Quality  Check  Prepare  for  Delivery  

 The  schedule  for  the  rod  is:  Day  One   Extrusion  of  Aluminium  and  Steel  

Quality  Check  Power  Saw  (to  get  materials  to  workable  size)  Quality  Check  

Day  Two   CNC  Milling  (Ball  End)  Quality  Check  CNC  Milling  (Ball  End  Race)  Quality  Check  

Day  Three   CNC  Milling  (Main  Body)  NDT  Testing  Quality  Check  CNC  Milling  (Prong  End)  Quality  Check  

Day  Four   Cover  (Primer)  Quality  Check  

Day  Five   Assemble  Quality  Check  Prepare  for  Delivery  

 All  products  will  be  manufactured  and  assembled  by  the  29th  of  September.  This  gives  time  to  ensure  that  all  products  are  up  to  CovAir’s  quality  standards.  

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PRICING  &  COSTING  

BILL  OF  MATERIALS:  These  are  the  final  drafts  of  the  bill  of  materials  for  the  two  parts.  The  material  cost  was  based  on   the  amount  of  material   in  m3  used   to  manufacture   the  specific  part.  For   the  manufacturing   processes,   the   cost   was   based   on   the   size   of   the   material   it   is   being  worked  on,   the   type  of  machines  used,  whether   it  was   computer  based  or  man-­‐made  and  the  complexity  of  the  manufacturing  process.    As   for   the   paint   and   treatments,   as   mentioned   in   the   manufacturing   processes,   the  harrier  plate  will  only  have  primer  applied  to  it  and  possible  additional  treatment  like  tempering,   whereas   for   the   harrier   rod,   only   the   control   rod   will   be   painted   with  primer.  The  basis  of  cost  given  for  paints  on  treatment  is  based  on  area  (m2)  whereby  the  standard  value  is  78p  per  300m2.  In  reference  to  labour  cost,  it  is  inclusive  of  electricity,  water  and  recycling  charges  but  due   to   the  complexity  of   the  cost   it   is   logically   impossible   to  give  an  accurate  or  even  estimate  value  for  the  cost  per  individual  part  and  has  therefore  been  only  indicated  per  assembly.   As   for   the   delivery   cost,   it   inclusive   of   the   cost   of   fuel   and   driver   costs.  However,  as  stated  in  the  logistics  part  of  this  RFP  the  parts  will  be  delivered  assembled  and  therefore  the  individual  part  prices  are  only  a  mere  division  of  the  overall  cost  per  assembly.  The  bill  of  materials  also  includes  parts  that  Covair  classifies  Aircraft  General  Supplies  (AGS)   these   include;  Rivets,  Quick  Release  Fasteners,  Nuts  etc.  and  are  not  charged  to  the  client  as  the  cost  is  covered  by  the  company.  These  parts  are  listed  but  with  a  cost  of  £0.    

 

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NOTES  FOR  THE  COVAIR  BUSINESS  DEVELOPMENT  MANAGER  

WAGES  In   regard   to   wages,   employees   will   get   paid   on   an   hourly   rate   of   £25.   However   a  managerial  role  will  earn  £35  but  will  still  be  entitled  to  the  same  amount  of  holidays.  The   choice   between   performance   related   pay   and   at   an   hourly   rate   was   decided   on  factors   such   as;   how   you  measure   the   performance   of   an   individual,   how  would   you  reward   an   employee   that   exceeds   the   expectations   of   their   role.   Therefore   an   hourly  rate  payment  plan  will  be  used.  Employees  will  be  expected  to  be  in  work  at  8am  and  end   at   6pm   with   an   hour   lunch   in   between.   A   card   that   you   scan   will   register   the  attendance  of  staff.  This  tracks  your  entry  and  exit  and  enables  the  managers  to  know  how  many  hours  worked.  The  pay  will  be  given  out  on  the  last  Friday  of  every  month.  Holidays   and   “sick   days”   also   need   to   be   taken   into   account.   If   an   employee   does  overtime   they   shall   be   paid   the   normal   hourly   wage.   To   keep   in   accordance   with  governments   every   employee  will   be   entitled   to  28  days   annual   leave;   to  be   taken  as  they   please   but  must   be   confirmed   by   a  manager.   Sick   days  will   be   paid   for   but  will  require  proof  if  sick  for  14  working  days  or  over.  Other  benefits  will  include  a  canteen,  for   lunch   breaks,   toilets/washrooms   and   car   parking.   Each   employee   will   also   get   a  locker,  or  an  office  dependent  on  the  role,  and  there  will  also  be  a  “staff   room”  which  includes  a  kettle,  microwave,  a  sink  and  a  fridge.  

MATERIALS    Initially,  CovAir  was  determined  to  use  composites  for  the  harrier  plate  as  they  were  far  much  lighter  than  any  metal  alloy  of  equivalent  strength  but  harder  to  repair.  However,  due  to  the  client’s  request  of  only  metal  would  be  used  to  make  the  parts,  CovAir  had  to  review  the  material  selection  to  meet  the  tensile  stress  requirement  of  450  MPa  at  a  logical  price.  The  materials  were  selected  based  on  their  mechanical  properties  and  malleability.    7075Aluminium  was  selected  to  make  part  of  the  control  rod  and  2024  Aluminium  was  selected  to  make  the  plate.    5145  steel  was  the  last  material  selected  to  make  the  remaining  parts  of  control  rod  that  were  considered  movable  parts  and  could  possibly  oxide  if  2024  aluminium  was  used  due  to  nicks  and  scratches  that  would  occur  in  operation  of  the  part.    

MANUFACTURING  During  manufacturing  there  are  some  additional  details  to  consider  as  they  can  directly  affect   the  production   time.  Form  rolling  overall   is   a   cheap  manufacturing  process  but  the  rate  at  which  the  plates  are  produced  to  the  spec  wanted  by  the  company  has  to  be  calculated.  The  formula  used  to  determine  the  rate:  “𝑓𝑜𝑟𝑚𝑖𝑛𝑔  𝑡𝑖𝑚𝑒: 𝐿 + 𝑛 𝑑 /𝑉”    (Todd,  1994)    Where:  V=  Velocity  of  material  going  through  the  rollers  

 n=  number  of  forming  strands        d=  distance  between  each  of  the  forming  strands        L=  length  of  the  piece  of  being  rolled  

 When   using   the   CNC  machines   one   thing   to   consider   the   rate   of   it   being   cut   as   it   is  dependent   on   the   material   type   as   aluminium   can   be   cut   quicker   (300m   per   min)  compared   to   mild   steel   which   takes   longer   (18-­‐25m   per   min).   This   would   be   an  

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important   factor   as   it  would   be   crucial   to   have   a   plan   in   place   so   the  manufacturing  processes   can   be   followed   correctly   ensuring   that   parts   are   delivered   on   time   to   the  client.  

LOGISTICS  In   terms   of   deliveries,   each   delivery   will   be   made   at   the   start   of   each   month  commencing  from  1st  October  2014  and  will  continue  over  a  period  of  5  months.  Each  delivery  consists  of  5  kits,  10  plates  and  20  control  rods,  with  5  plates  and  control  rods  being  manufactured  each  week  in  Coventry.  The   justification  of  choosing  this  quantity  of  delivery  ensures   that  CovAir  deliver  all   the  desired  components   to   the  customer   in  the   shortest   period   of   time   but   still   ensuring   that   is   of   high   quality.   As   the   rate   of  production  per  month   is  higher   than  what   is  manufactured   then   it   gives   some   time   if  problems  occur  such  as:  

• Faults   or   damaged   products   meaning   more   plates   or   control   rods   might   need   to   be  manufactured  to  make  up  the  order  

• Tests   on   the   plates   or   control   rods   show   there   are   problems   with   stress,   strain   and  density  fluctuations.  This  can  be  traced  back  to  the  materials  suppliers,  as  there  might  have  been  issues  with  the  production  of  the  materials.  

•  Issues  with  the  machines  such  as  CNC  or  rollers  as  faults  may  occur  that  slow  the  rate  of  production  and  could  incur  delays.    

• Employees   going   on   union   strikes   or   illnesses   and   trying   to   find   replacement   staff  members  with  the  same  skills  as  the  ones  they  are  replacing.  

