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of aligning the machine beds to
within .005 inch.
In addition to facilitating worker
access, the HAWDE unit must
drill holes in the wing where the
flip floors are located. To reach
areas of the wing where flooring
is normally located, the machine
performs a “Y-Shift,” where the
Y-column of the machine extends
above its normal position by about
one meter. This is accomplished
using a Rexroth size 45 roller
rail system for guiding, and a
Airbus A380 wing after removal from main assembly jigs.
hydraulic cylinder for lifting the
floor. Thanks to the precision of
Rexroth hydraulics, the machine
can perform shift maneuvers while
maintaining its overall volumetric
drilling accuracy.
Movement along the X axis uses
a square rail guide way and a gear
rack. All other axes use traditional
linear and rotational bearings. The
machine incorporates a number
of tools: a drill spindle capable of
up to 7000 rpm in 1⁄4 to 5/8-inch
diameters, a bolt inserter for
inserting slave fasteners, a hole
probe for measuring hole diameters
and a camera for synchronizing
the machine to positioning
(datum) holes in the wing.
In November 2003, the HAWDE
machine was put into production.
10,000 holes later, Airbus Team
Leaders note: “Manual drilling
has always involved some
quality or speed concessions.
But as far as we’re concerned,
the HAWDE is operating
without such limitations.”
According to Haldimann, “Success
like this takes teamwork. We’ve
been able to design a machine with
a high level of integration into the
jig, which makes the HAWDE very
easy to use and able to meet all
expected criteria.”
GRAWDE
Concurrent with wing-panel
attachment, Stage 01 production
also involves attaching the
undercarriage reinforcing and wing
skins to the landing gear structure.
Titanium flathead bolts up to
1.25-inch in diameter are inserted
through a stack of materials up to
four inches thick.
“Traditionally, this operation
is done manually in wing box
assembly jigs,” says Brent Thayer,
the Electroimpact engineer in
charge of automating this process.
“But manual hole drilling requires
massive drill templates and large
positive feed drill motors. The
work is physically demanding.
In spite of these large tools, the
holes must be drilled in multiple
steps to reduce the thrust loads, a
process which adds process time.
Plus, new templates are required
for most wing design changes. In
view of all the variables, achieving
the required hole quality using a
manual process is very difficult.”
Airbus U.K. asked Electroimpact
to explore a more efficient,
automated drilling method. But
designing automated drilling
equipment capable of drilling these
holes, yet permitting manual access
within the wing box assembly jig,
was a significant challenge.
“The time spent drilling in this
area of the wing is less than 10%
of total wing box build time,” he
says. “To remain cost effective, the
drilling equipment must be flexible
and mobile for use on multiple
surfaces and assemblies. They use
it, then move it.”
In conjunction with the Airbus
U.K. team, Electroimpact
developed a mobile automated
drilling system for the A380
undercarriage area — the
GRAWDE. The program involved
an extensive cutter development
effort. The machine can drill
up to 1.25-inch-diameter holes
with countersink in a single
operation and 12 different
wing surfaces in total.
Similar in design to a five-axis post
mill, the GRAWDE uses a Rexroth
roller rail for the X, Y, and Z axes.
The Y and Z axes use Rexroth
ball screws. These linear-motion
components ensure precise, smooth
travel to meet tight tolerances.
The GRAWDE machine pushes
on the A drawing showing the variable height of the HAWDE machine for jig clearance. parts being drilled
Conclusion:
The truly large scale, multi-stage
wing-assembly operation for
the Airbus A380 involves four
programs — panel fabrication,
wing-panel manipulation, wingpanel
assembly (HAWDE), and
undercarriage reinforcement
(GRAWDE) — all requiring
extensive collaboration between
Airbus, Electroimpact, Rexroth,
and other vendors.
“The goal was not just to design
machinery that automates manual
　
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