Search archive          Sign up for our Newsletters          Aviation Jobs
Latest Aviation News  |  Industry & Technology  |  Air Transport  |  MRO & Support  |  Aircraft Interiors  |  Editorials  |  Events Calendar  |  About UsFR
 
Aviation News Dassault develops its next generation of maintenance tools

Dassault develops its next generation of maintenance tools

Léo Barnier
06 JUN 2019 | 658 words
Dassault develops its next generation of maintenance tools
© L. Barnier / Le Journal de l'Aviation - all rights reserved
Just as it is turning its MRO strategy upside down - with the consecutive buy-outs of Execujet and TAG Aviation at the start of the year - Dassault Aviation is also planning to strengthen its maintenance tools. The french aircraft manufacturer presented a 3D scanner to inspect and characterise faults on an aircraft structure during the EBACE convention in Geneva in mid-May. Developed at its Dassault Falcon Service maintenance subsidiary, it is now due to be shared across the Dassault support network.

This Scan 3D solution is intended first and foremost to be simple to deploy. It is based on a HandyScan 3D portable optical scanner - purchased off the shelf from the Canadian company Creaform (a subsidiary of the American Ametek group) for around 50 000 Euro - which calibrates on a set of reflective targets placed at random on the surface of the element to be analysed. It then creates its own reference base independently. The operator then only needs to sweep the zone with the scanner a few tens of centimetres away to map the surface precisely and the fault found on it.

Once acquisition is complete, the data is processed by a computer application, using InnovMetric's PolyWorks metrology software suite. This step enables the range or depth of the fault to be measured (dent, deformation, corrosion, etc.) by comparing it to an undamaged zone taken as a reference. These results can then be used directly by the support teams and design and calculation offices to determine whether the fault is acceptable, whether it needs to be repaired and ultimately how it should be repaired.

However, Scan 3D cannot observe beneath the surface. The fault then needs to be laid bare: in the case of corrosion, the whole coating needs to be removed first and the zone "scraped".

One third of the time

Using Scan 3D saves vast amounts of time, according to Sami Djoudi, structure repair engineer at Dassault Falcon Service. It takes around three minutes to scan a surface and as much again in retro-engineering to evaluate the fault's characteristics. In comparison, the traditional method requires measurements with a set of wedges between the damaged part and a corrected part. This is a task which he describes as laborious, with random repetition a potential source of error. The tedious nature of the work is therefore greatly reduced, in particular for the plane's hard to reach areas.

The level of precision of the data sent to the design and calculation offices also enables the number of exchanges with the maintenance operator to be limited. In the end, Jean Kayanakis, deputy chief executive in charge of Falcon customer service and the service station network, feels that the time needed to process this type of fault is reduced from around two weeks to a few days.

Deployment phase

For the moment, this solution is only deployed at Dassault Falcon Service, at Le Bourget and Mérignac. Following a maturity phase lasting around two years, it should be rolled out within the Falcon support network from this year.

"The product is now finished and ready to be integrated into the maintenance process. We are looking at how we can industrialise it and provide it to all the group's stations", explains Jean Kayanakis. Nor is he closing the door to selling or leasing this solution to maintenance centres approved by Dassault Aviation, but discussions are still on-going.

Scan 3D should continue to develop in the future. Dassault is working on being able to measure the mapped fault by comparing it directly to the 3D model of the plane, or by using thickness data collected by ultrasound on reference points around the affected area. The faults recorded are also archived in a database to speed up repair recommendations even further. Finally, the tool has caught the attention of Dassault Aviation's military arm and a specific version could be created.
Léo Barnier
Specialized journalist
Industry & Technology, Equipments, MRO


 
They made this section possible
Top stories
24 SEP 2020
Pratt & Whitney: China's Ameco to board the GTF MRO network Pratt & Whitney: China's Ameco to board the GTF MRO network
Definitely, the GTF MRO network is expanding fast. Aircraft Maintenance and Engineering Corporation (Ameco), a joint venture formed by Air China (75%) and Lufthansa Technik ... Continue Reading
24 SEP 2020
China Eastern to retrofit all its Boeing 737NGs with Thales transponders China Eastern to retrofit all its Boeing 737NGs with Thales transponders
Only four months after SF Airlines, China Eastern Airlines chose Thales and ACSS (Aviation Communication & Surveillance Systems), its joint venture with L3Harris Technologies, to ... Continue Reading
24 SEP 2020
First repairs for GKN Aerospace in Malaysia First repairs for GKN Aerospace in Malaysia
GKN Aerospace's new engine parts repair center in Johor, Malaysia, has just reached an important milestone with the delivery of the first parts of a ... Continue Reading
24 SEP 2020
Pratt & Whitney: China's Ameco to board the GTF MRO network
24 SEP 2020
China Eastern to retrofit all its Boeing 737NGs with Thales transponders
24 SEP 2020
Dutch say Air France-KLM cash boost might be needed
24 SEP 2020
First repairs for GKN Aerospace in Malaysia
24 SEP 2020
AerSale to convert a large fleet of 757-200s to full cargo aircraft
Top stories
 
Latest News     Industry & Technology     Air Transport     MRO & Support     Aircraft Interiors     Editorials
© 2020 Le Journal de l'Aviation - All rights reserved