THE  FUTURE  What  CovAir  will  do  next  to  further  develop  the  manufacturing  processes  and  materials    research  and  development  would  be  funding  put  towards  finding  other  sources  globally  which  could  be  the  supplier  of  our  materials.  If  the  company  was  international  then  the  costing  of  shipping  might  increase  dramatically  but  the  savings  could  be  made  through  the  material  prices.    Another   consideration   for   the   future   is   looking   at   the   staffing   at   CovAir,  with   a   lot   of  machinery  being  computerized,  it  may  not  be  necessary  to  have  the  number  of  staff  as  previously  stated.  The  number  could  be  reduced  as  you  may/need  only  one  operator  for  all   the  CNC  machines   in   theory  as   they  are  computer  controlled  and  would  only  need  regular   inspections   to  make  sure   it   is  milling  or  drilling   the  parts  correctly,  as  well  as  quality  management  alongside.  The  reduction  in  staff  leads  to  a  reduction  in  overheads,  otherwise   known   as   operating   expenses,   includes   costing’s   such   as   taxes,   electricity,  rent  of  the  building  and  utilities.  This  can  also  affect  the  profit  margins  generated  within  the  company  but  is  dependent  on  the  other  factors  such  as:  

• Prices  of  materials  and  manufacturing  processes  • Costs  of  overheads  • Logistics;  if  transportation  costs  increase  with  fuel  prices  or  distances  to  deliver  

parts   is   further   and   requires   additional   fuel,   staff   or   other   forms   of   transport  such  as  aircraft  or  ships  

• Expansion  of  the  warehouses  and  factories  to  be  able  to  adjust  to  the  supply  and  demand  if  increases  

Lastly  a  consideration  of  the  future  in  particular,  is  looking  into  logistics  with  the  area  of  interest   of   being   the   C1   lorries   and   the   drivers.   There   are   alternative   methods   of  

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payment   for   the   drivers   as   they   can   be   paid   by   load;   the   traditional   method   with  payment  by  hour,  there  is  an  alternative  that  is  being  paid  by  the  mile.  The  method  of  being  paid  by  the  mile  relies  on  the  drivers  following  a  strict  code  produced  by  a  guide  created   by   the   national   moving   and   storage   association   and   it   contains   “distances  between  more  than  140,000  cities,  zip  codes,  or  highway  junctions”  (AMSA  2009).  To  also  ensure  that  the  correct  routes  are  being  taken  and  no  detours  are  being  to  make  extra  money  for  the  drivers,  each  lorry  would  be  fitted  with  a  GPS  that  enables  the  vehicle  to  be  monitored  and  tracked.  As  there  is  only  a  distance  of  141.6  miles  the  payment  would  be  by  mile  but   it   isn’t  directly  related  to  this.    The  payment  to  the  driver  can  be  up  to  50%  less  than  the  actual  miles  as  well  as  incorporating  fuel  costs  so  their  wages  could  in  fact  be   reduced.  Again   it  would   reduce  overhead   costs   and   could   lead   to  profitability.  Finally   in   terms   of   the   C1   lorry,   CovAir  would   be   looking   into   alternative   fuel   source  instead  of  petrol  as  diesel  although  more  expensive  when  it  comes  to  filling  the  tank  of  the   vehicle,   economically   it   is   long   lasting   especially   if   the   lorries   are   always   on   long  trips  up  and  down  in  the  country.  But  this  idea  won’t  be  implemented  till  there  is  a  rise  in  orders  and  the  locations  of  the  customers.  

                 

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REFERENCES  • eFunda  Inc.,  2014.  Alloy  Properties:  AISI  5145.  [Online]    

Available  at:  http://www.efunda.com/Materials/alloys/alloy_home/show_alloy_found.cfm?ID=AISI_5145&show_prop=all&Page_Title=AISI%205145  [Accessed  08  02  2014].  

• eFunda  Inc.,  2014.  Aluminium  Alloy  AA  2024.  [Online]    Available  at:  http://www.efunda.com/Materials/alloys/aluminum/show_aluminum.cfm?ID=AA_2024&show_prop=all&Page_Title=AA%202024  [Accessed  08  02  2014].  

• eFunda  Inc.,  2014.  Aluminium  Alloy  AA  7075.  [Online]    Available  at:  http://www.efunda.com/Materials/alloys/aluminum/show_aluminum.cfm?ID=AA_7075&show_prop=all&Page_Title=AA%207075  [Accessed  08  02  2014].  

• Fuelly,  2014.  Isuzu  Rodeo  Mileage.  [Online]    Available  at:  http://www.fuelly.com/car/isuzu/rodeo  [Accessed  08  02  2014].  

• Quince,  D.,  2014.  Removing  Metal:  Machining  Part  2.  [Online]    Available  at:  http://cumoodle.coventry.ac.uk/pluginfile.php/377609/mod_resource/content/1/204AEE%20Lecture%2012%20Removing%20Metal%20Machining%20Pt2%20EDIT.pdf  [Accessed  10  02  2014].  

• Todd,  R.,  1994.  Manufacturing  Processes  Reference  Guide..  4  ed.  New  York:  Industrial  Press  inc.  

• Google,  2014.  Google  Maps.  [Online]    Available  at:  https://maps.google.co.uk/  [Accessed  08  02  2014].  

• American  Moving  and  Storage  Association.  2009(Transportation Mileage Guide 19)  [pdf]  Alexandria:  American  Moving  and  Storage  Association.  Available  at  <Http://www.moving.org>  [Accessed  26  February  2014].  

                         

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APPENDIX  

APPENDIX  1:  7075  ALUMINIUM  DATA  SHEET  

Metric English Comments Physical Properties

Density 2.81 g/cc 0.102 lb/in³ AA; Typical Mechanical Properties

Hardness, Brinell 150 150 AA; Typical; 500 g load; 10 mm ball Hardness, Knoop 191 191 Converted from Brinell Hardness Value Hardness, Rockwell A 53.5 53.5 Converted from Brinell Hardness Value Hardness, Rockwell B 87 87 Converted from Brinell Hardness Value Hardness, Vickers 175 175 Converted from Brinell Hardness Value Ultimate Tensile Strength

572 MPa 83000 psi AA; Typical

Tensile Yield Strength 503 MPa 73000 psi AA; Typical Elongation at Break 11 % 11 % AA; Typical; 1/16 in. (1.6 mm) Thickness Elongation at Break 11 % 11 % AA; Typical; 1/2 in. (12.7 mm) Diameter Modulus of Elasticity 71.7 GPa 10400 ksi AA; Typical; Average of tension and compression.

Compression modulus is about 2% greater than tensile modulus.

Poisson's Ratio 0.33 0.33 Fatigue Strength 159 MPa 23000 psi AA; 500,000,000 cycles completely reversed

stress; RR Moore machine/specimen Fracture Toughness 20 MPa-

18.2 ksi-in½ K(IC) in S-L Direction

Fracture Toughness 25 MPa-m½

22.8 ksi-in½ K(IC) in T-L Direction

Fracture Toughness 29 MPa-m½

26.4 ksi-in½ K(IC) in L-T Direction

Machinability 70 % 70 % 0-100 Scale of Aluminum Alloys Shear Modulus 26.9 GPa 3900 ksi Shear Strength 331 MPa 48000 psi AA; Typical

Electrical Properties

Electrical Resistivity 5.15e-006 ohm-

cm

5.15e-006 ohm-

cm

AA; Typical at 68°F

Thermal Properties

CTE, linear 68°F 23.6 µm/m-°C

13.1 µin/in-°F

AA; Typical; Average over 68-212°F range.

