____________________________________________________
Press Release | Presseinformation | Communiqué de presse | Communicado de prensa | Comunicato stampa | Пресс-релиз | Imprensa | Persbericht | Notatka prasowa
█ Aviation industry: Laser melting with metals (LaserCUSING)
Expert panel:
Prof. Dr.-Ing. Claus Emmelmann, CEO, Laser Zentrum Nord GmbH, Hamburg
Frank Herzog, CEO, Concept Laser GmbH, Lichtenfels
Peter Sander, Head of Emerging Technologies & Concepts, Airbus, Hamburg
Laser melting with metals in Aircraft manufacturing: 3D printing enables "bionic" aircraft designs
A component used in the Airbus A350 XWB was a finalist in the running for the "2014 German Industry Innovation Award"
A first: the first titanium component produced using 3D printing onboard the Airbus A350 XWB
Interview 08-2014 Volume: Words: 4.185 | Letters: 23.475
document.doc Page 1 of 23
____________________________________________________
Press Release | Presseinformation | Communiqué de presse | Communicado de prensa | Comunicato stampa | Пресс-релиз | Imprensa | Persbericht | Notatka prasowa
Lichtenfels, August 20, 2014: Laser melting with metals gains importance in aircraft manufacturing: quicker throughput times, more cost-effective components and heretofore unimaginable freedom of design are often-cited advantages of this technology. However, a range of new benefits are now becoming apparent, such as lightweight construction, bionics and a new approach to design. A bracket connector used in the Airbus A350 XWB was honored as a finalist in the running for the "2014 German Industry Innovation Award."
Previously the component was a milled part made of aluminum (Al); now it is a printed
part made of titanium (Ti). Naturally it is significantly lighter than it used to be. But what
does the change in manufacturing strategy mean for aircraft manufacturing in the future,
in terms of prospects and technology? It should also be mentioned that industry insiders
expect global aircraft manufacturing capacity to double over the next 20 years. We
spoke with the project partners:
Editor: Recently we have been hearing about "composite aircraft" and now additive
manufacturing technologies, such as laser melting with metals and laser sintering of
polymers, are being employed in aircraft manufacturing. How does this change the
design of structural elements used in aircraft?
Peter Sander: Our primary objective is to reduce weight. This approach helps our
customers, the airlines, operate their aircraft more economically. Additive layer
manufacturing or laser melting with metals, also known simply as 3D printing, allows us
to design completely new structures. They are actually more than 30% lighter than
conventional designs realized using casting or milling processes. Another factor is that
we can proceed directly from 3D designs to the printer, that is, the laser melting system.
Interview 08-2014 Volume: Words: 4.185 | Letters: 23.475
document.doc Page 2 of 23
____________________________________________________
Press Release | Presseinformation | Communiqué de presse | Communicado de prensa | Comunicato stampa | Пресс-релиз | Imprensa | Persbericht | Notatka prasowa
Usually tools are required to manufacture aircraft parts – this is now no longer the case
for us. This saves money and shortens the time until the component is available for use
by up to 75%. To cite an impressive statistic: previously we budgeted around six months
to develop a component – now, it's down to one month.
Claus Emmelmann: The advantages for structural elements used in aircraft are
obvious. The high degree of geometrical freedom of design enables more effective
lightweight construction solutions compared to conventional approaches. For the
brackets we're currently focusing on, this means a considerable weight reduction, which
in turn translates into lower fuel consumption and the potential to increase the load
capacity of aircraft. These represent important steps toward more sustainable solutions.
Editor: How does the additive process change project processes?
Claus Emmelmann: That's a good question, since it's not only the weight of the
component that has changed. Project processes can also benefit from the
characteristics of laser additive manufacturing. Since tools are not required in the
process, it's now possible at an early stage to produce functional samples of
components that are very close to being ready for series production without incurring the
high cost of tools or other pre-production expenses. This means that sources of error
can be identified in the early stages of the design process, which allows for optimization
of processes within the project as a whole.
Editor: What are some of the effects that result from transitioning from milled or cast
components to printed components?
Interview 08-2014 Volume: Words: 4.185 | Letters: 23.475
document.doc Page 3 of 23
____________________________________________________
Press Release | Presseinformation | Communiqué de presse | Communicado de prensa | Comunicato stampa | Пресс-релиз | Imprensa | Persbericht | Notatka prasowa
Peter Sander: Milling of aircraft parts in particular results in up to 95% recyclable waste.
With laser melting, we produce components with "near-final contours," which are
associated with waste of only around 5%. This makes the process especially attractive
when valuable and expensive aircraft materials, such as titanium, are being used.
