Introduction to

Design for (Cost Effective) Assembly

and Manufacturing

A.GNANASEKAR
HOFG(M&PE)
ARDC

Purpose Statement
To provide an overview of Design for Manufacturing
and Assembly (DFMA) techniques, which are used to
minimize product cost through design and process
improvements.

Objectives
Participants will understand:
Differences and Similarities between Design for
Manufacturing and Design for Assembly
Describe how product design has a primary
influence
Basic criteria for Part Minimization
Quantitative analysis of a designs efficiency
Critique product designs for ease of assembly
The importance of involving production engineers
in DFMA analysis

Design for Assembly

Definition: DFA is the method of design of the
product for ease of assembly.
Optimization of the
part / system assembly
DFA is a tool used to assist the design teams in the
design of products that will transition to productions at a
minimum cost, focusing on the number of parts, handling
and ease of assembly.

Design for Manufacturing

Definition: DFM is the method of design for ease of
manufacturing of the collection of parts that will form
the product after assembly.
Optimization of the
manufacturing
process
DFA is a tool used to select the most cost effective
material and process to be used in the production
in the early stages of product design.

Differences
Design for Assembly (DFA)
concerned only with reducing product assembly cost
minimizes number of assembly operations
individual parts tend to be more complex in design

Design for Manufacturing (DFM)

concerned with reducing overall part production cost
minimizes complexity of manufacturing operations
uses common datum features and primary axes

Similarities
Both DFM and DFA seek to reduce material,
overhead, and labor cost.
They both shorten the product development cycle
time.
Both DFM and DFA seek to utilize standards to
reduce cost

Terminology

Design for Manufacturing (DFM) and Design

for Assembly (DFA) are now commonly
referred to as a single methodology, Design
for Manufacturing and Assembly (DFMA) .

Sequence of Analysis
Concept Design

Design for
Assembly

Optimize
Optimize Design
Designfor
for
Part
Part Count
Countand
and
Assembly
Assembly

Design for
Manufacturing
Optimize
Optimize Design
Designfor
for
Production
ProductionReadiness
Readiness
Detailed Design

Design for Assembly

DFA is a process that REQUIRES involvement

of Assembly Engineers

Design for Assembly Principles

Minimize part count

Design parts with self-locating features
Design parts with self-fastening features
Minimize reorientation of parts during assembly
Design parts for retrieval, handling, & insertion
Emphasize Top-Down assemblies
Standardize partsminimum use of fasteners.
Encourage modular design
Design for a base part to locate other components
Design for component symmetry for insertion

Design Problems
The defect or quality problem in the product is caused
by three things:
bad design
bad material
and wrong manufacturing process

Material
Quality
Produc
t

Proce
ss

Desig
n
Essential requirements for quality product

LACK OF COORDINATION
Power
plant

Stress

Wing
Design

Aerodynam
ics

Manufacturi
ng

The purpose of DFM is to

Narrow design choices to optimum design
Perform concept generation, concept selection, and
concept improvement
Minimize product development cycle time and cost
Achieve high product quality and reliability
Simplify production methods
Increase the competitiveness of the company
Have a quick and smooth transition from the design
phase to the production phase
Minimize the number of parts and assembly time
Eliminate, simplify, and standardize whenever
possible

Design flow diagram in DFM

DFM Implementation Guidelines

The main objective of DFM is to minimize the
manufacturing (information / effort ) content in the
product without sacrificing functional and
performance requirements.
DFM can also be applied for a product that is already
in production or on the market. The main objective
here will be to make the product more costcompetitive. The following DFM guidelines are
applicable to products made of composites, metals,
and plastics.

DFMA implementation
guidelines

Minimize Part Counts

Eliminate Threaded Fasteners
Minimize Variations
Ensure Easy Serviceability and Maintainability
Minimize Assembly Directions
Provide Easy Insertion and Alignment
Consider Ease for Handling
Design for Multifunctionality
Design for Ease of Fabrication
Prefer Modular Design

Minimize Part Counts

Minimize Part Counts
To determine if a part is a potential candidate for
elimination, the following questions should be asked:
1. Do the parts move relative to each other?
2. Is there any need to make parts using a different
material?
3. Will the part require removal for servicing or repair?
4. Will there be a need for adjustment?
If the answers to the above questions are no, then
the part is a potential candidate for replacement. The
following guidelines can be used to minimize the
number of parts.

Minimize Part Counts ...

Question and justify the need for a separate part.
Ask the four questions above; and if the answer is
no, then redesign the product by eliminating the
separate part.
Create multifunctionality features in the part.
Eliminate any product feature that does not add any
value for the customer.
Use a modular design.

Eliminate Threaded Fasteners

Avoid the use of screws, nuts, bolts, and other
fasteners in the product. It is estimated that driving a
screw into the product costs almost 6 to 10 times the
cost of a screw.
The use of fasteners increases inventory costs and
add complexity in assembly. Fasteners are used to
compensate for dimensional variation, to join two
components, or for part disassembly.