CTE, linear 250°C 25.2 µm/m-°C

14 µin/in-°F Average over the range 20-300ºC

Specific Heat Capacity

0.96 J/g-°C 0.229 BTU/lb-°F

Thermal Conductivity 130 W/m-K 900 BTU-in/hr-ft²-°F

AA; Typical at 77°F

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APPENDIX  2:  2024  ALUMINIUM  DATA  SHEET

Metric English Comments Physical Properties

Density

2.78 g/cc

0.1 lb/in³ AA; Typical

Mechanical Properties

Hardness, Brinell

120 120 AA; Typical; 500 g load; 10 mm ball

Hardness, Knoop

150 150 Converted from Brinell Hardness Value

Hardness, Rockwell A

46.8 46.8 Converted from Brinell Hardness Value

Hardness, Rockwell B

75 75 Converted from Brinell Hardness Value

Hardness, Vickers

137 137 Converted from Brinell Hardness Value

Ultimate Tensile

Strength

469 MPa 68000 psi AA; Typical

Tensile Yield Strength

324 MPa 47000 psi AA; Typical

Elongation at Break

19 % 19 % AA; Typical; 1/2 in. (12.7 mm) Diameter

Elongation at Break

20 % 20 % AA; Typical; 1/16 in. (1.6 mm) Thickness

Modulus of Elasticity

73.1 GPa

10600 ksi AA; Typical; Average of tension and compression. Compression modulus is about 2% greater than tensile

modulus. Ultimate Bearing

Strength

814 MPa 118000 psi Edge distance/pin diameter = 2.0

Bearing Yield Strength

441 MPa 64000 psi Edge distance/pin diameter = 2.0

Melting Point 477 - 635 °C

890 - 1175 °F

AA; Range based on typical composition for wrought products 1/4 inch thickness or greater. Homogenization may raise eutectic melting temperature 20-40°F usually does not eliminate eutectic melting.

Solidus 477 °C 890 °F AA; Typical Liquidus 635 °C 1175 °F AA; Typical

Processing Properties

Annealing Temperature

413 °C 775 °F

Solution Temperature 466 - 482 °C

870 - 900 °F

Aging Temperature 121 °C 250 °F

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Poisson's Ratio 0.33 0.33 Fatigue

Strength 138 MPa 20000 psi AA; 500,000,000 cycles completely reversed stress; RR

Moore machine/specimen Fracture

Toughness 26 MPa-

23.7 ksi-in½ K(IC) in S-L Direction

Fracture Toughness

32 MPa-m½

29.1 ksi-in½ K(IC) in T-L Direction

Fracture Toughness

37 MPa-m½

33.7 ksi-in½ K(IC) in L-T Direction

Machinability 70 % 70 % 0-100 Scale of Aluminum Alloys Shear Modulus 28 GPa 4060 ksi Shear Strength 283 MPa 41000 psi AA; Typical

Electrical Properties

Electrical Resistivity

5.82e-006 ohm

-cm

5.82e-006 ohm-

cm

AA; Typical at 68°F

Thermal Properties

CTE, linear 68°F 23.2 µm/m-°C

12.9 µin/in-°F

AA; Typical; Average over 68-212°F range.

CTE, linear 250°C

24.7 µm/m-°C

13.7 µin/in-°F

Average over the range 20-300ºC

Specific Heat Capacity

0.875 J/g-°C

0.209 BTU/lb-°F

Thermal Conductivity

121 W/m-K

840 BTU-in/hr-ft²-°F

AA; Typical at 77°F

Melting Point 502 - 638 °C

935 - 1180 °F

AA; Typical range based on typical composition for wrought products 1/4 inch thickness or greater. Eutectic melting is

not eliminated by homogenization. Solidus 502 °C 935 °F AA; Typical

Liquidus 638 °C 1180 °F AA; Typical Processing Properties

Annealing Temperature

413 °C 775 °F

Solution Temperature

256 °C 493 °F

 

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APPENDIX  3:  WORKSHOP  FLOOR  PLAN  

   

APPENDIX  4:  DIFFERENT  TYPES  OF  TOOLING    

 

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APPENDIX  5:  BOM-­‐CLIENT  

 

APPENDIX  6:  BOM-­‐MANAGER  

       

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PROGRESS  REPORT  1  

Introduction  In  this  task,  as  a  business  development  team,  CovAir  has  fortunately  been  selected  for  the  final  stage  of  bidding  for  an  ECB  Aerosystems  package.  This  package  is  linked  to  a  Tier  Two  Aerospace  detailed  parts  supplier  and  therefore  a  detailed  RFP  (Request  For  Proposal  response)  will  be  submitted  to  the  company  to  secure  the  bid.      The  background  given  for  the  RFP  was  that  ECB  Aerosystems  are  looking  to  source  a  small  fabrication  and  machining  package  for  parts  on  the  GR9  platform,  based  on  general  dimensions  from  the  GR3  that  have  been  previously  worked  on.  The  total  number  of  deliverable  assemblies  for  this  package  currently  stands  at  75  plus  all  mirrors.  Overall  a  forecast  of  25  platform  units  is  being  sourced  for,  having  had  a  planned  delivery  of  30  completed  assemblies  per  month  across  5  months.          The  roles  within  the  team  are  the  following:    •   Cerys-­‐  Human  Resources,  logistics  &  Materials    Maintain  and  enhance  the  organisation’s  human  resources  by  planning,  implementing  and  evaluating  employee  relations  and  human  resources  policies,  programmes  and  practices.    Organise,  implement  and  monitor  kit  deliveries  while  maintain  good  customer  service  and  client  relations        Researching  and  selecting  of  materials  to  be  used  for  manufacturing  of  the  product    Looking  into  how  the  completed  parts  will  be  shipped  to  the  supplier  as  well  as  importing  raw  materials  internationally  from  LEDC’s.    •   David-­‐  Materials  and  Manufacturing    Researching  and  selecting  of  materials  to  be  used  for  manufacturing  of  the  product  whilst  selecting  the  best  manufacturing  method  of  each  part  with  respect  to  material  properties.    •   Michael-­‐  Costs  and  Manufacturing    Determining  the  cost  and  financial  needs  required  for  purchase  of  materials,  running  of  machines/equipment  whilst  liaising  with  team  members  to  determine  the  best  manufacturing  method  with  respect  to  cost    Determine  the  overall  cost  of  manufacture  and  delivery  of  kits  in  comparison  to  budget.          The  details  of  the  progress  of  each  individual  and  the  work  they  have  completed  have  been  written  within  the  minutes  of  our  regular  weekly  meetings.  

 Tier  2  Companies  It  is  important  to  understand  that  CovAir,  are  a  tier-­‐2  company  and  be  able  to  grasp  what  is  required.    A  tier-­‐2  company  receives  materials  from  suppliers  to  be  shaped  and  produced  into  the  component  that  would  be  required  to  be  fit  on  the  aircraft.  This  could  be  a  range  of  parts  from  access  covers  to  actuators  to  electrical  circuits.  These  assemblies  are  then  sent  to  tier  1  companies  and  in  some  cases  OEMS,  to  be  configured  to  the  aircraft.  It  is  therefore  the  duty  of  HR  to  maintain  a  good  relationship  with  a  variety  of  companies  at  a  variety  of  different  levels.  

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 Human  Resources    The  human  resources  team  looks  after  the  welfare  of  the  personnel,  ranging  from  managers  to  cleaners.  To  know  the  amount  of  personnel  required  in  the  company,  the  time  each  process  takes  and  the  workload  involved  will  be  required.  From  there,  a  shift  rota  can  be  created  as  the  number  of  parts  and  how  long  the  parts  will  need  to  be  produced  will  be.  In  the  company  it  is  clear  that  there  must  be  technicians,  who  know  how  to  operate  the  machinery,  junior  managers  are  on  hand  and  overlook  the  operations  of  the  technicians,  managers  to  take  charge  and  make  decisions  however  the  major  decisions  that  have  a  major  influence  on  the  company  are  taken  by  the  director.  All  decisions  must  be  in  accordance  with  health  and  safety  regulations  and  maintenance  legislations.    

Pay  In   regard   to  wages,  employees  will  get  paid  on  an  hourly   rate.  However  a  managerial  role  will  earn  more  but  will  still  be  entitled  to  the  same  amount  of  holidays.  The  choice  between  performance  related  pay  and  at  an  hourly  rate  was  decided  on  factors  such  as;  how   you   measure   the   performance   of   an   individual,   how   would   you   reward   an  employee  that  exceeds  the  expectations  of  their  role.  Therefore  it  was  decided  to  use  an  hourly  rate  payment  plan.  A  card  that  you  scan  will  register  the  attendance  of  staff.  This  tracks  your  entry  and  exit  and  enables  the  managers  to  know  how  many  hours  worked.  The  pay  will  be  given  out  on   the   last  Friday  of  every  month.  Holidays  and  “sick  days”  also  need  to  be  taken  into  account.  If  an  employee  does  overtime  they  shall  be  paid  the  normal  hourly  wage.  To  keep  in  accordance  with  governments  every  employee  will  be  entitled  to  28  days  annual  leave;  to  be  taken  as  they  please  but  must  be  confirmed  by  a  manager.  Sick  days  will  be  paid  for  but  will  require  proof  if  sick  for  14  working  days  or  over.  Other  benefits  will  include  a  canteen,  for  lunch  breaks,  toilets/washrooms  and  car  parking.  Each  employee  will  also  get  a   locker,  or  an  office  dependent  on   the  role,  and  there  will  also  be  a  “staff  room”  which  includes  a  kettle,  a  sink  and  a  fridge.        The  company  will  have  both  income  and  expenditure.  The  income  will  include  the  price  the  company  is  being  paid  to  make  the  products,  whilst  the  expenditure  will  be  the  cost  of  the  materials,  wages  of  the  employees,  the  cost  of  electricity,  water  and  gas.  

