RFP Response - FINAL

RFP
RESPONSE

GROUP
6

Michael
Etienne
SID:
4129406

Cerys
Thomas
SID:
4271897

David
Gachie
SID:
4642765

3/2/2014

1

GROUP
6

Table
of
Contents

CORPORATE
OVERVIEW
..............................................................................................................
2

COMPANY
FINANCE
INFORMATION
.........................................................................................
2

TECHNICAL
DETAILS
.....................................................................................................................
2

MATERIALS
.................................................................................................................................................
2

MANUFACTURING
THE
HARRIER
PLATE
..........................................................................................
4

MANUFACTURING
THE
HARRIER
CONTROL
ROD
..........................................................................
6

LOGISTICS
.........................................................................................................................................
7

PRICING
&
COSTING
......................................................................................................................
9

BILL
OF
MATERIALS:
...............................................................................................................................
9

NOTES
FOR
THE
COVAIR
BUSINESS
DEVELOPMENT
MANAGER
...................................
10

WAGES
........................................................................................................................................................
10

MATERIALS
...............................................................................................................................................
10

MANUFACTURING
..................................................................................................................................
10

LOGISTICS
.................................................................................................................................................
11

THE
FUTURE
.............................................................................................................................................
11

REFERENCES
..................................................................................................................................
13

APPENDIX
.......................................................................................................................................
14

APPENDIX
1:
7075
ALUMINIUM
DATA
SHEET
..............................................................................
14

APPENDIX
2:
2024
ALUMINIUM
DATA
SHEET
..............................................................................
15

APPENDIX
4:
WORKSHOP
FLOOR
PLAN
..........................................................................................
17

APPENDIX
5:
DIFFERENT
TYPES
OF
TOOLING
..............................................................................
17

APPENDIX
6:
BOM-‐CLIENT
..................................................................................................................
18

APPENDIX
7:
BOM-‐MANAGER
.............................................................................................................
18

PROGRESS
REPORT
1
..................................................................................................................
19

PROGRESS
REPORT
2
..................................................................................................................
25

MEETING
MINUTES
......................................................................................................................
32

2

GROUP
6

CORPORATE
OVERVIEW

CovAir
is
a
tier
2
company
which
has
a
role
within
the
aerospace
industry
to
receive

materials
from
suppliers,
shape
and
produce
them
into
components
that
would
be

required
to
be
fitted
on
aircrafts.
This
could
be
a
range
of
parts
from
access
covers
to

actuators
to
electrical
circuits.
As
a
company,
the
resources
that
are
available
to
use
are:

10
C1
Lorries
to
ship
the
manufactured
parts
from
Coventry
to
Burnley,
12
skilled

workers
with
2
managers
overseen
the
manufacturing
process
and
8
different
types
of

machinery
which
include;

• Rolling
Machine

• Power
Saw

• Plasma
Arc

• Roll
forging

• CNC
Milling
Machine

• CNC
Drilling
Machine

• Treatments

• Quality
Check
station

The
CovAir
management
is
made
up
of
3
individuals,
Michael
the
project
and

manufacturing
manager,
this
role
entails
leading
the
project
and
overseeing
that
jobs

are
given
to
the
respected
areas
of
profession
and
that
everything
is
completed
in
the

time
scale
set
by
the
client.
Cerys,
in
charge
of
HR
and
logistics;
this
involves
the

organisation
as
a
whole
including
the
personnel,
their
wellbeing,
pay
as
well
as
the

logistics
of
the
company.
The
last
member
of
the
team
is
David
whose
role
is
materials

management;
this
role
involves
researching
into
materials
and
advising
what’s
most

beneficial,
cost
effective
and
economic
for
the
parts
chosen
by
the
client.

COMPANY
FINANCE
INFORMATION

As
a
company,
CovAir
is
financially
viable
to
manufacture
all
parts.
CovAir
is
a
stable
tier

two
company,
which
has
no
outstanding
debts
as
of
2009.

It
also
loans
no
money.
All

prices
incurred
by
the
client
will
be
included
in
the
Bill
of
Materials.
The
company
is

well
established
with
positive
feedback
from
all
previous
clients.

Due
to
financial
stability
the
client
has
the
option
of
meeting
the
payment
requirements

either
before
or
after
manufacture
of
the
part,
as
the
company
is
willing
and
fully

funded
to
sustain
the
project
whichever
the
scenario.

TECHNICAL
DETAILS

MATERIALS

When
it
comes
to
material
selection
there
are
key
factors
to
be
considered
in
order
to

make
an
educated
decision
on
the
final
selection
for
manufacturing
of
the
harrier
plate

and
harrier
rod.
These
factors
include:

• Mechanical
properties
i.e.
Tensile
strength,
Malleability,
Ductility,

• Thermal
properties
i.e.

M.P,
B.P,
co-‐efficient
of
expansion

• Chemical
properties
i.e.
Reactivity

3

GROUP
6

• Electrical,
Magnetic
and
Optical
(EMO)
properties
i.e.
Conductivity,

Transparency,
Inductivity

• Client
Requirements/Requests

With
client
requirements
and
mechanical
properties
being
the
key
factors
influencing

the
selection
of
the
appropriate
material
whereby
in
this
case
the
client
has
specified
a

mechanical
property,
of
tensile
strength,
of
at
least
450MPa.
CovAir
considered
that
the

material
selected
is
to
be
light
in
weight
and
of
high
corrosion
resistance
whilst
still

relatively
cheap.

In
order
to
achieve
the
lightweight
required
of
the
selected
material(s),
Aluminium
was

selected
as
it
is
relatively
amongst
the
lightest
of
metals
used
in
the
aerospace
industry.

However,
the
only
problem
Aluminium
posed
was
that
it
isn’t
strong
enough
in
its

purest
form
to
meet
the
strength
requirements
and
therefore
an
Aluminium
alloy
was

required.

Based
on
the
research
and
knowledge
of
the
aerospace
industry,
the
2series,
6series

and
7series
Aluminium
alloys
were
the
main
considerations
for
the
making
of
the

harrier
plate
and
parts
of
the
harrier
rod
as
they
are
the
most
commonly
used.

However,
the
6series
aluminium
alloy
is
not
viable
as
it
only
has
a
tensile
strength
range

of
125MPa
-‐
300MPa
which
does
not
meet
the
strength
requirements
specified
by
the

client
unlike
the
2series
and
7series,
which
not
only
meet
the
tensile
strength

requirements,
but
surpass
it
by
100’s
of
MPa
with
ultimate
tensile
strengths
of
470
and

572MPa
respectively
providing
far
much
more
strength
than
required.
Therefore,
the

only
factor
left
in
considering
the
final
metal
selection
in
terms
of
the
main
key
factors

was
malleability.

For
the
2series
Aluminium
alloys,
the
2024
alloy,
which
entails
copper
as
the
primary

alloying
element,
was
selected
due
to
its
high
weight
to
strength
ratio
and
its
average

machinability.
But
only
the
2024-‐T351,
has
been
chosen
as
it
is
the
only
class
of
that

series
to
meet
the
tensile
requirements
with
an
ultimate
tensile
strength
of
470Mpa.

For
the
7series
Aluminium
alloys,
the
7075
alloy,
which
contains
zinc
as
the
primary

alloying
element,
was
selected
due
to
its
strong
nature
and
equivalent
machinability
to

that
of
2024
alloy.
However,
only
the
7075-‐T7
and
7075-‐T651
classes
have
been

selected
as
they
met
the
strength
requirements
with
tensile
strengths
of
505MPa
and

538Mpa
respectively.
Furthermore,
they
are
far
much
more
resistant
to
stress

compared
to
other
classes
of
the
same
series,
as
the
T7
is
over-‐aged
with
growth

occurring
along
the
grain
boundaries
while
the
T651
is
heat
treated
and
stress
relieved.

For
the
movable
parts
in
the
control
rod,
CovAir
concluded
that
aluminium
is
not
a

viable
option
due
to
its
corrosive
nature
that
leads
to
oxidation
of
the
material
thus

weakening
it,
and
therefore
a
non-‐corrosive
but
strong
and
malleable
material
had
to
be

selected.

With
strength
being
the
key
factor,
Titanium
and
Steel
were
easily
considered.
However,

Steel
was
selected
due
to
its
low
cost
and
machinability.
Therefore
the
5145
class
of

steel
was
selected
as
it
met
all
the
mechanical
properties,
with
an
ultimate
tensile

strength
of
1882Mpa,
and
logical
requirements
of
the
parts
it
would
make.

