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Decades ago our innovative grandfathers developed the first automated riveting machines based on hard automation using kinematics and tools attached to a C-frame. The C-frame serves multiple functions: First, it holds the upper and lower tools in fixed positions relative to each other; second, it translates upper active tooling forces to the lower tool; and third, it embraces the part placed between the upper and lower tool. C-frames and newly developed yoke, ring and gantry machines, used for low level (first, second) fuselage and wing assembly are growing in size to exorbitant proportions to satisfy requirements of larger and larger structures. High costs are dictated by massive kinematics and complex controls that provide stability, precision, and process speed. All this is mainly needed because we have to carry mechanical forces around the part, from upper to lower tool along the C-frame, gantry, yoke, bridge, etc.

Assembly techniques for the majority of expendable and reusable launch vehicles have not changed much over the last thirty years. Some progress has been made, specifically on new programs, however, improvements on existing expendable launch vehicle production lines can be difficult to justify; even more so for one or two reusable vehicles. This presentation will focus on techniques and systems used for manual and automated assembly of expendable and reusable launch vehicle primary structures. Today's assembly is characterized by manual operations involving fixtures and templates, and all tasks are carried out primarily with single function hand tools. Typical assembly approaches used for metallic and composite primary structures will be discussed. Potential opportunities for process improvements utilizing advanced hand tools, mechanized and/or automated equipment will be addressed.

This paper reviews today's aircraft wing production assembly methodology and technologies as well as innovative ideas for advancing the high-level wing assembly state-of-the-art. Automated wing assembly systems are only being utilized to rivet/fasten first level subassemblies like panels, spars, and ribs. All other high level assembly tasks are performed manually, incurring associated increases in recurring costs due to production inefficiencies, long lead times, expensive rate tooling, and difficult assembly tasks performed inside small wing compartments. Existing assembly methods, process parameters, and the process characteristics of manual, machine, and man/machine systems provide many opportunities for improving wing assembly.

This paper describes the results of NASA SBIR Phase I program determining the feasibility of a composite telescopic wing for a roadable aircraft. The project titled “Design and Manufacture of a Deployable Highly Loaded Airfoil Structure” analyzed the claims of the US Patent No.4,824,053 and fabricated a half scale functionality model. The functionality model, consisting of three segments, represents one quarter of a wing. The research effort compiled basic knowledge required to design, produce and certify a composite telescopic wing. Preliminary structural analysis and functionality model show that telescopic principles are practical for deployable highly loaded airfoil structures. Furthermore, this emerging technology has potential for a wide range of applications including Advanced Flying Automobiles (AFA), civil aviation, military air transportation and space exploration.

This paper is focusing on considerations pertaining to riveting/fastening systems and assembly methodology currently in use for large aircraft fuselage structures. Discussion of process principles on which current systems are based is addressing distribution of rivets along the aircraft structure, riveting/fastening systems and equipment flexibility. An attempt was made to predict the most probable future equipment development trends based on the need for more efficiency in all aircraft structural assembly and in high level and final assembly areas.

Principles and important parameters for design of landing gears for general aviation airplanes and suspensions for automobiles are described. A comparison between automobile, aircraft and Advanced Flying Automobile (AFA) design requirement reveals that a new generation of suspension has to be developed to gain the flexibility, efficiency and high kinetic energy absorption capability needed for an AFA suspension system. AFA design concepts and advantages were described and explained in previous SAE-papers e.g. “Design concepts and market opportunities for Flying Automobiles” and “Design Methodology and Infrastructures for Flying Automobiles”.

This paper addresses the design principles inherent in past flying automobiles and describes needed methodology for the development of future more advanced flying automobile concepts, emphasizing customer's needs and system requirements. The general aviation industry was analyzed and reasons for their stagnation/decline discussed. A proposal for a new private transportation system encompassing ground guided airways and its advantages for the private future air transportation are presented.

This paper analyzes and compares design characteristics and engineering performance data of diverse transportation systems including commercial aviation airplanes and automobiles with flying automobiles built in the past and with future Advanced Flying Automobile design concepts. Also, the attempt was made to explore the need for a faster and more convenient door-to-door transportation system, especially for intercity travel distances of 100 to approximately 800 miles. It was found that if an extremely user-friendly advanced flying automobile could be developed, market opportunities of tremendous impact would arise. The consumer using this new transportation system will be awarded with dramatic increase in personal mobility.