Materials  and  Dimensions    CovAir  have  carefully  considered  the  materials  that  are  to  be  used  for  the  requested  parts  in  order  to  provide  quality  goods  at  a  logical  and  reasonable  cost  while  trying  to  consider  the  manufacturability  of  each  part.    As  stated  earlier  the  parts  to  be  manufactured  are  the  harrier  plate  and  the  harrier  tie  rod.  The  materials  for  the  following  parts  have  been  analysed  and  are  shown  below.  

Parts  Analysis  

 Harrier  plate    Dimensions:  Area=0.082m2,  Thickness=3.25mm,  Hole  Diameter=7.30mm,           Hole2  Diameter:  5mm  (refer  to  the  appendix)  

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 The  current  part  has  been  suggested  to  be  made  of  Aluminium  as  shown  in  the  technical  drawings  provided  by  the  client.  The  benefits  of  using  this  material  are  that  it  is  light,  malleable,  strong  and  low  reactivity.  However  the  company  also  has  to  consider  that  the  use  of  Aluminium  in  the  aerospace  industry  is  reducing  and  being  replaced  by  the  use  of  composites  therefore  other  materials  viable  for  production  of  this  part  will  be  considered  while  still  accounting  for  manufacturability  and  maintenance.    However  the  material  selected  will  be  influenced  by  the  location  and  environment  of  the  harrier  plate  as  it  is  an  aerodynamic  component.  

 Harrier  Rod    CovAir  have  looked  into  the  technical  drawings  of  the  harrier  rod  provided  by  the  client  and  have  identified  the  suggested  materials  by  the  client  to  be  (refer  to  appendix);  

• Rod:  Aluminium   (Length  =  340mm,  Average  Diameter  =20mm)    • Ball  end:  Aluminium  (Diameter  =13.45mm,  Length  =  11mm,  Thickness=4.18mm)  • Lock  nut:  Steel  (Diameter  =  9.30mm,  Thickness  =  3mm)  • Ball  end  race:  Aluminium  (Length  1  =37.96mm,    Length  2=  11mm,  Diameter  1  =  10mm,  

Diameter  2  =  18.37mm,  Thickness    =  3.93mm)  • Prong  end:  Steel  (Length  1  =  32.01mm,  Length  2  =  12mm,  Diameter  1  =  10mm,  

Diameter  2  =  6.36mm,  Thickness  =  4mm)    • Ball  end  ball:  Magnesium  (Diameter  =  13.45mm,  Length  =  15mm,    Radius  =  6.32mm)  • Nut  (Hexagonal):  Steel  (Diameter  =  9.92mm,  Thickness  =  5mm)  

As  noted  this  part  is  an  internal  mechanical  part  of  the  aircraft  and  the  factors  that  need  to  be  considered  are;  ease  to  manufacture,  weight  reactivity,  strength,  working  temperatures,  reactivity,  malleability  etc.      As  the  main  materials  listed/suggested  are  Al,  Mg  and  steel  detailed  research  will  be  conducted  in  order  to  find  other  possible  materials  or  alloys  that  meet  the  same  specifications  therefore  giving  as  a  tier  2  company  more  options  and  variety  in  the  worst  case  scenario  of  materials  running  out.  

Manufacturing  As  discussed  in  weekly  meetings,  CovAir  has  decided  that  the  parts  will  be  delivered  assembled  and  ready  for  installation.  The  reason  for  this  decision  is  that  it  reduces  the  possible  errors/  risk  of  incorrect  assembly  of  the  part  as  well  as  reducing  the  liability  of  the  company  if  any  faults  arise  with  the  parts.  However,  this  increases  the  manufacturing  process  and  therefore  has  to  plan  accordingly  to  incorporate  this  in  the  production  line.  Part  count:  A  total  part  count  was  done  in  order  to  determine  the  number  of  parts  in  an  assembly  and  it  broken  down  as  follows:       Harrier  Rod:  8  parts  required  to  make  1  rod       Harrier  plate:  3  structural  components,  39  rivets  (and  41  holes)      With  respect  to  the  harrier  plate,  CovAir  are  yet  to  determine  whether  the  41  quick  release  fasteners  of  the  harrier  plate  required  for  the  41  holes,  will  be  included  in  the  supplies,  as  from  the  design  and  location  of  the  plate  it  is  deduced  that  it  is  an  access  panel.    

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However  if  this  decision  was  to  go  ahead,  certain  aspects,  in  respect  to  the  size  and  type  of  quick  release  fasteners  will  need  to  be  considered.  These  aspects  include;  countersunk,  flush,  depth  and  width  of  the  holes,  torque  required  etc.    

Logistics  In  terms  of  logistics,  the  parts  will  be  delivered  using  C1  class  lorries  and  have  a  maximum  of  10  at  our  disposable.  Each  lorry  weighs  7.5  tonnes.  The  distance  the  lorries  will  have  to  travel  from  Covair's  main  site  in  Coventry  (CV4)  to  Burnley  is  135  miles  with  an  approximated  time  to  travel  one  way  at  2  hours  12  minutes  but  could  increase  with  traffic.  (The  weight  of  each  part  is  still  yet  to  be  determined  once  the  final  material  choice  is  made  in  January)  

 No  of  parts:  •  75  deliveries  plus  all  mirrors:  • Therefore  a  total  of  150  parts  as  this  means  75  for  the  port  side  and  75  for  the  

starboard  side.  • There  are  25platforms  i.e.  25  aircrafts  that  require  these  parts  hence  implying  6  parts  

are  required  per  aircraft.  • Dividing  the  6  parts  accordingly  indicates  3  parts  for  the  starboard  and  3parts  for  the  

port  side.  This  implies  that  1  plate  and  2  rods  are  needed  side.  Therefore  a  kit  will  contain  2  plates  and  4  rods.  

• As  the  delivery  is  over  5months  the  suggested  delivery  is  in  kits  as  it  is  more  favourable  to  the  client  and  more  logical  as  it  is  not  useful  for  the  client  to  have  their  aircrafts  inoperable  due  to  unfinished  parts.  

 Delivery  options    They  are  2  delivery  options  available  for  the  client  and  they  include:         Option  1:      5  kits  to  be  delivered  every  month  this  entails  10  plates  and  20  rods  per  delivery    (This  option  ensures  a  constant  work  rate  and  is  more  efficient  as  a  tier  2  company)        Option  2:       3  kits  to  be  delivered  in  the  first  month         4  kits  to  be  delivered  in  the  2nd  month         18  kits  to  be  delivered  in  the  remaining  3  months  i.e.  6  kits  per  month      (This  option  allows  the  client  to  make  changes  to  the  product  in  the  initial  stages  without  having  a  major  effect  on  cost  and  wasting  of  products.  These  changes  may  be  made  with  respect  to  the  operational  effect  the  product  has  on  the  aircraft)        NB:  CovAir  are  still  intending  on  respecting  the  first  delivery  deadline  of  1st  October  2014  

 Costs    This  refers  to  the  actual  cost  of  designing  &  manufacturing  the  product  or  parts  that  are  part  of  the  ECB  Aerosystems  package.  This  would  be  linked  closely  to  materials  and  manufacturing  because  not  only  would  CovAir  want  to  deliver  a  high  quality  product  

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but  will  also  intend  on  making  a  profit.  There  may  be  implementations  of  new  manufacturing  techniques  and  materials  for  the  products.          A  thorough  investigation  into  the  background  was  partaken,  before  researching  or  calculating  anything  to  confirm  an  understanding  on:  