Compared to casting, we have the additional advantage of not requiring any foundry
tools. This is tangibly reflected in saved time and improved cost structures. Furthermore,
additional safety considerations are associated with cast parts, such as cavities. Last
but not least, they are heavier than printed components.
Frank Herzog: In addition to reduced resource consumption, the freedom of design
enjoyed by aircraft engineers is also quite attractive. The ability to economically keep
component density under control and determine the microstructure quality are additional
aspects. Another fundamental quality feature is the ability to define the force distribution
within the component, which is often impossible with conventional parts or is
considerably more difficult to achieve. This is an important argument when it comes to
safety-related components. Our QM modules integrated into the system technology
allows users to take advantage of real-time, inline quality control. Process mapping is a
key tool for ensuring quality. This makes reverse engineering possible and serves to
seamlessly document the process. Let's also consider the environmental aspects.
Reduced energy and resource consumption are features of the laser melting process.
LaserCUSING is a green technology and improves the often discussed environmental
footprint of production.
Claus Emmelmann: The process generally results in positive effects for manufacturing
costs for small to medium-sized unit quantities. For instance, the comparatively higher
relative investment costs for casting molds are eliminated, as well as any costs for tools
that may be required. Furthermore, laser additive manufacturing offers greater freedom
Interview 08-2014 Volume: Words: 4.185 | Letters: 23.475
document.doc Page 4 of 23
____________________________________________________
Press Release | Presseinformation | Communiqué de presse | Communicado de prensa | Comunicato stampa | Пресс-релиз | Imprensa | Persbericht | Notatka prasowa
of design, since undercuts and interior channels, e.g. for cooling, can be implemented
during manufacturing. Previously unimaginable geometries can be combined with
functionalities. Moreover, the material properties are slightly different. Materials
produced using laser additive manufacturing have greater rigidity while at the same
time, less ductility; this can be enhanced with the right heat treatment, however.
Editor: What potential applications do 3D printing techniques offer for aircraft
manufacturing and structural elements used in aircraft?
Peter Sander: Two areas need to be considered in this connection: process
optimization, on one hand and product design, on the other. For us, process
optimization means that we no longer require any foundry, injection molding or pre-
production tools. We can print components directly from the 3D design system. This
reduces our throughput time by up to 75%, with considerably lower one-off expenses.
It's easy to imagine how attractive this is for us, especially for series with few and very
few units. Lot size considerations are more significant in aircraft manufacturing than for
high-volume production, as is familiar in the automotive and consumer sectors. For
example, we installed several tons of test equipment in the first test aircraft. This
required thousands of Flight Test Installation (FTI) brackets, to be produced in very
small unit quantities. Spare parts are an additional, exciting area. In the future we will be
able to manufacture them close to where they're needed, without tools and on an "on
demand" basis – instead of having to finance large warehouses to store rarely needed
spare parts all around the world. This reduces capital commitment while providing huge
flexibility. And now, regarding the second point, component or product design: since with
laser melting we can manufacture very fine – even bone-like – porous structures, the
aircraft parts of the future will look "bionic." Nature has optimized functional and
lightweight construction principles over millions of years, minimizing the amount of
Interview 08-2014 Volume: Words: 4.185 | Letters: 23.475
document.doc Page 5 of 23
____________________________________________________
Press Release | Presseinformation | Communiqué de presse | Communicado de prensa | Comunicato stampa | Пресс-релиз | Imprensa | Persbericht | Notatka prasowa
resources required in clever ways. We are currently investigating and analyzing these
solutions found in nature with regard to their applicability. Initial prototypes indicate great
potential in this approach. The process is expected to launch a sort of paradigm shift in
design and production.
Frank Herzog: From the perspective of system manufacturers and process developers,
the process enables users to significantly augment productivity while offering numerous
options for automation. The size of components has also been significantly increased
thanks to the qualification of the 1000W laser technology. The use of multiple lasers will
play a role in the future. By relying on "intelligent exposure strategies," the laser can
apply layers to a component in a strategic manner in order to produce custom
characteristics in terms of structure, rigidity and surface quality. The quality and speed in
this area offer considerable potential to aircraft manufacturers.
Editor: In terms of lightweight construction and bionics, the weight reduction appears to
be a clear advantage. Nevertheless, at what point does the technology reach its limits
for safety-relevant components?
Peter Sander: Generally speaking, there are no compromises in aircraft construction,
since safety is the prime concern. Especially when one considers that our products
remain in the skies for up to 30 years. When it comes to metals in aircraft construction,
welding is the most common process. Aircraft manufacturers have long been familiar
with it. From experience, we know how welded components must be handled to satisfy
the high safety requirements. However, we still have to learn how best to take
advantage of implementing the new geometrical freedom in component design. Toward
that end, we will have to perform many structural tests and trials over the coming years.