Minimize Variations
Part dimensional variation as well as property
variation are the major sources of product defects
and nonconformities. Try to use standard parts offthe-shelf and avoid the use of special parts.
Eliminate part variations such as types of bushings or
O-rings, seals, screws, or nuts used in one
application. The same size would mean the same
tool for assembly and disassembly.
This guideline aims to reduce part categories and the
number of variations in each category, thus providing
better inventory control and part interchangeability.

Ensure Easy Serviceability and

Maintainability
Design the product such that it is easy to access for
assembly and disassembly. The part should be
visible for inspection and have sufficient clearance
between adjacent members for scheduled
maintenance using wrench, spanner, etc.

Sealant application /
inspectability

Minimize Assembly Directions

For product assembly, minimize assembly direction.
While designing the product, think about the
assembly operations needed for various part
attachments.
It is preferable to use one direction; z -direction
assembly operation allows gravity to aid in assembly.
A one-direction assembly operation minimizes part
movement as well as the need for a separate
assembly station.
It is better in terms of an ergonomics point of view as
well.

Assembly direction
The work
piece is
pulsed
frame per
frame
through the
assembly
sequence,
similar to an
assembly
line in the
automotive
industry

Fasteners

A study by Ford Motor Co. revealed that

threaded fasteners were the most common
cause of warranty repairs
This finding is echoed in more recent survey of
automotive mechanics, in which 80% reported
finding loose or incorrect fasteners in cars they
serviced

Component Elimination
Example: Rollbar Redesign

..If more than 1/3 of the components in a product are

fasteners, the assembly logic should be questioned.

24 Parts
8 different parts
multiple mfg. & assembly
processes necessary

2 Parts
2 Manufacturing processes
one assembly step

Standard Bolt Sizes

Minimize extra sizes to both reduce inventory and
eliminate confusion during assembly
Candidates for elimination

M5 x .8
12mm
14mm
16mm
20mm
25mm
30mm
35mm
39.5mm
40mm
45mm
50mm
60mm
70mm
Required

M6 x 1.0 M8 x 1.25 M10 x 1.5 M11 x 1.25 M12 x 1.25 M12 x 1.75 M14 x 1.5 M16 x 2.0 Qty Required
0
2
3
3
4
8
8
20
6
6
12
3
8
11
10
35
45
32
12
10
4
58
41
27
6
74
22
9
1
32
4
9
25
18
12
68
13
8
15
36
6
6
7
93
152
75
16
21
0
1
367

Fastener Cost

Select the

screwing

most
inexpensive

riveting

fastening
method
required

plastic bending
snap fit

General Design Principles

Self-fastening features

General Design Principles

Symmetry eliminates reorientation

Asymmetric Part

Symmetry of a part
makes assembly easier

Provide Easy Insertion and

Alignment

Provide generous tapers, chamfers, and radii for

easy insertion and assembly.
Provide self-locating and self-aligning features where
possible. Avoid hindrance and obstruction for
accessing mating parts.
Avoid excessive force for part alignment.
Design parts to maintain location.
Avoid restricted vision for part insertion or alignment.

Consider Ease for Handling

Minimize handling of parts that are sticky, slippery,
fragile, or have sharp corners or edges.
Keep parts within operator reach.
Avoid situations in which the operator must bend, lift,
or walk to get the part.
Minimize operator movements to get the part. Avoid
the need for two hands or additional help to get the
part.
Avoid using parts that are easy to nest or entangle.
Use gravity as an aid for part handling.

Design for Multi-functionality

Once an overall idea of the products functions is
gleaned, one can design individual components such
that they provide maximum functionality.
It is preferable to use molding operations that provide
net-shape or near-netshape parts.
For example, an injection molded composite housing
part meets the structural requirement of the product
and has built-in features for alignment, self-locating,
mounting, and a bushing mechanism.
This technique helps minimize the number of parts.

Design for Ease of Fabrication

Select the right manufacturing process to suit the
material and yield the required

Life
Finish
Tolerances
And other functional requirements

Composite materials
Compression moulding Vs Autoclave moulding
Finish and fatigue life

The design should be simplified as much as possible

because it helps in manufacturing and assembly and thus
in cost savings. Workers and others who are dealing with
the products can easily understand simplified design.

Prefer Modular Design

A module is a self-contained component that is built
separately and has a standard interface for connection
with other product components.
Ex. Fuselage Front, Center and Rear
Each module can be independently designed and
improved without affecting the design of the other
modules.
Modular design is preferred because it helps in the final
assembly, as well as in servicing where a defective
module can be easily replaced by a new module.
In each of these modules, there are many other modules,
which are again designed by various groups of the
organization.

General Design Principles

Top-Down Assembly

General Design Principles

Modular Assemblies
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.

