IntegratedAnalysisProcedureofAerospaceComposite Structure

By

JunghyunAhn
B.S.MechanicalEngineering(1992),POSTECH,Pohang,Korea M.S.AerospaceEngineering(1997),U.ofMichigan,AnnArbor,MI Ph.D.AerospaceEngineering(1999),U.ofMichigan,AnnArbor,MI SubmittedtotheSystemDesignandManagementProgramin PartialFulfillmentoftheRequirementsfortheDegreeof MasterofScienceinSystemDesignandManagement atthe MassachusettsInstituteofTechnology December2007 2007MassachusettsInstituteofTechnology Allrightsreserved Signature of Author........................................................................................................................... DepartmentofSystemDesignandManagement Decemberxx2007 Certified by........................................................................................................................................ PatrickHale Director,SDMFellowsProgram ThesisSupervisor Accepted by....................................................................................................................................... PatrickHale Director SystemDesignandManagement

IntegratedAnalysisProcedureofAerospaceComposite Structure
By

JunghyunAhn
SubmittedtotheSystemDesignandManagementProgramin PartialFulfillmentoftheRequirementsfortheDegreeof MasterofScienceinEngineeringandManagement December2007

Abstract
Emergence of composite material application in major commercial aircraft design, represented by Boeing 787 and Airbus A350XWB, brought in new era of aerospace industry. High stiffness toweightratioofcontinuousfibercomposites(CFC)areoneofthemostimportantmaterialsto beintroducedinmodernaircraftindustry.Inadditiontoinherentstrength(pergivenweight)of CFCs,theyalsooffertheunusualopportunitytodesignthestructureandmaterialconcurrently. The directional properties (and ability to tailoring it) of composite materials can be used in aeroelastically tailored wing, fuselage and other critical area. Due to longer lifecycle (2530 years)ofcommercialairlineranditstoolsandprocessesdevelopedfortheairplaneofprevious productdevelopmentcycle,advancementofnewtechnologyoftenendsupbeingdeployedless effectively because of the mismatch in the technical potential (what can be done) vs. design tools and processes (what was done before). Tools and processes need to be current to take advantage of latest technology, and this paper will describe one possible approach in primary compositestructuraldesignareausingintegratedstructuralanalysis.

Acknowledgements
Started in 2002 as a student of SDM certificate program, it has been a long and lonely journey, but equally satisfying, once in a lifetime opportunity. I would like to thank everybody whom I had privilege to meet, share knowledge, and most importantly, share time with. Completion of this thesis means closure of my long education saga in USA, started in fall of 1994 as a master and Ph.D. student in aerospace engineering program at University of Michigan, Ann Arbor, but alsoasanewcareerstartofasystemarchitect.InsightlearnedduringSDMprogramcannotbe describedinonesentence,neithereasytodefine.However,SDMdisassembledentiretechnical knowledge in my area and completely rearranged it in such a way that I can see the problem more holistic way and attack any kind of difficult problem in a systematic, integrated and framework based view. Impact is profound and hard to describe. I can only thank so much to SDMandmanypreciousencountersIhadduringthis6yearperiod. Paramount appreciation goes to my certificate program director, advisor, now thesis advisor, and SDM program director Mr. Patrick Hale, without whom I would have never been able to start this program, let alone completing this thesis. My professor in Ann Arbor, Professor AnthonyM.Waas,was(andis)alwaysthereformewheneverIamintroubleandneedofhelp. Iowethesetwotoomuchinmylife,notevensurehowtopaythisbackanymore. Eternal thanks goes to my friends at Pratt & Whitney, especially Mr. Paul Rembish, Mr. James Tagg, and Mr. Logan Do, without them I would not be where I am today. My mentor and life advisor, Mr. Cliff Chen at Boeing has helped me in every possible way throughout my tenure at Boeing,andIthankallofthemwithgreatestappreciation. I am grateful to my precious wife Moonjung and daughter Yueun, who have been endlessly patientandsupportivethroughoutmyjourney. Finally, I give greatest thanks to God, who guided me throughout my entire life, as well as 14 yearsofeducationinUSA. SubmittedinDecember,2007
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TableofContents
ListofFigures ListofTables 5 6

Chapter1.Introduction 1.1 Introduction 1.2 References 7 12

Chapter2.CommercialAirlinerIndustryandProductDevelopmentProcess 2.1 AircraftDesignProcess 2.2 EconomiesofCommercialAircraft 2.3 References 13 17 19

Chapter3.CharacteristicsofCompositeMaterialandImpactonAircraftDesign 3.1 ImpactofNewMaterialinAerospaceApplication 3.2 CarbonFiberComposites 3.3 ImpactonAircraftDesign 3.4 References 20 21 23 24

Chapter4.IntegratedAnalysisProcessofAirframeCompositeStructure&Organization Aspect 4.1 IntegratedDesignProcessusingContinuousLoad/DesignRefinement 4.2 OrganizationalPerspectives 4.3 References Chapter5.IntegratedAnalysisApplication(CompositeBoltedJoint) 5.1 Introduction 5.2 CompositeBoltedJointDesign 5.3 DesignProcessImprovement 5.4 References Chapter6.Conclusion 6.1 SolvingTodaysProblemusingyesterdaysKnowhow 6.2 IntegratedAnalysis,SolvingtodaysProblem 6.3 PreparingfortheNextChallenge 6.4 References 41 43 47 49 32 33 35 40 25 29 31

ListofFigures
Figure1.1 Figure1.2 Figure1.3 Figure1.4 Figure1.5 Figure1.6 Figure2.1 Figure2.2 Figure2.3 Figure4.1 Figure4.2 Figure4.3 Figure4.4 Figure5.1 Figure5.2 Figure5.3 Figure5.4 Figure5.5 Figure5.6 Figure5.7 Figure5.8 Figure5.9 Figure6.1 Figure6.2 Figure6.3 Figure6.4 Figure6.5
5