4

GROUP
6

Figure
1

In
reference
to
the
thermal,
E.M.O
and
chemical
properties
of
the
materials,
the
harrier

plate
requires
a
conductive,
non-‐ferrous,
low-‐reactivity
and
material
with
a
relatively

low
co-‐efficient
of
expansion
of
which
all
these
conditions
are
met
by
the
2024

Aluminium
alloy.
However,
as
for
the
harrier
rod,
similar
properties
to
that
of
the

harrier
plate’s
thermal,
E.M.O
and
chemical
are
required
apart
from
conductivity,
thus

justifying
the
choice
of
7075
Aluminium
alloy
as
the
final
material
for
some
of
its
parts.

(Refer
to
appendix
2
and
1
respectively
for
detailed
material
properties)

It
is
therefore
conclusive
that
the
materials
selected
to
make
the
various
parts
will
be
as

follows:

MANUFACTURING
THE
HARRIER
PLATE

With
the
aim
of
delivering
4
platforms
each
month,
10
harrier
plates
and
20
control

rods,
the
manufacturing
processes
must
be
efficient,
cost
effective
and
ensuring
the
best

quality
control
to
ensure
customer
satisfaction
for
CovAir’s
clients.

The
first
part
of
the
manufacturing
process
of
the
aluminium
alloy
2024,
used
for
the

plate
on
the
aircraft,
is
the
primary
shaping
of
the
material.
The
aluminium
alloy
would

arrive
to
Coventry
before
the
final
product
is
taken
to
Burnley,
in
the
form
of
a
plate

before
being
shaped
to
tile
form
prior
to
cutting.
The
reason
for
it
arriving
in
this
form

is
that
the
manufacturing
processes
are
more
appropriate,
less
time
consuming,
and
less

material
is
wasted
compared
to
it
in
rod
or
tube
form.
The
outlines
of
the
different

manufacturing
processes
are
stated
further
on
this
section
of
the
RFP.
The
plates
will
be

tempered
(T351)
before
arriving;
it
reduces
any
treatments
by
CovAir
and
overall

reducing
the
production
time
so
that
the
delivery
schedule
can
be
met.
This
process
is,

also
known
as
precipitation
hardening,
where
heat
is
applied
to
the
alloy
to
strengthen

it
by
introducing
these
impurities.
[These
impurities
act
as
barrier
to
prevent
the

movement
of
the
atoms
in
the
metal,
as
they
would
be
in
a
lattice
structure.
The
type
of

tempering
that
would
be
introduced
in
this
process
would
be
a
T3
process,
“where
the

metal
is
heat
treated,
cold
worked,
and
naturally
aged
to
a
substantially
stable
condition”

(Quince
2014).]

The
process
used
to
reduce
the
thickness
of
the
plates
would
be
roll
forming,
as
it

enables
a
specific
thickness
of
the
plates
and
makes
each
one
uniform.
The
specific

thickness
needed
for
the
plates
would
be
3.25mm
and
random
quality
checks
on
the

pieces
would
be
conducted
to
ensure
that
it
was
uniform
throughout.
A
number
of

rollers
would
have
to
be
used
to
reduce
the
thickness
of
the
plate.
As
Aluminium
is
a

non-‐ferrous
metal
then
the
correct
lubricants
would
need
to
be
used,
“Chlorinated
oils

or
waxes”
[Todd,
1994]
spraying
and
wiping
on
the
rollers
would
enable
this.

PART
MATERIAL

Harrier
plate
Aluminium
2024-‐T351

Control
Rod
Aluminium
7075-‐T7

Prong
End
Steel
(5145)

Ball
Steel
(5145)

Ball
end
Aluminium
7075-‐T7

Ball
end
race
Steel
(5145)

Nut(s)
Steel
(5145)

5

GROUP
6

Once
the
plate
has
been
rolled
to
the
specific
thickness
of
the
part
it
is
then
cut
using
the

Plasma
Arc.
The
Plasma
Arc
is
used
to
cut
in
the
x
and
y
planes
only
(flat
surfaces)
and
it

operates
over
a
bed
where
the
alloy
would
be
placed
between.
The
plate
would
be
in
the

dimensions
of
1000mm
x
1000mm
x
7mm,
with
the
thickness
of
the
plate
already
being

3.25mm
after
the
rolling
process.
The
cutter
would
be
positioned
so
it
begins
0.2m
into

the
plate
and
on
each
plate
12
harrier
plates
would
be
cut
out
and
the
excess
material

being
recycled
for
the
other
parts
of
the
harrier
plate
i.e.
U-‐shape
supports.
The

tolerances
of
which
the
material
is
being
cut
must
be
within
0.1m
to
avoid
any

discrepancies
in
the
part
and
could
result
in
incorrect
plates
being
shipped
and

resulting
CovAir
being
red
flagged
by
the
client.
The
Plasma
Cut
offers
the
quickest
way

of
cutting
the
aluminium
as
it
can
be
controlled
using
CAD.
The
computer
system
offers

a
great
accuracy
than
if
it
was
done
by
hand
as
well
as
being
able
to
operate
without
the

need
of
a
break
due
to
fatigue.
The
only
main
error
that
would
be
associated
with
the

CNC
would
be
if
the
user
incorrectly
enters
the
wrong
information
into
the
machine.

The
position
of
the
shape
of
the
plate
on
the
aluminium
is
important
for
maximum

excess
produced,
as
it
is
recycled..

On
the
underside
of
the
plate,
there
are
two
shapes
that
are
used
as
a
casing
to
run

wires
through
underneath
the
skin
and
are
kept
away
from
other
parts
of
the
aircraft.

Roll
forming
would
be
the
primary
method
of
shaping
the
U
shaped
section.
Sheets
that

have
been
previously
rolled
and
are
now
shaped
using
the
rollers.
It
is
beneficial
for

CovAir
as
it
can
be
combined
with
the
roll-‐forming
machine
so
it
is
one
continuous

production.
It
would
increase
production
rates
but
there
is
a
risk
that
if
a
fault
comes
to

the
system
there
is
the
possibility
that
the
whole
machine
becomes
inoperable
and

could
inflict
delays
on
the
manufacturing
process.

The
next
stage
would
be
making
the
holes
where
it
can
be
fastened
into
the
aircraft
and

on
the
U
section
parts
for
the
rivets.
This
would
be
drilled
in
using
a
CNC
machine
as
it

offers
again
the
greatest
accuracy
but
also
being
efficient,
as
it
will
always
be
working
at

100%
rate.
The
CNC
drilling
can
be
programmed
to
drill
at
the
precise
points
and
also

maintain
the
correct
distances
between
each
of
the
holes.
The
plate

would
be
tempered

at
either
a
T3
or
T6,
which
is
artificially
aged
to
speed
up
the
process
instead
of
leaving

it
to
age
natural.
But
the
disadvantage
of
this
is
it
requires
additional
resources
and

equipment
to
conduct
the
tempering
as
well
as
personnel.
It
would
then
be
sprayed
in

primer
which
acts
as
a
bonding
agent,
a
preventative
layer
against
corrosion
as
well
as
a

layer
in
which
it
can
then
painted
upon
delivery
to
the
client.
The
plate
would
remain

unpainted
as
it
allows
the
client
to
decide
how
they
want
it.
Lastly
the
plate
would
then

be
assembled
with
rivets
to
secure
to
the
two
U
sections
on
the
underside
of
the
plate.

Overall
the
manufacturing
processes
for
the
plate
only
requires
3
different
types
of

machinery
and
two
types
of
treatments.
It
would
take
up
to
a
few
days
for
the
target

number
of
plates
for
a
month
to
be
manufactured.
This
allows
the
flexibility
to
ensure
a

high
quality
control
and
the
products
are
of
high
quality
so
at
each
station
within
the

manufacturing
floor
there
will
be
constant
quality
checks
on
parts
and
materials.
To

also
ensure
that
the
products
are
of
the
correct
quality
and
standards
there
will
be
a

need
for
NDT,
this
includes
process
such
as
penetrative
dye
to
check
for
cracks
or
even

x-‐ray
for
the
same
purpose
or
destructive
testing
to
test
for
maximum
stress
and
strain

on
the
materials
before
and
after
manufacturing.
If
there
are
any
problems
then
it
can

be
resolved
with
still
space
to
deliver
on
time
for
the
client.

6

GROUP
6

MANUFACTURING
THE
HARRIER
CONTROL
ROD

A
harrier
rod
is
a
piston
rod,
and
its
main
purpose
is
that
the
piston
can
be
used
for

moving
surfaces
on
the
aircraft
such
as
ailerons,
rudder
etc
by
hydraulics
or

pneumatics.
This
is
a
more
complicated
part
to
manufacture
as
it
made
up
of
more
than

one
part
and
would
be
required
to
be
assembled
before
delivery
to
the
client.
The
rod

for
the
harrier
is
split
up
into
4
parts:

• Ball
End,

• Prong
End,

• Ball
End
Race

• Main
Body
of
the
rod

The
lock
nut
and
nut,
which
are,
standardized
parts
as
AGS
(Aircraft
General
Supplies),

don’t
require
additional
order
of
materials
or
manufacturing
processes.
The
materials

used
for
the
rod
would
be
delivered
in
the
form
of
a
bar
either
in
steel
and
aluminium.