The result will be a novel "bionic" aircraft design, I'm sure of it.
Interview 08-2014 Volume: Words: 4.185 | Letters: 23.475
document.doc Page 6 of 23
____________________________________________________
Press Release | Presseinformation | Communiqué de presse | Communicado de prensa | Comunicato stampa | Пресс-релиз | Imprensa | Persbericht | Notatka prasowa
Claus Emmelmann: Currently, certain limits are definitely reached in terms of
compromises in surface quality. These are comparable to those evident in cast
components, however. These phenomena result in considerably reduced fatigue
strength, especially with titanium. Yet precisely this parameter is essential for structural
components in aircraft manufacturing, which are exposed to high stress. Nevertheless,
downstream surface treatments, such as those using microwave radiation, can
significantly increase fatigue strength when combined with proper heat treatment.
Ultimately, values comparable to those of rolled material can be achieved when
necessary.
Editor: What physical loads or stresses are aircraft exposed to?
Peter Sander: In addition to basic static stresses, aircraft are exposed to extreme
temperature fluctuations during ground and flight operations, for example. The most
significant, however, are the permanent loads that demand the maximum from the
affected parts. These include takeoffs and landings, as well as flight operation with
permanent turbulence which can lead to several meters of deflection at the wing tips. In
short, aircraft are exposed to stresses that can be extreme in nature, and which must
always be withstood.
Claus Emmelmann: I would like to add something. While aircraft are indeed exposed to
a wide range of extremely complex load spectrums, only static loads are relevant when
it comes to designing support structures, such as brackets. This facilitates
implementation of this technology, which is still in its infancy, in aircraft manufacturing.
Interview 08-2014 Volume: Words: 4.185 | Letters: 23.475
document.doc Page 7 of 23
____________________________________________________
Press Release | Presseinformation | Communiqué de presse | Communicado de prensa | Comunicato stampa | Пресс-релиз | Imprensa | Persbericht | Notatka prasowa
Editor: What methods or instruments do you use to monitor and/or validate processes
with the LaserCUSING?
Peter Sander: As an aircraft manufacturer, monitoring during the component's
construction phase is one of the most important aspects for industrial applications. In
practice, the "Inline Process Monitoring" provided by the QMmeltpool QM Module from
Concept Laser means that the system uses a camera and photo diode to monitor the
process within a very small area of 1x1 mm². The process is then documented.
Frank Herzog: Mr. Sander has referred to a very important aspect here. QMmeltpool,
QMcoating, QMpowder and QMlaser modules are the fundamental instruments we rely
on for active quality assurance while the component is being manufactured. They
measure laser output, the melt bath, the layer structure of the metal powder and monitor
and document the entire manufacturing process seamlessly. An additional aspect is the
capability to work in a closed system, which guarantees that the process remains free of
particles and contamination. The decisive factor is that all disruptive influences that
could negatively influence the process can be eliminated. It's accurate to call this a
regulated manufacturing process that provides repetition accuracy and process
reliability. As mechanical engineers and system manufacturers, our task is to deliver
seamless validation of the systems and peripherals.
Claus Emmelmann: We use the QMmeltpool and QMatmosphere quality management
software in our M2 cusing system from Concept Laser. This now enables us to monitor
and document key data, such as laser parameters, melt pool parameters, as well as the
composition of the inert gas atmosphere. This effectively eliminates disruptions due to
contamination. Furthermore, as part of a research project we are developing our own
quality management concept based on optical coherence tomography.
Interview 08-2014 Volume: Words: 4.185 | Letters: 23.475
document.doc Page 8 of 23
____________________________________________________
Press Release | Presseinformation | Communiqué de presse | Communicado de prensa | Comunicato stampa | Пресс-релиз | Imprensa | Persbericht | Notatka prasowa
Editor: Can you describe the approaches to quality management in more detail?
Frank Herzog: We are constantly improving our Quality Management Modules, "QM
Modules" for short, in order to set the standard in terms of prediction quality and
operability, as well as influencing the ongoing construction process. There are currently
25 development engineers working in the laboratory at our new development center,
where they analyze the microstructures of components, and test for rigidity and density
distribution. They use microscopy to understand what is happening at the atomic level.
Materials expertise is an essential tool to offer users security and safety. As a pioneer in
this technology, we have decisively improved the quality of technology over the past 15
years. Penetration of the aviation, aerospace and medical technology industries has
only been possible thanks to such improvements. Application-specific approvals
represent additional quality features that we are working on in a strategic manner.