Imaging
Drives
Development
Transfer/Stripping
Cleaning
Fusing
Charge/Erase
Copy Handling
Electrical Distribution
Photoreceptor
Input/Output Devices

Xerox photocopier

Eliminated Parts are NEVER

Designed
Detailed
Prototyped
Produced
Scrapped
Tested
Re-engineered
Purchased
Progressed

Received
Inspected
Rejected
Stocked
Outdated
Written-off
Unreliable
Recycled
late from the supplier!

Producibility checklist
Sl. No.

Topic
Have square core edge band closeouts
which require potting and fiber cold
wrap been avoided and replaced by
laminate
edgewhich
band closeouts?
Have designs
require deep
recess tooling been avoided? Section
into multiple parts if necessary to
eliminate
problem. alternative
Have morethis
economical,

manufacturing methods such as

injection molding, blow molding,
compression molding, sheet metal
fabrication and resin transfer molding
been considered in this design instead
of hand lay up?

Reviewed
Incorporated
Yes
No

Have existing fabrication expertise for

composite sections been considered /utilized
when considering the possible stiffener
sections?
Have unbalanced and unsymmetrical ply lay

ups which cause warpage been avoided? (i.e.,

unequal number of plies about a laminate
centerline and excessive ply buildups in
localized
areas)
Have aerodynamic
and/or appearance finishes

been called out only when necessary? When

special finishes are required, have the
locations, surfaces, etc., been clearly defined?
(Avoid
using
general notes
in finish callouts.)
Has an
allowance
for tolerance
buildups
between details on composite assemblies been
accounted for on the engineering drawing?
(Typically allow for shimming in these areas.)

10

11

Has the warpage allowance been

increased
to
the
maximum
practical limit? (It effects tooling
costs and part rejection rate.)
Has
the
core
potting
been
minimized and has high density
foam been considered as an
alternative to core potting in
lightly loaded applications? (Core
potting is labor intensive and
requires
extensive core
handwork.)
Have multiple
densities,
thickness and ribbon directions in
honeycomb
core
assemblies,
which
require
multiple
core
splices, been minimized?
Has over-expanded core been
considered
where
structural
requirements will allow such

12

13
14

15

16

Has the design provided tool surface

callouts so it is possible to remove the
part from a lay-up mandrel (LM)
without
complex
tooling
configurations?
Will the size of the design part require

its own autoclave load?

Is the part highly contoured, requiring
a composite type lay-up mandrel which
is sensitive to autoclave cycling and
general wear?
Does the part require very close
contour accuracy which will require
expensive lay up mandrels with low
coefficients of thermal expansion and
involve unpredictable spring back
compensations?
Does the part, details or features,
require close tolerances (less than
0.75mm) which will necessitate a

17

18

Has the design provided for the

largest possible corner radius and
have small radii been avoided as
much as possible? Small corner radii
are difficult to lay-up and commonly
cause voids and/or bridging on female
tools and fiber fracture/radius thin
out on male tools. Specify the
maximum allowable corner radius
when
possible.
Has the
finish applications of the
designed part requiring a high
temperature post cure operations
been avoided? Elevated temperatures
during post curing will increase the
potential for additional part warpage.

When to Apply DFM

DFMA should be employed in the early stages of the
product development.
It is too late to utilize DFM after the product design is
released or when the part is in production.
Changes in the design at a later stage significantly
increase the cost of product.
DFM can also be used to improve the design of
existing products to obtain cost benefits and increase
market competitiveness.
DFM helps in coming up with a final design in much
less time than with traditional product design
techniques.

Knowledge and Learning

Marketing
Knowledge

Cost of Change

High
100

100

Percentage

90
80

90

Knowledge of Design
Behavior

80

70

70

60

60

50

50

40

40

30

30

20
10

20

Design Freedom to
Make Changes

Time Into the Design Process

Process
Capability
Knowledge

10
Production

Low

Design Evaluation Method

Determine Practical Minimum Part

Count

Team assessment of practical

changes
Tradeoffs between part cost and
assembly cost

Creativity & Innovation

Theoretical Number of
Parts...
Blue Sky

Innovation
Practical & Achievable
Current Design

Theoretical Min.
No. Parts

Practical Min.
No. Parts

No. Parts

Cost of Assembly Vs Cost of Part

Manufacture

Saving

Total Saving
Assembly Saving
(DFA)
Part Manufacture
Saving (DFM)
Optimum

Part Count Reduction

Idea Classification
Implementation

Step Two

Long
Term

Medium
Term

Short
Term
Low

Medium

High

Risk

Design for Assembly (DFA)

DFA Process
Step 1

Product Information: functional requirements

Functional analysis
Identify parts that can be standardized
Determine part count efficiencies

Step 2

Determine your practical part count

Step 3

Identify quality (mistake proofing) opportunities

Step 4

Identify handling (grasp & orientation) opportunities

Step 5

Identify insertion (locate & secure) opportunities

Step 6

Identify opportunities to reduce secondary operations

Step 7

Analyze data for new design

Benchmark when possible

DFA Analysis Worksheet

Cummins
Tools

 Product Information: functional requirements

Functional analysis
Identify parts that can be standardized
Determine part count efficiencies

Considerations/Assumptions
The first part is essential (base part)
Non-essential parts:
Fasteners
Spacers, washers, O-rings
Connectors, leads

Do not include liquids as parts

(e.g.. glue, gasket sealant, lube)

Part Identification
List parts in the order of assembly
Assign/record part number

So take it apart!