ListofTables
Table2.1 Table3.1 Table3.2 Table3.3

CHAPTER1 INTRODUCTION

1.1.Introduction
Continuous fiber reinforced composite laminates offer several superior attributes when compared to metals on a pound for pound basis. Because of this, these laminates are increasingly utilized in weight critical aerospace applications. Although the utilization of composite laminates in structural application is relatively recent, the concepts and basic ideas that are central to the notion that a composite material exhibits superior properties than the constituentsbythemselvesisasoldasthestrawreinforcedclaybricksinancientEgypt. In more recent times, iron rods were used to reinforce masonry in the nineteenth century, leading to steelreinforced concrete. Phenolic resin reinforced with asbestos fibers was introduced in the beginning of the twentieth century. The first fiberglass application was made in 1942, reinforced plastics were also used in aircraft and electrical components. Filament winding was invented in 1946 and incorporated into the manufacturing of missiles applications in the 1950s. The first boron and high strength carbon fibers were introduced in the early 1960s,with applicationsofadvancedcompositestoaircraftcomponentsby1968.Metalmatrix composites such as boron/aluminum were introduced in 1970. DuPont developed Kevlar (aramid) fibers in 1973. Starting in the late 1970s, applications of composites expanded widely totheaircraft,automotive,sportinggoods,andbiomedicalindustries. Continuous fiber composites (CFCs) are one of the most important materials to be introduced into aircraft structures in the last 30 years. CFCs consist of strong fibers set in a matrix of epoxy resin that is mechanically and chemically protective. They were developed at the RAE Farnborough and announced in 1966. Not only do CFCs possess excellent strength/weight and stiffness but also they offer the unusual opportunity to design the structure and the material simultaneously. The directional properties of composite materials can be used to aeroelastically tailored wing structures in order to obtain, under load, specified

twistandcamber.Thishasbeneficialeffectsonaerodynamicdrag,controleffectivenessandair load distribution, leading to increases in range capability and load carrying capacity. Such tailoring can be used to obtain a lower weight design that satisfies all of the applicable design constrains such as strength, flutter and divergence. Compared to 2000 and 7000 series aluminum alloys, CFCs offer weight savings of 20%. A further advantage is the ability to mould complexshapes. Still, CFC material remains expensive and labor intensive in fabricating structures. Further drawbacks include significantly reduced strength due to undetected damage, reparability problems, and environmental difficulties. The first major application of CFC was demonstrated inthedesignofAV8BHarrierIIbythethenMcDonnellDouglas(Boeing)andBritishAerospace. Ittookabout10yearstogetCFCsintotheproductioncycle. Carbon fiber based CFCs are used extensively in recent aerospace applications. Majorities of airplane surface components are being replaced by CFC material except in primary load bearing members (landing gear, main spar), or thermal resistance member (engine mount, nozzle, firewall, etc). The most aggressive application of composite structure in an aerospace vehicle can be seen at Scaled Composite Corporation [Ref. 1.7], where all composite vehicles arebeingdevelopedandtested.TypicalCFCmetalmainwingstructurealongwithconventional types is shown in Figure 1.1. Shown (e) is the main wing of the British Aerospace Experimental Aircraft Prototype. Dark areas illustrate the use of CFC and light areas show metal usage, includingthreetitaniummadewingattachmentjoints.
Figure1.1Evolutionofwingstructureinchronologicalorder(a)(e)(Ref.1.2)

One particular accomplishment in how the CFC application to structures could be stretched in aerovehicle design was the BoeingSikorski RAH66 Comanche helicopter (Figure 1.2). In addition to conventional composite application to save weight in secondary, nonloadbearing structures, the Comanche airframe had loadbearing members made of Hercules IM7 graphite inthermosettingepoxyresin.
Figure1.2RAH66Comanche(Ref.1.5)

The RAH66 was built around a composite box (Figure 1.3) beam running the length of the forward fuselage. The beam also provides space for the fuel. Composites also had opened new opportunities for crashworthy design. Cockpit floors had frangible panels to let the crew seats stroke down in a crash, and the entire tail boom was designed to break away when impacts greater than 20 ft per second occur, to relieve crash loads on the retractable landing gear. The mainrotorwasanallcompositebearinglessdesign.

Figure1.3CFCFuselagememberofRAH66(Ref.1.2)

Incommercialaircraftindustry,compositeapplicationinprimaryloadbearingstructurehas been spearheaded by gas turbine engine industry. Latest GeNX engine for 787 dreamliner has composite fan blades as well as composite fan case (Figure 1.4), and airframe companies are not far behind in taking advantage of composite material. Figure 1.5 and 1.6 are showing variouscompositeapplicationsintheirlatestaircraftdesign(A380&787).
Figure1.4GeNxCompositebladesandfancase

Figure1.5A380CompositeApplications

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Figure1.6787CompositeApplications

In this paper, the overall design process of aircraft system will be investigated to lay foundation on the following research work in Chapter 2. Chapter 3 will go over generic composite material overview. Chapter 4 will discuss about detail structural design process for aircraft structure and proposed design and analysis procedure for composite primary structure. Chapter 5 will discuss on organizational perspective to achieve tighter design integration team followed by example case. Chapter 6 includes a summary of the contribution fromthisthesis,withrecommendationforfutureinvestigations.

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1.2.References
1. Issac M. Daniel and Ori Ishai, 1994, Engineering Mechanics of Composite materials, Oxford UniversityPress. 2. 3. RayWhitford,FundamentalsofFighterDesign,1999,AirInternational,KeyPublishing NASA Langley Research Center, 1984, Tough Composite Materials: Recent Developments, Noyes Publication. 4. Lawrence H. Van Vlack, 1985, Elements of Material Science and Engineering, AddisonWesley PublishingCompany 5. 6. www.boeing.com www.scaled.com

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CHAPTER2 COMMERCIALAIRLINERINDUSTRYANDPRODUCTDEVELOPMENTPROCESS

2.1.AircraftDesignProcess
Commercialairlinerproductdevelopmentprocessgenerallytakesabout48monthfromthe authority to proceed (ATP) to initial delivery. The general process of overall product design is showninFigure2.1. Prerequisites for product development are ongoing R&D and marketing (economics) activities. Especially for commercial airliner industry, economical validity of new product to a target market segment is such a crucial aspect of successful new airplane (hence maintaining continuous dialogwithairlineplanninginordertokeepcurrentonfuturemarketneeds)thatit
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Figure2.1.ProductDevelopmentProcess

will be discussed in separate section of this chapter. R&D activities in important technological areas such as aerodynamics, structures, materials, propulsion, avionics and integration of aircraft as a system are categorized by their technical readiness for new technologies and decisions are made for an incorporation in a new aircraft design according to their maturity level. Missionspecificationisastatementofthebasicperformanceobjectivesandrelatedcriteria which should be met by the new design. The mission specification consists with following typicalinformation; 1. Objectivesofaircraft 2. Designpayload,rangeandradius 3. Normalcruise/maximumspeedandnormaloperationalaltitude 4. takeoff/landingdistanceatmaximumweight 5. directoperatingcost 6. airportnoiselevels Mission specifications can come from difference sources, for commercial airliner industry, they come directly from an airline in collaboration with aircraft manufacturers, where internal studies of future operation creates new concept (mission) for new aircraft. Once mission specification is frozen, the starting point of designing new aircraft is a design mission specificationwithrepresentativemissionprofile.

