Materials Research Agenda for the Automobile and Aircraft Industries (1993) / Chapter Skim
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Automotive and Aircraft Industries
Automotive and Aircraft Industries
Pages 13-28
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From page 13... ...
MANUFACTURING RATES The first industry pressure that is driving materials research for the two industries is manufacturing rate. The rates discussed in this section pertain to the number of units produced during a one-year period.
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From page 14... ...
Second, the processes developed for forming the materials into the required shapes must be capable of producing highly reliable parts and assemblies at true mass production volumes and uniformly consistent quality, yet the amortized tooling cost must be low to lceep the cost of the finished automobile within consumer standards. Fabrication-methods research must ensure that any new tech''ig~ues are mature dependable and inherently capable of satisfying demand.
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From page 15... ...
Although the production rates for the commercial aircraft industry may be lower than the automotive industry, labor productivity, manufacturing methods, and customer requirements have similar implications concerning materials research. First, the materials used by the aircraft industry are generally more advanced and comparatively rarer than for other industries.
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From page 16... ...
This new technology can be applied either to improve automotive performance, quality, and reliability or to permit creative product design to provide new, uncontested competitive space in the marketplace. For instance, materials processing innovations are becoming more important with the trend toward increased market segmentation as each company seeks out niche markets.
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From page 17... ...
The Asia-Pacific Rim aircraft sector consists of 23 countries including Japan, Australia, South Korea, Singapore, and China, which were the five largest importers of U.S. aircraft products within this sector during the 1986 - '90 period.
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From page 18... ...
commercial aircraft industry is meeting stiff competition in the application of advanced technologies to reduce weight and improve performance. Six foreign composite airframes and 10 major sets of secondary airframe components have been, or will shortly be, certified by the Federal Aviation Administration compared with three domestic composite airframes and 13 sets of secondary airframe components (NMAB, 1991~.
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From page 19... ...
Future increases in fuel economy will demand further improvements in lightweight materials and their processing techniques to reduce vehicle weight e Yen further without substantially increasing cost. Environment Global environmental and natural resource issues will greatly impact product technology of the future, especially increased concern with CO2 emissions.
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From page 20... ...
These regulatory forces have already had a major impact on automotive product technology and materials usage in several major areas, such as the addition of emission control systems that include materials new to the industry (e.g., noble metal catalysts that simultaneously control HC, CO, and NOx; ceramic honeycomb catalyst supports; and 409 stainless steel converter cans) and the addition of electronic control systems.
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From page 21... ...
; exhaust gas oxygen sensors, containing oxygen ion-conductive ceramic electrolytes; and capacitive pressure sensors, fabricated by micromachining silicon. New catalytic materials, new materials for reliably sensing tailpipe gases, and advanced" electronic control systems can redluce tailpipe emissions even further.
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From page 22... ...
Methods are needled" to permit the recycling of many of the advanced materials that at present can only be disposed of in landtfilis. Aircraft Industry Energy In response to the rapid increase in fuel prices experienced in the early 1 970s, engine and airframe manufacturers gave increased attention to the energy efficiency of aircraft.
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From page 23... ...
will continue. Airframe manufacturers require new advanced materials to reduce airframe weight and permit reductions in propulsion energy by 10 to 30 percent.
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From page 24... ...
. Noise control compromises engine performance, however, such as by the addition of parasitic weight through the unavoidable use of heavy, acoustically absorbent materials (Marsh, 1991~.
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From page 25... ...
Thus, new materials and new material processing technologies must be fully developed roughly five years before actual production use. Although competitive pressures are forcing these times to be reduced (overall lead-times are moving from 5 toward 3.5 years)
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From page 26... ...
Preliminary planning for 2015 product systems is underway and broad macroeconomic planning for 2025 can rationally be undertaken. New materials and new material processing technologies for the civil aircraft industry require roughly 2 or 3 times longer to implement than for the automotive industry.
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From page 27... ...
The civil aircraft industry will require that the materials applications be increasingly met with high-performance new materials, while the automotive industry will continue to require the lowest-cost materials to keep the product universally available. Chapters 3 and 4 detail the future materials research priorities for both of these industries.
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From page 28... ...
28 Matcrials Rescarch Agenda for tke Automonvc and Aircraft Indusmes ,~- , ~ 0 -` ~ 0 c _ c., E ..
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