Editor: Does the additive manufacturing approach change the thinking around design in
aircraft manufacturing? If yes, how is this evident?
Peter Sander: To me, the "freedom of design" stands out: the degree of design freedom
with which we can determine the force distribution in the component with great precision
at the Laser Zentrum Nord thanks to CAD design. The next generation of aircraft
engineers will understand 3D printing and all the opportunities it brings in greater depth.
Thinking around design and production is currently changing. I would also call it a
paradigm shift, as Mr. Sander has already indicated. We should also remember that
resistance to new things is only slowly overcome. Our production engineers are
currently well-trained in casting and milling, so we need new insight and experience.
Last but not least, some advocacy work has to be done in the form of practical examples
Interview 08-2014 Volume: Words: 4.185 | Letters: 23.475
document.doc Page 9 of 23
____________________________________________________
Press Release | Presseinformation | Communiqué de presse | Communicado de prensa | Comunicato stampa | Пресс-релиз | Imprensa | Persbericht | Notatka prasowa
we can point to in aircraft manufacturing. In general, laser melting technology is capable
of developing safety-related components that are even better, lighter and more durable
than the components available today.
Claus Emmelmann: Within the scope of various projects already completed for Airbus,
we have been able to determine that the opportunities presented by laser additive
manufacturing have fundamentally led to new ways of thinking and lightweight
construction solutions. Especially with regard to structurally optimized components,
which generally have a high degree of geometrical complexity, it is possible to
implement the form in a very direct way to achieve a high degree of lightweight
construction. In the past, compromises with lightweight construction have been
necessary due to the restrictions of conventional manufacturing – restrictions we are
now able to elegantly avoid.
Editor: Spare parts for civil aviation aircraft are considered cost-intensive and a
logistical challenge due to their long lifecycles. Spare parts experts have to meet the
challenges of global availability, warehouse stock, lifecycle and time pressure. How can
additive manufacturing improve this situation?
Peter Sander: Since February of this year, Air Transat in Montreal has been flying with
the first spare part printed and delivered by Airbus. The former manufacturer of the
injection-molded part for a Cabin Attendant Seat in an A300/310 was no longer
available; the tools had been scrapped. At that time, the question we faced was whether
to invest in new tools, at a cost of US 36,000, or to take advantage of 3D printing. By
using the laser melting process, we were able to offer the part at a cheaper price from
the outset, without tool costs. As a result, we no longer store hundreds of parts in
warehouses, but instead, going forward we will operate decentralized spare parts
Interview 08-2014 Volume: Words: 4.185 | Letters: 23.475
document.doc Page 10 of 23
____________________________________________________
Press Release | Presseinformation | Communiqué de presse | Communicado de prensa | Comunicato stampa | Пресс-релиз | Imprensa | Persbericht | Notatka prasowa
printing centers and only manufacture plastic spare parts when they are requested. A
similar strategy is being pursued for metal components.
Frank Herzog: The example given by Mr. Sander is analogous to the situation for laser
melting with metals. Additive manufacturing is generally characterized by various
aspects: decentralized, rapid turnaround, quick time from implementation to the finished
component. It allows for lower logistics and warehousing costs. It uses fewer resources
than conventional manufacturing methods, which makes it a green technology. Even
production-on-demand is possible, as was discussed. We also have to consider the
small lot sizes common in aircraft manufacturing, which are another factor in favor of an
additive process. With regard to the safety aspects of components, engineers are
discovering that 3D printing offers many answers to problems posed by force
absorption, the required durability, high quality standards and bionic design.
Claus Emmelmann: I also regard supplying spare parts for aircraft construction as a
high-potential area. It will be possible to hugely improve materials and warehousing
costs. I would say that the decentralized factor addressed by Mr. Herzog is the real key
advantage. In case of a component failure, the spare part can be produced directly
where it is needed. This minimizes transport distances and above all, delivery times,
leading to shortened aircraft overhaul times.
Editor: What is the perspective of aircraft manufacturers on resource protection and
green technologies?
Claus Emmelmann: I can only underscore the importance of those topics. In
conventional manufacturing using milling processes, the blanks are produced from plate
material. In extreme cases, this can produce up to 95 % recyclable waste. In laser
Interview 08-2014 Volume: Words: 4.185 | Letters: 23.475
document.doc Page 11 of 23
____________________________________________________
Press Release | Presseinformation | Communiqué de presse | Communicado de prensa | Comunicato stampa | Пресс-релиз | Imprensa | Persbericht | Notatka prasowa
melting, the process produces parts with near-final contours, which means we only
produce around 5 % waste. But even this waste can be reused after undergoing a
screen sorting process. In aircraft manufacturing, we work with the "buy to fly" ratio, and
90 % is a fantastic figure. Naturally, this figure is also reflected in the energy balance
sheet.