Figure2.2. Mission Profile for Commercial Aircraft

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 Resulting design mission profile above will become a starting point of conceptual/preliminary design for a new airplane. After requirement has set, it is in the Figure2.3. Design Mission Profile for Commercial Airliner

15

conceptual design phase that the basic questions of configuration arrangement, size and weight,andperformanceareanswered. ConceptualDesignPhaseanswersfollowingquestions; 1. Willitwork? 2. Whatdoesitlooklike? 3. Whatrequirementsdrivethedesign? 4. Whattradeoffsshouldbeconsidered? 5. Whatshoulditweighandcost? Each time the design iteration is analyzed, following design parameters such as gross weight, fuel weight, wing size, engine size and overall arrangements should be refined and updated. Preliminary design phase starts when the major changes are over. The basic configuration arrangement can be expected to remain steady. During preliminary design, the designers in area such as structures, landing gear, and control systems will design and analyze their portion of the aircraft. Testing is initiated in areas such as aerodynamics, propulsion, structure and stability and control. A key activity during preliminary design is lofting, which is the mathematical modeling of the outside skin of the aircraft with sufficient accuracy to insure proper fit between its different parts. The ultimate objective of preliminary design is to ready thecompanyforthedetaildesignstage(fullscaledevelopmentproposal:ATP). PreliminaryDesign; 1. ConfigurationFreeze 2. LoftingDevelopment 3. TestandAnalysisBase 4. DesignMajorItems 5. CostEstimates Economics of a new aircraft for a designed mission profile is a key factor for successful design.Nextchapterwillgooverthebasicconceptofcommercialaircrafteconomics.

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2.2.EconomicsofCommercialAircraft
Airliners Productivity is defined as its capability to produce useful transportation in a specific operational situation. The productivity can be revenue dollars, seatkm, passengerkm, andtonkm. Productivity=Payload(Revenue)xBlockSpeedxBlockHours Blockspeedisaveragespeedfortheblockdistance.Commontrendisthattotalproductivity is reduced for short flight, when each of the three factors suffers as stage lengths become shorter. Utilization refers to the time that an aircraft is in revenue flights. It is not related to how well the capacity of aircraft is filled in with revenue passengers. It may be poor managements to have all flights with high utilization but low Load Factors. Flight scheduling plays a central role in the optimal use of an airlines resources. For each segment to be flown, scheduler must consider how large a market is expected and how it will fluctuate by the day of the week and hour of the day. Aircraft must be scheduled to end its days flying at the point of origin of the next days flight, and that pattern must bring the aircraft into maintenance shops on a predetermined schedule. Aircraft depreciation is severe, and they apply whether the aircraft is flying or idle. At the end of route it has to layover, because passengers want departures and arrivals during certain periods of the day. Experience shows 910hr utilization per day over 25 yearlifetimeofalongrangeairlinerisgood. Passenger Load Factor is the measure of an operators skill (aircraft choice, pricing, pricing and general service quality). Load Factor is the percentage of available seatkm converted to revenuepayingpassengerkm(UScent/seatkm).Thebreakevenloadfactormustbeexceeded at the end of the year if the aircraft to be profitable. Because profitable passenger load factor aloneisnotenough,andmostofcommercialairlinercarrysomecargo/mail,sothetotalunitof productionisdescribedbestintermsofcapacitytonnekm. Fares may be divided into two concepts; one is the value of the service, the other is the cost of the service. The value of the long range flight is greater than short one, and business travel is more valuable than tourist flight, and business flight is less sensitive to fare change.
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With all above variables defined, it is possible to convert productivity into actual revenue requiredtoovercomeoperatingcost.Thebreakupofcostisintable1. DirectOperatingCost(DOC)
FixedCost 1. 2. 3. Interest Depreciation Insurance(2~5%)

IndirectOperatingCost(IOC)
1. 2. 3. 4. Airport/baggagehandlingfee(~20%) Passengerservice(~10%) Ticketing&Sales(~15%) Administration(~5%)

VariableCost 1. 2. 3. 4. Fuel(30%~50%) Crew(2~5%) MaintenanceandOverhaul(~15%) LandingandMaintenanceFee(~11%)

Table2.1.TotalOperatingCost Sincetheappearanceofthejettransport,theimpactoftechnologicaladvanceon costshas come not from faster aircraft but from efficiency improvement by aircraft size and higher bypass ratio turbofan engines. Improvement of airframe and engine technology extended period between maintenance and overhauls. Improved reservation system, maintenance equipment and other airplane operation, customer service related technologies also brought downoperationcostofairlineindustry. Selection of new aircraft (types and numbers) by airliner industry is a delicate art than science. Out of many considerations to make a selection of new plane, the representative 5 factors are; price, performance, aftersales support, residual value and transition costs. Performance characteristics must be matched against the carriers existing and future routes, the stage lengths and the flow of traffic now and future. The aircraft must meet the airworthiness standards with respect to safety, noise, and air pollution, and should have a passenger appeal. Fleet planning models, prepared by airlines research personnel with manufacturer, should answer the following question at the end of day; how many seatkm will itdeliverperkgoffuelisthedecisivefactorinselectingnewaircraft.
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2.3.References
1. RayWhitford;EvolutionofAirliner 2. DanielRaymer:AircraftDesign:AConceptualApproach 3. RogerD.Schaufele:TheElementsofAircraftPreliminaryDesign 4. KlausHuenecke:ModernCombatAircraftDesign 5. ScottJackson:SystemsEngineeringforCommercialAircraft 6. RayWhitford:DesignforAirCombat 7. RayWhitford:FundamentalsofFighterDesign 8. JimWinchester:DouglasA4SkyHawk