Count Parts & Interfaces

List number of parts
(Np)
List number of
interfaces (Ni)

Determine Theoretical Min. No. of

Parts
Consider Specification

Movement

Current Design

Does the part move relative

Does the part move relative
to all other parts already
to all other parts already
assembled?
assembled?

Isolation

Is the part of a different

Is the part of a different
material, or isolated from,
material, or isolated from,
all other parts already
all other parts already
assembled?
assembled?

N
Non Essential Part
Non Essential Part

Adjustment or
Replacement

Is the part separate to

Is the part separate to
allow for its in-service
allow for its in-service
adjustment or
adjustment or
replacement?
replacement?

Is the movement essential

Is the movement essential
for the product to
for the product to
function?
function?

Other Options

Is a different material or
Is a different material or
isolation essential for the
isolation essential for the
product to function?
product to function?

Is the adjustment or
Is the adjustment or
replacement essential?
replacement essential?

Must the part be separate

Must the part be separate
to provide the required
to provide the required
movement?
movement?

Must the part be separate

Must the part be separate
to satisfy the different
to satisfy the different
material or isolation
material or isolation
requirement?
requirement?

Must the part be separate

Must the part be separate
to enable the adjustment or
to enable the adjustment or
replacement?
replacement?

Essential
EssentialPart
Part

Functional Analysis

Adjustment
or
Replacement

Isolation

Movement

Current Design
Does
Doesthe
thepart
partmove
move
relative
to
all
other
relative to all other
parts
partsalready
already
assembled?
assembled?
N
IsIsthe
thepart
partof
ofaa
different
differentmaterial,
material,or
or
isolated
from,
all
isolated from, all
other
otherparts
partsalready
already
assembled?
assembled?

Consider Specification
Y

N
IsIsthe
thepart
partseparate
separate
to
allow
for
to allow forits
itsininservice
adjustment
service adjustment
or
orreplacement?
replacement?
N
Non
NonEssential
Essential
Part
Part

IsIsthe
themovement
movement
essential
essentialfor
forthe
the
product
to
product to
function?
function?
N
IsIsaadifferent
different
material
or
material orisolation
isolation
essential
for
essential forthe
the
product
to
product to
function?
function?

N
Y

IsIsthe
theadjustment
adjustmentor
or
replacement
replacement
essential?
essential?
N

Other Options
Must
Mustthe
thepart
partbe
be
separate
to
provide
separate to provide
the
therequired
required
movement?
movement?
N
Must
Mustthe
thepart
partbe
be
separate
to
satisfy
separate to satisfy
the
thedifferent
different
material
materialor
orisolation
isolation
requirement?
requirement?

N
Y

Must
Mustthe
thepart
partbe
be
separate
to
enable
separate to enable
the
theadjustment
adjustmentor
or
replacement?
replacement?

Essential
Essential
Part
Part

Determine if Parts Can be

Standardized
Can the current parts be
standardized?:
Within the assembly
station
Within the full assembly
Within the assembly plant
Within the corporation
Within the industry

Should they be?

(Only put a Y if both
answers are yes)

Theoretical Part Count

Efficiency
Theoretical Part
Count Efficiency

Theoretical Min. No. Parts

Total Number of Parts

Theoretical Part
Count Efficiency

Theoretical Part
Count Efficiency

* 100

1
10

* 100

= 10%

Rule of Thumb Part Count

Efficiency Goal > 60%

Goal
Goal

DFA Complexity Factor

Definition
Cummins Inc. metric for assessing complexity of a
product design
Two Factors
Np Number of parts
Ni Number of part-to-part interfaces

Multiply the two and take the square root of the total
Np x Ni
This is known as the DFA Complexity Factor

DFA Complexity Factor Target

DCF Np x Ni

Part 3

Part 2
Part 1

DCFt Npt x Nit

Part 4

DCFt x = 6.32
Part 5

Smaller is better (Minimize Np and Ni)

Let Npt = Theoretical Minimum Number of parts
from the Functional Analysis
Npt = 5