Editor: What general changes have 3D strategies produced in aircraft manufacturing, in
your opinion?
Peter Sander: Initial studies show that the number of manufacturing steps necessary
has been cut in half, since the process yields blanks with near-final contours. Welded
components composed of multiple parts are also attractive, as they can now be
manufactured "in a single process" without welding equipment. Additive 3D printing is
enabling new, more rapid speeds for component development and the construction
process, drastically shortening previous development timelines. The cost structure of
our projects is also changing significantly. The new approach has also allowed
lightweight construction to develop further. And it is leading to new design perspectives,
which will be evident in the different geometries used.
Claus Emmelmann: Since we do not require any special tools or clamps for the
additive manufacturing process, we can produce the component directly from the 3D
CAD data. This time factor ensures that in many cases we can work considerably faster
than with conventional manufacturing processes. Speaking of production costs: if the
direct cost of manufacturing a milled component is compared with the cost of
manufacturing the same component using laser additive manufacturing, the additive
process is usually found to be less cost-effective. However, when the components are
redesigned and improved thanks to the new design possibilities, e.g. by making them
Interview 08-2014 Volume: Words: 4.185 | Letters: 23.475
document.doc Page 12 of 23
____________________________________________________
Press Release | Presseinformation | Communiqué de presse | Communicado de prensa | Comunicato stampa | Пресс-релиз | Imprensa | Persbericht | Notatka prasowa
lighter or with higher functional performance characteristics, there are already many
examples of circumstances in which the use of additive manufacturing processes offers
cost advantages.
Editor: What opportunities do you see for integrating various functions, such as cooling
functions, into the components of the future?
Peter Sander: Similar to aircraft structures, we are currently rethinking the entirety of
aircraft systems. We are facing a new continent of opportunities and options, so to
speak. We need maps of the unknown terrain before us, as it were; in other words,
experience and production strategies. We already have all of that for conventional
processes. But here we are entering new territory, one with fascinating opportunities on
the horizon. Initial prototypes produced in our development work show significant
potential in terms of reducing costs and weight. Functional integration is one of the
possible new options. I am convinced that we will make good progress toward producing
safety-related components in better and more cost-effective ways.
Frank Herzog: Laser melting is synonymous with functional integration and added
value. Added value is evident in superior component quality. Close contour cooling in
tool construction for injection molding is one such application that we've initiated over
the past decade. In aviation, these cooled elements can be used for electronic systems
or hydraulic components. In terms of aircraft design, future components can strategically
accommodate the force vectors.
Claus Emmelmann: The capability of producing entire assemblies as a single piece
and of integrating additional functions into a component are among the major
advantages of laser additive manufacturing. Laser additive manufacturing will therefore
Interview 08-2014 Volume: Words: 4.185 | Letters: 23.475
document.doc Page 13 of 23
____________________________________________________
Press Release | Presseinformation | Communiqué de presse | Communicado de prensa | Comunicato stampa | Пресс-релиз | Imprensa | Persbericht | Notatka prasowa
continue to increase in importance, especially in areas in which we exploit the geometric
freedom of design and functional integration capability. Yet the options enabled by this
freedom of design should be taken into account early on in the design process in order
to differentiate it from conventional production strategies. Currently design and
development often fail due to lack of knowledge of the capabilities of this production
process on the part of engineers and production experts.
Editor: Aircraft manufacturing is characterized by very long lifecycles and comparatively
low batch sizes. What effects does this have on additive manufacturing strategies?
Claus Emmelmann: The comparatively small unit quantities involved in aircraft
manufacturing favor laser additive manufacturing techniques. The additive
manufacturing process does not allow us to take advantage of any economies of scale,
as is the case for other production methods. In concrete terms, this means that the unit
costs change only very slightly as production volume increases. Conversely,
conventional production methods, such as pressure casting, are more cost-efficient for
producing large unit quantities.
Frank Herzog: I agree. The lot size aspect, along with safety considerations and
durability constitute a special profile of requirements for aircraft manufacturing. The
strengths of laser melting also lie here: no tools required, production-on-demand, rapid,
cost-effective, high quality.
