Titanium alloys, Inconel nickel-based alloys and other high-strength heat-resistant alloys and carbon fiber reinforced composite materials are replacing traditional aluminum alloys and have become the primary materials for aerospace engineering applications. Currently, there are about 17,000 passenger and cargo planes in operation around the world, and the sky seems to be getting more and more congested. The professor speculated that by 2025, 25,000 new aircraft would be needed. Although it is developing rapidly, aviation operations still face the problems of rising prices of raw materials, increasing use of difficult-to-process materials, and limited production capacity. In order to supply new processing plans with strong processing progress, it is necessary to adopt new processing strategies. . Aerospace component manufacturers often require processing of multiple materials that are composited on the same part, since a metal such as titanium can be sandwiched between multiple layers of composite material to enhance the stability of the composite layout.

 

Following the airlines seeking to drastically reduce fuel consumption, lightweight layouts are becoming standards and standards. For example, Lufthansa expects the aircraft's per capita fuel consumption to reach 1.25 gallons (that is, 1.25 gallons of fuel per passenger flying 100 miles). However, to complete this policy, it is a valuable issue for the parts manufacturer. Due to the processing requirements of lightweight materials, large-scale funding for new machine tools and cutting programs can be included. A production line consisting of a machine tool (with six or more axes) is converted to machine parts on a single piece of equipment in the middle of the machining process to improve processing flexibility. However, these costs can be offset by the selection of the first new concept of processing.

 

In today's aircraft operations, it is important to extend tool life and maximize process reliability. In addition to the processing of workpieces that require combat processing, it is also required to complete processing rates of up to 90%. In other words, it is necessary for the machine tool to use 90% of the time for cutting.

 

Discover the processing potential that fits economic criteria

 

Many aerospace parts still need to be processed from a single piece of blank. This is justified because these parts are not only affected by extreme environmental conditions, but are generally subjected to extremely high mechanical stresses, in order to eliminate the fragmentation of these parts. And the ability of other damage, it is necessary to release the stress to a large extent, and this can be completed by processing the entire part of the blank, but it takes a lot of man-hours to complete the processing of such parts.

 

So, is there a way to improve productivity? Considering that the cutting speed is closely related to the tool load, it is necessary for the part manufacturer to process within a certain speed limit. They can't hope to make breakthroughs in the processing speed of most difficult-to-machine materials. For example, when machining titanium alloys, cutting the cutting speed from 150sfm to 200sfm is now considered high-speed cutting.

 

Thus, the only way for users to discover new potential is to modify the processing strategy. In the past few years, machining in the aerospace industry has been dominated by the use of high-speed steel tools, which are suitable for cutting speeds lower than cemented carbide tools. However, with the concession of traditional high-speed steel tool data, all the cemented carbide tools and indexable tools can greatly improve the productivity advantage, and are entering the aviation industry. However, this requires a new machine tool or a significant cost to upgrade existing machine tools to provide the rigidity required for the use of more rigid carbide tools and the higher cutting parameters of suitable carbide tools. This raises a serious issue for the producers, who find that it is too long to complete the capital contribution.

 

Simply switching to a more advanced tool can no longer be done to deal with this problem. As a result, toolmakers are collaborating with machine tool builders and end users to move from the beginning of the production development process to the overall production process.

 

Fly safely with a lower wallet

 

In automotive operations, tool makers have entered the early stages of product development.

 

What is different is that the tool manufacturer's aerospace processing professor is generally involved in the demand after the product is developed, which is largely determined by the tradition of the profession.

 

In the past few decades, airlines have paid little attention to their capital, and because of flying, it is necessary to ensure that all costs are at the top of the list. But with the beginning of globalization and the dramatic increase in the sale of air tours, the era of non-cost is now over. The aviation industry is gradually recognizing that although flying is the most important factor, it should be completed with an acceptable lower cost. This has brought huge pricing pressures to aircraft manufacturers and component suppliers. They are eager to learn from other professions (especially in car-making operations). The biggest battle between them is to compete with low-cost Asian producers. .