Let Nit = Theoretical minimum number of part to part interfaces

Nit = 2(Npt-1)
Nit = 2(5-1) = 8

Determine Relative Part Cost

Levels
Subjective estimate
only

Low/Medium/High
relative to other parts
in the assembly
and/or product line

Cost Breakdown
Some method of cost break down and cost analysis
and cost comparison of various design options will
enable cost optimization

Benefits of DFA

Reduced numbers of parts

Reduced assembly operations and part complexities
Reduced assembly time and cost
Ergonomically sound design
Reduced product cost
Reduced product development time
Reduced capital investment
Fewer design releases
Weight saving
Better inventory control
Better quality

Assembly-Related Defects
There are many defects
caused by assembly
operations. After
becoming aware of
these defects, solutions
to reduce these defects
can be determined.
Common defects
include:

Part misaligned
Part damaged
Fastener-related
defects
Missing parts
Part interchanged
Part interferences such
as loose or tight part

 Omission errors themselves cause defect rates in the

range of 10 to 100 ppm.
Human error is primarily caused by:
Forgetting to perform prescribed actions, resulting in missing
parts Performing actions that are prohibited, such as
incorrect lubrication, incorrect screw, incorrect material, or
incorrect part selection Misinterpretation of manufacturing
step
Ex: Sealing operation - Drain hole - Corrosion

Other types of errors

Processing errors, such as overcooked or
undercooked
Errors caused during setting up of fixtures, tools, and
workpiece
Misoperation or adjustment mistakes
Working on wrong workpiece
Missing processing operations

To avoid such errors

Error-proofing of product and process designs is
performed. Error-proofing involves designing the
product or process such that an operator or a
machine cannot perform a mistake.
Error-proofing operations include placing an alarm as
a reminder for missing operation, keeping a checklist
of operation and the addition of features for
reminders, and redesigning the product and process
for omission of the assembly operation.

Typical product defects.

Guidelines for Minimizing

Assembly Defects

Simplifying the product design

Minimizing parts handling
Reducing assembly operations and time
Maximizing equipment uptime
Eliminating ergo stressors
Error-proofing the design and process

 Determine Practical Minimum Part Count

 Identify quality (mistake proofing)

opportunities

Mistake Proofing Issues

Cannot assemble wrong part

Cannot omit part
Cannot assemble part wrong
way around.

symmetrical parts

asymmetrical parts

Mistake Proofing Issues

72 Wiring Harness
Part Numbers

 Identify handling (grasp & orientation)

opportunities

Quantitative criteria
Handling Time: based on assembly process
and complexity of parts

How many hands are required?

Is any grasping assistance needed?
What is the effect of part symmetry on assembly?
Is the part easy to align/position?

Handling Difficulty

Size
Thickness
Weight
Fragility
Flexibility
Slipperiness
Stickiness
Necessity for using 1) two hands, 2) optical
magnification, or 3) mechanical assistance

Handling Difficulty

size

sharpness

slipperiness

flexibility

Eliminate Tangling/Nesting

 Identify insertion (locate & secure)

opportunities

Insertion Issues
Provide adequate access and visibility

Quantitative criteria
Insertion time: based on difficulty required
for each component insertion
Is the part secured immediately upon insertion?
Is it necessary to hold down part to maintain
location?
What type of fastening process is used?
(mechanical, thermal, other?)
Is the part easy to align/position?

Insertion Issues
Provide self-aligning & self locating parts

Insertion Issues
Ensure parts do not need to be held in position

Insertion Issues
Parts are easy to insert.
Provide adequate access & visibility

 Identify opportunities to reduce secondary

operations

Eliminate Secondary Operations

Re-orientation (assemble in Z axis)
Screwing, drilling, twisting, riveting, bending,
crimping.

Rivet

Eliminate Secondary Operations

Welding, soldering, gluing.
Painting, lubricating, applying liquid or gas.
Testing, measuring, adjusting.

Assembly Metrics

Error
Proofing

Sum all Ys in Error Columns

Theoretical Min. No. Parts

Handling
Index

Sum all Ys in Handling Columns

Theoretical Min. No. Parts

Insertion
Index

Sum all Ys in Insertion Columns

Theoretical Min. No. Parts

2nd Op.
Index

Sum all Ys in 2nd Op. Columns

Theoretical Min. No. Parts

Analyze All Metrics

First consider:
Reduce part count & type
& DFA Complexity Factor

Part Count Efficiency

Then think about:

Error Proofing

Error Index

Then think about:

Ease of handling
Ease of insertion
Eliminate secondary ops.