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CHAPTER3 CHARACTERISTICSOFCOMPOSITEMATERIAANDIMPACTONAIRCRAFTDESIGN

3.1.ImpactofNewMaterialinAerospaceApplication
Weight saving through increased specific strength or stiffness is a major driver for the development of materials for aircraft structures. A crucial issue in changing to a new material, evenwhenthereareperformancebenefitssuchasweightsavingstobegained,isaffordability. Affordability includes procurement cost and life cycle support cost (ownership, maintenance andrepair).Thusthebenefitsofweightsavingsmustbebalancedagainstthecost. WeightReduction increasedrange reducedfuelcost higherpayload increasedmaneuverability ReducedAcquisitionCost reducedfabricationcost reducedassemblycost ImprovedPerformance smoother,moreaerodynamicform specialaeroelasticproperties increasedtemperatureproperties improveddamagetolerance reduceddetectability ReducedLifeCycleCost improved fatigue resistance and corrosion

improveddamagetolerance

Table3.1DriversforImprovedMaterialforAerospaceApplication

The cost benefit on weight savings for aerospace application is particularly sensitive in aerospace applications, 1 % of saving on empty weight usually generates about 5 % or so maximum takeoff weight (MTOW) savings, which is directly proportional to overall life cycle
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operating cost. Approximate value that may be placed on saving 1 kilogram of weight on a rangeofaircrafttypesarelistedinTable3.2. SmallCivil:$80 CivilHelicopter:$80$200 MilitaryHelicopter:$400 LargeTransport:$300 LargeCommercial:$500 AdvancedFighter:$500 VTOL:$800 SST:$1500 SpaceShuttle:$45,000

Table3.2ApproximateActual(US$/kg)ValuesofSavingOneUnitofWeight:(1980sestimation)

In choosing new materials for airframe applications, it is essential to ensure that there are no compromises in the levels of safety achievable with conventional alloys. Retention of high levels of residual in the presence of typical damage for the particular material is a critical issue (damagetolerance).Durability,theresistancetocyclicstressorenvironmentaldegradationand damage,throughtheservicelifeisalsoamajorfactorindeterminingthroughlifesupportcosts. The rate of damage growth and tolerance to damage determine the frequency and cost of inspectionsandtheneedforrepairsthroughoutthelifeofstructure.

3.2.CarbonFiberComposites(CFC)
CFC consists with strong, highmodulus small diameter set in a matrix of epoxy resin that is mechanically and chemically protective. The fibers provide the basic strength, while the matrix stabilizesthefibersandactstoredistributetheloadinshearbetweenfibersinthecaseoffiber failure. At the level of design strains for these materials(~ 0.4 %), fatigue is not a problem, and designs are based on their static properties. CFC offer weight savings of 20% or more even whenallowancesaremadeforhot/wetconditionsandnotcheffects,comparedwith2000and 7000 series aluminum alloys. However, the resulting structures have been much more expensivethantheirmetalcounterparts,dueinparttotheexpensiverawmaterialandthefact that the major emphasis is on maximum weight reduction. To accomplish this objective the design approaches have concentrated on structural simplification, reduced part count and the
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elimination of costly design features. The ability to mould complex shapes reduces waste materialandreducesthepartsbyafactorofthree,therebyreducingjoiningcosts. For composites to become more competitive with traditional aluminum alloys, the costs of using them must drop significantly. Central to cutting those costs will be improvements in maintainability,reliabilityandreparability.Theperformancebenefitsremainoutweighedbythe higher cost of manufacturing and maintenance in the field. They have a better initial service record mainly because of their corrosion resistance and fatigue properties, nevertheless, composites are more prone to impact damage, so the economic repair of which has typically been limited to minor damage. Current evidence shows that repair costs for composite structures can exceed those for conventional metal by a factor of at least two. Parts with substantial damage must be replaced, with the cost and outofservice time for such work, combined with special facilities required, making major repairs impractical. In the event of the need to replace entire items with significant damage, the reinvestment required to replace the damageditemdoesnotappeartooffsettherelativelysmallfuelburnreduction.Environmental consideration in disposal of carbon fiber components and fire hazard still yet to come into equation.
Characteristics Fatigue Corrosion Load/Strainrelationship FailureMode TransverseProperties NotchSensitivity/StaticFatigue MechanicalPropertiesVariation Sensitivitytohygrothermalenvironment Throughthicknesscrackgrowth Delamination Initialandinserviceflaw/damagesize Damageinspectability Composite Muchbetterthanmetals Muchbetterthanmetals Linearstraintofailure Many Anisotropic(weak) Moresensitive/lesssensitive High,incompression/transverse direction Sensitivetohot/wetcondition Growth/nogrowth Problem Notwelldefined Problem Table3.3. Compositevs.Metal Problems Problems Yieldbeforefailure Few Isotropic(same) Sensitive/VerySensitive Normal Lesssensitive Slowgrowth Noproblem Defined Adequate Metal

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3.3.ImpactonAircraftDesign
Compositesmaterialhasasignificantimpactonaircraftdesignprocess.Metalpartsstartas a solid piece, machined down to a specified size and thickness. Multiple parts are fastened or riveted together to form structure. Using composite, a designer has much greater flexibility because the strength and stiffness of structures can be tailored. The material can be stacked in variouslayupanglestotailorthicknessandstiffnessaccordingtodesignrequirementofspecific parts. To increase strength or stiffness in a localized area, a larger number of plied may be overlaid, each with a different shape and orientation. Tailorable strength enables designers to optimize aerodynamics such as in forwardswept wing aircraft design. By manipulating anisotropic nature of composite material, local stiffness/strength can be tailored to meet the specificrequirementofaeroelasticity(vibration,flutter). Fiber reinforced thermoplastic composites produced by molding to complex shapes under high pressure are highly resistant to damage, able to be reshaped and quickly fabricated. Compared to carbon epoxy, fiberreinforced thermoplastics are equal in density, equivalent in strength and part production is less expensive. Other area where composites have a significant advantage over metallic structures is in radar crosssection reduction. Aircraft can be formed with smoother lines, fewer areas where different materials merge and in complex shapes requiredforreducedsignaturerequirements. Arrival of 787 in commercial aircraft industry has brought a new standard in terms of compositeapplicationinprimarycompositestructureandfullcompositefuselageinsegmented barrel structure brings composite application about 50 % of airframe weight. Although it has been already the most successful aircraft program, the success of the program will largely depend on guaranteed cost savings in maintenance and overall operating cost. It is worth noting that airbus counterpart A350XWB is not following the same design path chosen by Boeing for composite barrel fuselage, but using evolutionary approach in designing section based metal/composite hybrid fuselage and new materials (above 60 %) promising 30 % reductioninmaintenancecost.
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Overall, the composite material technology is still a relatively young (first CFC was announcedin1966byRAEFarnborough),andthepropertyachievedsofarismodestcompared withtheoreticalfullpotential.Thegenerallackofsufficient toughnessanddamagetoleranceis still a major problem for most of composites. The improvements in resin material, fiber material, fiber/matrix architecture and general design process (in next chapter) are continuing inallaerospacefields.

