Home to a major aerospace cluster in Mexico, it follows successful models such as Toulouse, Wichita, Montreal, and Seattle.
Home to a major aerospace cluster in Mexico, it follows successful models such as Toulouse, Wichita, Montreal, and Seattle.
The term does not matter – additive manufacturing (AM) and 3D printing (3D) are interchangeable. Understanding the market, where it’s going, how it’s used, what it means to manufacturers, and who to turn to for more knowledge and support does matter.
AM/3D printing is growing. According to the 19th edition of the Wohlers Report, published by Wohlers Associates Inc., companies are pushing the limits of AM/3D printing and applying the technology in new ways. The research projects the AM/3D printing industry to reach $12.8 billion by 2018, estimating it grew $3.07 billion in 2013. By 2020, forecasted revenue should exceed $21 billion.
“The industry is experiencing change that has not been seen in 20-plus years,” states Tim Caffrey, senior consultant at Wohlers Associates, and one of two principal authors on the report. “What’s most exciting is that we have barely scratched the surface of what’s possible.”
Terry Wohlers, president and the other principal author, says revenues from the production of parts for final products represents 34.7% of the entire market for AM and 3D printing. In 2013, the AM market segment of parts for final products topped the $1 billion mark, and aerospace, medical, dental, and other industries “are finding ways to use AM to produce quality parts.”
Metal parts production is increasing in popularity as the number of AM/3D machines that produce metal parts has skyrocketed, jumping to 348 units in 2013 from 198 a year earlier, a 75.8% increase. Companies such as Airbus and General Electric are using this technology to produce complex metal parts, says Wohlers, who has followed the market for metal AM machines for 14 years.
But, what if you are new to the market, where do you turn to learn more?
Throughout this special report, materials, machines, processes, and the players offer new and experienced AM/3D users a look at what’s to come.
A terminology primer
The term additive manufacturing (AM) represents many technological subsets also known as:
AM builds 3D objects, layer-by-layer, using a range of materials. Designs are created in CAD using a 3D modeling program or via a 3D scanner that makes a digital copy of an existing object, which is then uploaded into the CAD 3D modeling program.
Then, the software slices the final CAD model into hundreds to thousands of horizontal layers so when the file is uploaded to the AM machine, the design can be read, layer-by-layer as a 2D image, which once built, results in the three-dimensional finished product.
The processes used to create 3D products also varies. The most common are:
According to Sharon L.N. Ford, author of the most recent report from the U.S. International Trade Commission (USITC), “Additive Manufacturing Technology: Potential Implications for U.S. Manufacturing Competitiveness,” AM/3D printing offers industry a range of unique possibilities. The technology can produce three-dimensional objects of virtually any geometry without significantly increasing costs. It also has the potential to reduce – or even eliminate – the constraints of molds and dies. Due to AM/3D printing’s speed and efficiency in producing prototypes and parts, the technology will have the greatest impact on products requiring customization, having complex designs, and being made in small quantities.
Most frequently associated with medical and aerospace applications, the largest consumer of AM/3D technology, as of 2011, was the automotive industry – making up 19.5% of all purchases, according to the USITC report. Medical use followed at 15.1% and aerospace makes up 12.1% of the market.
AM/3D printing techniques make up barely 0.01% of all automotive manufacturing, but are more common in medical (0.04% of total industry output) and aerospace (0.02% of industry output).
Ford notes that AM/3D printing is not yet suitable for mass production due to limitations such as lengthy build time, limited object sizes, machine costs, and sizes, and materials used. For example, while the process is capable of creating a 1.5" cube per hour, on average, an injection-molding machine can produce several similar parts in less than a minute.
However, technology is changing – rapidly – and the functionality is gaining support from innovation hubs to even machine tool builders.
AM extends part life, reduces costs
Challenge: Extending the life of rotor and stators for Ulterra’s downhole drilling applications
Costs by method
ExOne’s M-Flex prints in stainless steel, bronze, or tungsten. Its flexible job box can print one prototype or short runs of multiple and/or custom parts.
Youngstown, Ohio-based America Makes is an extensive network of more than 100 companies, non-profit organizations, academic institutions, and government agencies from across the United States.