Handling Index
Insertion Index
2nd Op. Index

Set Target Values for These Measures

Step
Seven

Analyze data for new design

DFA Process
Step 1

Product Information: functional requirements

Functional analysis
Identify parts that can be standardized
Determine part count efficiencies

Step 2

Determine your practical part count

Step 3

Identify quality (mistake proofing) opportunities

Step 4

Identify handling (grasp & orientation) opportunities

Step 5

Identify insertion (locate & secure) opportunities

Step 6

Identify opportunities to reduce secondary operations

Step 7

Analyze data for new design

Benchmark when possible

DFA Guidelines
In order of importance:
Reduce part count & types
Ensure parts cannot be installed incorrectly
Strive to eliminate adjustments
Ensure parts self-align & self-locate
Ensure adequate access & unrestricted vision
Ensure parts are easily handled from bulk
Minimize reorientation (assemble in Z axis) &
secondary operations during assembly
Make parts symmetrical or obviously asymmetrical

Understanding Product Costs

Consideration of True Production costs and the
Bill of Material Costs,
Typical Costing

Total Cost

Pareto by Part Cost

Pareto by Total Cost

1. Castings

$$

1. Fasteners

2. Forging

$$

2. -----

3.

3. ------

-------

-------

------

------

------

------

-------

-------

------

------

n. Fasteners

n. Castings

$$$$$

$$

Selection of Manufacturing
Method
Have we selected the Best Technology or Process
to fabricate the parts?
Is
Ishard
hardtooling
tooling Required...
Required...

Have we selected the best Material needed for

function and cost?
Have
Havewe
welooked
lookedat
at all
all the
thenew
new
Technology
Technologythat
thatis
is available
available

Selection of Manufacturing
Method
Has the Design Addressed Automation
Possibilities?

Is
Isthe
theProduct
Product configured
configured
with
withaccess
accessfor
forand
andthe
the
parts
parts shaped
shaped for
for the
the
implementation
implementationof
of
automation?
automation?

Understanding Component
Features
Part Features that are Critical To the
Products Functional Quality
Every
EveryDrawing
Drawing
Call
Call Out
Out is
isnot
not
Critical
Critical to
to
Function
Function and
and
Quality
Quality

PART INTEGRATION
&REDUCTION
OF CYCLE
METALLIC
DESIGN &
COMPOSITES OFFER
FABRICATION
PART INTEGRATION &
TIME
PROCESSES
SINGLE STAGE
REQUIRED MANY
STAGES & SMALL
COMPONENTS

PROCESSING BY NEW
TOOLING

DFMA in LCA

PART INTEGRATION IN LCA

The use of composites in the LCA resulted in a 40%
reduction in the total number of parts compared to
using a metallic frame.
The number of fasteners has been reduced by half in
the composite structure from the 10,000 that would
have been required in a metallic frame design.
The composite design also helped to avoid about
2,000 holes being drilled into the airframe.
Overall, the aircraft's weight is lowered by 21%.
Each of these factors can reduce production costs,
an additional benefit and significant cost savings is
realized in the shorter time required to assemble the
aircraft seven months for the LCA as opposed to 11
months using an all-metal airframe.

COMARISION OF STRUCTURAL CONSTRUCTION

WHY INTEGRAL CONSTRUCTION

Problems with multi-stage Fabrication
1.
Too many parts to fabricate
2.
Assembly by mechanical fastening is time consuming,
expensive, damage prone and inefficient
3.
It is a common practice that the bolted joints are
designed such that, the failure is in bearing.
In general bearing strength is poor for composites. To
overcome this we have to locally beef up the laminate.
4.
It is a common practice to use counter sunk rivets and
bolts in aircraft industry. For installing counter sunk
rivets some minimum thicknesses are required. In
composites we normally use thin sheets. As a result not
ideally suited for fastening, Wherever fastener comes
local beefing of thickness is required.

Fastening requires drilling. Drilling of composite laminates

is a skilled job. Edge delamination is a commonly
occurring defect. Delaminated edge seriously affects the
bearing strength

Drilling in carbon-epoxy composites is an expensive job

requires solid carbide drills.

In multi-stage fabrication, which is influenced by

conventional metal technology, the individual parts are
made first. These parts are made little larger than the
correct size and trimmed later. This is how works gets
added. In the process lot of material is wasted. While
trimming the edge delamination may occur. This process
also creates the free edge.

WING SUB STRUCTURE

INTEGRATION OF SPAR SHEAR JOINT CLIP AND LOCATORS

PYLON POINTS

LOCATOR TO AID EASY

ASSEMBLY

ROOT RIB

ATTACHMENT

SLAT

SLAT TRACK BEFORE AND

AFTER

SPAR AND ATTACHMENTS

SPIGOT AND LOCATION

Multi function trade off

FUSELAGE MODULAR ASSEMBLY

Guide pin locators -example

Engine bay
door

Guide hole on tie beam

Guide plate & locator
EBD

Tie beam

Panel edge caps

CFC panel handling protection
Would reduce/eliminate edge delamination during use

Probable options that can be explored:

Glass-cloth wrap-around the edges (1 or 2 layers based on
requirements with edge chamfering / round-off)
To be done after final trimming/sizing .
Curing methods selected on discussion with material gp.
(process req. to be discussed with materials gp.)
Needs to be tested

