FACC AG's Plant 1 (Ried im Innkreis) is one of the five plants in Austria and includes a new R&D/Technology Center and an adjacent Composites Laboratory (see Figure 4, below). Joint ventures in Russia, China and the United Arab Emirates have strengthened their strength.
FACC AG的4号工厂位于邻近的Place in the Innkreis。
FACC manufactures translational tailshells for Airbus A350 and Boeing 787. In the A350, FACC pioneered this two-degree acoustic surface and wavy (herringbone) engine nozzle design.
At the heart of FACC, aircraft interiors were early beneficiaries of several of the company's innovations. FACC recently installed this new, optimized A320 interior assembly line.
Since 2001-2002, FACC has been producing composite external bypass tubes for Rolls-Royce and Pratt & Whitney turbofan engines.
Figure 1a. FACC replaced the expensive forged aluminum main joints in the A330/A340 and now A350 spoilers with composite RTM (pictured), reducing CTE issues and weight by 30% (see next photo)
Figure 1b. Now, through its DAEDALUS project, FACC uses its MARI process to inject resin into spoiler housings, ribs, and joints, further reducing manufacturing steps and weight.
Figure 2. The precast of the A350 XWB spoiler center hinge link is shown in the picture, before resin transfer molding.
Figure 3. In preparation for the manufacture of a prototype part of the OOA wing box for the Russian MS-21, FACC, through its large-format MARI technology, found that dry fiber stacking using NCF and infusion was much faster than prepreg, and probably much faster than ATL.
Figure 4a. FACC's new composites testing laboratory (see next photo).
Figure 4b. FACC's test lab is the site for comprehensive in-house qualification testing of the new 6m/20ft Airbus A350 winglets.
Figure 5. The winglet assembly area at Plant 1 has rows of carbon fiber cloth spars that can be bolted to carbon fiber cloth skin, as well as an entire paint shop where FACC paints logos for each airline. The FACC produces winglets for aerospace partners from Boeing, Dassault and Airbus.
Figure 6. In Plant 2, the racks of the internal stacking bin are assembled from pre-encapsulated flat honeycomb coreboards for receiving hardware. FACC continues to drive system integration: for example, composite pipes produced in-house (see next photo), and electric drives in the future to increase space and loading capacity while reducing weight.
Figure 6b. Composite pipes produced in-house can be seen mounted on top of this retract box.
Figure 7. In Plant 3, FACC built a wide variety of flaps, fairings, and flight control surfaces. Manufacturing work often involves this huge hot pleat molding machine.
Figure 8. The CFRP translational sleeve fairing is laid by hand in a large cleanroom. Laser projection systems help to achieve complex placements.
Figure 9. The engine parts at Plant 4 are cured in two large Scholz autoclaves. Note that the autoclave on the right has a diameter and depth that can accommodate several wheeled carts with tools stacked two meters high.
Factory 1. Newly installed Fill high-speed linear 10-axis 3D ultrasonic inspection system. Two electronically coupled CNC heads (in the center) perform pulse-echo and transmission inspection of the 3D part.
FACC uses a myriad of automated NDT systems to establish the statistical quality performance of the parts it produces, such as the winglets shown here.
FACC developed its Split Scimitar Winglet in collaboration with its aviation partner, The Boeing Company (APB, WA), conducting stress analysis, manufacturing development, production tooling and now mass production, as well as methods and means of retrofitting to traditional hybrid winglets.
Close-up of aviation partner Boeing's Split Scimitar Winglet.
In 2012, when FACC AG (Ried im Innkreis, Austria) received the Frost & Sullivan Global Market Share Leadership Award, it had been in the composite materials sector for 30 years and had become a Tier 1 supplier to Airbus, Boeing, Bombardier, Dassault and Embraer. However, it is still relatively unknown in the composite materials industry.
This may seem disproportionate to a company that holds contracts for structural parts for all major commercial aircraft currently in production. In Austria alone, FACC employs more than 3,000 employees (more than 700 engineers) and maintains four manufacturing facilities totaling 60,300 square meters / 649,000 square feet. But it also has joint ventures in Russia, China, and Abu Dhabi, the United Arab Emirates, and has customer support/engineering operations in China, Germany, India, Russia, Canada, and the United States.