3.4.References(tobeupdated)
1. RayWhitford;EvolutionofAirliner 2. DanielRaymer:AircraftDesign:AConceptualApproach 3. RogerD.Schaufele:TheElementsofAircraftPreliminaryDesign 4. KlausHuenecke:ModernCombatAircraftDesign 5. ScottJackson:SystemsEngineeringforCommercialAircraft 6. RayWhitford:DesignforAirCombat 7. RayWhitford:FundamentalsofFighterDesign 8. JimWinchester:DouglasA4SkyHawk

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CHAPTER4 INTEGRATEDANALYSISPROCESSOFAIRFRAMECOMPOSITESTRUCTURE& ORGANIZATIONASPECT

4.1.IntegratedDesignProcessusingContinuousLoad/DesignRefinement
In previous chapters, effect of composite material on traditional aircraft design was described.Inthischapter,adetailedprocesschangeofcompositestructuraldesignandanalysis will be explained, followed by example on composite bolted joint analysis in the next chapter. As discussed in chapter 3, having composite material as a design object calls for integrated, multidisciplinary perspective. Material is no longer given, preexisting condition, but becomes variable of structural design itself. Starting from simple lamina plies, design process includes composite material itself by controlling number of plies, ply angle, selection of fiber and matrix as well as general optimization of structural design to meet structural requirement of components, subsystems, and entire system (durability, strength, weight under loading requirement). Traditional aircraft design process started from aeroelasticity (after requirement definition, general configuration, and initial sizing process) study for aerodynamic loading analysis to define overall loading requirement(rigid aerodynamic body and/or simplified (beam and plate) compliant aircraft model based), and this aerodynamic loading (external loading in general term) definition is mapped into aircraft system structural model (internal loading) to define loading of system/subsystem (fuselage section, wing section, landing gear, etc) structures. Once this loading data requirement is defined, each design teams responsible initiates design process to satisfy design target weight while meeting all loading requirement (strength, toughness,durability,fatigue,corrosionetc,Figure4.1).
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Figure4.1.TraditionalStructuralDesignProcess

Above diagram indicates typical design effort employed to meet the requirements. Optimum, over, and under design are the status of initial design (on target, overweight, and underweight). All the design effort is to be on target (arrow) while meeting cost and schedule. Theremaybearequirementrefinement(moreaccurateloadingrefinement,usuallylowerthan initial study 12 times before flight testing typically), but largely the requirement is fixed target andeachdesignevolvesgiventargetrequirement.Thisapproachhasbeengenerallyacceptable because of the nature of module based assembly approach of metal airframe structure (bolted assembly and system), and experience accumulated throughout metal aircraft design history (largecommercialairlineraround50yearssinceDeHavillandComet).Weightreduction(design improvement) effort can be incorporated later stage relatively easily by revising design, maintaininginterface(bolted/rivetedjoints),andputimproveddesignbackintosystem. This approach presents a particular problem in designing composite aircraft, where the design configuration is integrated in nature (fewer components, bigger, integrated one part components).Letsoverdesignfirstandcutbackweightlatertypetrialanderrorapproachwill notnecessarilyworkeffectivelyaswasindesigningmetalaircraft.Especiallywhentheprevious experience in metal design mixed with new composite aircraft, the resulting weight saving is
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not as much as it was hoping for, if not heavier. Starting from aerodynamic loading calculation, whichisdonebasedonequivalentstiffnessfluttermodel(windtunneltest,flutteranalysis),the correlation relationship (scale factor) gained from existing metal design process will not work, and more unknowns generally calls for more conservative nature of loading estimation. Therefore, more frequent system loading requirement updates during design phase is necessary as well as more system design review. Composite structure has a lot of advantage over traditional metal design, but it requires more precise analysis and design process because it is harder to fix and revise design after. Trial and error approach would work given unlimited timeandresourceeventually,attheexpenseofcostandweightpenalty.

Figure4.2.IntegratedLoading/DesignRefinementProcess

AsshowninFigure4.2,continuous(attheleastmorefrequentthanbefore)loadrevisionas design evolves, and concurrent design refinement with updated loading would minimize overdesigning system under higher loading requirement. Overdesigned components can be

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further optimized given updated loading condition (usually lower than before), and design not meetingoriginalloadingrequirementwillhavemoreroomtoimprovethanbefore. Current design iteration effort (in IPT level) should be able to communicate loads group (external/internal load team) to refine loading based on new design information (Figure 4.3), representedbyhigherresolutionstructuralanalysismodel.

Figure4.3.NewLoadRegenerationModelusingupdatedDesign

Usually, the more design information is available (by higher resolution), mapped external load to internal loading model becomes lower because of the more compliant nature of higher resolution model (Figure 4.4). This seemingly straightforward conclusion is because that IPT level design does have the latest information. However, the component under design is based on loading generated from original loads model, which is established by first design pass from configuration definition phase (less information, lower resolution). Inherent conservative nature of aerospace design (design for higher loading to more compliant design) is clear in the Figure4.3.
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Internal Loads (magnitude) vs Nodal Path

18000

Internal Load (lb)

16000

25 inch Shell 12 inch Shell 6 inch Shell

14000

12000

10000

8000

6000

4000

2000

0 0 100 200 300 Node Path 400 500 600

Figure4.4.LoadingReductionasDesignEvolution

The process of improving design by taking advantage of loading refinement concurrently (say, IPT got the first pass design on first loading requirement, it will take years for load group generating new loads, is there any process to optimize design based on IPTs information by implementing it to loads model from IPT level and concurrently optimize/refine design to higherlevel?)needstobedefinedtominimizeoverdesignandcostlyweightreductioninitiative later stage in the program. Typical example how this can be done will be explained detail in chapter5.