Founded in August 2012 as the flagship institute in the National Network for Manufacturing Innovation (NNMI), it leverages technical minds from government, industry, and academia to accelerate the adoption of AM/3D printing technologies in the U.S. manufacturing sector.
According to Rob Gorham, director of operations, the goal is to create manufacturing competitiveness through a truly collaborative environment, bringing technical advancements from the lab to the factory floor, creating jobs, and producing products that are more competitive on a global scale.
However, not all industries have adopted AM/3D printing in their operations, and some are not sure where to start. Clearing the haze is one area of assistance the institute offers.
Gorham says his group is working in early stage problems such as standards, design methodologies, tools, materials, process control, equipment, non-destructive evaluation, qualification, certification, and supply chain integration.
Another initiative of the institute is validating materials and techniques. “America Makes is leading an effort to qualify materials and the mid-tier supply chain partner to the multiple aerospace OEM specifications.”
Another project addresses the metal casting industry and its need to understand the opportunity AM/3D printing brings to the bottom line. A result of the metal-casting project is a collaboration among several top-tier metal castings suppliers to build demonstrations, use cases, and validate the benefits of AM/3D printing in their industries.
“It’s a truly collaborative environment that brings technical advancements from the lab to the factory floor, creates jobs, produces more competitive products, and ultimately reaffirms our place in the global market,” Gorham states.
As additive manufacturing continues to advance, materials and product qualification testing becomes crucial.
By David Podrug
The opportunities for innovation are endless, given the increasingly diverse challenges that organizations attempt to address through AM. In the aerospace sector, primes and their suppliers are constantly seeking to reduce the weight of aircraft to deliver improved efficiencies in fuelling. Energy companies are looking to increase mass customization and energy efficiency. Industries with high-volume manufacture, such as transportation and medical devices, are demanding significant cost reductions through shorter development times and new component production methods.
However, the reality of industry-wide adoption is less plausible if the risks of producing parts and components by AM are not fully understood. At Element Materials Technology, engineers are developing international testing methods and standards needed to adopt AM. Industry collaboration on certification and qualification of materials and components is crucial.
Pushing AM to its limits
Traditional subtractive manufacturing processes – such as pouring steel into ingots – deliver predictable properties. Changes to the manufacturing process can bring complexities not encountered previously. For example, in AM, issues may develop that cause unpredictability between layers.
The complex range of existing standards require deep knowledge of testing to ensure that innovation in AM is not stalled by failure to anticipate properties and performance. Element has the capabilities to qualify and inspect materials across a range of industries. For example, within the aerospace sector, engineers conduct non-destructive testing (NDT) for applications in space hardware; mechanical, physical, and chemical testing on metallic materials for space applications; fatigue testing of metals for jet engines; and allowables testing on non-metallic materials for commercial and military aircraft. NDT enables clients to make the most of new processes without compromising on their commitments to quality and safety.
Collaboration and qualification
Element offers expert opinion on testing methodologies used by manufacturers and engineers, enabling them to improve their internal processes beyond their existing capabilities.
The future of AM
One initiative to ensure this is Committee F42, an international body led by ASTM and ISO to create and publish the test methods needed to validate additively manufactured components and parts. Element is represented on the committee and is driving the development of international testing standards from its AM Center of Technical Excellence in Cleveland, Ohio. Overcoming the challenges that AM poses will allow us to determine the level of testing required to ensure consistent production, the properties at risk, and detection of critical flaw sizes more accurately than before.
Element Materials Technology
When considering a new process, designers must determine which parts are candidates. AM/3D printing is generally better for complex parts with difficult-to-machine geometries, but the tradeoff is reduced speed compared to CNC machining. The choices have grown now that machine tool builders are offering hybrid technologies for start-to-finish processes.
Greg Langenhorst, technical marketing manager, MC Machinery Systems, offers one example of where AM fits nicely – mold-and-die production where effectively cooling parts is vital so they do not warp and can be ejected quickly.
“A big advantage of AM powder-metal sintering is the ability to build conforming cooling channels within a mold. Precisely located channels made this way allow 20% to 30% faster part cooling and better part accuracy with less warping and shrinkage,” Langenhorst states. “The problem is that laser-sintering alone cannot produce finished surfaces in these channels – that requires a separate milling step. But, AM produces complex geometries that do not always allow machining after the build. The solution is to incorporate milling while the AM part is created, layer by layer.”