The company focuses on three product portfolios: interiors, aerostructures, and engines and nacelles. Considering innovation as one of its core competencies, such as the integrated dampers for today's standard door hinges and internal storage bins, as well as the industry's first composite wing box assembly produced using a single-use autoclave (OOA) process, FACC is ready to expand to the main stressed structure.
Focus on innovation
HPC was accompanied by CEO Walter Stephan and Hermann Filsegger, Director of Product Development for Aerostructures. When asked about the reasons for FACC's apparent success, they were quick to point out that the company was focused on finding ways to reduce weight, reduce the number of fasteners and parts, simplify installation, and reduce costs.
A case in point involves the spoiler of the Airbus A330/A340, which was previously assembled from several pre-cured carbon fiber reinforced polymer (CFRP) components that are attached to aluminum joints. However, the difference in coefficient of thermal expansion (CTE) between CFRP and aluminum is a problem. "By using RTM (Resin Transfer Molding) and CFRP, we saved 15 percent of the weight compared to the original design," Filsegg says. ” 。“ We no longer have CTE issues and we don't need to buy expensive forged metal joints. Since then, FACC has further developed the design of the A350 XWB (see Figures 1 and 2, left). "The RTM connector has been flying on the A330 for years without any issues," Firsegg noted. ”
The resin is Cytec 977-20 toughened epoxy resin. In fact, it was Cytec who suggested that the FACC participate in the Irkut (Moscow, Russia) MS-21 wing box program. "The customer knew they wanted to move on with the OOA composite concept for the wing, but were looking for a partner with expertise in technology," Filsegg recalls. He believes that FACC's tool concept is "smarter" than its competitors, both in terms of the injection process and the final assembly. Why? "Because we calculated the thermal expansion and the warpage of the laminate, we got a part that matched the dimensions," he explains. He adds, "Not only the expected expansion and contraction, but more importantly, we can control the remaining springback in the final assembly." ”
On a 1"/25.4 mm thick spar at the root, this will prevent the part from bending into the necessary shape. "Even if you do," says Fiersegg, "you're introducing uncontrolled preloading on fasteners, which is not allowed." Our tools make it easy to handle the springback effect, so that the skin fits perfectly with the ribs and spars. This is the first time. Filsegg and Stephen say this is possible because the FACC considers all risks in the injection and final assembly processes from the outset. For us, it's a standard technical risk assessment, but it's key to developing innovation so that you can deliver on your promises. ”
When asked if FACC expects to build OOA wings in the future, Stephen explained that OEMs are likely to retain control of the wings (in Boeing's case, taking back manufacturing rights). So, what are the main structures of the future? "We've developed our expertise so that OOA vertical or horizontal stabilizers will be easy to achieve."
Winglets, spoilers, bypasses
The tour begins at Plant 1, which is home to FACC's corporate headquarters and the production base for aircraft structures and some engine and nacelle components. Highlights of the 21,000 sq m/2,226,000 sq ft facility include winglets, spoiler and engine bypass operation.
As a global leader in winglet development and production, FACC paid its first set of trademarked hybrid winglets for the Boeing 737 Next Generation (i.e., the -600/-700/-800/-900 family) in 2002 for its aviation partner, The Boeing Company (APB, Seattle, WA). It then partnered with APB to convert it into a Boeing 757 aircraft. In 2010, FACC delivered its 3,000th set of hybrid winglets and was named a single-source supplier for product life.
It again collaborated on the next design of the APB, the bifurcation winglet (see Figure 4), for stress analysis, manufacturing development, and the design and manufacture of production tools. The name describes the use of a bifurcated winglet design and a high-performance scimitar-shaped tip, which combined to reduce aircraft fuel consumption by about 2%. It took the FACC only three months to complete the prototype design of the winglet.