Cold-worked methods
improve fatigue requirements/endurance of fastener holes
Standardising radius requirements in machined
components in consultation with fatigue
Wear resistance requirements
For fastener holes
Critical interfaces like lug holes and its bushings

Options :
Cold-working of holes to increase compressive stress field
in the vicinity of the hole resulting in better endurance to
wear / tear and cyclic loading applications
Expandable bushes ( but it is an expensive option)

Cold-working around fastener holes

The process works by imparting beneficial compressive residual stress around the hole. The action of
drawing the mandrel through the starting hole causes a radial plastic flow of material

Source : FTI

Split Sleeve Cold Expansion is used commonly on commercial

and military aircraft in the world because it improves the fatigue life of the structure and provides
long-term operation and maintenance cost savings
Adds no weight to the structure

Cold-working for bush installations

Initial clearance fit insures that corrosion protection coatings (e.g. cadmium plating) remain intact.
Since no cryogenic materials are required, the risk of moisture becoming trapped between the bore of
the hole and the bushing is eliminated, reducing the risk of corrosion.

Source : FTI

The high interference fit provides for greater resistance

to rotation or pushout than other bushing installation techniques.

Design gaps in sliding assembly

gaps at part level
Understanding of gap requirement between mating parts during assy.
Deliberate gap introduction to ease assembly.( in the order of 0.3mm)
3D-CAD models especially machined parts can be modelled with
relative gap

Tolerance stackup analysis

tolerance stackup simulation
Identification of potential shimming areas during design stage itself
Mating parts tolerance calculation
Design gap estimation

MBD(model based definition)

Paradigm shift in design representation
3d centric and paperless
Production information disseminated thro captured views and notes in model space
3d-data only and no duplication to 2d-drawings. Associated dwg. errors will be
eliminated.
Cultural shift
3d-info flow to shop floor
GD & T methodologies

Advantages / Drivers:
Improved accuracy for working with contractors & suppliers
Reduce time req. for drawing and related down stream activities
Interrogate models effectively
Improved quality from a single data state . No spawned data. For ex. 2d-data can be
altered and end up as master data
Overcome breakdowns in associativity between models & drawings and the woes of
view updates

FUSELAGE MODULARIZATION

MODULAR DESIGN example

FUSELAGE MODULARIZATION

OVERVIEW OF MODULAR BUILD PHILOSOPHY -

FUSELAGE HAS THREE MODULES PRESENTLY- FRONT ,CENTRE & REAR FUSELAGE
Break down of the above modules into sub-modules through the use of sub-jigs and
modular level interface
To enhance
- Access
- ease of assembly
- structured approach
- ease of equipping and sealing
- FOD checks can be done at modular level
- enhanced productivity / reduced lead times

FUSELAGE MODULARIZATION

Fuselage
Front fuselage

centre fuselage

Rear fuselage

Some aspects of centre fuselage modular concept study overview .

Approach is illustrated for centre fuselage modular build from a designer
perspective

REQUIREMENTS:
Adequate structural support at all sub-jig stages
Jig to be mounted on a rotary turn-table at some places as indicated for ergonomic
and access reasons

FUSELAGE MODULARIZATION

Centre Fuselage

JIG STAGE -A

FUSELAGE MODULARIZATION

Cfus spine structure assy. jig stage- A1

A1

A2

A stage Build context

Str. Elements with internal spine structure interface only
Str. Elements with associated system bracketry required before pipeline installation only

FUSELAGE MODULARIZATION

JIG STAGE B

Top skin structure jig stage-B (Structure assy.)

B1

B2

B1 stage Build context

Str. Elements with top skin interface only
(Longerons , doublers , etc.)

FUSELAGE MODULARIZATION

JIG COUPLING STAGE

A2
CS1

B2

FUSELAGE MODULARIZATION

JIG STAGE C

CS1

Top skin and spine structure Coupling jig stage-CS1 (Structure

assy.)

C1

C1 Stage Build context

Preferred Rotatable jig with access for assembly and equipping
Str. Elements with top skin and spine structural interface only

FUSELAGE MODULARIZATION

JIG STAGE D
Top frame CFC
D1
doublers

Stage- D1 Build context

Structural assy. related to baffle top frame interface only

FUSELAGE MODULARIZATION

JIG COUPLING STAGE

C1
CS2

D1

FUSELAGE MODULARIZATION

JIG STAGE C
CS2
C1

Stage- C1 Build context

Structural assy. related to baffle top frame assembly with top skin (clips, angles as relevant)
Pipe line connectors installable at this stage based on feasibility

FUSELAGE MODULARIZATION

JIG STAGE C
C2

Stage- C2 Build context

baffle frame assembly limited to top skin interfaces only
Pipe line connectors installable at this stage based on feasibility

FUSELAGE MODULARIZATION

JIG STAGE C
C3

Image of fuel system lines and baffle frames

Stage- C3 Build context

spine ,top skin and baffle frame structural assembly (input)
limited equipping of pipe lines of fuel system as feasible
equipping stage wise???

