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Systems Engineering Management and Control
Published in Scott Jackson, Systems Engineering for Commercial Aircraft, 2020
In the SE environment the supplier is given only the subsystem-level requirements (that is, one level above the supplier’s product). Often the subsystem-level requirements include TBDs in cases where the system-level requirements are dependent on supplier input. In addition, these requirements are in the form of performance requirements, not solutions. As part of the supplier’s contract, the supplier helps develop both system-level requirements and derived supplier product requirements. The net result of this process is that the supplier can optimize the supplier product requirements and can propose solutions perhaps more cost effective than those envisioned by the aircraft manufacturer. In summary, requirements can be categorized as follows: Requirements developed by the aircraft manufacturer.Requirements developed jointly by the aircraft manufacturer and the suppliers.Requirements which are solely the responsibility of the supplier.
The aerospace and defense industry in Southwest Ohio
Published in Adedeji B. Badiru, Cassie B. Barlow, Defense Innovation Handbook, 2018
Cassie B. Barlow, Kristy Rochon
Organizations such as Brookings have reported that more than 90 percent of a community’s job growth is organic. Less than 10 percent will come from recruiting businesses from other communities. With this being the case, investing in the recruitment of major aerospace manufacturers and even an aircraft manufacturer could be viewed as a flawed strategy. This becomes clearer once one considers the possibility for organic growth to occur from a healthy, growing research and development sector. Investing in the spin out of new ventures from innovations in aerospace is the state’s best chance at turning the aerospace manufacturing industry around and into strong growth numbers. This strategy is a long-term strategy as the job numbers would likely follow a logarithmic or exponential curve, meaning initial investments will typically not result in headline-worthy job numbers, but over time would produce greater results than incentive programs for business relocation (Figure 3.17).
2 The History of RCM and Its Relevance in Today’s Industry
Published in Jesús R. Sifonte, James V. Reyes-Picknell, Reliability Centered Maintenance-Reengineered, 2017
Jesús R. Sifonte, James V. Reyes-Picknell
The first commercial flight is credited to pilot Tony Jannus, who transported passenger Abraham Pheil from St Petersburg to Tampa at an altitude of 15 ft across open waters. The 21 mile flight lasted 23 min, and the passenger paid $400.00 for the ride. The era of civil aviation was about to begin. But, it was not till 1926 that the first true commercial flight took place. Postal mail was delivered by a United Airlines aircraft for the first time ever. In the meantime, Mr. Frederick Handley Page, a British aircraft manufacturer and designer, led a committee that evaluated the needs of civil aviation. They recognized that civil and military aviation requirements differed. The result of his investigation was the creation of the Air Registration Board (ARB) in 1937. ARB was responsible for issuance and renewal of certificates of airworthiness for commercial airlines in England. It also approved maintenance schedules based on manufacturer’s recommendation. Aviation companies needed to comply with such maintenance plans to retain their airworthiness certifications. Almost all recommended maintenance tasks consisted of overhaul of parts before they reached their end of useful “life,” expressed in operating hours. This protected the industry from negligent carriers who did not comply with requirements for certification. In those days, most engineers responsible for maintenance believed all parts followed the “bathtub curve” pattern of failure shown in Figure 2.1. They realized that care must be taken when doing maintenance, because premature failure can occur right after an overhaul. They believed
A practical approach to support end-of-life commercial aircraft parking, market relocation, retirement and decommissioning strategic decisions
Published in International Journal of Production Research, 2021
Flavio Soares de Oliveira Junior, Elton Fernandes, Laura Bahiense, Carlos Moacir Grandi
This proposed model can also be adapted to analyse the aircraft manufacturer's strategies affecting their aircraft business life cycle. Instead of considering operating revenues, they can take into account the after-market technical support revenues (i.e. maintenance, spare parts supply and personal training). These are fixed costs to airlines but represent the main revenue sources for aircraft manufacturers, considering the aircraft business life cycle as a whole. This kind of revenue tends to increase as the aircraft ages, but can be optimised by the aircraft manufacturer during the aircraft early design, aiming to reduce its total cost of ownership for airlines and other aircraft owners. Besides all the efforts to reduce fuel consumption, fuel venting, exhaust emissions and aircraft noise, the reduction of end-of-life management cost may turn into the newest frontier for competitiveness between the aircraft manufacturers for the next decades.
Real Option-Based decision model for fuel saving devices in transportation vehicles under flexible design
Published in The Engineering Economist, 2022
As described earlier, we are considering both an aircraft manufacturer and an airline who will use the flexible design. The reinforced wingspan in the initial assembly of the airplane corresponds to the flexible design features and adding the winglets corresponds to the fuel saving features. The objective of the problem is to maximize the net benefit of the airplane defined as the sum of the profits of the manufacturer and the airline, given the flexible design (with the constant initial manufacturing cost, ).
Modeling and performance evaluation of sustainable arresting gear energy recovery system for commercial aircraft
Published in International Journal of Green Energy, 2023
Jakub Deja, Iman Dayyani, Martin Skote
None of the landings are exactly the same due to varying aircraft landing gross weight and ground speed during touchdown. An aircraft manufacturer always provides the acceptable range for the landing parameters. Table 2 shows the exact initialization parameters values used in simulation iterations, which are in the standard landing procedure interval.