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©2013 Nick OrchardThe information in this document is the property of Nick Orchard and may not be copied or communicated to a third party, or used for any purpose other than that for which it is supplied without the express written consent of Nick Orchard.This information is given in good faith based upon the latest information available to Nick Orchard, no warranty or representation is given concerning such information, which must not be taken as establishing any contractual or other commitment binding upon Nick Orchard.Illustrations in this document are reproduced by Nick Orchard in accordance with the accreditation requirements of the sources.
Making the most of measurement
Nick Orchard
Measurement Spec i a l i s t
Br i s to l , UK
Sirris, Genk 5 November 2103
Measurement – what I’ll be talking about
� Why bother?
� Measuring oblate spheroids
� What do we actually need to measure?
� Effect of introducing better measurement
� What happens when we get it wrong?
� Lessons to learn
Measurement – why bother?
� Fit
� Form
� Function
Measurement – what’s it all about?
An example – measuring an oblate spheroid –
Measurement – what’s it all about?
A simpler example – measuring an oblate spheroid –
Smarties or M&Ms
Measurement – what’s it all about?
What is there to know?
DiameterThicknessRoundnessSurface profileSurface form – e.g. no curvature reversals (dips and bumps)Colour coating thicknessShell thicknessNo cracks, pits, scratchesWeightCoating melting pointChocolate melting pointColourTaste…
…a lot more than you’d think!
Something simpler still – a steel roller
� Size
� Diameter
� Length
Something simpler still – a steel roller
� Size
� Diameter
� Length L
D
Some tolerances?
� Size
� Diameter
� Length
� Form
L ± l
D ± d
Let’s make it a tube
� Size
� Diameter
� Length
� Form
L ± l
D ± d
E ± e
…now we’ll add an end flange…
� Size
� Diameter
� Length
� Form
L ± l
D ± d
E ± e
T ± t
F ± f
…and finally some bolt holes…
� Size
� Diameter
� Length
� Form
� Position
� Orientation
L ± l
D ± d
E ± e
T ± t
F ± f
8 HOLES EQU SP Ø G ± g
H ± h
Roller measurement questions
� What instrument should be used?
� How many positions should the diameter be measured at?
� How many points per circle if not scanned?
� How should the diameter be calculated –
� Least-squares best fit?
� Average diameter?
� Minimum circumscribed circle?
� How do you assess form, position and orientation?
Instruments
The 150mm steel rule that lives in my top pocket
The rusty 0-1” micrometer that lives in my tool box
Instruments
The plastic dial caliperwith badly worn jaws The cheap digital caliper
from China with flexible jaws and a variable zero
The top class coolant-proof digital caliper
Instruments
A state-of-the-art coordinate measuring machine
Measuring size
Measuring size
Measuring size
Analogue scanning
B
┴ A0.005
0.005
∅ 221.259 ± 0.0075
The production of merlin engines at aRolls-Royce factory
© IWM (D 12100)
What happens when we invest in new measurement technology?
Following investment in new measurement capability, would you expect the overall process capability to:
a) Go up?
b) Go down?
c) Stay the same?
d) Don’t know?
e) Don’t care?
Well it all depends…
� Is your measurement capability worse than your manufacturing capability?
� Do you know the relative capabilities of your manufacturing and measurement processes?
� Perhaps you have other reasons for improving your measurement systems, for example improving customer confidence or better data recording
Something more complicated - Airbus A380
Source: Airbus SAS
The Rolls-Royce Trent 900 engines
Qantas flight QF32 4 November 2010
Source: Australian Transport Safety Bureau (Supplied by a passenger)
Qantas flight QF32 4 November 2010
Source: Australian Transport Safety Bureau (Supplied by a passenger)
Location of the cabin emergency call light
Source: Australian Transport Safety Bureau
Engine/warning display
Image source: Australian Transport Safety Bureau - Image taken during the occurrence
flight; supplied by a flight crew member
Flight path during the event
Source: Australian Transport Safety Bureau – image source: Google Earth
Fire-fighters ‘drowning’ the No. 1 engine with foam
Image source: Supplied by the Air Accident Investigation Bureau (AAIB) of Singapore.