In 2013, FACC partnered with Airbus to develop new winglets for the A350 XWB, which are 2.3 meters/7.5 feet wide at the base and 2 meters/7 feet high. FACC is responsible for the development, qualification, design and manufacture of production tools, as well as testing, series production and assembly of individual components into ready-to-use mounting systems for delivery to the FALfinal assembly line of Airbus in Toulouse, France. This project is the first time that full-size parts of this size have been tested at FACC's Composites Lab and Test Center, which have wingtips and additional winglets that are 6m/20 feet long (see Figure 4). The entire winglet system was subjected to static and dynamic tests for resilience, fatigue and durability until mechanical failure occurred and was in the final stages of completion during the HPC visit.
Elsewhere in Plant 1, countless automatic cutters weave through meters of carbon fiber fabric and prepreg in several large glass-enclosed equipment rooms. Behind these are huge cleanrooms, where skins, stiffeners and other structures are laid by hand on an array of production tools. The tools are loaded into the plant's various autoclaves and ovens, after which the parts are transferred to a dedicated assembly area.
Passing through the Split Scimitar Winglet assembly area, 8 to 10 fixtures support the winglets at various stages of completion. The structure is CFRP skinned with bolt stringers and a number of brackets for the fixtures and glass covers that will be attached later (see Figure 5). FACC is also painting winglets' logos for winglets in the adjacent paint shop, which is equipped with multiple paint booths and a large open area reserved for final details.
Passing through one of the spoiler fabrication areas, rows of completed spoilers share space with the parts in progress on the mobile fixture. Fierseg points to the RTM fitting of the A350 XWB spoiler – a huge, visually impeccable stack of carbon composite with no voids or deformation detected.
In the adjacent area, there is a large CNC machining room and automatic nondestructive testing (NDT) workstations, including two new machines from the local mechanical company Fill (Gurten, Austria). One is a high-speed, 10-axis, three-dimensional linear ultrasound system capable of interrogating via transmission and pulse-echo. Two electronically coupled NC modules are designed for high throughput (linear speed up to 1.7 m/s) and high accuracy (± 0.2 mm) for 3D path movement detection heads generated via an interface with standard CAD systems. The second system uses a 7-axis robotic arm to perform pulse-echo ultrasonic testing with the same basic speed and accuracy as 3D inspection. As FACC series production ramps up for a project, Fierseger explains that each part is inspected until a statistic quality performance is established on a specified number of parts. Subsequently, the defined periodic sampling is considered sufficient.
Before leaving Plant 1, walk through a large open area within the building, which is made up of a number of barrel-shaped structures with cut-outs of various shapes. Another area of expertise of the FACC is the lightweight sound-absorbing composite external bypass tube, which directs the outside (bypass) airflow around the hot core of the turbofan engine. In 2002, FACC partnered with Pratt & Whitney to develop the latter's first composite material bypass tube, and since 2001, more than 1,000 similar parts have been produced for Rolls-Royce (London, UK) BR700 series engines. The structure of the company is sandwiched, with a carbon fiber/epoxy skin with 2x2 twill prepreg and an aluminum honeycomb core. FACC has also developed a sound attenuation treatment for the inner skin of the catheter. In 2013, after 12 months of development, FACC delivered several new design variants of the PurePower PW800 engine for long-range business jets, regional jets, and single-aisle jetliners, and looks forward to starting volume production soon.
Interiors, now and tomorrow
The next stop on the tour takes visitors to factories 2 and 3 in Ort im Innkreis, 10 km / 6.2 miles away. Plant 2 is used for interior production. "There are only three companies that can design, develop and supply complete aircraft interiors," Stephen noted. ” 。“ Diehl (Laupheim, Germany), Boeing Interiors Responsibility Center (North Charleston, SC and Everett, WA) and us. We manufacture and supply all the required components from cargo to cabin. "FACC now has more than 20% of the commercial aircraft cabin market. Filsegg attributes it to FACC's innovative approach to the interior, which dates back to the first MD-95. As an example, he cites that "the storage compartments, sidewalls and ceilings in the finished cabin must be precisely leveled. However, he described the aircraft's aluminum fuselage section as a "flexible tube", to which the composite material is internally attached using a myriad of adjustable brackets. As a result, internal unit alignment requires painstaking adjustments to hundreds of hard-to-reach threaded tie rods. "We have developed a laser alignment device that positions a new type of attachment that is highly efficient, independent of the incongruity of the body barrel, very fast and efficient."
