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... account. 2. 3 -D representation more easily than 2 -D allows simulation analyses of problems like mechanical stress and vibration. These can even be performed by design engineers themselves. 3. Components can be 'virtually' integrated into a design: digital pre-assembly. Generating such a virtual prototype is of course much cheaper than actually building a physical one; moreover, it is possible at a very early stage, when size and shape are known in rough outline only.
A virtual prototype can be checked for conflicts and lack of fit between different components. Moreover, it can be used to determine how easily workers can reach and assemble components of the proposed design. Both types of analysis were almost impossible with 2 -D. Because successful integration of diverse components is generally considered to be the major stumbling block in new product development, it would seem that digital pre-assembly is the single most important contribution of 3 -D CAD to greater efficiency of that process. All these features taken together imply that a versatile common language and common knowledge (stored in a data base) is created within the factory. As a result, co-ordination and communication between engineers of all relevant functions (design of the different components, simulation, testing, manufacturing, etc. ) is greatly improved.
Manufacturing engineers, for example, simply need the full 3 -D representation of components in order to be able to provide useful feedback. Moreover, they can now use the digital data directly for their design of dies and molds for components. Such improved communication is, of course, of vital importance for the success of concurrent engineering. Not only product development efforts taken per se are boosted, also the development of product families as a whole is furthered. Subsystems, and the relations between them, are all stored in CAD databases.
This enables later elaboration of variations of particular subsystems, in adaptation to particular market needs. By using CAD data, integration into a whole product can be easily be carried out. Compare the Boeing 777, developed jointly by Boeing and five Japanese aircraft manufacturers using the latest 3 -D CAD technology (1995). This basic model was later remodeled into a version with a longer cruising-range (1996), and a version with a greater passenger capacity (1998). So the 3 -D CAD model is an effective tool for the swift implementation of differentiation strategies. Such promises, of course, do not materialize automatically.
They will only be fulfilled, the authors stress, if social conditions within the firm are changed accordingly. Technological and social processes have to fit. Several bottlenecks can be identified. To start with, local efficiency can hamper total efficiency. In many departments designers prefer 2 -D modelling, simply because it is easier and quicker than 3 -D design (Malson, 2001). The over-all effect, however, is an uneasy mixture of 2 -D and 3 -D CAD approaches, which renders integrated 3 -D design (and the associated benefits) illusory.
Such resistances have to be overcome. Moreover, the skill-profile of design engineers has to change. They have to unlearn old skills and learn new ones. For example, skills to convert 2 -D drawings to 3 -D are no longer needed; instead, new solid modelling skills, comparable to working with clay models, are required. Moreover, designers need a fair amount of knowledge of other functional groups. In order to be able to check a virtual design upon functional requirements, some manufacturing knowledge is indispensable (Malson, 2001).
Similarly, for adequate simulation analysis they need some computer aided engineering skills. Therefore, multi-skilling of design engineers has become a necessity for optimal 3 -D CAD use. Finally it has to be taken into account that, as CAD systems become more and more sophisticated, more and more tasks move upstream, from manufacturing, testing, and the like up to design, further intensifying the need for multiple skills in design. Ultimately this may 'hollow out's ome downstream functions as a whole. All tasks of manufacturing preparation engineers and of simulation engineers, for example, may in the end be integrated into the design function. As a consequence, these functional groupings will be eliminated.
Such re-division of labor will probably meet with much resistance. In sum, as the authors phrase it, knowledge-based development of mechanical products is best served if 3 -D CAD, as the pinnacle of the Western management approach which is oriented towards system rationality, is combined with the Japanese human-oriented approach of multi-skilling and extensive interactions between the various company functions. Technology selection is a crucial step in the process of aircraft design. If the performance and economic requirements are not fulfilled for any combination of the design variables, new technologies need to be infused in the design.
Typically, the designer has a pool of technology options. The technologies to be infused in the new design are to be selected from this pool so as to achieve improvements such as increased performance, reduced risk, reduced cost etc. Thus, it is critical to be able to perform a quick and accurate assessment of the available technologies in the early stages of the design process. However, if the set of available technologies is large, the designer runs into a huge combinatorial optimization problem.
To tackle the problem, a systematic approach called Technology Identification, Evaluation and Selection (TIES) has been developed to choose the best set of technologies and arrive at a feasible and viable design solution. However, the issue of dealing with large combinatorial problems still remains. A new approach for tackling the same problem of technology selection was inspired from the TIES methodology and is discussed in this paper. This approach is based on identifying an optimal point in an intermediate variable space, that later on serves as the target point for technology selection.