The
bar
from
the
manufacturer
would
have
been
previously
been
treated,
7075

T7/T651,
both
being
artificial
treatments,
material
is
kept
above
room
temperature
but

the
treatment
that
would
be
chosen
would
be
the
T7.
This
is
chosen
over
the
T651,
as
it

requires
no
chamber
or
oven
to
bring
the
temperature
above
the
room
temperature.

But
the
T7
is
a
type
of
tempering
where
the
material
needs
to
be
overage,
which
could

entail
that
it
needs
to
be
put
in
an
oven
of
a
high
temperature.
But
with
the
steel
bar
it
is

left
untreated
as
the
composition
of
the
material
is
different
and
doesn’t
require
any

additional
hardening
processes.

The
form
of
the
materials
up
arrival
are
going
to
be
in
a
bar,
this
means
that
it
will
need

to
be
cut
into
smaller
sections
before
the
removal
of
metal
to
shape
of
the
parts.
The

process
that
would
be
used
to
shape
the
bar
is
extrusion,
in
which
the
material
is

pushed
through
a
die
either
to
alter
the
shape
or
thickness.
In
this
case
the
thickness

would
need
to
be
altered
so
it
is
possible
for
it
to
be
milled
and
turned
using
the
CNC

machine
further
on
in
production,
examples
of
turning
are
found
in
appendix
5.
It
is
also

a
good
manufacturing
technique
as
it
reduces
the
wastage
of
material
as
it
is
important

to
save
wastage
as
could
affect
the
profits
overall.

One
of
the
main
processes
using
to
manufacture
the
parts
for
the
rod
is
using
tools
in

the
CNC
machine
(lathe)
to
machine
away
parts
of
the
material
(milling),
which
can
be

used
to
create
the
various
holes
in
the
parts
created,
this
includes
the
main
hole
in
the

prong
end
of
the
rod.
This
method
would
be
efficient
as
the
machine
could
work
for

hours
without
the
need
for
a
break
or
having
problems
such
as
fatigue
effect
its

performance
compared
to
if
a
human
was
doing
it.
The
flaw
that
this
poses
as
the
main

process
of
manufacturing
is
that
the
whole
process
is
conducted
through
the
turning

and
milling
by
CNC
but
if
there
is
a
problem
with
the
machine
it
could
affect
the

production
and
cause
delays.
The
biggest
advantage
is
that
the
machine
can
be
set
up

once
and
left
to
work
through
each
piece
of
material
required
to
be
manufactured.

Once
each
individual
part
has
been
manufactured,
quality
checked
as
well
as
NDT
on

parts,
the
next
stage
would
be
to
treat
the
main
body
using
primer.
The
main
body
is
the

only
part
that
to
have
primer
as
it
is
the
only
stationary
section
of
the
rod
and
covering

the
moving
parts
in
primer
could
lead
to
problems
in
movement,
as
it
is
a
bonding
agent

that
adds
additional
thickness
to
the
material.
To
ensure
customer
satisfaction
and

product
assurance
that
it
will
deliver
up
to
its
expectations,
the
rod
will
be
fully

assembled.
The
rod
will
be
assembled
by
hand
using
various
tools
and
the
AGS
parts

also
secured.
This
option
of
having
it
assembled
by
hand
poses
risk
of
damage
to
the

7

GROUP
6

parts
but
this
is
minimized
as
Covair
employees
have
the
correct
skills,
equipment
and

knowledge
required.
The
completed
assemblies
would
have
another
quality
check
to

ensure
there
is
no
damage
and
the
parts
are
secured
correctly.
Upon
assembly
the
rod

will
be
destructive
tested
to
test
for
maximum
stress
and
strain
analysis
done
to
meet

the
specifications
by
the
client.
Once
the
rod
has
passed
this
it
will
be
packaged
and

stored
ready
for
delivery
to
Burnley
on
time.

LOGISTICS

In
the
workshop,
each
machine,
except
for
the
CNC
machines,
will
have
1
person

manning
it
at
all
times.
This
means
that
12
technicians
will
be
on
duty.
There
will
be
two

managers
to
oversee
the
floor
and
ensure
that
all
machines
are
working
to
full

efficiency.

A
layout
of
the
workshop
floor
is
shown
in
appendix
3.

The
workshop
will
have
a
storage
room
large
enough
for
all
materials,
as
they
are
then

easily
accessible
when
required.
The
suppliers
will
deliver
all
the
materials
by
the
4th
of

April
2014
at
0900.
All
AGS
parts,
this
includes
100
lock
nuts,
100
nuts,
2050
quick

release
fasteners
and
1950
rivets,
will
be
delivered
to
CovAir
on
the
4th
of
April
2014.

These
will
then
be
stored
until
required.

This
will
ensure
that
all
materials
will
be
ready

to
manufacture
on
the
7th
of
April.
The
final
number
of
parts
is
150;
50
plates
and
100

rods.
The
delivery
option
that
has
been
chosen
is
that
5
platforms
will
be
delivered
to

the
client
each
month
starting
on
the
1st
of
October
2014.
One
platform
consists
of
2

plates
and
4
rods.
This
is
more
efficient
for
both
CovAir
due
to
the
constant
work
rate,

and
for
the
client,
as
more
aircrafts
will
be
in
service.

The
delivery
dates
will
be
as

follows:

Figure
2

As
the
prices
given
in
the
Material
Price
Guide
by
Covair’s
supplier
include
the
transport

cost
from
the
suppliers
to
CovAir
no
further
calculations
are
required.
However,
the

cost
of
transporting
the
products
from
CovAir
to
the
client,
in
Burnley,
has
been

calculated
as
shown
in
figure
2.
The
distance
from
Burnley
to
Coventry
is
approximately

141.6
miles,
which
would
take
2
hours
and
23
minutes,
depending
on
traffic.
(Google,

2014)

The
materials
being
used
are
from
the
company
that
has
a
working
relation
with
CovAir.

It
has
been
calculated
that
6
plates
of
aluminium
2024
of
dimensions
1000mm
×

1000mm×7mm
will
be
used.
Assuming
there
will
be
as
little
excess
material
as
possible;

the
mass
will
be
116.34kg.
(eFunda
Inc.,
2014)
The
rods
will
be
made
out
of
bars
of

aluminium
7075.
50
bars
will
be
required
to
make
100
rods,
and
the
excess
material

will
be
used
to
produce
all
additional
parts,
creating
a
total
mass
of
175.95kg.
(eFunda

Inc.,
2014)The
bars
have
a
diameter
of
40mm
and
a
length
of
1000mm,
and
individually

cost
£77.40,
which
would
give
a
total
of
£3870.
The
other
material
also
being
used
to

produce
the
prong
is
steel.
The
type
of
steel
being
used
is
5145,
which
costs
£34.60
per

Delivery
Date
Amount
of

Rods

Amount
of

plates

Time
of

Departure

Expected

Time
of
Arrival

Price

(Transport)

1st
Oct
2014
20
10
9.00
11.23
£43.07

1st
Nov
2014
20
10
9.00
11.23
£43.07

1st
Dec
2014
20
10
9.00
11.23
£43.07

2nd
Jan
2015
20
10
9.00
11.23
£43.07

1st
Feb
2015
20
10
9.00
11.23
£43.07

8

GROUP
6

bar.
The
bar
has
the
diameter
of
40mm
and
a
length
of
1000mm.
Therefore
4
bars
of

steel
are
needed
to
produce
all
100
prong
ends.
This
will
come
to
a
cost
of
£138.40,

while
the
mass
of
the
4
bars
are
40.36kg.
(eFunda
Inc.,
2014)
The
total
cost
of
materials

will
be
£4542.40.

One
C1
lorry
will
be
required
to
transport
the
goods
of
approximately
59.42kg
from

Coventry
to
Burnley.
Using
the
average
of
18mpg,
(Fuelly,
2014)
it
is
calculated
that
the

fuel
cost
from
Coventry
to
Burnley
would
cost
£43.07
including
reserves.