• What  is  being  asked  to  manufacture.  • How  many  parts  are  being  manufactured?  • The  time  scale  to  complete  the  order  

     Areas  of  the  manufacturing  process  where  extra  research  will  be  done  and  where  cost  will  be  related  is:  

• Length  of  development-­‐  how  much  does  cost  increase  by  length  of  time  • Costs  associated  with  any  delays-­‐  factors  such  as  staff  strikes  and  machining  

breakdowns    • Rate  of  production-­‐  batch  production,  continuous  production  or  off  the  line  production-­‐  

which        is  more  cost  effective?  • Transportation  of  raw  materials-­‐  Local  source  or  importing  from  foreign  countries  such  

as        LEDC  countries  like  Brazil?  • Exchange  rates/stock  markets  in  the  value  of  materials  

     The  outline  of  costs  on  materials,  various  types  of  metals,  will  be  given  in  January  from  CovAir’s  approved  materials  team.  Once  this  has  been  confirmed  the  company  will  have  a  better  understanding  of  the  costs  associated  with  the  materials.  CES  software  will  be  used  to  gain  a  better  understanding  of  the  costs  per  m2  per  material  and  will  be  a  useful  asset  to  have  when  completing  the  response  for  this  project.      An  example  of  data  found  on  aluminium  713.0,  permanent  mould  cast,  T5  was:    •   Density-­‐  2.85e3-­‐2.91e3    •   Price-­‐  1.52-­‐1.687  GBP/kg  

 Course  of  Action    Following  this  progress  report,  we  are  now  able  to  plan  our  next  course  of  action  to  be  completed  before  the  next  progress  report.  Some  of  the  points  that  are  have  arisen  from  this  are:    •   Final  choice  of  materials      •   Manufacturing  process  and  costs    •   Overall  costs    •   Price  of  parts        These  points  will  be  implemented  in  a  Gantt  chart  and  will  be  continuously  changing  depending  on  the  work  rate  of  every  individual  or  the  number  of  tasks  may  increase  depending  on  decisions  that  we  could  make  throughout  the  project.  We  will  be  looking  into  the  different  manufacturing  techniques  that  we  could  incorporate  to  either  reduce  costs  or  improve  all  efficiency  of  production.      

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References        •Coventry  University  (2013)  Methods  of  Machining  [online]  available  from  <  http://cumoodle.coventry.ac.uk/course/view.php?id=4719  >  [27  November  2013]    •RMIG  (2013)  Carbon  Steel  (Mild  Steel)  [online]  available  from  <  http://www.rmig.com/en/technical+info/raw+material/carbon+steel+(mild+steel)  >  [27  November  2013]        

                           

     

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PROGRESS  REPORT  2  

Logistics  Following  up  from  progress  report  1,  delivery  option  1,  which  is;  5  kits  of  10  plates  and  20  rods  to  be  delivered  every  month  has  been  chosen.  This  is  due  to  the  fact  that  it  is  more  efficient  for  CovAir  when  it  comes  to  the  manufacturing  of  the  parts  as  a  constant  work  rate  is  employed.  Moreover,  it  is  also  more  efficient  for  the  client  as  they  will  be  able  to  have  more  aircrafts  in  service.        

 As  the  prices  given  in  the  Material  Price  Guide  include  the  transport  cost  from  the  suppliers  to  CovAir  no  further  calculations  are  required.  However  the  price  of  transporting  the  products  from  CovAir  to  the  client,  in  Burnley  will  have  to  be  calculated.  The  distance  from  Burnley  to  Coventry  is  approximately  141.6  miles,  which  would  take  2  hours  and  23  minutes,  depending  on  traffic.  (Google,  2014)    The  materials  being  used  are  from  the  company  that  has  a  working  relation  between  CovAir  and  the  supplying  company.  It  has  been  calculated  that  6  plates  of  aluminium  2024  of  dimensions  1000mm×1000mm×7mm  will  be  used.  Assuming  there  will  be  as  little  excess  material  as  possible;  the  mass  will  be  116.34kg.  (eFunda  Inc.,  2014)  The  rods  will  be  made  out  of  bars  of  aluminium  7075.  50  bars  will  be  required  to  make  100  rods,  and  the  excess  material  will  be  used  to  produce  all  additional  parts,  creating  a  total  mass  of  175.95kg.  (eFunda  Inc.,  2014)The  bars  have  a  diameter  of  40mm  and  a  length  of  1000mm,  and  individually  cost  £77.40  which  would  give  a  total  of  £3870.  The  other  material  also  being  used  to  produce  the  prong  is  steel.  The  type  of  steel  being  used  is  5145,  which  costs  £34.60  per  bar.  The  bar  has  the  diameter  of  40mm  and  a  length  of  1000mm.  Therefore  4  bars  of  steel  are  needed  to  produce  all  100  prong  ends.  This  will  come  to  a  cost  of  £138.40,  while  the  mass  of  the  4  bars  are  40.36kg.  (eFunda  Inc.,  2014)  The  total  cost  of  materials  will  be  £4542.40.  One  C1  lorry  will  be  required  to  transport  the  goods  of  approximately  59.42kg  from  Coventry  to  Burnley.  Using  the  average  of  18mpg,  (Fuelly,  2014)  it  is  calculated  that  the  fuel  cost  from  Coventry  to  Burnley  would  cost  £43.07  including  reserves.                    

Delivery  Date   Amount  of  Rods  

Amount  of  plates  

Time  of  Departure  

Expected    Time  of  Arrival  

Price  (Transport)  

1st  Oct  2014   20   10   9.00   11.23   £43.07  1st  Nov  2014   20   10   9.00   11.23   £43.07  1st  Dec  2014   20   10   9.00   11.23   £43.07  2nd  Jan  2015   20   10   9.00   11.23   £43.07  1st  Feb  2015   20   10   9.00   11.23   £43.07  

(Google,  2014)  

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Manufacturing  processes  Harrier  Plate  The  first  part  of  the  manufacturing  process  of  the  aluminium  alloy  used  for  the  plate  on  the  aircraft  is  the  primary  shaping  of  the  material.  The  aluminium  alloy  would  arrive  to  Coventry   in   the   form   of   a   plate   before   being   shaped   tile   form   before   being   cut.   The  plates  would  have  been  tempered  at  T351  before  arriving.  This  process,  also  known  as  precipitation   hardening,   where   heat   is   applied   to   the   alloy   to   strengthen   it   by  introducing  these  impurities.  These  impurities  act  as  barrier  to  prevent  the  movement  of  the  atoms  in  the  metal,  as  they  would  be  in  a  lattice  structure.  The  type  of  tempering  that  would  be  introduced  in  this  process  would  be  a  T3  process,  “where  the  metal  is  heat  treated,   cold   worked,   and   naturally   aged   to   a   substantially   stable   condition”   (Quince  2014).    The  process  used  to  reduce  the  thickness  of  the  plates  would  be  roll  forming,  as  you  are  able  to  set  the  thickness  of  it  before  it  is  cut.  A  number  of  rollers  would  have  to  be  used  to   reduce   the   thickness   of   the   slab.   As   Aluminium   is   a   non-­‐ferrous   metal   then   the  correct   lubricants   would   need   to   be   used,   “Chlorinated   oils   or   waxes”   spraying   and  wiping  on   the   rollers  would  apply   this.  Form  rolling  overall   is   a   cheap  manufacturing  process  but  the  rate  at  which  the  slabs  are  produced  to  the  spec  wanted  by  the  company  has   to   be   calculated.   The   formula   used   to   determine   the   rate:   “𝑓𝑜𝑟𝑚𝑖𝑛𝑔  𝑡𝑖𝑚𝑒: 𝐿 +𝑛 𝑑 /𝑉”    (Todd,  1994)    Where:  V=  Velocity  of  material  going  through  the  rollers  

 n=  number  of  forming  strands        d=  distance  between  each  of  the  forming  strands        L=  length  of  the  piece  of  being  rolled    