One machine, the LUMEX Avance-25, combines laser sintering and CNC-milling in one platform. The 400W fiber-laser sinters at 5,000mm/sec, adding layers 50µm (0.002") thick. Once 10 layers are put down, a mill as small as 0.6mm (0.024") in diameter can finish the surface, eliminating ridge lines. Rib shapes as small as 0.02" can be finished in a core as it is being built. Applications have included molds for plastic electric drill casings and automotive connector plugs.
“Because you no longer have to design to your manufacturing capability, you can design for the optimization of whatever the part needs to be,” Lagenhorst says. “You can put cooling channels where you want, without worrying about twists and turns.”
Another hybrid machine is DMG MORI’s Lasertec 65 3D, a laser deposition welding and milling machine. Combining additive manufacturing and traditional cutting methods enables new applications and geometries. The changeover from laser allows direct milling of sections not reachable at the finished part. DMG MORI engineers designed the machine to completely melt the powder metal alloy as it is sprayed into the focal point of the laser. The laser melts both the powder and the substrate, producing full bonding between the two mediums.
Renishaw, a global engineering technologies company focused on machining, metrology, and process control is also actively participating in the AM/3D printing field. Offering a laser melting process, Renishaw’s AM250 additive manufacturing machine benefits injection mold producers. Using a high-powered fiber laser, Renishaw’s system melts and fuses metal powder grains (steel, aluminum, and other materials). The machine can build up complex parts, layer-upon-layer of fused metal. Layer thicknesses range from 20µm to 100µm. Low-volume parts for medical companies, aerospace contractors, or motorsports competitors can go directly from the laser machine to the user.
GKN Aerospace’s additive focus
The company’s AM program extends across the value chain, taking in new materials, applications, processes, and part qualification.
By Rob Sharman
GKN Aerospace is researching and developing programs to advance a variety of additive manufacturing (AM) techniques. Because AM creates the material as it makes parts, these processes open up new possibilities for component and system design. Eventually, we will develop totally new materials and functionally graded structures.
To obtain aerospace qualification for AM-produced components, GKN Aerospace is investing heavily in testing – and standardizing – processes and materials to generate quality procedures. AM-manufactured parts are flying today, and the company expects the number of additive parts to increase significantly during the next 2 to 5 years.
In parallel, the company is developing a thorough understanding of the design freedom afforded by AM, the processes and materials involved, and what will be required to produce the entirely novel parts needed for the next generation of aircraft.
Activity focuses on several AM technologies, including:
AM processes promise to revolutionize aerospace component manufacturing by enabling the creation of new, efficient, lightweight designs, made by tailored, higher performing materials. Simultaneously, these developments will lower material waste associated with subtractive processes, reduce time and energy required in manufacture, and lower carbon emissions. AM will allow material optimization throughout the component and, most significantly, flip the established cost/complexity equation familiar to manufacturing, enabling design optimization and a level of structural complexity that is not cost effective – or simply not achievable – to manufacture today.
About the author: Rob Sharman is head of Additive Manufacture, GKN Aerospace, and can be reached at email@example.com.
Beyond the machines are the materials used. Poly-ether-ketone-ketone (PEKK) is used widely in injection-molded parts, but Oxford Performance Materials (OPM) of South Windsor, Connecticut, wanted to use the high-performance plastic in laser sintering to replace aluminum and magnesium in parts.
OPM has three divisions: biomedical raw materials that uses PEKK-polymer-based OXPEKK material; a biomedical devices section that produces molded and selective-laser-sintered (SLS) OsteoFab medical parts and implants from OXPEKK polymers; and an industrial parts group that focuses on aerospace parts production.
OPM is a full-service provider, not a service bureau, notes Larry Varholak, vice president of programs, OPM Aerospace & Industrial. A proprietary design algorithm determines a proposed part’s structural form to maximize strength, flexibility, and weight. The design is then 3D-printed directly from the digital file using SLS. The company can create complex parts otherwise too expensive to produce conventionally, in a build volume up to 16" x 20" x 22", using an EOS P800 machine.