4.2.OrganizationalPerspectives
To have a design team which can perform task describe in previous section, the seamless integration between design and structural analysis team becomes more critical. The nature of integrationincompositestructurecallsformorefrequentdesignstructuralanalysisinteraction in addition to refined loading information. Traditional stress analyst, who assesses finished design based on given loading condition is not going to work, nor designer who works on design based on that feedback after stress check is turned back. In this scenario, designer will make it overdesign to pass stress check, and analyst will say ok for it and done with design pass. Weight may become higher than target, but by following this process, design improvementcannotbeachievedintime.
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In a more integrated composite design team, basic stress check will be performed by designer using integrated structural analysis tool (most of latest design software includes integrated stress analysis module), and structural analyst will perform design optimization underrefinedloadingfromthestart.Designtool(CATIA,Unigraphics,AutoCad,etc)willimport in design optimization result from structural analysis tool (NASTRAN, ABAQUS, LS_DYNA, etc), and continuous update/revision of design with updated loading results in faster, more agile design evolving process. Basic requirement to have integrated composite design team, followingobjectivesshouldbeachieved(tried); 1. Merging design / structural analysis disciplinary (Designer/Structural Analyst becomes one) 2. Analysis tool modernization: when design community is using fully digitized CATIA system,traditionalhandcalculationmethodologywillnotbefastenough. 3. Common model between design and structural analysis community (or at least seamlesslycompatible) 4. TeamworkenvironmentlikeTugofWarmatch,notlikeprofessionalbaseballteam

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4.3.References(tobeupdated)
1. RayWhitford;EvolutionofAirliner 2. DanielRaymer:AircraftDesign:AConceptualApproach 3. RogerD.Schaufele:TheElementsofAircraftPreliminaryDesign 4. KlausHuenecke:ModernCombatAircraftDesign 5. ScottJackson:SystemsEngineeringforCommercialAircraft 6. RayWhitford:DesignforAirCombat 7. RayWhitford:FundamentalsofFighterDesign 8. JimWinchester:DouglasA4SkyHawk

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CHAPTER5 INTEGRATEDANALYSISAPPLICATION(COMPOSITEBOLTEDJOINT)

5.1.Introduction
Mechanical fastening is still the primary means of joining multiple components in modern aircraft structures. Smaller, more aggressive technology applied field such as military aircraft and UAVs are taking full advantage of integrated nature of composite material using all in one piece structure and bonded joint. However, the first generation all composite fuselage aircraft suchas787andA350XWBarestillusingmechanicalfasteningtojoinmajorstructure(fuselage skinframestringer, wing to body joint, empennage joint, etc), same as metal based aircraft, indicating hybrid nature of evolution of airframe design (metal design procedure with material replaced by composite). Current industry design methods are largely based on design charts andstresshandbooks.Advanced3DFiniteElementAnalysis(FEA)playsalimitedrole,indicating technology gap between last major civil airliner development (Airbus A310 (80s), A320 (80s), A330 (90s), A340 (90s) & Boeing 737 (60s), 747 (60s), 757/767 (80s), 777 (90s)), when computation mechanics (FEA) was still relatively new to industry. Boeing (between 777 & 787) and Airbus (A350 & A380) have around 14 years of development gap since the last major twin isleairlinerdevelopment. Based on these facts, development problem currently undergoing with Boeing 787 (weight, fastener problem with supply chain issue) and A380 (weight and production) shows how difficultitistoestablishnewdesignprocedurewhiledevelopingnewproductatthesametime. In this chapter, most fundamental design procedure of mechanical fastener for composite structurewillbedescribedandproposednewdesign/analysisprocedurewillbepresented.

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 5.2.CompositeBoltedJointdesign
Composite materials, if properly used, offer many advantages over metal counterparts. Examplesofsuchadvantagesare:highstrength andhighstiffnesstoweightratio,goodfatigue strength, corrosion resistance and low thermal expansion. Nevertheless, conventional composites made of tape or fabric also have some disadvantages, such as poor transverse properties,inabilitytoyieldandsensitivitytomoistureandhightemperatures,whichshouldbe accountedforduringdesignprocess. Among the most important elements in aircraft structures in general and in composite structures in particular are mechanically fastened joints. Improper design of joints may lead to structural problems or conservative design leading to overweight and high lifecyclecost of the aircraft. Typical examples of mechanically fastened joints in composite aircraft structures are: the skintospar/rib connections in wing structures, the wingtofuselage (main, empennage) connectionandattachmentoffittings,fuselagestringerframetofuselageskin.

Figure5.1.BoltedJointinWingstructure(Ref.51)

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All the structural parts are designed to be able to withstand a high level of structural loads and in order to provide efficient aircraft design; major structural parts are joined by means of mechanically fastened joints. Although there are many different joint configurations available, their applications are driven by service requirements applied to particular structures to be joined. Advantage of mechanically fastened bolted joints lets the connected structural components to be disassembled to access to the interior of the structure for inspection and repair purpose where bonded joint cannot. The functioning principle of bolted joint is based on micro and macroscopic mechanical interference such as friction between joined parts, shear or tensile transfer forces in fasteners, and contact forces between the joined components with similar or dissimilar materials. Mechanical joint is used intensively in the aircraftindustrytojointitaniumoraluminumcomponentswithcompositestructures.Forexample,F22 fighter (Figure 5.2), the upper composite wing skin is attached by mechanical fastening to the internal wingsubstructureintheformofcompositeandtitaniumspars.
Figure5.2.F/A22WingStructure

Although there are several advantages, mechanical fastened joints have several disadvantages. The major joints introduce high stress concentration around the bolt hole, often becomes starting point of damage initiation. Secondly, aluminium and stainless steel fasteners result in potential for galvanic corrosion being installed in carbon fiber based laminates. Hole generation requires specific drilling techniquestaking intoaccount the possibilityof mechanicallyandthermallyinduced defectsandfinally, numerous metal fasteners and surrounding area reinforcement to join aircraft structural components result in large weight penalty. Because of this conflicting aspect of good and bad facts about bolted joints,extracarefulconsiderationshouldbeputintodesignprocess.

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Figure5.3.FailureModesofCompositeBoltedJoints(Ref.5.1)

5.3.DesignProcessImprovement
Traditional composite bolted joint design is based on late 1980s research work (also time for 777 and 330 development periods) at NASA, mainly focusing on failure mode in 2D plane using bypass bearing load breakup (Ref. 5.3). BearingBypass load break up based design procedure assumes that composite joint fails by unique combination of bearing/bypass load, where bearing load is contact force duetoboltinteraction,andbypassloadistheloadingpassingthroughnetsectionarea(Figure5.4).
Figure5.4.Bearing/Bypassloadingdefinition(Ref.5.3)

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Using this approach, engineers were able to isolate particular unitcell joint section from various, multiple fastener configurations, which can be tested (single fastener coupon based tension test) relatively easily. Once breakup and remapping back to original configuration scheme is defined, next step is to generate failure envelope by performing test on various loading and different hole size, compositelayupconfigurations(Figure5.5).

