RFP Response - FINAL
-
Upload
michael-etienne -
Category
Documents
-
view
84 -
download
4
Transcript of RFP Response - FINAL
RFP RESPONSE GROUP 6
Michael Etienne SID: 4129406 Cerys Thomas SID: 4271897 David Gachie SID: 4642765
3/2/2014
1
GROUP 6
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
2
GROUP 6
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
3
GROUP 6
• 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.
4
GROUP 6
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)
5
GROUP 6
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.
6
GROUP 6
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
7
GROUP 6
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
8
GROUP 6
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.
9
GROUP 6
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.
10
GROUP 6
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
11
GROUP 6
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
12
GROUP 6
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.
13
GROUP 6
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].
14
GROUP 6
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-
m½
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
15
GROUP 6
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
16
GROUP 6
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-
m½
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
17
GROUP 6
APPENDIX 3: WORKSHOP FLOOR PLAN
APPENDIX 4: DIFFERENT TYPES OF TOOLING
18
GROUP 6
APPENDIX 5: BOM-‐CLIENT
APPENDIX 6: BOM-‐MANAGER
19
GROUP 6
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.
20
GROUP 6
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)
21
GROUP 6
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.
22
GROUP 6
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
23
GROUP 6
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.
24
GROUP 6
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]
25
GROUP 6
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)
26
GROUP 6
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
27
GROUP 6
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
28
GROUP 6
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
29
GROUP 6
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
30
GROUP 6
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.
31
GROUP 6
Appendix 1
APPENDIX 2
32
GROUP 6
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.
33
GROUP 6
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.
34
GROUP 6
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)
35
GROUP 6
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.
36
GROUP 6
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.
37
GROUP 6
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.