FACC also pioneered the use of today's standard hinges on almost all fixed-rack storage bin (overhead pod) doors. "In the past, this hinge had an air or spring-loaded actuator that extended back into the bin but made the corners unusable," Filsegg recalls. ” 。 FACC's smaller, more reliable hinges open up this space by integrating the actuator into the hinge line.
The view of Plant 2 shows rows of finished boxes and a number of manufacturing and assembly areas, each dedicated to a different aircraft component. The bins are made of flat honeycomb core board blanks and curved core doors, and are pre-installed with attachment points to accommodate the hardware. For many units, oddly shaped composite pipe modules – mostly made of lightweight glass fabric and phenolic resin – are also prefabricated and then connected during assembly (see Figure 6). After adding the mechanics and trim, the finished box is tied up in a special container and transported to Deere for the assembly of electrical and other systems. FACC continues to increase the unitization of its shipping components. One example is the composite "plug and play" module of the A350 XWB smoke detection panel, which was designed in collaboration with Siemens Process Industries & Drives (Buc Cedex, France) and reduces part mass, making it easier and more cost-effective to install than conventional panels.
Although the materials and processes used in the stacker have been standard for decades, Stephen says that FACC is always looking for new options, he admits, "Broken cores are hard to beat because it's so strong...... And it's easy to roll out part after part with consistent quality, and it doesn't require much quality control intervention. It's also cheap. Stephen was cautious when asked if thermoplastic composites were promising, "The problem is that in order to get FST-fire, smoke and toxicity properties, you have to use materials that cost 10 times more than the current cost of phenolic and honeycomb materials." ”。 "For large trunk doors, we're already stamping phenolic parts with cycle times as low as 30 minutes," he says. ” 。“ For example, the weight savings that can be achieved on sidewalls are also limited, because the noise transmission is determined by quality. ”
Plant 2 also includes a very large core machining area, two new CNC milling machines for honeycombs supplied exclusively by Reichenbacher Hamuel (Dörfles Esbach, Germany), and clamping systems supplied by Integcs (Dortmund, Germany). Firseg explains that FACC grinds the honeycomb in-house more economically, and when we go through a lot of machined cores, he notes, "All of this only applies to today's production." ”
At the third plant, a wide variety of flaps, fairings and flight control surfaces were manufactured. The efficiency of automatic tape laying (ATL) and thermal pleat formation is also utilized here. The latter uses a core and flexible molding pad to apply heat and pressure to the flat ATL preform to produce a three-dimensional shape (see Figure 7). One example is the ongoing production of the A321 flap, which uses a cutting-edge automated workstation customized by Fill.
Large engine parts
In another 21,000 m² facility4, FACC manufactures a wide range of engine and nacelle components. Filsegg highlighted FACC's large composite translational tailgate, a key component of the cascaded thrust reverser systems used in today's commercial jet engines. The backshell is laid by hand in a clean room with large glass compartments (see Figure 8), and the complex layup is facilitated by a laser projection system (SL laser, Traunrut, Germany).
For the Boeing 787, FACC worked with customer UTC Aerospace Systems (UTAS, Charlotte, N.C., formerly Goodrich Aerostructures) to develop, design, and qualify the first sleeve using a two-degree acoustic surface and a wavy (herringbone) engine nozzle design, both of which achieved significant noise reduction. Working with UTAS again, FACC has also developed a weight-optimized design for the Airbus A350 XWB. Both projects are now in production.
Plant 4 also houses two large autoclaves (see Fig. 9), built by Maschinenbau Scholz GmbH & Co. KG, Coesfeld, Germany. One is 12m/40ft long and 4.5m/13ft in diameter, and the other is 12m long and 6m/20ft in diameter. Each can withstand temperatures of 250°C/482°F and can accommodate sleeve fairings and other large parts.
After curing, the various sleeve assemblies are assembled, each sleeve is painted, and then Quality Assurance (QA) is performed. Plant 4 is also equipped with an 8×4×2m (26×13×7 ft) 5-axis CNC milling machine, multiple laser CMMs, and ultrasonic inspection units to facilitate QA.