The  other  part  of  the  plate  is  one  side  there  are  two  shapes  which  could  be  used  to  run  wires   through  underneath   the   skin   and   is   kept   away   from  other  parts   of   the   aircraft.  Primary  method   of   shaping   the   U   shaped   section   could   be   done   firstly   by   extrusion,  where  the  metal  is  pushed  through  a  die  and  gives  the  shape  the  other  side  of  the  die.  This  process  can  be  done  when  the  material  is  either  hot  or  cold  and  can  be  done  in  one  long  piece  or  in  the  specific  lengths  required.      Once  the  plate  has  been  rolled  to  the  specific  thickness  of  the  part  it  is  then  cut.  The  way  in  which  it  can  be  cut  is  using  the  Plasma  Arc.  The  Plasma  Arc  is  used  to  cut  in  the  x  and  y  planes  only  (flat  surfaces)  and  it  operates  over  a  bed  where  the  alloy  would  be  placed  between.  An  electrode  in  the  cutting  head  that  causes  the  gases  swirled  in  the  nozzle,  to  heat  up  and  become  plasma  and  cut  into  the  material,  produces  the  shapes  of  the  plates.    It  is  ideally  used  for  aluminium  or  steel  alloys,  as  well  as  this  it  can  be  programmed  to  cut  the  same  shape  on  each  plate  of  metal  with  very  little  wastage  being  produced.  As  it  computer   controlled   it   also   has   a   greater   percentage   of   accuracy  with   less   chance   of  error.   The   only   main   error   would   be   if   the   user   incorrectly   enters   the   wrong  information  into  the  CNC  computer.    Now  the  shape  of  the  plates  have  been  cut  out  the  next  stage  would  be  making  the  holes  where  it  can  be  screwed  into  the  aircraft.  This  would  be  drilled  in  using  a  CNC  machine  

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as   it   offers   again   the   greatest   accuracy   but   also   being   efficient,   as   it   will   always   be  working  at  100%  rate  with  no  fatigue  such  as  exhaustion  as  if  it  was  a  human.  The  holes  would  also  be  drilled  into  the  U  section  parts.  The  CNC  drilling  can  be  programmed  to  drill  at  the  precise  points  and  also  maintain  the  correct  distances  between  each  of  the  holes.  The  plate  and  the  sections  screwed  on  the  one  side  would  both  be  tempered  at  either   a  T3  or  T6,  which   is   artificially   aged.   The  plate  would   then  be   assembled  with  rivets  to  secure  to  the  two  U  sections  on  the  inside  of  the  plate.  Lastly  the  plate  would  be  sprayed  in  primer  as  a  bonding  agent,  a  preventative  layer  against  corrosion  as  well  as  a  layer   in   which   it   can   then   painted  when   the   aircraft   is   painted.   But   it   will   be   left   to  decide  if  the  plate  would  be  painted  before  delivery  so  it  will  have  to  be  discussed  with  the  client  to  find  out  the  best  deal  and  offer  the  best  service.    Harrier  Rod  The  rod  for  the  harrier  is  split  up  into  4  parts:    

• Ball  End,    • Prong  End,    • Ball  End  Race  • Main  Body  of  the  rod  

The  lock  nut  and  nut  which  are  standardized  parts  and  they  will  be  provided  by  the  AGS  meaning   it   doesn’t   require   additional   order   of  materials   or  manufacturing   processes.  The  materials  used   for   the  rod  would  be  delivered   in   the   form  of  a  bar  either   in  steel  and   aluminium.   The   bar   from   the   manufacturer   would   have   been   previously   been  treated,  7075  T7/T651  for  aluminium  bar  but  the  steel  bar  is  untreated.    As  the  form  of  the  materials  are  going  to  be  a  bar,  it  means  that  it  will  need  to  be  cut  into  smaller   sections   before   the   removal   of  metal   to   shape   of   the  parts.   The   cutting   could  have  been  done  the  same  as  the  harrier  part  using  a  Plasma  Arc  but  the  thickness  of  the  bar   is   too   great   for   this.   Alternative  methods   that   could   be   used,   can   be   cut   by   hand  using   a   power   hack   saw   which   is   suitable   to   cut   solid   pieces   of   metal   or   bars.   This  machine   is  quite  robust  but   it   is  a  slow  process   to  cut  at   the  pieces  of  metal  but  does  allow  it  to  be  left  to  operate  by  itself.    Some   of   the   different   processes   used   to  machine   away   the   shapes   from   these   blocks  could  be:  

1. Turning   tools   in   the   CNC   machine   (lathe)   to   machine   away   parts   of   the   material,   as  shown  in  the  appendix  (image  1),  this  method  would  be  efficient  as  the  machine  could  work  for  hours  without  the  need  for  a  break  or  having  problems  such  as  fatigue  effect  its  performance  compared  to  if  a  human  was  doing  it.    

2. Milling   can   be   used   to   create   the   various   holes   in   the   parts   created   by   turning;   this  includes  the  main  hole  in  the  prong  end  of  the  rod.    

3. One  thing  to  consider  the  rate  of  it  being  cut  as  it  is  dependent  on  the  material  type  as  aluminium   can   be   cut   quicker   (300m   per   min)   compared   to   mild   steel   which   takes  longer   (18-­‐25m  per  min).  This  would  be  an   important   factor  as   it  would  be   crucial   to  have  a  plan  in  place  so  the  manufacturing  processes  can  be  followed  correctly  ensuring  that  parts  are  delivered  on  time  to  the  client.  

 One   important   factor   to   consider   when   cutting   the   material   when   using   machining  equipment   is   the   life  of   the  tool.  This   is  can  be  estimated  by  taking   into  consideration  the  speed  in  which  the  tool  is  being  used  to  cut  and  the  material  it  is  made  from,  such  as  

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High   carbon   steel   or  High   speed   steel,   using   this   formula   called   the  Taylors  Tool   Life  Equation:  

𝑉𝑇! = 𝐶  (Quince,  2014)  • V  =  Cutting  speed,  meters  per  min  • T  =  Tool  Life,  minutes  • n  &  C  =  established  parameters  set  by  the  feed  rate,  depth  of  cut  and  the  tool  and  work  

of  the  materials  Once  each   individual  part  has  been  manufactured   the  next  option  would  be   see   if  we  would  deliver  to  the  customer  in  separate  parts  or  fully  assemble  for  them.  Examples  of  the   next   stage   are   joining  which   including  welding   or   heat   bonding   and   then   surface  treatment  such  as  plating  or  oxidizing  to  prevent  the  chance  of  rusting.  A  process  which  would   be   required  would   be   required   especially   in   the   aerospace   industry  would   be  primer  coating.  But  the  difference  in  the  process  compared  to  the  harrier  plate  would  be  only  the  stationary  parts  of  the  harrier  rod  would  have  it,  this  would  be  the  main  body  as  the  prong  end  and  ball  end  are  moving.  

Materials  Initially,  CovAir  was  determined  to  use  composites  for  the  harrier  plate  as  they  were  far  much  lighter  than  any  metal  alloy  of  equivalent  strength  but  harder  to  repair.  However,  due  to  the  client’s  request  of  only  metal  would  be  used  to  make  the  parts,  CovAir  had  to  review  the  material  selection  to  meet  the  tensile  stress  requirement  of  450  MPa  at  a  logical  price.    In  order  to  achieve  the  light  weight  required  of  the  selected  material(s),  Aluminium  was  selected  as  it  is  relatively  amongst  the  lightest  of  metals  used  in  the  aerospace  industry.  However,   the   only   problem   Aluminium   posed   was   that   it   isn’t   strong   enough   in   its  purest  form  to  meet  the  strength  requirements  and  therefore  an  Aluminium  alloy  would  be  required.      Based   on   the   research   and   knowledge   of   the   aerospace   industry,   the   2series,   6series  and   7series   Aluminium   alloys   were   the   main   considerations   for   the   making   of   the  harrier  plate  and  parts  of  the  harrier  rod  as  they  are  the  most  commonly  used.    However,  the  6series  aluminium  alloy  was  taken  out  of  consideration  as  it  did  not  meet  the  required   tensile  strength  unlike   the  2series  and  7  series,  which  not  only  did  meet  the  tensile  strength  requirements,  but  surpassed  it  by  10’s  of  MPa  providing  far  much  more   strength   than   required.   Therefore,   the   only   factors   left   in   considering   the   final  metal  selection  were  cost  and  manufacturability.      For   the  2series  Aluminium  alloys,   the  2024  alloy  which  entails  copper  as   the  primary  alloying  element  was  selected  due   to   its  high  weight   to   strength  ratio  and   its  average  machinability.  But  only  the  2024-­‐T351,  would  be  considered  as  it  was  the  only  class  of  that  series  to  meet  the  tensile  requirements.    For   the   7series   Aluminium   alloys,   the   7075   alloy  which   contains   zinc   as   the   primary  alloying  element  was  selected  due  to  its  strong  nature  and  equivalent  machinability  to  that   of   2024   alloy.   However,   only   the   7075-­‐T7   and   7075-­‐T651   classes   would   be  considered  as  they  met  the  strength  requirements  and  were  far  much  more  resistant  to  