If PEKK is to replace metals, it is essential to qualify its performance characteristics. One of OPM’s first goals was to set up design allowables for PEKK to take advantage of additive manufacturing, according to Paul Martin, president of OPM Aerospace & Industrial.
“OPM has developed a database of strength characteristics of the material to know its limits from more than 3,400 test components,” Martin states. “We view ourselves as halfway between metal and nylon. Compared to aluminum fabrication, we can produce complex and expensive parts at a fraction of the cost.”
Cutting through AM clutter
Searching for the right additive manufacturing (AM) machines, material, or both used to be a monumental task, but the Senvol Database changes all that.
Senvol, a consulting firm offering quantitatively focused AM analytics, built a database of available machines and materials clients could use to cross-reference machines and materials that went together.
Launched in January 2015, the free, online Senvol Database currently contains detailed specs on more than 350 industrial AM machines and 450 materials.
When searching for machines, users choose from drop-down menus for manufacturers, model, process, and materials, and then have the option to input the minimum size of the build envelope required. Results display all available machines that fit the criteria. Users can then click on the details button for additional machine information. Searching for material offers input criteria for hardness, physical, thermal, and mechanical properties.
Results are not linked to the actual company, but the Senvol Database winnows the results to a manageable list for further research. Once the user has the cross-reference results, visiting that manufacturer’s website will garner the specifics to start the in-depth comparison process.
CNC to FDM
Advanced Composite Structures (ACS) repairs helicopter rotor blades and other composite structures for fixed-wing and rotary-wing aircraft, and produces low-volume production composite parts for the aerospace industry. Both offerings require tooling while many jobs also require fixtures to locate secondary operations, such as drilling.
Producing a model and molding a composite layup tool cost about the same. In both cases, lead times were 8 to 10 weeks.
For example, ACS recently produced a camera fairing for a forward-looking infrared camera on a military aircraft. The Fortus machine built the layup tool directly from a CAD drawing. In another example, the geometry of a vertical fin assembly for a helicopter is so simple that a layup mandrel was not needed. However, the Fortus machine produced a drill fixture to accurately locate a series of holes.
“Tools produced with FDM cost only about 20% as much as CNC-produced tooling,” says Bruce Anning, owner of ACS. “Moving from traditional methods to producing composite tooling with FDM has helped us substantially improve our competitive position.”
Advanced Composite Structures
There is so much more to tell, but one thing comes through: this disruptive technology is entering mainstream acceptance, with many players joining the market. From machines to materials to processes, AM/3D printing has changed the way certain parts are manufactured, and it is opening new areas of part production.
MC Machinery Systems Inc.
Oxford Performance Materials
About the author: Elizabeth Engler Modic is the editor of Aerospace Manufacturing and Design and can be reached at firstname.lastname@example.org or 216.393.0264.
The latest carbon-fiber composite materials used in Boeing’s 787 Dreamliner and Airbus’s A350 are up to 20% lighter than conventional aluminum, leading to better fuel efficiency and longer flights. To take full advantage of these materials, aircraft manufacturers and maintenance repair organizations (MROs) still have to contain their airborne dust, foreign object debris (FOD), and particulates when grinding, sanding, and cutting.
To optimize operations, aerospace manufacturers and MROs are increasingly adopting the best practice of clean as you go. From composites to hexavalent chromium to cadmium, vacuum capture of dangerous dust, FOD, and particulates at the source is enhancing aircraft safety, quality, and production.
GE Aviation’s Batesville, Mississippi, composites plant sought to proactively identify and reduce dust since cleanliness is vital to quality manufacturing.
“We’ve had everyone from 60 Minutes to Federal Aviation Administration (FAA) quality inspectors tour our site, and our product requires us to have clean rooms,” says Curt Curtis, technical leader of the Batesville plant’s manufacturing shop.
GE Aviation’s Batesville plant produces two composite parts for GE’s GEnx jet engine: fan platforms (installed between the engine’s front fan blades) and the fan case assembly (a large circular structure that encases the front fan). The GEnx engine powers Boeing 787 and 747-8 aircraft and is the first with composite fan blades, fan platforms, and fan case assemblies.
