Boeing Commercial Airplane Group Research Articles

Review of Sensor-Based Approach to Reliable High Speed Machining at Boeing – A Tribute to Jan Jeppsson

AbstractJan Jeppsson was the key architect of a sensor-based system for reliable implementation of High Speed Machining technologies at Boeing Commercial Airplane Group, resulting in substantial increase in productivity in addition to significant cost reduction. Mr. Jeppsson retired from Boeing in 2003 and passed away on December 31, 2012. In memory of his ingenious contributions to high speed end milling technologies in a real production environment, we present this review paper based on his papers and patents. This paper starts with the chatter and control problems encountered in machining commercial airplane structural components, which could be over 100 ft long, using spindles at speeds over 50,000 rpm and end mills over one inch in diameter and axial length exceeding four inches. Mr. Jeppsson developed a software system, Machining Prediction Software (MPS), to identify chatter-free machining windows for different combinations of tools, machine structures, and spindle speeds. The sensor-based milling control system, denoted as the Jeppsson Controller, is used to achieve highest material removal rate with minimal risk of tool breakages and spindle bearings failures. This paper concludes with tributes from Mr. Jeppsson’s co-workers at Boeing, testifying to his character and integrity as a visionary, a mentor, and a leader.

Advantages for passengers and cabin crew of operating a gas-phase adsorption air purifier in 11-h simulated flights

Experiments were carried out in a three-row, 21-seat section of a simulated aircraft cabin installed in a climate chamber to evaluate the extent to which passengers' perception of cabin air quality is affected by the operation of a gas-phase adsorption (GPA) purification unit. A total of 68 subjects, divided into four groups of 17 subjects took part in simulated 11-h flights. Each group experienced four conditions in balanced order, defined by two outside air supply rates (2.4 and 3.3 l/s per person), with and without the GPA purification unit installed in the recirculated air system, a total of 2992 subject-hours of exposure. During each flight the subjects completed questionnaires five times to provide subjective assessments of air quality, cabin environment, intensity of symptoms, and thermal comfort. Additionally, the subjects' visual acuity, finger temperature, skin dryness, and nasal peak flow were measured three times during each flight. Analysis of the subjective assessments showed that operating a GPA unit in the recirculated air provided consistent advantages with no apparent disadvantages. Operating a gas-phase adsorption (GPA) air purifier unit in the recirculated air in a simulated airplane cabin provided a clear and consistent advantage for passengers and crew that became increasingly apparent at longer flight times. This finding indicates that the expense of undertaking duly blinded field trials on revenue flights would be justified.

Competency-based on-the-job training for aviation maintenance and inspection – a human factors approach

More than 90% of the critical skills that an aviation maintenance technician uses are acquired through on-the-job training (OJT). Yet many aviation maintenance technicians rely on a `degenerating buddy system', `follow Joe around', or unstructured approach to OJT. Many aspects of the aviation maintenance environment point to the need for a structured OJT program, but perhaps the most significant is the practice of job bidding which can create rapid turnover of technicians. The task analytic training system (TATS), a model for developing team-driven structured OJT was developed by the author, and first introduced in Boeing Commercial Airplane Group to provide competency-based OJT for aviation maintenance and inspection personnel. The goal of the model was not only to provide a comprehensive, highly structured training system that could be applied to any maintenance and inspection task, but also to improve team coordination, attitude and morale. The first goal was accomplished by following the systems eight-step process, the latter through incorporating human factors principles such as decision making, communication, team building and conflict resolution into the process itself. In general, the process helps to instill mutual respect and trust, enhance goal-directed behavior, strengthen technicians’ self-esteem and responsiveness to new ideas and encourage technicians to make worthwhile contributions. The theoretical background of the model is addressed by illustrating how the proven training methodologies of job task analysis and job instruction training are blended with human factors principles resulting in a unique team-driven approach to training, The paper discusses major elements of the model including needs identification, outlining targeted jobs, writing and verifying training procedures, an approval system, sequencing of training, certifying trainers, implementing, employing tracking mechanisms, evaluating, and establishing a maintenance/audit plan. Relevance to industry TATS has been successfully installed in several maintenance and inspection areas of The Boeing Company. Four major U.S. airlines – United Airlines, Trans World Airlines, Northwest Airlines, and USAirways have participated in two years of development and field testing in their maintenance operations (assisted by the author and Dr. Barbara Kanki of NASA Ames Research Center).

Australian technology meets American manufacturing: A case study of industrial collaboration

This article examines some of the issues that surround the development and application of Australian computer software in the collaborative design of cellular manufacturing operations in an American manufacturing operation. In examining the dynamic relationship between a national research-based organization and a multinational corporation, a detailed case study is presented of the collaborative venture between the Australian Commonwealth Scientific and Industrial Research Organisation (CSIRO) and the Boeing Commercial Airplane Group. In 1988, the Wichita Division of Boeing applied Group Technology (GT) classification and coding to create a GT data base for 200,000 sheet metal parts. However, their aim to implement cellular work arrangements was constrained by the complexity of the manufacturing environment. In 1990, they became aware of some innovative cell-build software that had been developed in Australia. After some preliminary negotiations, a collaborative contract was signed between the CSIRO and Boeing. In charting the development of this joint project and consequent outcomes, the article draws out new insights on the practice of industrial collaboration in the development and implementation of cellular forms of work organization. © 1998 John Wiley & Sons, Inc.

