曝光臺 注意防騙 網曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

drive to eliminate waste (muda) from the
manufacturing process is supported by
various technology investments including:
process automation, worldwide inventory
and tracking systems, supplier integration
systems, worldwide design platforms and
virtual training systems that cross
language barriers.
By Padraig G. Moloney & Qiang Zeng, April 21st 2005
The commoditization and globalization of international
communications and logistics has allowed small and medium
size enterprises (SME) to afford truly global operational
“footprints”.
■ MicroPort Medical Co. Ltd. has based its advanced technology R&D
and production facilities in Pudong Shanghai where it manufactures
drug-eluting stents, stent-grafts, and catheters for the domestic and
world market.
■ It bases its specialists in marketing, regulatory and clinical affairs at its
International Office in The Netherlands.
■ Despite only beginning operations in 2002, MicroPort has utilized
commoditized communications and logistics systems to its advantage
and has a growing distributor and sales organization in developing
markets such as Latin America.
*Adapted from:The Toyota Way: 14 Management Principles From The World's Greatest Manufacturer by Jeffrey Liker
Role of Technology in Global Business
Product Lifecycle Management
(PLM) processes and software
can manage the entire “life-cycle”
of a product, from concept and
design to production, marketing
and even recycling. It allows old
and new components to fit,
reduces prototyping costs,
decrease time-to-market for new
products, less waste, improved
product quality and faster
turnaround of marketing
materials.* * Addapted from http://www.economist.com/displaystory.cfm?story_id=4368176
■ 787: Boeing and its partners
design parts concurrently and
virtually "assemble" them.
■ Rolls Royce Trent: PLM
facilitated around-the-clock
development by engineering
teams in Britain, India and
America of the Trent 900
engine for the Airbus A380.
(SM1) 1-1
Low-Cost Composite Materials and Structures for
Aircraft Applications
Dr. Ravi B. Deo
Northrop Grumman Corporation
Air Combat Systems, 9L10/W5
1 Hornet Way
El Segundo, CA 90245, USA
Dr. James H. Starnes, Jr.
Mail Stop 190
NASA Langley Research Center
Hampton, VA 23681, USA
Richard C. Holzwarth
AFRL/VASD, B45 Rm 118
2130 Eighth St Suite 1
WPAFB OH 45433-7542, USA
Abstract
A survey of current applications of composite materials and structures in military, transport and
General Aviation aircraft is resented to assess the maturity of composites technology, and the
payoffs realized. The results of the survey show that performance requirements and the potential
to reduce life cycle costs for military aircraft and direct operating costs for transport aircraft are
the main reasons for the selection of composite materials for current aircraft applications. Initial
acquisition costs of composite airframe components are affected by high material costs and
complex certification tests which appear to discourage the widespread use of composite materials
for aircraft applications. Material suppliers have performed very well to date in developing resin
matrix and fiber systems for improved mechanical, durability and damage tolerance performance.
The next challenge for material suppliers is to reduce material costs and to develop materials that
are suitable for simplified and inexpensive manufacturing processes. The focus of airframe
manufacturers should be on the development of structural designs that reduce assembly costs by
the use of large-scale integration of airframe components with unitized structures and
manufacturing processes that minimize excessive manual labor.
Introduction
The application of high performance composite materials to military aircraft can be traced back
almost three decades to the F-14 (US Navy) and F-15 (US Air Force) fighters, which use
boron/epoxy skins in their empennages. Since then the use of composite materials in military and
transport aircraft has increased. Initial applications of composite materials to aircraft structures
were in secondary structures such as fairings, small doors and control surfaces. As the
technology matured, the use of composite materials for primary structures such as wings and
fuselages has increased. A comprehensive list of current aircraft with a significant use of
composite materials in the airframe is shown in Figure 1. As indicated in Reference 1, the
aircraft industry chooses to use composite materials not only to reduce weight, but also because
　
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