Peter Sander: Let's consider two aspects, namely quality, which is ensured through
inline process monitoring, as well as geometrical freedom, which is achieved through
being able to dispense with the aids that form the contours of parts; these make aircraft
Interview 08-2014 Volume: Words: 4.185 | Letters: 23.475
document.doc Page 14 of 23
____________________________________________________
Press Release | Presseinformation | Communiqué de presse | Communicado de prensa | Comunicato stampa | Пресс-релиз | Imprensa | Persbericht | Notatka prasowa
components produced using 3D printing with metals better, lighter, more rapidly
available and most importantly, safer – not to mention the cost advantages.
Editor: Critics say that the restrictions in terms of assembly space size curtail the
opportunities. On the other hand, proponents say that conventional assembly and
joining techniques mean that this in and of itself is not a real limitation. How do you
assess this discussion?
Peter Sander: Only the future will tell. Yet one thing is already clear to us at this early
stage: the material in question can be welded. This opens up the possibility of welding
together various components, which in turn means that joining techniques will be
employed to good effect.
Frank Herzog: I would agree, as this topic is still in flux. In the past, we have managed
to increase the assembly space by up to 700 %. Laser output has been increased to
1000 W while the assembly speed for aluminum parts has been accelerated by a factor
of 10 to 15, to cite only a few key figures. In my view, which is shared by many users,
this represents fantastic progress. With very large components, the internal stresses in
the part increase due to the nature of the process. This tendency to warp sets certain
limits. Ultimately it's not the assembly spaces that set the limits, but rather the task is to
explore the physical limits. The limits can be expanded further with an intelligent joining
technique, I'm convinced of it. In this sense, assembly techniques could play an
important role for large components that are to be manufactured cost-effectively. This
makes it possible to develop components with large volumes and extremely long
components that extend beyond the assembly space sizes offered by laser melting
systems themselves.
Interview 08-2014 Volume: Words: 4.185 | Letters: 23.475
document.doc Page 15 of 23
____________________________________________________
Press Release | Presseinformation | Communiqué de presse | Communicado de prensa | Comunicato stampa | Пресс-релиз | Imprensa | Persbericht | Notatka prasowa
Claus Emmelmann: In general, development of systems toward larger assembly
spaces is to be endorsed. Joining of individually produced substructures to form larger
components is technically possible, however this means that additional production
restrictions have to be taken into account for the component as a whole. In my view, this
restricts the design freedom of laser additive manufacturing. We should also note that
production costs are essentially determined by component production volume.
Therefore, from a cost-effectiveness standpoint, smaller components that can be
manufactured with the systems already available on the market are more worthwhile.
But that's the perspective of today; it can change in the future, of course.
Editor: What components produced using additive manufacturing are conceivable in
aircraft manufacturing over the next decade?
Peter Sander: If development continues in a similar manner, I see no technical
restrictions. The decision will then ultimately be based on cost-effectiveness and on the
industrial availability of metal powders and high-speed machines.
Claus Emmelmann: We won't be printing complete aircraft, even in ten years. But I'm
confident that in the future laser additive manufacturing will be capable of producing
increasingly larger and more complex components in a cost-effective manner. This will
be possible thanks to the rapid pace at which the system technology is being further
developed, and the increased productivity associated with such advances. I see great
potential in particular for structural components with dimensions of up to one meter, as
well as for engine components.
Reprint permitted - copy requested
Interview 08-2014 Volume: Words: 4.185 | Letters: 23.475
document.doc Page 16 of 23
____________________________________________________
Press Release | Presseinformation | Communiqué de presse | Communicado de prensa | Comunicato stampa | Пресс-релиз | Imprensa | Persbericht | Notatka prasowa
Captions █████████████████████████████████████████████
Caption 1: Cabin bracket for the Airbus A350 XWB made of Ti, manufactured using
LaserCUSING
Caption 2: Airbus A350
Caption 3: Prof. Dr.-Ing. Claus Emmelmann, Laser Zentrum Nord: "I see great potential
in particular for structural components with dimensions of up to one meter, as well as for
engine components."
Caption 4: Peter Sander, Airbus: "If development continues in a similar manner, I see no
technical restrictions. The decision will then ultimately be based on cost-effectiveness
and on the industrial availability of metal powders and high-speed machines."
Caption 5: Frank Herzog, Concept Laser: "We are constantly improving our patented
Quality Management Modules ("QM Modules") in order to set the standard in terms of
prediction quality and operability, as well as influencing the ongoing construction
process."
Caption 6: "Inline Process Monitoring" with the QMmeltpool QM module: The system
uses a camera and photo diode to monitor the process within a very small area of 1x1
mm². The process is then documented.