Figure5.5.ConfigurationforBearing/BypassTest(Ref.5.3)

Once the data get collected and failure envelope was defined for particular set of configuration, engineerscancalculatebearing/bypassloadingofeachandeveryunitcellofcompositejointstructure, compare it with failure envelope from test, and generate margin of safety for each joint. Process is shown at Figure 5.6 indicates typical design process. Component is isolated and boundary loading is calculated (a. load path analysis), then individual unit cells are broken up to calculate bearing/bypass load of each unit cell (b. joint load share analysis), and then each unit cell bearing/bypass loading is compared with predetermined design curve (Figure 5.5) to generate margin of safety (c. margin of safety calculation). This process is the brief summary of traditional composite bolted joint design, which is the combinationofthreeindividuallyseparatedprocedures. The new composite design approach starts from the premise that composite bolted joint problem as a whole, system problem of all players, instead of looking as a linear combination of bearing and bypass loading breakup. Composite material does not tell the difference about the loading combination at the far field edge of unit cell but only

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respond to the local stress field directly applied to the area of failure initiation. Complex 3D stress behavior for a random design configuration of composite bolted joints cannot be accurately described using 2D stress field, classical laminated theory and linear superposition based bearing/bypass loading approach. New procedure starts from same global analysis model for load extraction of subsystem level components(Figure5.7),howevertherearenostepbandcofbearingbypassbreakupanalysis.
Figure5.7.FEAbasedBoltedJointAnalysisProcess(Ref.5.2&5.4)

Composite joints are no longer treated as an independent problem by itself where whole set of failure envelope need to be established for each and every design configuration from test, but treated as another composite material problem with different set of boundary condition and loading condition (though more complex and difficult). If the joint configuration behaves the certain way that the local stress field is exceeding failure load of particular mechanism of composite material, it is declared as failed.Thereis nolongerisolationofunitcellfrom multiplefastener configurations,but entiredesign is analyzed to assess the integrity of the design as a system, not just sum of individual unit cell (Figure 5.8).

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Figure5.8.StressFieldofMultipleFastenerConfigurations

The reason for system approach in solving composite joints problem is not being used is partially due to time gap from 1980s bearingbypass approach to 2000s environment, with several order of magnitude increase in computation power and latest development of modern FEA based design and analysis tools. Production life cycle of airliners usually last 2030 years, hence the new product development project happens about the same time (1520 yrs between major product developments). Also, slow product life cycle (2030 years) and conservative nature of aerospace industry usually means that new product development project is using tools and processes established during last major product development cycle, which is 20 years behind for most of the case. New initiative in analyzing composite bolted joint is currently being proposed and demonstrated within Boeing technology organizations. Insummary,newcompositeboltedjointanalysisprocedurestates; 1. It is a composite problem with bolted joint boundary condition, not independent composite boltedjointproblem. 2. Compositematerialdoesnothaveanintelligenceofbreakingupbearing/bypassloadatthefar field edge, then fail according to predefined far field loading combination, but it just fails when

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local stress field reaches failure stress/strain for most susceptible failure mechanism (material property). 3. Loadshareandfailureanalysisshouldbeperformedassingleproblem,becausefailureprogress andloadsharestatekeepsinteractingeachother(Figure5.9) 4. Entire joint configuration with multiple fasteners should be looked at,not just single fastener of test coupon configuration (Fig. 5.7). It is not the problem of failure of single bolt, but degradationofsystemstiffnessasawhole.
Bearing Stress [ksi] 160 140 120

100 80
2% Dia Offset 10% Dia Offset 2% Dia. Offset Max Bearing Stress Stiffness

60 40

Prop. Limit 10% Dia. Offset Bearing Stress

20 0 0.025 0.05 0.075

BR-Stress (C-12)

0.1

0.125

0.15

0.175

Deflection [in]

Figure5.9.CompositeBoltedJointAnalysis (loadshare,boltbending,compositefailuredatafromsingleanalysis)

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5.4.References
1. QuasiStaticFatigueBehaviorofCompositeBoltedJoints;RomanStarikov 2. DesignofCompositeStructuresContainingBoltHolesandOpenHoles;TomasIrmann 3. A Shell/3D Modeling Technique for the Analysis of Delaminated Composite laminates; RonaldKrueger 4. BOJCAS:BoltedJointsinCompositeAircraftStructures;MichaelMcCarthy 5. A Practical Engineering Approach to Predicting Fatigue Crack Growth in Riveted Lap Joints; CharlesE.Harris 6. Characterization of damage development in singleshear bolted composite joints; V.P. Lawlor 7. IBOLT:ACompositeBoltedJointStaticStrengthPredictionTool;JamesR.Eisenmann

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CHAPTER6
CONCLUSION

6.1.Solvingtodaysproblemusingyesterdaysknowhow
Almost all new products in aerospace industry are evolutionary improvement of previous development.Fewexceptionalbreakthroughsintechnologysuchas;jetengine(turbojet,turbo fan, turbo prop engines), supersonic aerodynamics (swept wing), stability and control (Fly by Wire, Relaxed Stability), Material (semimonocock, Aluminium, Titanium, Carbon Fiber Composite) and avionics boosted aircraft performance and economy. However, overall system configuration remained same after World War II, especially in commercial airliner sector, starting from ground breaking De Havilland Comet and Boeing 707. Long product lifecycle (around 30 years) and fluctuation of airline industry means all new development effort comes in every 1520 years, depending on remaining life and market/competition pressure. In between this period, the industry is largely in production mode, providing derivative (stretched,shortened,newavionics,newcabinarrangement,newenginesetc)aircraftdepends on market demand. When new product demand arises from the customer within 5 years or more before first batch of aircraft in service reaching its lifecycle, the manufacturer starts developingnewairliners,gatheringallcurrenttechnologyavailable,predictingmarketdemand, perform initial sizing based on those specifications, and initiate new product development cycle. Once the development project goes into high gear in detail design stage, this is when the technology gap between old generation processes based on previous product development project (baseline) and current design requirement becomes the problem. Most of sizing relationship, engineering organization structure, task breakup and integration aspect of entire system, valuable lesson learned, and most importantly, technical leadership structures are all based on the last operational airframe project experience. Combined with lack of market competition (there are two in commercial airframe, 2 in commercial jet engine industry, and 3

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inmilitaryaircraftsector),andcomplacencydoesplayasabarrieroflatesttechnologyinsertion forthenewdesign.
Figure6.1.TypicalDesignProcessofCommercialAircraftProduct

Solving todays problem, which requires faster, more efficient, leaner and more integrated processwitholdprocessescreatesanewsetofchallenges(inadditiontotechnicalchallengein solving problem which is never tried before). Current problems ongoing in Airbus A380 (integration, production issue), A400M (engine program delay), Boeing 787 (supply channel, fastener problem), KC767 (integration issue) are in effect, the resulting outcome of trying to solve new problem using old procedure and mindset. Aggressive scheduling, ambitious technology insertion (20 years inbetween product, lots of new technology to use), and impressivebusinessmodelandslogan(lean,globalsourcing,JIT,sixsigma,kaizen,ACE,etc)are ahead,largelyleadbymanagementandsemitechnicalleaders,butactualbattlefront,thetools andprocessesareoutdated,andpeopleexecutingthemareequallybehindinmindset. Changing engineering resource and organization used to be in evolutionary design task into revolutionary breakthrough design task are not something can be achieved in overnight,
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letalonejustMBAslogans.Somethingelsemustbedonefromengineeringcommunitytocope withnewtaskandchallengeforthe21stcenturyengineeringprojects.