Compared with traditional aluminum airframe components, composite components provide engine weight savings and greater durability, resulting in better aircraft fuel efficiency as well as reduced maintenance and replacement costs. Compared with a typical aluminum fan case with titanium blades, Curtis says the composite GEnx engine fan case and fan blades save more than 300 lb per engine.
According to Curtis, the composite process has a significant amount of handwork involved to finish the product properly. After curing the material, certain areas require blending, smoothing, and removal of excess material, called flash, typically using handtools such as sanders and grinders.
“Our rule is to capture dust at the point it’s created because cleanliness is our first line of defense against any potential quality issues,” Curtis says.
According to Curtis, the Batesville plant brings smaller composite parts inside a dust containment booth to finish them. “But larger composite components like our fan cases, which are about 10ft in diameter, weren’t practical to bring inside a containment booth,” Curtis says. “That’s when using a tool shroud is critical since that essentially becomes the dust containment booth.”
After the Batesville plant conducted an aerospace industry literature study and evaluation, it chose DCM Clean-Air Products equipment. The Fort Worth, Texas-based manufacturer of power hand tools designed for source capture of airborne particulates, offers a line of HEPA vacuums, sanders, grinders, drills, routers, buffers, and shrouds for custom applications.
Curtis says, “To enhance quality and safety, we required strong, reliable vacuum suction with HEPA filters and tool shrouds to capture any composite dust at the source.”
In aircraft MRO, sanding, grinding, sawing, or drilling can launch a plume of dust, FOD, and small particulate across the aircraft and worksite. Often this can endanger worker safety while hindering quality and production if work must be stopped to thoroughly clean the product and worksite.
“When doing a composite repair, cutting out an area, and grinding it down, you’re putting particulates and volatiles in the air,” explains Scott Malcomb, a JetBlue University instructor at Orlando International Airport, who teaches advanced composites to a select group of technicians. “While those doing the repair usually wear respirators, gloves, goggles, and sleeves, people around them typically aren’t wearing protective equipment, so they’re getting exposed.”
The Occupational Safety and Health Administration (OSHA) has not required personal protective equipment (PPE) for exposure to most composite reinforcement fibers since they do not pose a health risk in dry fabric form or when cured in a resin matrix, but machining a cured laminate can get short fibers airborne. This is a potential concern if the short fibers are inhaled and damage lung tissue.
“While airborne composite materials aren’t officially considered a respiratory hazard, safety managers would be wise to remember that asbestos was once considered safe,” Malcomb says. “Best practice technique is to vacuum-extract composite dust and debris at the source so it doesn’t get airborne, scatter as FOD, or have to be cleaned up later.”
Besides composites, other dusts and debris can be even more important to control. According to an OSHA report, hexavalent chromium [Cr(VI)], a toxic form of chromium, is often used in the form of zinc chromate as an aerospace paint primer, varnish, and pigment. It is toxic when inhaled as an airborne dust, fume, or mist, and can cause lung cancer.
The OSHA report states, “Surfaces contaminated with Cr(VI) must be cleaned by HEPA-filtered vacuuming or other methods to minimize exposure to Cr(VI).”
Cadmium dust and FOD from frozen fasteners, drilled out during maintenance, can be toxic and dangerous as well. The airborne dust of many materials such as aluminum can ignite or explode if set off by a spark, blowtorch, or other ignition source.
FOD damage is estimated to cost the aerospace industry $4 billion a year. Not only can FOD cause product rejection by aircraft OEMs and suppliers, it can also lead to catastrophic failure if it interferes with mission-critical equipment.
To control dust and debris in materials such as aluminum, the aerospace industry has long used vacuum extraction. Now, vacuum capture of dangerous dust, FOD, and particulates at the source is being extended as a best practice in materials such as composites and hexavalent chromium to enhance safety, quality, and production.
“Since the product is only as strong as its weakest link, today vacuum capture increasingly follows a whole system approach, usually involving everything from the abrasive to the tools, hoses, and vacuums, ensuring that harmful dust and debris is safely handled at each step of the process,” says Brad Clayton, vice president of Clayton Associates, a Lakewood, New Jersey-based supplier of source capture tools and vacuum sanding equipment.
Associated Painters, a service provider for aircraft manufacturers, modification centers, and airlines uses a complete vacuum extraction system to control dust and particulate matter when mechanically removing old paint with sanders before repainting.
