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development programs. "Airbus has decided to expand the use of Enovia VPLM [virtual
product lifecycle management] to all programs," Dassault said. The Catia/Enovia VPLM
combination is becoming the standard for all new programs at Airbus.
Does that mean PTC’s Windchill must go? Airbus isn't saying, but management has a
ways to go to straighten out confusion engendered by allowing different versions of the
same CAD program, not to mention competing data management packages.
Meanwhile, Boeing's Dreamliner seems set to take off into much friendlier skies. Pittman
and Fowler both say that perhaps the most important factor in ensuring the program's
ultimate success was gaining executive support at the onset. Without this backing, they
say it would have been impossible to ensure that partners and even all Boeing engineers
were complying with 1) demands to use the same software, 2) update on schedule and
3) save data when required.
Dreamliner's "Virtual Takeoff"
In December, Boeing held a "virtual rollout" of the Dreamliner. It demonstrated how the
aircraft has been designed and will be manufactured to about 3,000 employees and more
than 100 visiting airline representatives.
As part of the demonstration, Boeing showed how in the early design stages, it was
discovered that an electronics box manufactured by supplier Hamilton Sundstrand
wouldn't fit into the plane's electrical equipment bay. The conflict was caught, and
highlighted in red, by the Catia design software. Engineers were able to redesign the bay,
essentially by shifting a beam, so the box would fit. If that conflict had not been caught
until production began, it could have led to lengthy delays or a costly retrofit.
As impressive as the virtual rollout seemed, it was just that—a virtual rendition of the
plane. A Dreamliner has yet to be built, and despite Fowler's confidence, Boeing cannot
be certain it won't run into the same difficulties encountered by Airbus, or new, as-yetundiscovered
challenges involving the heavy use of composite materials in the plane,
says Hans Weber, president of Tecop International, a San Diego aviation consulting firm.
But a DMU has its benefits. Just over a year ago, pilots began putting the 787 design
through its flight simulations. During one such test, where the plane is evaluated on
whether it could take off on a single engine, pilots determined it didn't have enough "fin
control"—that is, fins used to stabilize the aircraft weren't functioning as desired. Over a
period of four weeks, engineers evaluated more than 50 different fin configurations to
give pilots the performance they needed. "Traditionally, we might have been only able to
evaluate three or four options, and it would have taken three months," Fowler adds.
Second, Boeing expects to achieve a 20% to 25% cut in development costs by
eliminating costly mock-ups and by working out kinks in manufacturing before going
into production. Based on the plane's estimated $8 billion to $10 billion development
budget, it could translate into savings in the area of $2 billion to $3 billion.
"One of the biggest lessons we learned on the 777 program," Fowler points out, "is that
there is tremendous value in the digital data in terms of how it can be utilized throughout
the entire life cycle of a project. "That has been our biggest objective with the
Dreamliner—to use that single source of data from when we take customer orders
through design, through manufacturing and right through to support after the customer
takes delivery," he says. "That's the real power and where the real benefits come from
with PLM."
BASELINE GOALS:
• Maintain position as world's largest producer of commercial airplanes
• Shave 20% to 25%, or about one year, off the time it normally takes to develop a
new plane, from six years in 1995 with the introduction of the 777 to five years
with the planned launch of the Dreamliner in 2008.
• Reduce development cost of Dreamliner through the use of PLM software by
20%, from about $12 billion to $10 billion.
• Reduce time it takes to assemble a 787 from about six days at start of production
in 2008, to about three days after it builds the first 100 planes in 2010.
Technologies To Help the 787 Take Flight February 5, 2007
The 787 Dreamliner project marks the first time Boeing is making its partners responsible
for the design of the parts and components they will ultimately manufacture. New 3D
design and collaboration technologies are powering the initiative.
Application Product Supplier
3D computer-aided design Catia V5 Dassault Systèmes
Manufacturing simulation Delmia V5 Dassault Systèmes
　
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