6.2.IntegratedAnalysissolvingtodaysproblem
As described in previous chapter, the traditional aerospace design processes (from gas turbine and airframe industry experience) are based on each firms last project. One of the biggest changes between engineering environment in late 80, early 90s and late 902000s are extreme advancement in computer aided engineering with advent of high speed computation power.Forexample,AuthorsfirstPCin1987wasamazing33MHzIntel486CPU,16MBvideo memory, 100 MB main memory, and 100 MB hard disk, and current (2007) PC is little outdated 2.16 GHz Intel Core Duo (4.32 GHz thorough output), 256 MB video memory, 2GB RAM, and 1 Terabytes (1000 GB = 1000 x 1000 MB) hard disk space. It was taking days to run myresearchproblemin1999usingFiniteElementAnalysissolver,andnowsameproblemtakes lessthananhourtofinish. Advance in computational performance and especially for structural analysis solver technologies since late 90s made it possible to perform not only larger scale analysis, but also solving multidisciplinary, multidomain problem in a single set of analysis. Traditional structural analysiscategoriesareasfollows; 1. ExternalLoadingAnalysis:Aeroelasticity,FlutterAnalysis 2. InternalLoadingMapping:LinearStatic,LinearDynamic(ModalSuperposition) 3. Durability/Strength/Stability: Linear Static, Nonlinear Static, Buckling, Post Buckling, Fatigue,DamageToleranceAnalysis 4. Kinematics,MotionSolution:RigidBodyDynamics 5. Numerous hand calculation procedure based on preFEA era (pre80s) for analysis category14 Each category of problems will further be divided according to assigned subsystem (fuselage, empennage, wing, landing gear, propulsion, control and internal subsystem (interior,
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fuel, electronics, etc)), and solving same class of problem, but different design objects. Usually different analysis model and processes are executed for different class of problem (model size and resolution), resulting in numerous analysis models representing same design components, butsolvingdifferentproblems. Using integrated analysis approach, many traditional analysis work breakup structures can be streamlined as subsystem and system level analysis consist with many components, dispensing component level structural analysis as separate tasks. Subsystem level analysis is based on larger, higher resolution system analysis model with enough resolution to generate requiredinformationfordetailedcomponentanalysis.
Figure6.2.TypicalDesignIterationProcessforSubSystemLevelAnalysis

Each component level analysis indicates separate structural analysis to answer individual components requirement. Once the integration/streamlining completed, the process becomes asFigure6.3.

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Figure6.3.DesignProcessbasedonIntegratedAnalysisModel

Advantageofthisapproachcanbesummarizedasfollowing; 1. No more boundaries between traditional load generation system analysis and FE based structuralanalysis. 2. Minimize tendency of overdesign by performing one analysis with minimum system breakup, which usually means separate analysis with separate load calculation (additionalresource),hencereduceadditionofanalystconservatism 3. One system analysis model will provide all design information (structural integrity) of mostofcomponentswithinparticularsystem.

Figure6.4.IntegratedFE(onemodel,oneanalysis,5componentsresult)

Same approach can be applied in composite bolted joint design analysis by solving problem as a whole instead of breaking up individual components as current process, which was shown in chapter 5. One drawback of this approach is that the analyst who is working on this kind of approach should be

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exceptionally good. Systematic training of engineering resource to become fully capable of performing largersystemlevelanalysistakessometime(6monthto1year).

Figure6.5.DifferentAspectofAircraftSystemDesign

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6.3.PreparingforthenextChallenge
Considering time gap from last product development cycle of aerospace industry, particularly in airframe sector, it is understandable to see the general culture of resistance against any changes. This is how we did, If worked well before, why change?, We know how to do this, you dont, and It takes too much time and resource to implement change were the typical response from senior technical leadership, especially in the company doing well or used to be dominant. Only when there is a serious risk emerging, engineering community mobilizes task force to resolve problem with whatever it takes. However, once the product finally settles in and stable maturing stage starts, the program becomes largely in supporting production mode, providing derivative product from time to time for the next 30 years of program lifecycle. As the development cycle gets longer and fewer competitions aroundinoverallaerospaceindustrysectormadethistendencyevenworse. The US aerospace industry in defense sector is still the dominant number one in the world, butcommercialaircraftindustry,especiallylargeairlinermanufacturer,onlyBoeingremains.A 380 from EADS appears to be under control, and 787 will eventually become a successful product. While Boeing and Airbus swap position in each market segment (very large aircraft to Airbus A380, 767 sector to 787), the next big competition will come in the form of A350 900/1000, 78710 or 777 derivative. Japanese manufacturers will unlikely stay as a loyal supplier (partner) as all of them are developing regional airliner in the segment of 737/A320. China is developing their own regional airliners, as well as Bombardier of Canada and Sukhoi super100programwillchallengethemarketpositionoftwomarketleaders(Boeing&EADS). Engineering community of aerospace industry should start streamlining their process to respond challenges from all market segment instead of being complacent in 787 and its derivativeproduct,whichisinthemediumsizedoubleislecommercialairlinermarketsegment. Without establishing more agile and efficient engineering process, it will be very difficult to develop multiple platforms in relatively short period of time, forcing company to form an alliance (Japan, China, etc), resulting in concession of market leading position. No brilliant
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managing will not fix the inefficient engineering process, its an engineering communities responsibility to win the competition in the form of superior and most efficient product in the finalproductperformanceandcompetitiveengineeringexecutiontomakeithappen.

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 6.4.References(tobeupdated)
1. RayWhitford;EvolutionofAirliner 2. DanielRaymer:AircraftDesign:AConceptualApproach 3. RogerD.Schaufele:TheElementsofAircraftPreliminaryDesign 4. KlausHuenecke:ModernCombatAircraftDesign 5. ScottJackson:SystemsEngineeringforCommercialAircraft 6. RayWhitford:DesignforAirCombat 7. RayWhitford:FundamentalsofFighterDesign 8. JimWinchester:DouglasA4SkyHawk

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