Model Airplanes

CONCORD, Mass., Feb. 27, 2018 (GLOBE NEWSWIRE) — aPriori, the leading provider of automated product cost management (PCM) software and service solutions for global manufacturers, today announced the newest release of the company’s flagship product, aPriori Professional 2018 R1.

This new release concentrates on helping manufacturers combat some of the most critical challenges they are facing in their businesses today, including:

• Aerospace manufacturers are struggling with how to accommodate fixed price contracts and maintain profitability in an environment where new materials and manufacturing processes are being introduced continuously.
• Automotive manufacturers are struggling with major platform redesigns that are required to meet the demand for new electrified and autonomous vehicles.
• Industrial Machinery manufacturers are faced with new competition from more nimble start-up competitors in low cost countries that continue to put pressure on bringing new innovations to market faster.
• Electronic High Tech product manufacturers are facing extreme challenges to bring innovative products to market faster requiring near perfect collaboration with their Contract Manufacturing partners who face their own challenges generating accurate quotes for new product designs in a timely manner.

Highlights of aPriori Professional 2018 R1

With aPriori 2018 R1, the company continues its commitment to helping customers overcome these challenges using time-proven product cost management business strategies and the world’s most advanced PCM technology platform.  The primary highlights of this

Article source: https://globenewswire.com/news-release/2018/02/27/1396232/0/en/Expanding-Global-Deployments-of-Product-Cost-Management-Drive-New-Capabilities-in-Latest-Release.html

Dassault released details on its newest business jet, the Falcon 6X, during a day-long technical briefing today. The latest model is a replacement for the 5X, a project canceled due to multiple delays in the development of its proposed Snecma Silvercrest engines. The 6X will have Pratt Whitney Canada PW812D (“D” for Dassault) engines. The 13,000- to 14,000-pound-thrust PW800 family has logged more than 20,000 test hours. It has also been selected to power the Gulstream G500, with the PurePower PW814GA, and the G600 with the PW815GA.

“I had no choice to stop the 5X program and find the best possible engine,”  chairman and CEO Eric Trappier told reporters gathered in the company’s large Le Bourget hangar, where he unveiled a large model of the new 6X. He revealed that in 2015/2016 Dassault engineers began developing a Plan B for the Falcon 5X when the Silvercrest engine begain experiencing problems with its high-pressure compressor. As the troubles intensified, the company took the opportunity to design an aircraft with more range and more space. Olivier Villa, Dassault’s senior v-p of civil aircraft, told AIN, “We talked with Pratt Whitney Canada, and they modified their engine somewhat for us. And we adapted the airplane to match the engine.” 

The engines are far from the only change. The new twinjet will have a 20-inch-larger cabin, enabling either a larger aft lounge area or a choice of larger forward galley or a crew rest area. The 6X will also have a 300-nm range increase

Article source: https://www.ainonline.com/aviation-news/business-aviation/2018-02-28/dassault-unveils-falcon-6x

Article source: http://www.wfaa.com/article/news/nation-now/the-plane-youre-flying-on-may-have-an-illustrious-past/465-b14d10f1-14f6-456e-b2d4-07d5bca20170

For more than six decades, composites have earned their way onto commercial aircraft, literally step by step. At each stage, they’ve proven themselves capable of forming increasingly flight-critical parts with the required strength, stiffness and near absence of flaws — surface porosity and unseen internal voids — that could be the source of future damage as aircraft age. Until comparatively recently, that near void-free standard (1% porosity) was maintained by a combination of vacuum bag consolidation and, typically, many hours of exposure to high heat and pressure in an autoclave during the curing process. In recent years, development of oven-curable resins (systems that can be consolidated to acceptable void contents without an autoclave) have helped to shorten cure cycles and, because ovens cost less to operate than autoclaves, to reduce both the time and expense required to produce parts. In parallel, automated filament winding, automated tape laying (ATL) and automated fiber placement (AFP) equipment have replaced hand layup in many applications, radically increasing the speed at which parts can be laminated. Although these systems are equipped with rollers that compress the material immediately after placement to ensure adhesion and avoid formation of air pockets that would create voids, consolidation of the laminate still typically occurs in the second step of what remains a two-step process, under a vacuum bag, in an autoclave, oven or other heating device, such as a heated tool. This state of the art persists, at least in part, because today’s certified aerocomposite materials are predominately thermoset-based.

There

Article source: https://www.compositesworld.com/articles/consolidating-themoplastic-composite-aerostructures-in-place-part-1