The
machines
are
capable
of
producing
1
platform
per
week,
this
is
to
say
2
plates
and
4

rods
will
be
produced
in
one
week.
10
plates
and
20
rods
can
be
made
in
5
weeks.
The

schedule
for
production
of
the
plates
is:

Day
One
Roll
to
specific
thickness

Quality
Check

Day
Two
Use
of
Plasma
Arc
to
cut
plate

Quality
Check

Roll
forming
the
U
shape
sections
(using
excess
materials
from
plasma
arc)

Quality
Check

Day
Three
CNC
Drill
Holes
in
plates

Quality
Check

CNC
Drill
holes
in
U
Section

Quality
Check

Day
Four
Treatments
and
Covering

Day
Five
Quality
Check

Assemble

Quality
Check

Prepare
for
Delivery

The
schedule
for
the
rod
is:

Day
One
Extrusion
of
Aluminium
and
Steel

Quality
Check

Power
Saw
(to
get
materials
to
workable
size)

Quality
Check

Day
Two
CNC
Milling
(Ball
End)

Quality
Check

CNC
Milling
(Ball
End
Race)

Quality
Check

Day
Three
CNC
Milling
(Main
Body)

NDT
Testing

Quality
Check

CNC
Milling
(Prong
End)

Quality
Check

Day
Four
Cover
(Primer)

Quality
Check

Day
Five
Assemble

Quality
Check

Prepare
for
Delivery

All
products
will
be
manufactured
and
assembled
by
the
29th
of
September.
This
gives

time
to
ensure
that
all
products
are
up
to
CovAir’s
quality
standards.

9

GROUP
6

PRICING
&
COSTING

BILL
OF
MATERIALS:

These
are
the
final
drafts
of
the
bill
of
materials
for
the
two
parts.
The
material
cost
was

based
on
the
amount
of
material
in
m3
used
to
manufacture
the
specific
part.
For
the

manufacturing
processes,
the
cost
was
based
on
the
size
of
the
material
it
is
being

worked
on,
the
type
of
machines
used,
whether
it
was
computer
based
or
man-‐made

and
the
complexity
of
the
manufacturing
process.

As
for
the
paint
and
treatments,
as
mentioned
in
the
manufacturing
processes,
the

harrier
plate
will
only
have
primer
applied
to
it
and
possible
additional
treatment
like

tempering,
whereas
for
the
harrier
rod,
only
the
control
rod
will
be
painted
with

primer.
The
basis
of
cost
given
for
paints
on
treatment
is
based
on
area
(m2)
whereby

the
standard
value
is
78p
per
300m2.

In
reference
to
labour
cost,
it
is
inclusive
of
electricity,
water
and
recycling
charges
but

due
to
the
complexity
of
the
cost
it
is
logically
impossible
to
give
an
accurate
or
even

estimate
value
for
the
cost
per
individual
part
and
has
therefore
been
only
indicated
per

assembly.
As
for
the
delivery
cost,
it
inclusive
of
the
cost
of
fuel
and
driver
costs.

However,
as
stated
in
the
logistics
part
of
this
RFP
the
parts
will
be
delivered
assembled

and
therefore
the
individual
part
prices
are
only
a
mere
division
of
the
overall
cost
per

assembly.

The
bill
of
materials
also
includes
parts
that
Covair
classifies
Aircraft
General
Supplies

(AGS)
these
include;
Rivets,
Quick
Release
Fasteners,
Nuts
etc.
and
are
not
charged
to

the
client
as
the
cost
is
covered
by
the
company.
These
parts
are
listed
but
with
a
cost
of

£0.

10

GROUP
6

NOTES
FOR
THE
COVAIR
BUSINESS
DEVELOPMENT
MANAGER

WAGES

In
regard
to
wages,
employees
will
get
paid
on
an
hourly
rate
of
£25.
However
a

managerial
role
will
earn
£35
but
will
still
be
entitled
to
the
same
amount
of
holidays.

The
choice
between
performance
related
pay
and
at
an
hourly
rate
was
decided
on

factors
such
as;
how
you
measure
the
performance
of
an
individual,
how
would
you

reward
an
employee
that
exceeds
the
expectations
of
their
role.
Therefore
an
hourly

rate
payment
plan
will
be
used.
Employees
will
be
expected
to
be
in
work
at
8am
and

end
at
6pm
with
an
hour
lunch
in
between.
A
card
that
you
scan
will
register
the

attendance
of
staff.
This
tracks
your
entry
and
exit
and
enables
the
managers
to
know

how
many
hours
worked.
The
pay
will
be
given
out
on
the
last
Friday
of
every
month.

Holidays
and
“sick
days”
also
need
to
be
taken
into
account.
If
an
employee
does

overtime
they
shall
be
paid
the
normal
hourly
wage.
To
keep
in
accordance
with

governments
every
employee
will
be
entitled
to
28
days
annual
leave;
to
be
taken
as

they
please
but
must
be
confirmed
by
a
manager.
Sick
days
will
be
paid
for
but
will

require
proof
if
sick
for
14
working
days
or
over.
Other
benefits
will
include
a
canteen,

for
lunch
breaks,
toilets/washrooms
and
car
parking.
Each
employee
will
also
get
a

locker,
or
an
office
dependent
on
the
role,
and
there
will
also
be
a
“staff
room”
which

includes
a
kettle,
microwave,
a
sink
and
a
fridge.

MATERIALS

Initially,
CovAir
was
determined
to
use
composites
for
the
harrier
plate
as
they
were
far

much
lighter
than
any
metal
alloy
of
equivalent
strength
but
harder
to
repair.
However,

due
to
the
client’s
request
of
only
metal
would
be
used
to
make
the
parts,
CovAir
had
to

review
the
material
selection
to
meet
the
tensile
stress
requirement
of
450
MPa
at
a

logical
price.

The
materials
were
selected
based
on
their
mechanical
properties
and
malleability.

7075Aluminium
was
selected
to
make
part
of
the
control
rod
and
2024
Aluminium
was

selected
to
make
the
plate.

5145
steel
was
the
last
material
selected
to
make
the

remaining
parts
of
control
rod
that
were
considered
movable
parts
and
could
possibly

oxide
if
2024
aluminium
was
used
due
to
nicks
and
scratches
that
would
occur
in

operation
of
the
part.

MANUFACTURING

During
manufacturing
there
are
some
additional
details
to
consider
as
they
can
directly

affect
the
production
time.
Form
rolling
overall
is
a
cheap
manufacturing
process
but

the
rate
at
which
the
plates
are
produced
to
the
spec
wanted
by
the
company
has
to
be

calculated.
The
formula
used
to
determine
the
rate:
“ 𝑓𝑜𝑟𝑚𝑖𝑛𝑔 𝑡𝑖𝑚𝑒: 𝐿 + 𝑛 𝑑 /𝑉”

(Todd,
1994)

Where:
V=
Velocity
of
material
going
through
the
rollers

n=
number
of
forming
strands

d=
distance
between
each
of
the
forming
strands

L=
length
of
the
piece
of
being
rolled

When
using
the
CNC
machines
one
thing
to
consider
the
rate
of
it
being
cut
as
it
is

dependent
on
the
material
type
as
aluminium
can
be
cut
quicker
(300m
per
min)

compared
to
mild
steel
which
takes
longer
(18-‐25m
per
min).
This
would
be
an

11

GROUP
6

important
factor
as
it
would
be
crucial
to
have
a
plan
in
place
so
the
manufacturing

processes
can
be
followed
correctly
ensuring
that
parts
are
delivered
on
time
to
the

client.

LOGISTICS

In
terms
of
deliveries,
each
delivery
will
be
made
at
the
start
of
each
month

commencing
from
1st
October
2014
and
will
continue
over
a
period
of
5
months.
Each

delivery
consists
of
5
kits,
10
plates
and
20
control
rods,
with
5
plates
and
control
rods

being
manufactured
each
week
in
Coventry.
The
justification
of
choosing
this
quantity

of
delivery
ensures
that
CovAir
deliver
all
the
desired
components
to
the
customer
in

the
shortest
period
of
time
but
still
ensuring
that
is
of
high
quality.
As
the
rate
of

production
per
month
is
higher
than
what
is
manufactured
then
it
gives
some
time
if

problems
occur
such
as:

• Faults
or
damaged
products
meaning
more
plates
or
control
rods
might
need
to
be

manufactured
to
make
up
the
order

• Tests
on
the
plates
or
control
rods
show
there
are
problems
with
stress,
strain
and

density
fluctuations.
This
can
be
traced
back
to
the
materials
suppliers,
as
there
might

have
been
issues
with
the
production
of
the
materials.

•
Issues
with
the
machines
such
as
CNC
or
rollers
as
faults
may
occur
that
slow
the
rate

of
production
and
could
incur
delays.

• Employees
going
on
union
strikes
or
illnesses
and
trying
to
find
replacement
staff

members
with
the
same
skills
as
the
ones
they
are
replacing.