The Evolution of Worker Training Methods at Boeing Commercial Airplane Group

The Evolution of Worker Training Methods at Boeing Commercial Airplane Group

World‐class strategies for safety: a Boeing approach

In recent years, many businesses have focused on three priorities: quality, cost and cycle time, in order to become world‐class companies. Despite the fact that many companies have been continuously improving product quality, lowering costs and reducing cycle times, their safety programmes have remained steady. A safety programme is as critical to achieving world‐class business status as quality, cost and time. Workplace injuries in the USA continue to occur at a rate of 8.5 per 100 full‐time workers per year. This phenomenon has a definite impact on product quality and cycle time, and can add millions of dollars to the annual costs of workers’ compensation programmes. For businesses to create an injury‐free workplace, it is necessary to develop strategies that move them towards world‐class safety performance. Proposes a strategic model that captures a transition to world‐class safety performance. The model was developed from the authors’ personal experiences, interviews with the safety, health, and environmental affairs manager of the Boeing Commercial Airplane Group, and documents obtained from Boeing and other companies.

Aerospace Corrosion Control: Part 2

The second day of the Aerospace Corrosion Control Symposium, held at the Rai, Amsterdam, commenced with a paper presented by Aydin Akdeniz of the Boeing Commercial Airplane Group, USA. Entitled “Integrated Structural Maintenance Programme”, it outlined surveys conducted by Boeing of selected ageing aircraft to review the condition of the structure along with the airlines' maintenance practices. The results suggest that there is a great variation in the actual levels or degree of structural corrosion in the aircraft fleets. The paper gave a background to corrosion prevention and control programmes (CPCPs) and outlined a procedure for consolidating the CPCP with other structural maintenance tasks. It concluded that properly scheduled structural inspection and correctly applied ageing aircraft programmes establish minimum standards to ensure continued airworthiness (see Figure 1).

SYSTEMS ENGINEERING THE FAULT ANALYSIS PROCESS FOR COMMERCIAL AVIONICS APPLICATION

AbstractThis paper provides an overview of a fault analysis methodology and process that integrates Failure Mode and Effect Analysis (FMEA) with Built‐in Test Equipment (BITE) Coverage Analysis. This integrated process has been given the title FMEA/BITE Analysis. The Systems Engineering methods and tools used to develop this integrated process are discussed and applied to the problem statement. Decomposition of requirements for industry standards and the new Boeing Commercial Airplane Group (BCAG) 777 Cabin Management System were used to identify what the analysis process must do and what the analysis results must contain. A trade study was performed to select the process architecture based on the multiple objectives of both the FMEA and the BITE Coverage analyses. An overview of the FMEA/BITE Analysis process is provided that specifies the analysis tasks, data items, and product deliverables. Finally, concepts are identified in which computer assistance can be applied to achieve a high‐quality, measurable fault analysis.

“Working Together”: The Boeing 777 Cabin Management System

AbstractThe new Boeing 777 Cabin Management System (CMS) is being developed by the Boeing Defense & Space Group Commercial Avionics Systems (CAS) for the Boeing Commercial Airplane Group (BCAG). CAS is performing the detailed system engineering based on BCAG provided system requirements. With both of these groups involved in the development effort, the system engineering process being employed utilizes system engineering elements from both organizations. As might be expected, combining system engineering methods from both groups necessitates the use of an integrated approach. Challenges arise from administrative as well as technical viewpoints. Many considerations have to be addressed, including the level of functional development and system architecture definition specified by each group, the use of requirement development teams and their responsibilities, the form and content of the deliverable system engineering products, and the establishment of and requirements for key system engineering milestones.This paper defines the various aspects of the system engineering approach being applied to the Boeing 777 CMS system engineering task. The steps that have been taken to integrate the two groups are explained and analyzed to provide insight into how to apply an integrated system engineering approach to a product development effort.

The Development of the Boeing Human Model

This paper summarizes the methodology and lessons learned in the development of the Boeing Human Model. In our efforts to implement human modeling with Computer Aided Design at Boeing Commercial Airplane Group (BCAG) several externally-developed programs were reviewed. Each system had unique strengths, but none satisfied our requirements for broad utilization. A human modeling program was developed internally which complied with a set of application-oriented development guidelines. Compliance with these guidelines during development led to a high level of utilization by engineering users. The cost of broadly implementing the model, however, was increased development time. Additional functions, such as strength modeling and animation, are required by our users. To accelerate the development of additional functions we may obtain support from other software development sources. Full understanding of our development guidelines will help ensure that additional functions can be fully integrated into our routine engineering operations.