Interview 08-2014 Volume: Words: 4.185 | Letters: 23.475
document.doc Page 17 of 23
____________________________________________________
Press Release | Presseinformation | Communiqué de presse | Communicado de prensa | Comunicato stampa | Пресс-релиз | Imprensa | Persbericht | Notatka prasowa
Caption 7: Active quality assurance using QMmeltpool: although the human eye is
incapable of detecting defects, QMmeltpool nevertheless identifies deviations in
component quality
Caption 8: Demonstration of a series construction job with deviating QMmeltpool
signals: reducing laser output (purple line), dosing factor deviations (blue line) and
series construction job (rest of the lines – in red and green)
Caption 9: QMcoating: without QMcoating, the layer may be insufficiently coated (the
red areas indicate a lack of powder material); with the QMcoating approach, however,
the powder dosing factor is adjusted within the tolerance range
Caption 10: QMcoating: Use of QMcoating can save up to 25% of the powder quantity
required compared to manual operation (potential savings = shaded area)
Image source for images 1, 2, 4: Airbus Image source for image 3: Laser Zentrum Nord GmbHImage source for all other images: Concept Laser GmbH, Lichtenfels
Concept Laser trade fair appearances ████████████████████
TCT, Birmingham (UK) 09/30 - 10/02/2014Jimtof, Tokyo (Japan) 10/30 - 11/05/2014Euromold, Frankfurt (Germany) 11/25 - 11/28/2014
Interview 08-2014 Volume: Words: 4.185 | Letters: 23.475
document.doc Page 18 of 23
____________________________________________________
Press Release | Presseinformation | Communiqué de presse | Communicado de prensa | Comunicato stampa | Пресс-релиз | Imprensa | Persbericht | Notatka prasowa
Contact ███████████████████████████████████████████████████
Concept Laser GmbHAn der Zeil 8
D-96215 Lichtenfels
Germany
Phone +49 (0)9571.1679 - 0
Website: www.concept-laser.de
Press contacts:
Concept Laser GmbHDaniel Hund
Marketing Manager
Phone: +49 (0) 9571 1679 - 251
E-mail: [email protected]
Airbus DeutschlandAirbus Communications,
Hamburg,
Phone: +49 (0) 40 743 - 72336
LZN Laser Zentrum Nord GmbHZeynep Aldogan
Phone: +49 (0) 40 484010 - 810
E-mail: [email protected]
Interview 08-2014 Volume: Words: 4.185 | Letters: 23.475
document.doc Page 19 of 23
____________________________________________________
Press Release | Presseinformation | Communiqué de presse | Communicado de prensa | Comunicato stampa | Пресс-релиз | Imprensa | Persbericht | Notatka prasowa
Overview █████████████████████████████████
About Concept LaserConcept Laser GmbH is an independent company from Lichtenfels, Germany. Since its founding
in 2000, it has been a leading innovator in the field of laser melting with the patented
LaserCUSING® technology across many industries.
The term LaserCUSING®, a combination of the C from CONCEPT Laser and the word FUSING
(to fully melt) describes the technology: the fusing process generates components layer by layer
using 3D CAD data.
The method allows the production of complex component geometries without tools to create
parts that are difficult or even impossible to achieve through conventional manufacturing.
With the LaserCUSING® process, conformal cooling can be used to create tool inserts as well
as direct components for the jewelry, medical, dental, automotive and aerospace industries. This
applies to prototypes and series parts.
The company offers both standard systems and custom concepts for metal laser melting. With
Concept Laser, full service as an option means that customers can either purchase their own
metal laser melting systems or rely directly on service and development services.
Laser machining systems from Concept Laser process powder materials made from stainless
steel, hot work tool steels, cobalt-chromium alloy, nickel-base alloy as well as reactive powder
materials such as aluminum and titanium alloys. Precious metals such as gold or silver alloys for
jewelry making are also an option.
LaserCUSING® offers new perspectives in terms of cost and speed for efficient product
development in industries such as:
• Jewelry
Interview 08-2014 Volume: Words: 4.185 | Letters: 23.475
document.doc Page 20 of 23
____________________________________________________
Press Release | Presseinformation | Communiqué de presse | Communicado de prensa | Comunicato stampa | Пресс-релиз | Imprensa | Persbericht | Notatka prasowa
• Medical and dental technology
• Aeronautics and space industry
• Tool and mold construction
• Automotive and racing
• Mechanical engineering
The systems reduce development time and costs substantially while offering much greater
flexibility in product development.
The high quality standards, level of experience and successful track record of Concept Laser
guarantee reliable and cost-effective solutions with proven performance in daily production, with
a particular focus on unit cost reductions.
About AIRBUSAirbus is the leading commercial aircraft manufacturer offering the most modern and efficient
passenger aircraft family on the more than 100-seat market. Airbus champions innovative
technologies and offers some of the world’s most fuel efficient and quiet aircraft. In 2013,
Airbus made a turnover of 42 billion euros.