THE
FUTURE

What
CovAir
will
do
next
to
further
develop
the
manufacturing
processes
and
materials

research
and
development
would
be
funding
put
towards
finding
other
sources
globally

which
could
be
the
supplier
of
our
materials.
If
the
company
was
international
then
the

costing
of
shipping
might
increase
dramatically
but
the
savings
could
be
made
through

the
material
prices.

Another
consideration
for
the
future
is
looking
at
the
staffing
at
CovAir,
with
a
lot
of

machinery
being
computerized,
it
may
not
be
necessary
to
have
the
number
of
staff
as

previously
stated.
The
number
could
be
reduced
as
you
may/need
only
one
operator
for

all
the
CNC
machines
in
theory
as
they
are
computer
controlled
and
would
only
need

regular
inspections
to
make
sure
it
is
milling
or
drilling
the
parts
correctly,
as
well
as

quality
management
alongside.
The
reduction
in
staff
leads
to
a
reduction
in
overheads,

otherwise
known
as
operating
expenses,
includes
costing’s
such
as
taxes,
electricity,

rent
of
the
building
and
utilities.
This
can
also
affect
the
profit
margins
generated
within

the
company
but
is
dependent
on
the
other
factors
such
as:

• Prices
of
materials
and
manufacturing
processes

• Costs
of
overheads

• Logistics;
if
transportation
costs
increase
with
fuel
prices
or
distances
to
deliver

parts
is
further
and
requires
additional
fuel,
staff
or
other
forms
of
transport

such
as
aircraft
or
ships

• Expansion
of
the
warehouses
and
factories
to
be
able
to
adjust
to
the
supply
and

demand
if
increases

Lastly
a
consideration
of
the
future
in
particular,
is
looking
into
logistics
with
the
area
of

interest
of
being
the
C1
lorries
and
the
drivers.
There
are
alternative
methods
of

12

GROUP
6

payment
for
the
drivers
as
they
can
be
paid
by
load;
the
traditional
method
with

payment
by
hour,
there
is
an
alternative
that
is
being
paid
by
the
mile.
The
method
of

being
paid
by
the
mile
relies
on
the
drivers
following
a
strict
code
produced
by
a
guide

created
by
the
national
moving
and
storage
association
and
it
contains
“distances

between
more
than
140,000
cities,
zip
codes,
or
highway
junctions”
(AMSA
2009).
To
also

ensure
that
the
correct
routes
are
being
taken
and
no
detours
are
being
to
make
extra

money
for
the
drivers,
each
lorry
would
be
fitted
with
a
GPS
that
enables
the
vehicle
to

be
monitored
and
tracked.
As
there
is
only
a
distance
of
141.6
miles
the
payment
would

be
by
mile
but
it
isn’t
directly
related
to
this.

The
payment
to
the
driver
can
be
up
to

50%
less
than
the
actual
miles
as
well
as
incorporating
fuel
costs
so
their
wages
could
in

fact
be
reduced.
Again
it
would
reduce
overhead
costs
and
could
lead
to
profitability.

Finally
in
terms
of
the
C1
lorry,
CovAir
would
be
looking
into
alternative
fuel
source

instead
of
petrol
as
diesel
although
more
expensive
when
it
comes
to
filling
the
tank
of

the
vehicle,
economically
it
is
long
lasting
especially
if
the
lorries
are
always
on
long

trips
up
and
down
in
the
country.
But
this
idea
won’t
be
implemented
till
there
is
a
rise

in
orders
and
the
locations
of
the
customers.

13

GROUP
6

REFERENCES

• eFunda
Inc.,
2014.
Alloy
Properties:
AISI
5145.
[Online]

Available
at:

http://www.efunda.com/Materials/alloys/alloy_home/show_alloy_found.cfm?I
D=AISI_5145&show_prop=all&Page_Title=AISI%205145

[Accessed
08
02
2014].

• eFunda
Inc.,
2014.
Aluminium
Alloy
AA
2024.
[Online]

Available
at:

http://www.efunda.com/Materials/alloys/aluminum/show_aluminum.cfm?ID=
AA_2024&show_prop=all&Page_Title=AA%202024

[Accessed
08
02
2014].

• eFunda
Inc.,
2014.
Aluminium
Alloy
AA
7075.
[Online]

Available
at:

http://www.efunda.com/Materials/alloys/aluminum/show_aluminum.cfm?ID=
AA_7075&show_prop=all&Page_Title=AA%207075

[Accessed
08
02
2014].

• Fuelly,
2014.
Isuzu
Rodeo
Mileage.
[Online]

Available
at:
http://www.fuelly.com/car/isuzu/rodeo

[Accessed
08
02
2014].

• Quince,
D.,
2014.
Removing
Metal:
Machining
Part
2.
[Online]

Available
at:

http://cumoodle.coventry.ac.uk/pluginfile.php/377609/mod_resource/content
/1/204AEE%20Lecture%2012%20Removing%20Metal%20Machining%20Pt2
%20EDIT.pdf

[Accessed
10
02
2014].

• Todd,
R.,
1994.
Manufacturing
Processes
Reference
Guide..
4
ed.
New
York:

Industrial
Press
inc.

• Google,
2014.
Google
Maps.
[Online]

Available
at:
https://maps.google.co.uk/

[Accessed
08
02
2014].

• American
Moving
and
Storage
Association.
2009(Transportation Mileage Guide
19)
[pdf]
Alexandria:
American
Moving
and
Storage
Association.
Available
at

<Http://www.moving.org>
[Accessed
26
February
2014].

14

GROUP
6

APPENDIX

APPENDIX
1:
7075
ALUMINIUM
DATA
SHEET

Metric English Comments
Physical Properties
Density 2.81 g/cc 0.102 lb/in³ AA; Typical
Mechanical Properties
Hardness, Brinell 150 150 AA; Typical; 500 g load; 10 mm ball
Hardness, Knoop 191 191 Converted from Brinell Hardness Value
Hardness, Rockwell A 53.5 53.5 Converted from Brinell Hardness Value
Hardness, Rockwell B 87 87 Converted from Brinell Hardness Value
Hardness, Vickers 175 175 Converted from Brinell Hardness Value
Ultimate Tensile
Strength
572 MPa 83000 psi AA; Typical
Tensile Yield Strength 503 MPa 73000 psi AA; Typical
Elongation at Break 11 % 11 % AA; Typical; 1/16 in. (1.6 mm) Thickness
Elongation at Break 11 % 11 % AA; Typical; 1/2 in. (12.7 mm) Diameter
Modulus of Elasticity 71.7 GPa 10400 ksi AA; Typical; Average of tension and compression.
Compression modulus is about 2% greater than
tensile modulus.
Poisson's Ratio 0.33 0.33
Fatigue Strength 159 MPa 23000 psi AA; 500,000,000 cycles completely reversed
stress; RR Moore machine/specimen
Fracture Toughness 20 MPa-
m½
18.2 ksi-in½ K(IC) in S-L Direction
m½
22.8 ksi-in½ K(IC) in T-L Direction
m½
26.4 ksi-in½ K(IC) in L-T Direction
Machinability 70 % 70 % 0-100 Scale of Aluminum Alloys
Shear Modulus 26.9 GPa 3900 ksi
Shear Strength 331 MPa 48000 psi AA; Typical
Electrical Properties
Electrical Resistivity 5.15e-
006 ohm-
cm
5.15e-
006 ohm-
cm
AA; Typical at 68°F
Thermal Properties
CTE, linear 68°F 23.6 µm/m-
°C
13.1 µin/in-
°F
AA; Typical; Average over 68-212°F range.
CTE, linear 250°C 25.2 µm/m-
°C
14 µin/in-°F Average over the range 20-300ºC
Specific Heat
Capacity
0.96 J/g-°C 0.229 BTU/l
b-°F
Thermal Conductivity 130 W/m-K 900 BTU-
in/hr-ft²-°F