The new approach, called Bi-level approach provides additional insights and expedites technology selection, thus rendering efficiency to the preliminary design process. After describing the bi-level approach, its application to an aircraft design problem is presented. Conclusion: As one can see the Boeing company is a very dynamic market oriented company that deploys all the modern technology when developing its products for local and foreign customers. In conclusion I would like to mention some of the competitive advantages developed at Boeing for its customers: 1) Legacy conversions - Outmoded electronic or paper data can be converted to a wide variety of usable formats: SGML, XML, PDF, and CAD, just to name a few. Corporate high-quality, high-accuracy OCR engines are perfect for creating searchable documents and document indexes (Schweine, 2002). 2) Raster to Vector - Vectorized output includes AutoCAD, CATIA, Pro E and Unigraphics. Drawing size is not a problem: Boeing is experienced with A thru L sizes.
The company provides exact drawing duplication with accuracies up to and including. 005 " of the original. 3) Conversions to CATIA - 100 % duplication process produces a two-dimensional CATIA dataset containing only draw elements (Kinston, 2002). Views and details replicate the original drawing. Text is reformatted to create a standard sized font. 4) 2 D to 3 D - Create three-dimensional solid models from two-dimensional data (Kinston, 2002). Two-dimensional views of the client part receive a three-dimensional parametric solid. Most common design CAD tools are supported. Boeing can also create three-dimensional solids from scanned images and other support documentation. 5) 3 D to 2 D - Two-dimensional drawing datasets are created from three-dimensional solid models (Kinston, 2002).
These may be created for Computer-Aided Machining or other support requirements that do not support three-dimensional models. The Boeing Team can help the clients to reduce overhead by converting their tedious, high-cost, outmoded data into modern, popular, low-cost, formats. CAD Data Translation Services For a project involving multiple CAD (Computer Aided Design) systems, it is necessary to translate data from one CAD system to another in order to avoid duplication of work. This improves the design process and is a necessary practice in the industry. Engineering at Boeing offers services to translate CAD data among the following dissimilar CAD formats: IGES, STEP, Pro E, CATIA version 4, Unigraphics, Parasolid, AutoCAD. The Boeing Company is heavily involved in all CAD data exchange activities Boeing is very active in all neutral format standard design, is a Member of PDES Inc, and has a strong influence on data exchange standards such as IGES and STEP.
Boeing works closely with vendors in the industry to implement the standards and other direct translators for data exchange, and has access to the latest technologies in the industry. Facing daily CAD data exchange tasks with internal and external customers from around the whole world, Boeing has first hand CAD data exchange experience. Such experience is a valuable resource in helping other customers in the industry. Boeing possesses the world's largest flatbed scanners with a scan area of 72 " X 196. " Any medium can be scanned precisely to ensure optimum accuracy up to. 005 " of the original. This is a very precise technology that gives this American Aero Space giant a great advantage over its closest competitors.
Boeing is equipped to handle enormous conversion efforts of one million pages plus. The Boeing corporate state-of-the-art software and methods provide the Boeing Company with speed as well as accuracy. Boeing can handle any size job, on time, within budget, and above 96 % accuracy that distinguishes it greatly from its nearest competitors making the Boeing one of the best Aero Space companies in the world that keep on par with the modern innovations. Bibliography: Direct contact.
Informational help from Dr. Daniel DeLaurentis, employer by Boeing company. , 404 - 894 - 8280 Thomas Malson, The CAD as a new way to create knowledge, NY Random House, 2001. Roger Tissandier, The Total Quality management, McGraw Publishers, 2000. Richard Malson, The History of Boeing company, Penguin Books, 1998. Alexander Perroquet, Theory of Concurrent Engineering, MIT Press, June 20 th, 2000.
Baniard Blumenschein, The Integrated Product Development, UCLA Press, May 5 th, 2001. Robert Kinston, What is new at Boeing company? , Penguin books, 2002. web (paid subscription archives, dated April 10 th, 2002). web (paid subscription archive, dated November 23 rd, 2002). web (general information about the Company). Rebecca Schweine, The Technology of the new millennium, Berlin Press, 2002.
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Research essay sample on Management Operation Technology With Boeing Company Part 2