Firmly at the forefront of science and technology
Now, FACC's visibility as a leading supplier of Tier 1 aerostructures is growing. As part of the Clean Sky project, the company won the 2014 JEC Innovation Award for its RTM Composite Ring Packing, which was developed in collaboration with Rolls-Royce. FACC is also actively pursuing technology that, if successful, will ensure that FACC has a place in the spotlight of the future: its R&D team wants to reduce the weight of the blades of the next generation of jet engine fans by 40% compared to its metal predecessors, and this is just one of many examples.
Looking ahead to the future of FACC, Stephen claims that the company's financial targets – including total revenues of US$1 billion (€799 million) by 2016 – are easily achievable, given the 5 percent annual growth rate of the aerospace composite materials market. Although he acknowledges that "China and Russia are longer-term investments", FACC is still actively seeking growth in the east and will soon receive a 24% share at the KAPO Kompozit plant (Kazan, Tatarstan). The 33,000㎡/355,000-ft2 facility will not only produce flaps, elevators, rudders and fairings for Superjet International's SSJ-100 in Venice, Italy, but will also produce autoclaved prepreg components for Airbus and Boeing aircraft. "We are now in the process of identifying the Kazan plant as the new FACC plant," Stephan said. ” 。“ We have done this at our factory in Abu Dhabi, where we are working with Mubadalah and are doing the same in China. ”
For some, the risk of expanding into new markets is an obstacle. This is an opportunity for FACC because of the emphasis on engineering and project management recognized by its OEM. According to Stephen, "the key to all of our locations is ...... Not only can the production process be controlled, but also the customer's intellectual property can be protected. ”
FACC：航空航天输液先驱
Although liquid resin infusion is "new" to aerospace, it has been the focus of FACC (Ried im Innkreis) research and development since 2001. Hermann Filsegger, Director of Product Development for Aerostructures at FACC, says: "The problem is that in such a complex situation, 100% wetting is largely achieved without voids. This is no easy task. For example, the siding developed by FACC for the Irku MS-21 wing box in Russia has a root thickness of more than 1 in./25.4 mm and a truss at the top. Regarding such a critical component, Firsegg noted, "It is unacceptable to go back and do an 'urgent' fix to dry places."
大部件输液遇到的困难促使FACC开发了其专利工 艺，称为膜辅助树脂输液（MARI- membrane-assisted resin infusion）。 菲尔塞格辩称，它没有侵犯真空辅助工艺（VAP- Vacuum Assisted Process）专利，因为薄膜没有直接应用于零件表面。
"It's still on the breathing path, but it's easier to apply and enables a very robust process that solves the problem of consistency while providing 100% impregnation." When asked about the cost of producing the main stressed structure in this way, Firseger explained that due to the lack of viscosity, dry fibre laying is much faster than manual laying or even automatic prepreg laying. He noted: "This one-piece wing siding has only one slightly curved surface. ” 。“ So laying these fabrics is like spreading out a carpet. Non-crimped fabric (NCF) is essentially prefabricated laminate, with five layers of fabric configured as one layer. (See Figure 3) The blue-purple text in the above paragraph is incorrect, not NCF. Russian MC-21 Wing Skin, Beams, Carbon FiberSolvay's PRISM TX1100 Dry Untwisted Yarn Tape, which consists of Teijin's IMS65 24K tow UD fiber, is surrounded on each side by a layer of Solvay's Cycom 7720 adhesive film, a thermoplastic that provides the adhesive needed to provide interlayer friction. The base resin is Solvay's PRISM PE2400 one-component epoxy resin.
The company continues to refine its proprietary MARI process, focusing on the production of major stressed structures. Can OOA liquid infusion molding compete with ATL prepregs in manufacturing? Firseg said yes, assuming there are some necessary innovations in non-destructive testing. "But we still need to look at suitable fiber materials to improve permeability and get a better flow resin in a short curing time."
He points out that the entire system must be developed together – fibers, resins, processes and testing – and that there is still a lot of work to be done. Although the processing technology is well developed, the work also requires time and perseverance. "Our thermoplastic copolymers are woven into the fabric, which makes up 8% of the laminate, without any agglomeration or filtration of tougheners," he says. ” 。“ We did a lot of testing, tried four or five resins, and then tried 10 to 15 different parameter combinations to understand what worked and how to minimize variability, realizing that permeability was the biggest reason why infusions were unreliable. ”
"There's only one resin that works," he adds, naming the Cytec 977-20 toughened epoxy system.