Over the last 40 years, customer focus, commercial know-how, technological leadership and
manufacturing efficiency have propelled Airbus to the forefront of the industry. Airbus – which
now spearheads the newly consolidated “Airbus Group” – today consistently captures about
half of all commercial airliner orders.
Airbus’ comprehensive product line comprises highly successful families of aircraft ranging
from 100 to more than 500 seats: the single-aisle A320 Family, including A320neo, the best-
selling aircraft in aviation history, the wide-body long-range A330 Family (including the freighter
and the A330-based MRTT), the all-new next generation A350 XWB Family and the double-
deck A380. Across all its aircraft families Airbus’ unique approach ensures that aircraft share
the highest commonality in airframes, on-board systems, cockpits and handling characteristics.
This reduces significantly operating costs for airlines.
Interview 08-2014 Volume: Words: 4.185 | Letters: 23.475
document.doc Page 21 of 23
____________________________________________________
Press Release | Presseinformation | Communiqué de presse | Communicado de prensa | Comunicato stampa | Пресс-релиз | Imprensa | Persbericht | Notatka prasowa
Dedicated to assisting airlines enhance the profitability of their fleets, Airbus also delivers a
wide range of customer services in all areas of support, tailored to the needs of individual
operators all over the world.
Airbus employs 72 000 people of which 55 000 at Airbus and 17,000 in its subsidiaries. Even
though it is headquartered in Toulouse, France, Airbus is a truly global enterprise with fully-
owned subsidiaries in the United States, China, Japan, India and in the Middle East, and spare
parts centres in Hamburg, Frankfurt, Washington, Beijing, Dubaï and Singapore. Airbus also
has training centres in Toulouse, Miami, Hamburg, Bangalore and Beijing, and more than 150
field service offices around the world. Airbus also relies on industrial co-operation and
partnerships with major companies all over the world, and a network of some 2,000 suppliers
(for the flying parts alone) in more than 20 countries.
As an industry leader, Airbus strives to be a truly eco-efficient enterprise. To that end Airbus is
the first aeronautics company in the world to have earned the ISO 14001 environmental
certification for all production sites and products for the entire life cycle. Airbus seeks to ensure
that air transport continues to be an eco-efficient means of transport, delivering economic value
while minimizing its environmental impact.
About LZN Laser Zentrum Nord GmbHIn cooperation with industry, research and policy, the LZN Laser Zentrum Nord GmbH (LZN)
was founded by the Institute of Laser and System Technologies in 2009.
The LZN represents an innovative and application-oriented technology transfer center for optical
technologies (OT) and production technologies. The basic idea of the LZN is to establish
innovative process chains built up from design to production and quality assurance. This should
promote for novel applications in the metal and plastic manufacturing for shipbuilding, aircraft
industry, automotive, machine and tool construction and medical technology. This should lead to
an economic and employment growth for companies.
Interview 08-2014 Volume: Words: 4.185 | Letters: 23.475
document.doc Page 22 of 23
____________________________________________________
Press Release | Presseinformation | Communiqué de presse | Communicado de prensa | Comunicato stampa | Пресс-релиз | Imprensa | Persbericht | Notatka prasowa
For the industrial manufacturing the use of Laser received a high priority as an outstanding OT-
tool. In addition to the state-of-the-art scoring methods such as Laser marking, Laser cutting and
Laser joining many procedures have been developed. These systems like Laser Additive Layer
Manufacturing, Laser Abliation and Laser-Remote-Welding are on the threshold of major
industrial applications. But the implementation of these procedures into marketable products is a
considerable business risk especially for small- and medium-sizes enterprises due to the
complexity of production processes and high levels of investment.
To reduce such innovation barriers, the LZN offers in the field of OT-supported production
technologies education, plant and process development, product development and research as
well as consulting.
By establishing the so-called LaserCompetenceFields (LCF) the LZN works for reducing the OT-
innovation barriers. Every LCF represents the entire process chain form the design to the
production up to the quality assurance in its particular industry. For interested companies there
is the opportunity to acquire skills in this novel production structures in order to integrate them
into their business.
These LCF’s are:
AirLAS for the aviation industry,
MedLAS for medical technology,
RoLAS for the automotive and metal sheets parts production,
ShipLAS for shipbuilding,
SynLAS for plastic processing,
ToolLAS for machine and tool construction.
For more information see:
www.lzn-hamburg.de or www.light-alliance-hh.de.
Interview 08-2014 Volume: Words: 4.185 | Letters: 23.475
document.doc Page 23 of 23
Top Related