15

GROUP
6

APPENDIX
2:
2024
ALUMINIUM
DATA
SHEET
Metric English Comments
Physical Properties
Density 2.78 g/c
c
0.1 lb/in³ AA; Typical
Mechanical Properties
Hardness,
Brinell
120 120 AA; Typical; 500 g load; 10 mm ball
Hardness,
Knoop
150 150 Converted from Brinell Hardness Value
Hardness,
Rockwell A
46.8 46.8 Converted from Brinell Hardness Value
Hardness,
Rockwell B
Hardness,
Vickers
Ultimate
Tensile
Strength
Tensile Yield
Strength
Elongation at
Break
19 % 19 % AA; Typical; 1/2 in. (12.7 mm) Diameter
Elongation at
Break
20 % 20 % AA; Typical; 1/16 in. (1.6 mm) Thickness
Modulus of
Elasticity
73.1 GP
a
10600 ksi AA; Typical; Average of tension and compression.
Compression modulus is about 2% greater than tensile
modulus.
Ultimate
Bearing
Strength
814 MPa 118000 psi Edge distance/pin diameter = 2.0
Bearing Yield
Strength
441 MPa 64000 psi Edge distance/pin diameter = 2.0
Melting Point 477 -
635 °C
890 -
1175 °F
AA; Range based on typical composition for
wrought products 1/4 inch thickness or greater.
Homogenization may raise eutectic melting
temperature 20-40°F usually does not eliminate
eutectic melting.
Solidus 477 °C 890 °F AA; Typical
Liquidus 635 °C 1175 °F AA; Typical
Processing Properties
Annealing
Temperature
413 °C 775 °F
Solution Temperature 466 -
482 °C
870 -
900 °F
Aging Temperature 121 °C 250 °F

16

GROUP
6

Poisson's Ratio 0.33 0.33
Fatigue
Strength
138 MPa 20000 psi AA; 500,000,000 cycles completely reversed stress; RR
Moore machine/specimen
Fracture
Toughness
26 MPa-
m½
23.7 ksi-in½ K(IC) in S-L Direction
Fracture
Toughness
32 MPa-
m½
29.1 ksi-in½ K(IC) in T-L Direction
Fracture
Toughness
37 MPa-
m½
33.7 ksi-in½ K(IC) in L-T Direction
Machinability 70 % 70 % 0-100 Scale of Aluminum Alloys
Shear Modulus 28 GPa 4060 ksi
Shear Strength 283 MPa 41000 psi AA; Typical
Electrical Properties
Electrical
Resistivity
5.82e-
006 ohm
-cm
5.82e-
006 ohm-
cm
Thermal Properties
CTE, linear 68°F 23.2 µm/
m-°C
12.9 µin/in-
°F
AA; Typical; Average over 68-212°F range.
CTE, linear
250°C
24.7 µm/
m-°C
13.7 µin/in-
°F
Average over the range 20-300ºC
Specific Heat
Capacity
0.875 J/
g-°C
0.209 BTU/
lb-°F
Thermal
Conductivity
121 W/
m-K
840 BTU-
in/hr-ft²-°F
Melting Point 502 -
638 °C
935 -
1180 °F
AA; Typical range based on typical composition for wrought
products 1/4 inch thickness or greater. Eutectic melting is
not eliminated by homogenization.
Solidus 502 °C 935 °F AA; Typical
Liquidus 638 °C 1180 °F AA; Typical
Processing Properties
Annealing
Temperature
413 °C 775 °F
Solution
Temperature
256 °C 493 °F

17

GROUP
6

APPENDIX
3:
WORKSHOP
FLOOR
PLAN

APPENDIX
4:
DIFFERENT
TYPES
OF
TOOLING

18

GROUP
6

APPENDIX
5:
BOM-‐CLIENT

APPENDIX
6:
BOM-‐MANAGER

19

GROUP
6

PROGRESS
REPORT
1

Introduction

In
this
task,
as
a
business
development
team,
CovAir
has
fortunately
been
selected
for

the
final
stage
of
bidding
for
an
ECB
Aerosystems
package.
This
package
is
linked
to
a

Tier
Two
Aerospace
detailed
parts
supplier
and
therefore
a
detailed
RFP
(Request
For

Proposal
response)
will
be
submitted
to
the
company
to
secure
the
bid.

The
background
given
for
the
RFP
was
that
ECB
Aerosystems
are
looking
to
source
a

small
fabrication
and
machining
package
for
parts
on
the
GR9
platform,
based
on

general
dimensions
from
the
GR3
that
have
been
previously
worked
on.
The
total

number
of
deliverable
assemblies
for
this
package
currently
stands
at
75
plus
all

mirrors.
Overall
a
forecast
of
25
platform
units
is
being
sourced
for,
having
had
a

planned
delivery
of
30
completed
assemblies
per
month
across
5
months.

The
roles
within
the
team
are
the
following:

•
Cerys-‐
Human
Resources,
logistics
&
Materials

Maintain
and
enhance
the
organisation’s
human
resources
by
planning,
implementing

and
evaluating
employee
relations
and
human
resources
policies,
programmes
and

practices.

Organise,
implement
and
monitor
kit
deliveries
while
maintain
good
customer
service

and
client
relations

Researching
and
selecting
of
materials
to
be
used
for
manufacturing
of
the
product

Looking
into
how
the
completed
parts
will
be
shipped
to
the
supplier
as
well
as

importing
raw
materials
internationally
from
LEDC’s.

•
David-‐
Materials
and
Manufacturing

Researching
and
selecting
of
materials
to
be
used
for
manufacturing
of
the
product

whilst
selecting
the
best
manufacturing
method
of
each
part
with
respect
to
material

properties.

•
Michael-‐
Costs
and
Manufacturing

Determining
the
cost
and
financial
needs
required
for
purchase
of
materials,
running
of

machines/equipment
whilst
liaising
with
team
members
to
determine
the
best

manufacturing
method
with
respect
to
cost

Determine
the
overall
cost
of
manufacture
and
delivery
of
kits
in
comparison
to
budget.

The
details
of
the
progress
of
each
individual
and
the
work
they
have
completed
have

been
written
within
the
minutes
of
our
regular
weekly
meetings.

Tier
2
Companies

It
is
important
to
understand
that
CovAir,
are
a
tier-‐2
company
and
be
able
to
grasp

what
is
required.

A
tier-‐2
company
receives
materials
from
suppliers
to
be
shaped
and
produced
into
the

component
that
would
be
required
to
be
fit
on
the
aircraft.
This
could
be
a
range
of

parts
from
access
covers
to
actuators
to
electrical
circuits.
These
assemblies
are
then

sent
to
tier
1
companies
and
in
some
cases
OEMS,
to
be
configured
to
the
aircraft.
It
is

therefore
the
duty
of
HR
to
maintain
a
good
relationship
with
a
variety
of
companies
at

a
variety
of
different
levels.

20

GROUP
6

Human
Resources

The
human
resources
team
looks
after
the
welfare
of
the
personnel,
ranging
from

managers
to
cleaners.
To
know
the
amount
of
personnel
required
in
the
company,
the

time
each
process
takes
and
the
workload
involved
will
be
required.
From
there,
a
shift

rota
can
be
created
as
the
number
of
parts
and
how
long
the
parts
will
need
to
be

produced
will
be.
In
the
company
it
is
clear
that
there
must
be
technicians,
who
know

how
to
operate
the
machinery,
junior
managers
are
on
hand
and
overlook
the

operations
of
the
technicians,
managers
to
take
charge
and
make
decisions
however
the

major
decisions
that
have
a
major
influence
on
the
company
are
taken
by
the
director.

All
decisions
must
be
in
accordance
with
health
and
safety
regulations
and
maintenance

legislations.

Pay

In
regard
to
wages,
employees
will
get
paid
on
an
hourly
rate.
However
a
managerial

role
will
earn
more
but
will
still
be
entitled
to
the
same
amount
of
holidays.
The
choice

between
performance
related
pay
and
at
an
hourly
rate
was
decided
on
factors
such
as;

how
you
measure
the
performance
of
an
individual,
how
would
you
reward
an

employee
that
exceeds
the
expectations
of
their
role.
Therefore
it
was
decided
to
use
an

hourly
rate
payment
plan.
A
card
that
you
scan
will
register
the
attendance
of
staff.
This

tracks
your
entry
and
exit
and
enables
the
managers
to
know
how
many
hours
worked.

The
pay
will
be
given
out
on
the
last
Friday
of
every
month.
Holidays
and
“sick
days”

also
need
to
be
taken
into
account.
If
an
employee
does
overtime
they
shall
be
paid
the

normal
hourly
wage.
To
keep
in
accordance
with
governments
every
employee
will
be

entitled
to
28
days
annual
leave;
to
be
taken
as
they
please
but
must
be
confirmed
by
a

manager.
Sick
days
will
be
paid
for
but
will
require
proof
if
sick
for
14
working
days
or

over.
Other
benefits
will
include
a
canteen,
for
lunch
breaks,
toilets/washrooms
and
car

parking.
Each
employee
will
also
get
a
locker,
or
an
office
dependent
on
the
role,
and

there
will
also
be
a
“staff
room”
which
includes
a
kettle,
a
sink
and
a
fridge.

The
company
will
have
both
income
and
expenditure.
The
income
will
include
the
price

the
company
is
being
paid
to
make
the
products,
whilst
the
expenditure
will
be
the
cost

of
the
materials,
wages
of
the
employees,
the
cost
of
electricity,
water
and
gas.