“Capturing dust and particulate at the source protects everyone across the entire worksite, improves the quality of the paint job, and helps us comply with FAA, EPA, and OSHA regulations,” says Mike Wilkins, purchasing manager for both Associated Painters and Leading Edge Aviation Services, another aerospace service provider.
Wilkins finds that preventing dust and particulates from circulating around the worksite is much more effective than traditionally hosing down the floor and using squeegees to scrape waste material into trenches to pick up later.
“Our operators are safer, more comfortable, and about 8% to 10% more productive using Clayton sanders with tool shrouds and DustMaster vacuums with custom hoses,” says Wilkins, whose operators still wear protective suits and respiratory masks as a work precaution. “Our paint jobs are better since there’s no dust or particulate getting kicked up to settle on the paint. There is no dust or particulate to clean up after we use the vacuums.”
Malcomb’s JetBlue University advanced composites class also uses a complete vacuum extraction system to control particulates when grinding and removing a damaged section of carbon fiber or fiberglass material.
“In an enclosed area like our class or a shop, controlling particulate at the source is even more important,” Malcomb says. “We run four people at a time on a repair, three on our Clayton DustMaster unit, and another on a single unit.”
According to Malcomb, the larger unit is a complete, lockable, HEPA filter vacuum system configured for aerospace maintenance, with three hoses for simultaneous use. A safe filter-change process allows workers to change filters without re-introducing dust and pollutants into the air.
Since both the larger and smaller units are portable, advanced composites class students will use them for repairs in the field as well.
“Our students will not only use the vacuum extraction units in the training room but also will roll them out to do on-wing repairs on the hangar floor,” Malcomb says.
According to Malcomb, after his select group of about 20 to 25 advanced composite class students are fully trained, they will be stationed in New York City, Boston, and Orlando to do necessary JetBlue light check composite repairs.
“Safety, environmental, and production managers need to look into source capture vacuum equipment,” Malcomb concludes. “As aircraft MROs begin to use these systems, they will move from best practice to standard procedure because of the way they help to optimize safety, quality, and production.”
Clayton Associates Inc.
DCM Clean Air Products
Prescott Aerospace Inc. is a build-to-print machine shop specializing in close-tolerance CNC machining, with applications in aluminum, stainless steel, and high-temp alloys. For more than 28 years, the company has supported the military aircraft, military ordnance, and commercial helicopter industries.
Prescott was drilling holes in a custom, 455 maraging steel, annealed, for bushings in a demanding aerospace application.
When the company started to do jobs like this with the first CNC machines in the 1990s, “We were using one high-speed drill per hole – if you can imagine that,” says Mark Longfield, CNC programmer manufacturing engineer, Prescott Aerospace.
More recently, with high-pressure machines like the Matsurra V-Max 800 5AX and Mori Seiki NH4000-DCG, both running at 950psi, he says the company gets 300 to 400 holes per drill.
That was the case on one job, where a name-brand drill lasted for no more than 32 parts before breaking – at 12 holes per part, the tool lasted for 384 holes. But on this job, Longfield had more than 400 parts to complete. When he added up the cost of tool breakage, wasted time, and bad parts, Longfield knew he had a problem that had to be fixed. He also recognized the need to engage a strategic partner who both understood the industry and unique needs of his business to help identify a solution that would effectively address this challenge. Longfield turned to experts at MSC Industrial Supply (MSC), a distributor of metalworking and maintenance, repair, and operations supplies that offers metalworking expertise and a wide array of proven inventory management solutions to industrial customers.
Longfield spoke to his MSC sales representative and the MSC metalworking experts, who brought him a high-performance Accupro 0.250" diameter Altin 5XD coolant-through drill, which was used to complete the job – and then some. The Accupro tool delivered 15x the performance of the previous drill, and Longfield says this durability is probably due to the larger coolant port designed into the drill.
“If the operator has to set up another drill after every 30 to 40 parts, versus running the entire lot, that’s time. Like we always say, we don’t sell parts, we sell time. The parts are a by-product of the time we spend in the shop,” Longfield states.
On this one job, a single Accupro drill delivered 15x the performance of its predecessor, turning out 488 parts – for more than 5,800 holes – without breaking. That same drill was actually sharpened and returned to the tool crib to cut another day.