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stress  compared  to  other  classes  of  the  same  series,  as  the  T7  is  over-­‐aged  with  growth  occurring  along  the  grain  boundaries  while  the  T651  is  heat  treated  and  stress  relieved.      For   the  movable  parts   in   the  control  rod,  CovAir  concluded  that  aluminium  was  not  a  viable   option   due   to   its   corrosive   nature   that   lead   to   oxidation   of   the   material   thus  weakening  it,  and  therefore  a  non-­‐corrosive  but  strong  and  machinable  material  had  to  be  selected.  With  strength  being   the  key   factor,  Titanium  and  Steel  were  easily  selected.  However,  Steel  was  chosen  due  to  its  low  cost  and  machinability.  Therefore  the  5145  class  of  steel  was   selected   as   it  met   all   the   physical   and   logical   requirements   of   the   parts   it  would  make.    A  total  of  4  material  are  therefore  being  considered  for  manufacturing  of  the  parts  and  the  final  materials  are  yet  to  be  selected      PART   MATERIAL  Harrier  plate   2024-­‐T351  Control  Rod   7075-­‐T7/T651  Prong  End   5145  Ball   5145  Ball  end   7075-­‐T7/T651  Ball  end  race   5145  Nut(s)   5145    

Bill  of  Materials    The  bill  of  materials  is  a  document  outlining  the  different  costing’s  associated  with  

• Cost  of  the  material  for  each  part  • Cost  of  the  manufacturing  processes  • Cost  of  the  Paints  and  Treatments  • Cost  of  Delivery  of  Parts  

 In  this  report,  this  is  the  first  draft  of  a  bill  of  materials  for  the  two  parts,  with  various  costs  being  estimated  due  to  the  lack  of  information  at  this  time.  This  is  mainly  for  the  manufacturing  processes  where  the  cost  was  based  on  the  size  of  the  material  it  is  being  worked   on   and   the   type   of   machines   used,   whether   it   was   computer   based   or  man-­‐made.  With   regards   to   the   paint   and   treatments   as   mentioned   in   the   manufacturing  processes   of   this   report,   the   harrier   plate   will   only   have   primer   applied   to   it   and  possible  additional  treatment  like  tempering  but  this  will  be  confirmed  in  the  final  RFP.  Below  is  the  first  Bill  of  Materials  produced  for  this  report  but   it   is  subject  to  changes  before  the  final  RFP  SEE  APPENDIX  2  

         

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Bibliography  eFunda  Inc.,  2014.  Alloy  Properties:  AISI  5145.  [Online]    Available  at:  http://www.efunda.com/Materials/alloys/alloy_home/show_alloy_found.cfm?ID=AISI_5145&show_prop=all&Page_Title=AISI%205145  [Accessed  08  02  2014].  eFunda  Inc.,  2014.  Aluminium  Alloy  AA  2024.  [Online]    Available  at:  http://www.efunda.com/Materials/alloys/aluminum/show_aluminum.cfm?ID=AA_2024&show_prop=all&Page_Title=AA%202024  [Accessed  08  02  2014].  eFunda  Inc.,  2014.  Aluminium  Alloy  AA  7075.  [Online]    Available  at:  http://www.efunda.com/Materials/alloys/aluminum/show_aluminum.cfm?ID=AA_7075&show_prop=all&Page_Title=AA%207075  [Accessed  08  02  2014].  Fuelly,  2014.  Isuzu  Rodeo  Mileage.  [Online]    Available  at:  http://www.fuelly.com/car/isuzu/rodeo  [Accessed  08  02  2014].  Google,  2014.  Google  Maps.  [Online]    Available  at:  https://maps.google.co.uk/  [Accessed  08  02  2014].  Quince,  D.,  2014.  Removing  Metal:  Machining  Part  2.  [Online]    Available  at:  http://cumoodle.coventry.ac.uk/pluginfile.php/377609/mod_resource/content/1/204AEE%20Lecture%2012%20Removing%20Metal%20Machining%20Pt2%20EDIT.pdf  [Accessed  10  02  2014].  Todd,  R.,  1994.  Manufacturing  Processes  Reference  Guide..  4  ed.  New  York:  Industrial  Press  inc.        

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Appendix  1  

 

APPENDIX  2    

     

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MEETING  MINUTES    

Session  1-­‐    21/10/2013       15.00    Members  Present:  Michael,  David  and  Cerys.    Agenda  

1. Introduction  of  the  coursework  brief  and  going  through  as  a  team  to  make  sure  every  member  has  an  understanding.  

2. Start  to  look  at  roles  of  each  member  within  the  team  and  see  what  work  they  will  be  contributing  for  the  report.  

3. Setting  out  a  plan  so  we  are  able  to  set  sub-­‐targets  to  make  sure  we  are  on  track  for  the  deadline.  

4. Organise  the  team  meetings  and  times  for  the  future.  Discussion  of  agenda  

1. See  below.  2. What  roles  are  available  

a. Minutes  (Cerys)  b. Research  on  Materials,  Processes,  Costings,  Manufacturing,  HR.  (all,  to  be  

discussed  in  more  detail)  c. Finances  (all,  to  be  discussed  in  more  detail)  d. Writing  the  report  (all,  to  be  discussed  in  more  detail)  e. Analysis  work  (all,  to  be  discussed  in  more  detail)  

3. Setting  a  Gantt  Chart  for  target  setting  and  planning.  (David)  4. Set  meetings  for  every  Monday,  15.00  –  16.00  

Achieved  in  this  meeting  1. Every  member  has  a  clear  understanding  of  the  coursework  brief.  2. We  have  discussed  the  roles  available.  3. We  have  decided  that  David  will  prepare  a  rough  copy  of  a  Gantt  chart  for  

planning  4. We  have  agreed  to  meeting  every  Monday  to  observe  the  process  of  the  

coursework.      

Session  2  -­‐    28/10/2013       15.00    Members  Present:  Michael,  David  and  Cerys.    Agenda  

1. Review  feedback  from  tutorial  on  25/10/2013  2. Review  Gantt  chart  planning  3. Review  roles  within  the  group  

Discussion  of  agenda  1. 150  parts  to  be  delivered  in  total  (30  per  month),  75  for  the  port  side  and  75  for  

the  starboard  side  to  be  used  on  6  aircrafts.  Therefore  25  parts  per  aircraft.  This  was  made  clear  and  has  since  been  re-­‐evaluated.  

2. Due  to  other  commitments,  this  is  still  ongoing  and  will  be  completed  ASAP.  3. Michael  has  agreed  to  take  on  the  financial  role  using  Microsoft  Excel.  

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Cerys  has  agreed  to  manage  the  HR  role.  David  is  managing  the  materials,  processes  and  manufacturing.  These  roles  have  been  selected  in  a  way  that  highlights  the  strengths  of  the  individual.  However  they  are  not  individual  processes  and  the  whole  team  will  aid  the  person  in  his/her  role.  

Achieved  in  this  meeting  1. Fully  understood  how  many  parts  are  being  delivered  and  manufactured  in  the  

task.  2. Still  ongoing,  completion  by  4/11/2013.  3. Leadership  roles  have  been  selected.  

     

Session  3  -­‐  4/11/2013       15.00    Members  Present:  Michael,  David  and  Cerys.    Agenda  

1. Research  tier  2  relations.  2. Feedback  on  Gantt  Chart  3. Discuss  questions  asked  during  tutorial.  

 

Discussion  of  agenda  1. We  have  decided  to  research  existing  tier  2  companies  to  get  a  better  

understanding  of  how  these  companies  operate  and  how  we  will  go  through  the  whole  process.  

2. We  have  found  that  we  have  not  got  enough  information  to  complete  a  Gantt  chart  as  of  the  4/11,  therefore  this  will  be  an  ongoing  task  as  the  coursework  progresses.  

