CompositesWorld
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NEWS CompositesWorld.com 41 Automated, In-situ Inspection Inspection speed depends on ply complexity, and it decreases as the number of tow ends increases, which is why the inspec- tion system for the wing panels was a higher priority than for the spars, says Rudberg: "Because of the part size and flat shape, and because Boeing didn't want inspectors walking on the layups, it was a priority to get the automated inspection system on the panel part up and running, so we focused our efforts there. With regard to the wing spars, the layup and lamination were the major hurdles, so we worked on that aspect first." Cemenska reports that the inspection system can measure 15 tow ends per second; on the wing panel part with up to 2,000 inspected tow ends, it takes a few minutes for the following cameras to take the photos and the software to assemble the ply image. Overall, says Rudberg, complex plies take from 3-5 minutes to image and process: "At this time, we're aiming for 100% inspec- tion, so the 8% of tow ends we don't identify are currently being located 'semi-automatically,' with human eyes, so that adds about 10 minutes." He adds that this semi-automatic step can be acceler- ated by making the software system faster. Eventually, the need to find that 8% could be eliminated altogether if statistics show that the 92% of identified tow ends accurately represent the entire part. "ese are early days, and there is still room for improvement — as confidence in the system grows, the human double-check can be reduced to nearly zero, going forward." e system was validated by Electroimpact in partnership with Boeing by performing a series of rigorous pre-acceptance tests: "Test panels were laid up with a range of intentional mistakes, and we ran the automatic inspection system during all the layups. en, those panels were inspected manually, and the manual results were compared to the automated system results," say Rudberg and Cemenska. ose results convinced Boeing of the system's reliability, resulting in its adoption for the 777X parts. In-process inspection of the one-piece spars — the largest ever produced, says Boeing (see Learn More) — was scheduled for implementation early this year. Concludes Rudberg, "is is a smart use of big data. We're measuring every tow relative to the ply boundaries and creating a digital record of the results. ese data improve part quality, and allow the client to make more informed decisions. Because we can prove part quality digitally, it ultimately will allow use of less restrictive design allowables." e time has certainly come for a sorely needed technology that allows automated composites fabricating machines to operate at the speeds for which they were designed. No doubt, it will be applied to additional parts. CW will continue to follow develop- ments — stay tuned. Sara Black is a CW senior editor and has served on the CW staff for 19 years. sara@compositesworld.com INTERNATIONAL INC. EUROPE Sarl ASIA LTD ADVANCED MATERIALS LTD For more benefits and information, please view our Data Sheets on our websites. Beta Prepreg TMFP & TMGP CEP LTC Toolmaster ® Prepregs for Composite Tooling Manufactured by AIRTECH using Henkel Loctite ® Benzoxazine resin technology Exceptionally long out-life Allows a minimum of 6 months storage at room temperature while maintaining a superior tack level. Matched CTE Composite molds match tool and part CTE, improving part accuracy. Excellent high temperature properties Can be used at a high service temperature (450°/232°C) ensuring long tool life. NEW Beta TX670 DISCO Fabric has a 0°,+/-60° orientation, fibers are quasi- isotropic within each ply, fibers have an engineered cut pattern that improves drapability. This special format allows for simpler and faster layups. Prepreg sold in sheet format. Low initial cure temperature Reduces thermal expansion of master model, improving mold accuracy. Built in 1987 and has manufactured over 900 parts.