General damage to the No. 2 engine
Source: Australian Transport Safety Bureau
Damage to N0 2 engine
Source: Australian Transport Safety Bureau
Damage to No 2 engine
Source: Australian Transport Safety Bureau
Example of internal damage to the left wing (looking forward and up)
Source: Australian Transport Safety Bureau
Example of wiring damage in the left wing (looking rearwards)
Source: Australian Transport Safety Bureau
Damage to wiring in the belly fairing
Source: Australian Transport Safety Bureau
Damage to buildings on the ground
Source: Australian Transport Safety Bureau
When it all goes wrong
Trent 900 being mounted to the A380 wing
Source: Airbus SAS
Rolls-Royce Trent 900
This photograph is reproduced with the permission of Rolls-Royce plc, copyright © Rolls-Royce plc 2012
Trent 900 main rotating assemblies
Image source: Australian Transport Safety Bureau - Rolls-Royce RB211-Trent 900 Line and Base Maintenance training guide
IP turbine disc segment
Source: Australian Transport Safety Bureau
Comparison of a diagrammatic representation of the IP turbine disc with the recovered segment of the disc
Source: Australian Transport Safety Bureau
HP/IP bearing support structure
Source: Australian Transport Safety Bureau
Oil leakage and fire
Image modified from a Rolls-Royce supplied model
Source: Australian Transport Safety Bureau
Drive arm heating and disc separation from the drive shaft
Image modified from a Rolls-Royce supplied model
Source: Australian Transport Safety Bureau
Unrestrained IP turbine disc acceleration and burst
Image modified from a Rolls-Royce supplied model
Source: Australian Transport Safety Bureau
HP/IP bearing support structure
Source: Australian Transport Safety Bureau
Cross section of a generic HP/IP hub with a service pipe
Source: Australian Transport Safety Bureau
Cross section of a generic HP/IP hub with an oil feed stub pipe
Source: Australian Transport Safety Bureau
Oil leak into the buffer space
Source: Australian Transport Safety Bureau
Oil feed stub pipe feature terminology
Source: Australian Transport Safety Bureau
Oil feed stub pipe fracture
Source: Australian Transport Safety Bureau
Offset oil feed stub pipe counter bore
Source: Australian Transport Safety Bureau
Cross-section of failed stub pipe
Source: Australian Transport Safety Bureau
Representation of the design definition drawing that identified datum AA
Source: Australian Transport Safety Bureau
Representation of the design definition drawing that defined the oil feed stub pipe counter bore
Source: Australian Transport Safety Bureau
Inaccessibility of Datum AA with the oil feed stub pipe installed
Image source: UK AAIB Source: Australian Transport Safety Bureau
Representation of the manufacturing stage drawing that identified datum M
Source: Australian Transport Safety Bureau
Representation of the manufacturing stage drawing that defined the oil feed stub pipe counter bore
Source: Australian Transport Safety Bureau
Joining of the inner and outer hub castings
Source: Australian Transport Safety Bureau Image source: UK AAIB
Machining fixture clamping arrangement
Source: Australian Transport Safety Bureau
OP 15 formation of the oil feed stub pipe holes
Source: Australian Transport Safety Bureau
OP 190 oil feed stub pipe counter bore
Note: The wall thickness of the oil feed stub pipe is not shown to scale and has
been exaggerated for clarity.
Source: Australian Transport Safety Bureau
Coordinate measuring machine
Source: Australian Transport Safety Bureau
Graphical representation of the true positions of the bores and datum M on the oil feed stub pipe from hub 0225
Source: Australian Transport Safety Bureau
CMM measurement of the stub pipe
The consequences…
Source: Australian Transport Safety Bureau
Report conclusions
� During the manufacture of the HP/IP bearing support assembly fitted to the No. 2 engine (serial number 91045), movement of the hub during the machining processes resulted in a critically reduced wall thickness within the counter bore region of the oil feed stub pipe.
� It was probable that a non-conformance in the location of the oil feed stub pipe interference bore was reported by the coordinate measuring machine during the manufacturing process, but that the non-conformance was either not detected or not declared by inspection personnel, resulting in the assembly being released into service with a reduced wall thickness in the oil feed stub pipe.
Report conclusions
� During preparation of the manufacturing process for the HP/IP bearing support assembly structure, a manufacturing datum was introduced because the location of the oil feed stub pipe counter bore could not be referenced to the design definition datum. That manufacturing datum was not constrained to the location of the oil feed stub pipe and as such could not ensure that the counter bore was concentric with the stub pipe, as the designers had intended.
� The use by an inspector, during the first article inspection process, of the manufacturing stage drawings to verify the oil feed stub pipe counter bore features precluded the inspection from showing that the manufacturing process could produce an item that conformed to the design definition, or the intention of the design.
Report conclusions
� During the production of a number of HP/IP bearing support assemblies, the coordinate measuring machine identified a non-conformance in the location of the oil feed stub pipe interference bore.
� It was likely that when making the determination that the non-conforming HP/IP bearing support assemblies were acceptable for use, the manufacturing personnel did not know that the coordinate measuring machine referenced a different datum to the design definition drawings and unknowingly released thin-walled pipes into service based on an alternative (wire gauge) measurement method.
So what can we learn from this?
� In a complex system, there is no such thing as a ‘simple’ component.
� Every dimension on every feature must be considered carefully when planning the measurement process.
� The relationship between designer and manufacturing engineer is extremely important.
� The transfer of component datums from the final drawing features to part-finished manufacturing datumsneeds to be done with great care and attention to detail.
� Manufacturing operations must develop a culture of ‘microns matter’. There should be no opportunity for people to make their own judgement on when a measured feature is ‘near enough’.
A robust process
The process route Feedback, revision, checks
Please don’t panic!
� An RB211-535 has run 42743 hours without a shop visit = 16 hours/day for 7 years or about 30,000,000 km!