3. Through  discussions  with  David  Quince,  we  have  discovered  that  we  are  producing  the  same  parts  for  various  aircrafts  and  the  same  number  of  parts  per  aircraft  

Achieved  in  this  meeting  1. We  will  discuss  the  research  that  has  been  conducted  in  the  next  meeting  

(11/11)  2. The  gantt  chart  is  still  ongoing  due  to  lack  of  information.  3. We  are  now  clearer  on  the  parts  being  produced  for  various  aircrafts.    

Session  4  -­‐  11/11/2013       15.00    Members  Present:  Michael,  David  and  Cerys.    Agenda  

1. To  analyse  the  parts  that  have  been  released  on  moodle.  

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2. To  devise  and  log  any  questions  that  need  to  be  discussed  with  David  Quince  on  the  meeting  day  (22/11)  

3. To  feedback  on  research  of  tier  2  companies  Discussion  of  agenda  

1. End  product  is  a  harrier  actuator  rod,  made  out  of  aluminium,  magnesium  and  steel.  End  product  is  a  plate  that  is  made  out  of  aluminium.  These  will  require  additional  analysis  that  will  be  completed  by  Michael.  

2. The  questions  that  we  need  to  discuss  are;  how  does  he  want  the  progress  report  to  be  laid  out?  What  should  it  contain?  How  long  should  it  be?  Should  we  include  the  meeting  minutes  up  to  this  point?  

3. No  research  was  completed  due  to  other  upcoming  work  deadlines.  Therefore  this  will  be  an  ongoing  activity.  

Achieved  in  this  meeting  1. We  know  what  parts  need  to  be  manufactured  and  further  research  shall  be  

done  2. We  have  devised  questions  that  will  help  us  create  our  progress  report.  3. The  research  will  be  ongoing.    

Session  5  -­‐  22/11/2013       12.15    Members  Present:  Michael,  David,  Cerys  and  David  Quince    Agenda  

1. Ask  David  Quince  questions  2. Get  a  better  understanding  of  the  progress  report  

Discussion  of  agenda  1. Don’t  need  to  use  Al,  (prototype),  but  have  to  research  the  material  we  use,  

Youngs  modulus,  best  temp,  regulations  etc.  There  must  be  justification  for  the  reasons  of  choosing  the  material  over  the  original.  Comparison  with  Al  used  in  the  example.  Working  knowledge.  We  choose  how  its  cut,  and  processed.  

2. Formative  assessment;  break  it  down  into  suitable  sections;  HR,  technical  (report  what  found  so  far  and  time  scale,  manufacturing  types),  managerial.  Max  2000  words.  Must  have  an  action  plan  going  forward  towards  end  of  report.  Logistics,  delivery  packages,  eg.  5  drops  over  5  months.  Financial  report  is  next  term.  Do  have  human  resources  and  financial  backing  to  do  project.  No  need  for  extra  machines,  training,  loans  etc.  

Achieved  in  this  meeting  1. Questions  have  been  asked  and  answered,  as  required.  2. We  have  a  better  understanding  of  the  progress  report.    

Session  6  -­‐  25/11/2013       15.00    Members  Present:  Michael,  David,  Cerys      Agenda  

1. Plan  formative  assessment  (Progress  Report)  

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2. Arrange  another  meeting  for  this  week  to  discuss  and  aid  members  progress  of  parts.  

Discussion  of  agenda  1. Introduction  –  Task  brief,  group  member  roles.  

Understanding  of  the  task  brief  (how  many  parts  etc.)  Deeper  analysis  of  parts,  what  are  we  manufacturing  Costing  and  timing  of  manufacturing  HR  –  tier  2  company,  personnel  required.  What  we  are  going  to  do  next.  References.  

2. Michael  is  going  to  write  up  a  brief  on  costing  and  timing  on  manufacturing.  David  will  look  into  materials  and  Cerys  will  research  HR.    

Achieved  in  this  meeting  1. We  have  a  plan  for  our  progress  report.  2. We  have  arranged  a  meeting  for  Friday  at  14.00  to  discuss  progress  made.    

Session  7  -­‐29/11/2013       14.00    Members  Present:  Michael,  David,  Cerys.    Agenda  

1. To  discuss  progress  made  on  the  individual  written  parts.  Discussion  of  agenda  

1. Generally  everyone  has  written  parts.  Michael  will  combine  each  part  and  make  it  flow  better.  

Achieved  in  this  meeting  1. A  dropbox  group  has  been  created  to  send  and  receive  work  easier.  Michael  will  

combine  parts  together    

Session  8  -­‐06/12/2013       12.15    Members  Present:  Michael,  David,  Cerys  and  David  Quince    Agenda  

1. To  ask  any  questions  regarding  the  progress  report  due  on  the  9/12/2013  Discussion  of  agenda  

1. The  questions  asked  included  putting  the  CADCAM  drawings  analysis  in  the  appendix  and  calculating  the  number  of  parts  required  to  make  the  assembly.  An  enquiry  of  the  rivet  size  was  also  made.  This  included  the  type  diameter  and  shank  angle  of  rivets.  We  also  discussed  the  logistics,  so  the  delivery  process.  

Achieved  in  this  meeting  1. Questions  were  discussed  and  answered  therefore  we  know  more  details  about  

what  needs  to  be  in  the  report.  We  also  believe  we  included  too  much  detail  in  some  elements.  These  have  been  removed.  

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Session  9  –  13/01/2014     11.00    Members  Present:  Michael,  David  and  Cerys  Agenda  

1. To  discuss  and  make  any  changes  to  our  progress  report  using  the  feedback  form  provided.  

2. To  discuss  the  information  given  to  us  in  the  past  tutorial.  Discussion  of  agenda  

1. The  changes  we  are  making  are  a  revaluation  of  roles,  removing  pronouns  from  our  report,  creating  and  including  a  contents  page.  

2. We  discussed  a  bill  of  materials,  and  have  decided  that  it  is  included  in  the  costing  and  therefore  Michael  will  be  taken  charge  of  creating  a  bill  of  materials.  

Achieved  in  this  meeting  1. We  have  included  a  contents  page  and  have  revaluated  the  roles  which  are  stated  

in  the  report.  We  have  also  been  through  the  report  and  removed  all  pronouns.            2. We  have  decided  who  will  create  the  bill  of  materials.  

 

Session  10  –  20/01/2014     12.00    Members  Present:  Michael,  David  and  Cerys  Agenda  

1. To  discuss  starting  progress  report  2  by  using  the  guide  that  has  been  uploaded  to  moodle.  

Discussion  of  agenda  1. We  have  decided  that  Cerys  will  be  researching  the  prices  materials  will  cost  to  

import.  From  there  we  can  decide  where  the  materials  will  be  from  after  receiving  information  regarding  materials  from  David  and  Michael.  She  will  also  finalize  the  logistics  including  dates  of  delivery.  We  will  discuss  the  methods  on  manufacturing  at  a  later  date  when  materials  have  been  narrowed  down.  

   Achieved  in  this  meeting  

1. We  have  decided  that  material  selection  will  be  completed  first,  followed  by  logistics  (transportation  of  materials)  and  the  manufacturing  process  and  bill  of  materials  will  be  towards  the  end.  

 

Session  11    –  14/02/2014     14.00    Members  Present:  Michael,  David  and  Cerys  Agenda  

1. Reflection  on  Progress  Report  2  2. Discuss  RFP  

Discussion  of  agenda  1. We  believe  that  Progress  Report  2  was  rushed  and  therefore  was  not  as  clean  

and  clear  as  it  possibly  could  have  been.  We  have  learnt  that  we  should  set  a  target  to  have  the  RFP  finished  2-­‐3  days  before  the  deadline.  

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2. We  want  to  aim  to  get  1000-­‐3000  words  completed  by  the  21/02/14.  This  would  put  us  in  a  good  position.  We  have  discussed  a  target  for  words  per  section.  We  aim  to  mostly  complete  Technical  Details  and  Logistics.  

Achieved  in  this  meeting  1. We  have  set  targets  for  dates  to  compete  elements  for  and  everyone  is  clear  on  

the  sections  they  are  doing  2. We  have  organized  ourselves  so  we  know  what  sections  will  be  competed.