FUSELAGE MODULARIZATION

JIG STAGE C
C4

Stage- C4 Build context

spine ,top skin and baffle frame structural assembly (input)
limited equipping of pipe lines of ECS ,fuel system on spine structure as feasible

FUSELAGE MODULARIZATION

# 21

JIG STAGE E
E1

Inboard
duct wall

F1 tank structural build

duct floor

Stage- E1 Build context

F1 tank internal structure build only . external interface not to be done at this stage.

FUSELAGE MODULARIZATION

# 21

JIG STAGE E

Inboard
duct wall

E2

Stage- E2 Build context

duct bottom skin /

inboard wall assy.

F1 tank internal structure build only . Bottom duct skin with tank bot. assembly
merits : Full access for rivetting /sealing.

FUSELAGE MODULARIZATION

duct skin
splice

JIG STAGE E
duct skin

E3

Stage- E3 Build context

F1 tank internal structure build only . Duct skin and splice assembly.
limited equipping of fuel system units/lines inside tank

FUSELAGE MODULARIZATION

JIG STAGE F

Shear wall structure

duct skin

F1

shear wall assy.

Stage- F1 Build context

shear wall local build preparation for F1 tank interface.

FUSELAGE MODULARIZATION

JIG COUPLING STAGE

E3

CS3

F1

Stage- CS3 Coupling context

F1 tank and bot. shear wall structure assembly as relevant
*** jig design should provide adequate support to installed structure at all sub-stages

JIG STAGE F

F2

Stage- F
STAGE F is coupling stage CS3
Side frames assembly in sta #21 sta #26 bay except #23 side

FUSELAGE MODULARIZATION

FUSELAGE MODULARIZATION

Modular sub-jig and coupling stage matrix in centre fuselage

JIG STAGES

A1

B1

C1

D1

E1

F1

A2

B2

C2

E2

C3

E3

C4
JIG
STRUCTURAL
COUPLING
STAGES

CS1

CS2

JIG STRUCTURAL
FUEL SEALING
STAGES
JIG
EQUIPPING
STAGES
INSPECTION /
TEST

CS3

E2
C3
C4

J .

FUSELAGE MODULARIZATION

ASPECTS TO BE CONSIDERED

Manufacturing and assembly shop vetting of the

build
Tool design considerations
Understanding of Build issues in LCA production
context
Feasibility studies
Extent of modularisation (Phased approach?)
Risk mitigation
Trade-off studies (wt. penalty vs producability)
Joint team of Design ,mfr and assembly engineers to
validate and approve at each stages

Grommet for composite hole protection

Composite to Metal Fastening

Installs bushings in the metal and
composite at the same time with
tailored relative expansion levels.
Improves the fatigue life of the metal
structure.
Enables structures to be linereamed without disassembly.
Prevents burrs in parent material.
Provides for simple rework if hole is
drilled oversize or off position.
Supports alignment tolerance.
Accommodates thermal mis-match
of materials

Benefits of Grommet
Initial clearance fit of grommet:
Ease of installation
Prevents installation damage
Installation without adhesives or sealants:
Significant installation labor savings
Reliable, better process control
No messy compounds or cure procedures
Assured grommet concentricity in hole

Benefits of Grommet
Quality installation:
Consistent fit
Can be used in a wide range of composites
Improved damage tolerance:
No fastener installation and removal damage
Better galvanic compatibility
Enhanced resistance to lightning strike damage
Protects the hole geometry under compressive
loads

ACKNOWLEGEMENT

T.C.Subbareddy Scientist E ADA

D.Dinakaran DGM(Wing) , ARDC
Vasu Dev, HOFG(SD), ARDC

Thank You

References
1. Assembly Automation and Product Design
G. Boothroyd, Marcell Dekker, Inc. 1992
2. Product Design for Manufacture and Assembly
G. Boothroyd and P. Dewhurst, Boothroyd Dewhurst, Inc. 1989
Marcell Dekker, Inc. 1994
3. Design and Analysis of Manufacturing Systems
Prof. Rajan Suri University of Wisconsin 1995
4. Product Design for Assembly: The Methodology Applied
G. Lewis and H. Connelly
5. Simultaneous Engineering Study of Phase II Injector Assembly line
Giddings & Lewis 1997
6. Design for Manufacturing Society of Manufacturing Engineers,
(VIDEO)

Key DFMA Principles

Minimize Part Count
Standardize Parts and Materials
Create Modular Assemblies
Design for Efficient Joining
Minimize Reorientation of parts during Assembly

and/or Machining
Simplify and Reduce the number of Manufacturing

Operations
Specify Acceptable surface Finishes for

functionality