“I would have been happy to get 400 to 500 holes per drill,” Longfield says. “But to have one drill consistently perform through the entire lot of parts (5,800-plus holes) was truly phenomenal.”
He points out that he would have had to purchase 16 more of the old drills to do this job.
“We have a great relationship with MSC,” Longfield says. “The ability for me to call up MSC and have test tools brought in has been very beneficial for us. And when MSC’s metalworking experts recommend a speed-and-feed or a tool to me, I am 100% assured it will work.”
He adds that Prescott is switching nearly all of its end milling items (2,100 tool types) to the Accupro line. As a result of MSC’s longstanding relationship with Prescott, MSC’s experts have helped to identify additional opportunities to drive greater efficiencies in other areas of the business, including Prescott’s supply chain operations. The company is in the process of implementing MSC’s ControlPoint Inventory Management vending solution to electronically track and automatically reorder tooling as needed, to eliminate stock-outs and reduce downtime.
MSC Industrial Supply Co.
Heat shield materials produced by Thermal Ceramics range from high temperature ceramic fiber materials to microporous insulation, allowing them to be customized to each customer’s unique application needs.
Heat shield material benefits:
Heat shields available
Heat shield core materials
Morgan Advanced Materials
Thin profile and high strength wires provide solutions for confined spaces and compact devices. They excel in repetitive motion systems, and are immune to shock, vibration, harsh environments, and temperature extremes (-65°C to 165°C).
Data and video transmission cables include Cat5e, Cat6, dual shielded camera link, controlled impedance, USB 2.0 and 3.0, flexible coax (50? and 75?) and Firewire cables.
Flexx-Sil flat cables
Power supplies with three-phase variants (787-738, 787-740, 787-742) offer a wide input range of 325V to 800V and an output range of 22VDC to 28VDC in a compact metal housing for quick and easy DIN-rail mounting.
RoHS-compliant black-zinc-nickel Z plating for AS85049 adapters 82 to 90 have been approved to AS85049, a military specification for connector accessories designed to work with military connectors such as those built to MIL-DTL-38999. The AS85049 82 - 90 adapters feature side-entry band straps for easier installation and repair, and provide high-reliability under vibration due to the self-coupling locking nut. The adapters are offered in straight, 45°, and 90° formats.
Approved products include adapters and band straps for M85049 (/88-90) code 40, code 41 (/85-87), and code 54 (/82-84) in all three angles in cadmium-plated and electroless-plated aluminum. Also included are 1/8" (/128-7 and 8) and 1/4" (/128-1 to -4) bands. This product is designed to work with MIL-DTL-38999 Series III and IV, MIL-DTL-38999 Series I and II, AS50151, MIL-DTL-26482 Series II, SAE AS81703 Series III, and MIL-DTL-83723 Series III.
Carbon- graphite bushings for gear pumps support both the drive gear shaft and the idler gear shaft.
The carbon-graphite can use aviation fuel as the bushing lubricant, since the material has no atomic attraction to a metallic shaft. The thin fuel film is sufficient to lubricate metallic shafts running in the carbon-graphite bushings.
Metallized Carbon Corp.
Two hybrid servo cables have been designed to meet the requirements of the emerging hiperface DSL control architecture. The OLFLEX servo FD 7DSL features a polyurethane jacket for use in cable tracks, while the OLFLEX servo 7DSL is PVC jacketed for fixed installations. Both products meet hiperface DSL standards and have UL AWM approvals.
The servo cables have a polypropylene insulation that delivers better electrical properties than PVC. Polypropylene insulation can be substantially thinner than PVC for a roughly 20% reduction in overall cable diameter.
Lapp Group Co.
Semband flexible nozzles are easily shaped by hand at room temperature for use with cartridges to apply aerospace sealants. The nozzles are available in SEMCO packaging and application systems.
Developed to respond to customer needs for on-site shaping to meet specific requirements, Sembend nozzles are made with a proprietary plastic material, and operators can slowly bend them with their hands to form their desired shape, avoiding the use of heat or tools. Sembend nozzles are available in standard orifice sizes and lengths as well as additional geometries by request.
To find out more about Sembend nozzles: http://bit.ly/19Ep34W.