Materials
and
Dimensions

CovAir
have
carefully
considered
the
materials
that
are
to
be
used
for
the
requested

parts
in
order
to
provide
quality
goods
at
a
logical
and
reasonable
cost
while
trying
to

consider
the
manufacturability
of
each
part.

As
stated
earlier
the
parts
to
be
manufactured
are
the
harrier
plate
and
the
harrier
tie

rod.
The
materials
for
the
following
parts
have
been
analysed
and
are
shown
below.

Parts
Analysis

Harrier
plate

Dimensions:
Area=0.082m2,
Thickness=3.25mm,
Hole
Diameter=7.30mm,

Hole2
Diameter:
5mm
(refer
to
the
appendix)

21

GROUP
6

The
current
part
has
been
suggested
to
be
made
of
Aluminium
as
shown
in
the

technical
drawings
provided
by
the
client.
The
benefits
of
using
this
material
are
that
it

is
light,
malleable,
strong
and
low
reactivity.
However
the
company
also
has
to
consider

that
the
use
of
Aluminium
in
the
aerospace
industry
is
reducing
and
being
replaced
by

the
use
of
composites
therefore
other
materials
viable
for
production
of
this
part
will
be

considered
while
still
accounting
for
manufacturability
and
maintenance.

However
the
material
selected
will
be
influenced
by
the
location
and
environment
of

the
harrier
plate
as
it
is
an
aerodynamic
component.

Harrier
Rod

CovAir
have
looked
into
the
technical
drawings
of
the
harrier
rod
provided
by
the
client

and
have
identified
the
suggested
materials
by
the
client
to
be
(refer
to
appendix);

• Rod:
Aluminium
(Length
=
340mm,
Average
Diameter
=20mm)

• Ball
end:
Aluminium
(Diameter
=13.45mm,
Length
=
11mm,
Thickness=4.18mm)

• Lock
nut:
Steel
(Diameter
=
9.30mm,
Thickness
=
3mm)

• Ball
end
race:
Aluminium
(Length
1
=37.96mm,

Length
2=
11mm,
Diameter
1
=
10mm,

Diameter
2
=
18.37mm,
Thickness

=
3.93mm)

• Prong
end:
Steel
(Length
1
=
32.01mm,
Length
2
=
12mm,
Diameter
1
=
10mm,

Diameter
2
=
6.36mm,
Thickness
=
4mm)

• Ball
end
ball:
Magnesium
(Diameter
=
13.45mm,
Length
=
15mm,

Radius
=
6.32mm)

• Nut
(Hexagonal):
Steel
(Diameter
=
9.92mm,
Thickness
=
5mm)

As
noted
this
part
is
an
internal
mechanical
part
of
the
aircraft
and
the
factors
that
need

to
be
considered
are;
ease
to
manufacture,
weight
reactivity,
strength,
working

temperatures,
reactivity,
malleability
etc.

As
the
main
materials
listed/suggested
are
Al,
Mg
and
steel
detailed
research
will
be

conducted
in
order
to
find
other
possible
materials
or
alloys
that
meet
the
same

specifications
therefore
giving
as
a
tier
2
company
more
options
and
variety
in
the

worst
case
scenario
of
materials
running
out.

Manufacturing

As
discussed
in
weekly
meetings,
CovAir
has
decided
that
the
parts
will
be
delivered

assembled
and
ready
for
installation.
The
reason
for
this
decision
is
that
it
reduces
the

possible
errors/
risk
of
incorrect
assembly
of
the
part
as
well
as
reducing
the
liability
of

the
company
if
any
faults
arise
with
the
parts.

However,
this
increases
the
manufacturing
process
and
therefore
has
to
plan

accordingly
to
incorporate
this
in
the
production
line.

Part
count:

A
total
part
count
was
done
in
order
to
determine
the
number
of
parts
in
an
assembly

and
it
broken
down
as
follows:

Harrier
Rod:
8
parts
required
to
make
1
rod

Harrier
plate:
3
structural
components,
39
rivets
(and
41
holes)

With
respect
to
the
harrier
plate,
CovAir
are
yet
to
determine
whether
the
41
quick

release
fasteners
of
the
harrier
plate
required
for
the
41
holes,
will
be
included
in
the

supplies,
as
from
the
design
and
location
of
the
plate
it
is
deduced
that
it
is
an
access

panel.

22

GROUP
6

However
if
this
decision
was
to
go
ahead,
certain
aspects,
in
respect
to
the
size
and
type

of
quick
release
fasteners
will
need
to
be
considered.
These
aspects
include;

countersunk,
flush,
depth
and
width
of
the
holes,
torque
required
etc.

Logistics

In
terms
of
logistics,
the
parts
will
be
delivered
using
C1
class
lorries
and
have
a

maximum
of
10
at
our
disposable.
Each
lorry
weighs
7.5
tonnes.
The
distance
the
lorries

will
have
to
travel
from
Covair's
main
site
in
Coventry
(CV4)
to
Burnley
is
135
miles

with
an
approximated
time
to
travel
one
way
at
2
hours
12
minutes
but
could
increase

with
traffic.
(The
weight
of
each
part
is
still
yet
to
be
determined
once
the
final
material

choice
is
made
in
January)

No
of
parts:

•
75
deliveries
plus
all
mirrors:

• Therefore
a
total
of
150
parts
as
this
means
75
for
the
port
side
and
75
for
the

starboard
side.

• There
are
25platforms
i.e.
25
aircrafts
that
require
these
parts
hence
implying
6
parts

are
required
per
aircraft.

• Dividing
the
6
parts
accordingly
indicates
3
parts
for
the
starboard
and
3parts
for
the

port
side.
This
implies
that
1
plate
and
2
rods
are
needed
side.
Therefore
a
kit
will

contain
2
plates
and
4
rods.

• As
the
delivery
is
over
5months
the
suggested
delivery
is
in
kits
as
it
is
more
favourable

to
the
client
and
more
logical
as
it
is
not
useful
for
the
client
to
have
their
aircrafts

inoperable
due
to
unfinished
parts.

Delivery
options

They
are
2
delivery
options
available
for
the
client
and
they
include:

Option
1:

5
kits
to
be
delivered
every
month
this
entails
10
plates
and
20
rods
per
delivery

(This
option
ensures
a
constant
work
rate
and
is
more
efficient
as
a
tier
2
company)

Option
2:

3
kits
to
be
delivered
in
the
first
month

4
kits
to
be
delivered
in
the
2nd
month

18
kits
to
be
delivered
in
the
remaining
3
months
i.e.
6
kits
per
month

(This
option
allows
the
client
to
make
changes
to
the
product
in
the
initial
stages

without
having
a
major
effect
on
cost
and
wasting
of
products.
These
changes
may
be

made
with
respect
to
the
operational
effect
the
product
has
on
the
aircraft)

NB:
CovAir
are
still
intending
on
respecting
the
first
delivery
deadline
of
1st

October
2014

Costs

This
refers
to
the
actual
cost
of
designing
&
manufacturing
the
product
or
parts
that
are

part
of
the
ECB
Aerosystems
package.
This
would
be
linked
closely
to
materials
and

manufacturing
because
not
only
would
CovAir
want
to
deliver
a
high
quality
product

23

GROUP
6

but
will
also
intend
on
making
a
profit.
There
may
be
implementations
of
new

manufacturing
techniques
and
materials
for
the
products.

A
thorough
investigation
into
the
background
was
partaken,
before
researching
or

calculating
anything
to
confirm
an
understanding
on:

• What
is
being
asked
to
manufacture.

• How
many
parts
are
being
manufactured?

• The
time
scale
to
complete
the
order

Areas
of
the
manufacturing
process
where
extra
research
will
be
done
and
where
cost

will
be
related
is:

• Length
of
development-‐
how
much
does
cost
increase
by
length
of
time

• Costs
associated
with
any
delays-‐
factors
such
as
staff
strikes
and
machining

breakdowns

• Rate
of
production-‐
batch
production,
continuous
production
or
off
the
line
production-‐

which

is
more
cost
effective?

• Transportation
of
raw
materials-‐
Local
source
or
importing
from
foreign
countries
such

as

LEDC
countries
like
Brazil?

• Exchange
rates/stock
markets
in
the
value
of
materials

The
outline
of
costs
on
materials,
various
types
of
metals,
will
be
given
in
January
from

CovAir’s
approved
materials
team.
Once
this
has
been
confirmed
the
company
will
have

a
better
understanding
of
the
costs
associated
with
the
materials.
CES
software
will
be

used
to
gain
a
better
understanding
of
the
costs
per
m2
per
material
and
will
be
a
useful

asset
to
have
when
completing
the
response
for
this
project.

