Implementation of reengineering technology to ensure the predefined geometric accuracy of a light aircraft keel

Abstract

The subject of this research is the technology of reengineering and control of parts of aircraft objects (AOs) and technological equipment for their manufacture. The predefined accuracy of the keel of a light aircraft and molding surfaces of technological equipment for its manufacture has been ensured by using reengineering technology and CAD systems. A portrait of the actual physically existing keel of a light aircraft was built in the *.stl file format using the software Artec Studio (USA). The control and comparison of the geometry of the shapes of the analytical standard with the actual physically existing keel of a light aircraft based on its portrait have been implemented. The methods used are the analysis and synthesis of the experimental geometry of shapes, the method of expert evaluations. The following results were obtained: based on the analysis and synthesis, the presence of significant errors in the accuracy of the manufacture of the keel for a light aircraft in the range from −5.26 mm to +5.39 mm was detected. It has been shown that the key factor is the keel's relative plane indicator, which is outside the tolerance margin and is 85 %. It was decided to fabricate new technological equipment from another material – organic plastics. Control of the technological equipment made from organic plastics for the keel of a light aircraft showed that the shape-forming surfaces of the equipment have appropriate shapes and sizes corresponding to the existing analytical standard and are devoid of inaccuracies that occurred in the previous version. The range of keel margins that was made using the new technological equipment from organic plastics is from –0.51 mm to +0.34 mm while the relative plane of the keel outside the tolerance margin does not exceed 15 %. The study results showed the adequacy of the decisions taken, ensuring the predefined accuracy for the keel of a light aircraft and molding surfaces of technological equipment for its manufacture.

Implementation of reengineering technology to reduce the terms of the technical preparation of manufacturing of aviation technology assemblies

“…-it exercises control at all stages, both in the TPM and in the production of parts, the adequacy and reliability of which is confirmed by authors in articles [14,15].…”

“…There, reengineering solves the task of prototyping aviation objects (AOs) based on the created DMU. Work [14] showed the possibility of implementing the technology of reengineering when controlling the keel of a light aircraft and the equipment for its manufacture. In [15], reengineering is used in the intermediate stages of control over the shaping of the aircraft panel, which simplifies data analysis and helps adjust the manufacturing technology to ensure the predefined geometric accuracy.…”

“…In [15], reengineering is used in the intermediate stages of control over the shaping of the aircraft panel, which simplifies data analysis and helps adjust the manufacturing technology to ensure the predefined geometric accuracy. In comparison with [12,13], Artec Studio (Luxembourg) software is used for reengineering in [14,15], which is easily integrated with CAD/CAM/CAS systems and does not require the development of an additional interface. Papers [12][13][14][15] demonstrate the use of reengineering technology at various stages of AT production, including at TPM, by solving and combining direct and inverse problems.…”

“…In comparison with [12,13], Artec Studio (Luxembourg) software is used for reengineering in [14,15], which is easily integrated with CAD/CAM/CAS systems and does not require the development of an additional interface. Papers [12][13][14][15] demonstrate the use of reengineering technology at various stages of AT production, including at TPM, by solving and combining direct and inverse problems. Despite the practical value of the results obtained, there are no specific data on time savings in their application in existing production.…”

“…Analyzing works [6][7][8][9][10][11][12][13][14][15], it can be concluded that many authors avoid specifying quantitative characteristics when forming DMU AO when solving direct and inverse problems. At the same time, there are no complete data on the timing of TPM in the literature sources, and there is also no information on a possible reduction in TPM terms when using reengineering technology.…”