FACC Timeline: Engineer-Focused Development
FACC (Ried im Innkreis, Austria) has always been an engineering-based company. Its CEO, Walter Stephan, started out as head of R&D at ski manufacturer Fischer GmbH (Ried im Innkreis, Austria). In 1981, when the company had to lay off half of its 100 R&D engineers, Stephen suggested that the company should design parts for other industries. In the same year, his team won a global competition to develop the Airbus A310 beam floor support (floor pillar) using carbon fiber/epoxy prepreg. "We completed the development in six months," Stephen recalls, "and it was impressive because the structure consisted of 75 parts, and due to changes in load, there were 35 different configurations, depending on the position in the fuselage." ”
In 1986, the FACC became an independent department with 27 employees and an annual income of US$1.5 million (€1.2 million). That same year, the company won a contract from Rohr Inc. (now United Technologies in Hartford, Connecticut) to manufacture door frames for the McDonnell Douglas MD-80 commercial airliner in St. Louis, Missouri. The following year, FACC Plant 1 was built, and the company was awarded a contract for composite flap hinges and sidewall panels for McDonnell Douglas MD-11 (previously aluminum).
By the time it was spun off as an independent company in 1989, FACC AG had grown to 102 employees and annual revenues of $7.5 million (€6 million) and began producing overhead trunks and ceilings for the Airbus (Toulouse, France) A320/A321 single-aisle series. Its first full cabin was the MD-95, which was renamed the B717 in 1996 after the acquisition of McDonnell Douglas by Boeing (Chicago, Illinois).
FACC's engine and nacelle structure business began in 1994 with engine nozzles for the CFM56-5C engines of the Airbus A340-200/300 family, and was expanded to fan guards for the CFM-56 5A and 5B in 1996. Stephen recalls: "It was a carbon fiber sandwich structure, and we won because the previous supplier couldn't meet the production target. ”
In 1999, Plant 2 was built in the nearby Ort im Innkreis. The campus now houses production plants 2 and 3 (18,300 square meters / 194,000 square feet in total), as well as FACC's technical center and adjacent composites laboratory and testing center (Plant 5), which was added in 2012 to carry out airworthiness certification tests for large aerostructures. The facility houses R&D and accommodates 500 engineers from FACC's three product divisions. The FACC has committed US$67.6 million (€54 million) in R&D as part of the extensive investments outlined in its Vision 2020 strategy. In 2007, a 21,000 sq m / 2,226,000 sq ft plant was added to nearby Reichersberg, now home to the engine fairing and nacelle manufacturing plant.
In 2009, Xi'an Aircraft Industry (Group) Co., Ltd. (XAC, Xi'an, China), a subsidiary of Aviation Industry Corporation of China (AVIC, Beijing, China), became the majority shareholder of FACC. Walter Stephan continues to serve as CEO, and FACC's presence in Austria is expanded. But the FACC has since placed more emphasis on its global positioning. In 2011, it was awarded a contract for the complete interior of the Commercial Aircraft Corporation of China C919 single-aisle jetliner. In the same year, the company announced a joint venture with Aerocomposit, a subsidiary of Moscow-based United Aircraft Corporation, to develop and produce composite components for Superjet International's (Venice-Italy) Superjet SSJ100, Irkut (Moscow, Russia) MS-21 and other Russian-made aircraft.
In 2012, FACC inaugurated a 16,000 square meter (172,000 square feet) new production facility in Zhenjiang, China (250 km/155 miles northeast of Shanghai) to gain a foothold in the regional market, which is expected to require more than 4,300 aircraft over the next 20 years. Here, FACC not only offers local production to support the offsetting commitment of aircraft OEMs to aircraft procurement, but also provides what it calls "strong synergies", including SAC's experience in producing wing and tail (vertical tail) structures.
原文见，《 FACC AG: Aerocomposites Powerhouse 》 2014.11.1
Chaofan Yang 2024.7.1