An
example
of
data
found
on
aluminium
713.0,
permanent
mould
cast,
T5
was:

•
Density-‐
2.85e3-‐2.91e3

•
Price-‐
1.52-‐1.687
GBP/kg

Course
of
Action

Following
this
progress
report,
we
are
now
able
to
plan
our
next
course
of
action
to
be

completed
before
the
next
progress
report.
Some
of
the
points
that
are
have
arisen
from

this
are:

•
Final
choice
of
materials

•
Manufacturing
process
and
costs

•
Overall
costs

•
Price
of
parts

These
points
will
be
implemented
in
a
Gantt
chart
and
will
be
continuously
changing

depending
on
the
work
rate
of
every
individual
or
the
number
of
tasks
may
increase

depending
on
decisions
that
we
could
make
throughout
the
project.
We
will
be
looking

into
the
different
manufacturing
techniques
that
we
could
incorporate
to
either
reduce

costs
or
improve
all
efficiency
of
production.

24

GROUP
6

References

•Coventry
University
(2013)
Methods
of
Machining
[online]
available
from
<

http://cumoodle.coventry.ac.uk/course/view.php?id=4719
>
[27
November
2013]

•RMIG
(2013)
Carbon
Steel
(Mild
Steel)
[online]
available
from
<

http://www.rmig.com/en/technical+info/raw+material/carbon+steel+(mild+steel)
>

[27
November
2013]

25

GROUP
6

PROGRESS
REPORT
2

Logistics

Following
up
from
progress
report
1,
delivery
option
1,
which
is;
5
kits
of
10
plates
and

20
rods
to
be
delivered
every
month
has
been
chosen.
This
is
due
to
the
fact
that
it
is

more
efficient
for
CovAir
when
it
comes
to
the
manufacturing
of
the
parts
as
a
constant

work
rate
is
employed.
Moreover,
it
is
also
more
efficient
for
the
client
as
they
will
be

able
to
have
more
aircrafts
in
service.

As
the
prices
given
in
the
Material
Price
Guide
include
the
transport
cost
from
the

suppliers
to
CovAir
no
further
calculations
are
required.
However
the
price
of

transporting
the
products
from
CovAir
to
the
client,
in
Burnley
will
have
to
be

calculated.
The
distance
from
Burnley
to
Coventry
is
approximately
141.6
miles,
which

would
take
2
hours
and
23
minutes,
depending
on
traffic.
(Google,
2014)

The
materials
being
used
are
from
the
company
that
has
a
working
relation
between

CovAir
and
the
supplying
company.
It
has
been
calculated
that
6
plates
of
aluminium

2024
of
dimensions
1000mm×1000mm×7mm
will
be
used.
Assuming
there
will
be
as

little
excess
material
as
possible;
the
mass
will
be
116.34kg.
(eFunda
Inc.,
2014)
The

rods
will
be
made
out
of
bars
of
aluminium
7075.
50
bars
will
be
required
to
make
100

rods,
and
the
excess
material
will
be
used
to
produce
all
additional
parts,
creating
a

total
mass
of
175.95kg.
(eFunda
Inc.,
2014)The
bars
have
a
diameter
of
40mm
and
a

length
of
1000mm,
and
individually
cost
£77.40
which
would
give
a
total
of
£3870.
The

other
material
also
being
used
to
produce
the
prong
is
steel.
The
type
of
steel
being
used

is
5145,
which
costs
£34.60
per
bar.
The
bar
has
the
diameter
of
40mm
and
a
length
of

1000mm.
Therefore
4
bars
of
steel
are
needed
to
produce
all
100
prong
ends.
This
will

come
to
a
cost
of
£138.40,
while
the
mass
of
the
4
bars
are
40.36kg.
(eFunda
Inc.,
2014)

The
total
cost
of
materials
will
be
£4542.40.

One
C1
lorry
will
be
required
to
transport
the
goods
of
approximately
59.42kg
from

Coventry
to
Burnley.
Using
the
average
of
18mpg,
(Fuelly,
2014)
it
is
calculated
that
the

fuel
cost
from
Coventry
to
Burnley
would
cost
£43.07
including
reserves.

Delivery
Date
Amount
of

Rods

Amount
of

plates

Time
of

Departure

Expected

Time
of

Arrival

Price

(Transport)

1st
Oct
2014
20
10
9.00
11.23
£43.07

1st
Nov
2014
20
10
9.00
11.23
£43.07

1st
Dec
2014
20
10
9.00
11.23
£43.07

2nd
Jan
2015
20
10
9.00
11.23
£43.07

1st
Feb
2015
20
10
9.00
11.23
£43.07

(Google,
2014)

26

GROUP
6

Manufacturing
processes

Harrier
Plate

The
first
part
of
the
manufacturing
process
of
the
aluminium
alloy
used
for
the
plate
on

the
aircraft
is
the
primary
shaping
of
the
material.
The
aluminium
alloy
would
arrive
to

Coventry
in
the
form
of
a
plate
before
being
shaped
tile
form
before
being
cut.
The

plates
would
have
been
tempered
at
T351
before
arriving.
This
process,
also
known
as

precipitation
hardening,
where
heat
is
applied
to
the
alloy
to
strengthen
it
by

introducing
these
impurities.
These
impurities
act
as
barrier
to
prevent
the
movement

of
the
atoms
in
the
metal,
as
they
would
be
in
a
lattice
structure.
The
type
of
tempering

that
would
be
introduced
in
this
process
would
be
a
T3
process,
“where
the
metal
is
heat

treated,
cold
worked,
and
naturally
aged
to
a
substantially
stable
condition”
(Quince

2014).

The
process
used
to
reduce
the
thickness
of
the
plates
would
be
roll
forming,
as
you
are

able
to
set
the
thickness
of
it
before
it
is
cut.
A
number
of
rollers
would
have
to
be
used

to
reduce
the
thickness
of
the
slab.
As
Aluminium
is
a
non-‐ferrous
metal
then
the

correct
lubricants
would
need
to
be
used,
“Chlorinated
oils
or
waxes”
spraying
and

wiping
on
the
rollers
would
apply
this.
Form
rolling
overall
is
a
cheap
manufacturing

process
but
the
rate
at
which
the
slabs
are
produced
to
the
spec
wanted
by
the
company

has
to
be
calculated.
The
formula
used
to
determine
the
rate:
“𝑓𝑜𝑟𝑚𝑖𝑛𝑔 𝑡𝑖𝑚𝑒: 𝐿 +
𝑛 𝑑 /𝑉”

(Todd,
1994)

Where:
V=
Velocity
of
material
going
through
the
rollers

n=
number
of
forming
strands

d=
distance
between
each
of
the
forming
strands

L=
length
of
the
piece
of
being
rolled

The
other
part
of
the
plate
is
one
side
there
are
two
shapes
which
could
be
used
to
run

wires
through
underneath
the
skin
and
is
kept
away
from
other
parts
of
the
aircraft.

Primary
method
of
shaping
the
U
shaped
section
could
be
done
firstly
by
extrusion,

where
the
metal
is
pushed
through
a
die
and
gives
the
shape
the
other
side
of
the
die.

This
process
can
be
done
when
the
material
is
either
hot
or
cold
and
can
be
done
in
one

long
piece
or
in
the
specific
lengths
required.

Once
the
plate
has
been
rolled
to
the
specific
thickness
of
the
part
it
is
then
cut.
The
way

in
which
it
can
be
cut
is
using
the
Plasma
Arc.
The
Plasma
Arc
is
used
to
cut
in
the
x
and

y
planes
only
(flat
surfaces)
and
it
operates
over
a
bed
where
the
alloy
would
be
placed

between.
An
electrode
in
the
cutting
head
that
causes
the
gases
swirled
in
the
nozzle,
to

heat
up
and
become
plasma
and
cut
into
the
material,
produces
the
shapes
of
the
plates.

It
is
ideally
used
for
aluminium
or
steel
alloys,
as
well
as
this
it
can
be
programmed
to

cut
the
same
shape
on
each
plate
of
metal
with
very
little
wastage
being
produced.
As
it

computer
controlled
it
also
has
a
greater
percentage
of
accuracy
with
less
chance
of

error.
The
only
main
error
would
be
if
the
user
incorrectly
enters
the
wrong

information
into
the
CNC
computer.

Now
the
shape
of
the
plates
have
been
cut
out
the
next
stage
would
be
making
the
holes

where
it
can
be
screwed
into
the
aircraft.
This
would
be
drilled
in
using
a
CNC
machine

RFP Response - FINAL

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