Boeing 737MAX

The result is a low‑weight, high-performance engine that is optimized for the 737 MAX.
Thrust ratings on the 737 MAX are about 1,000 pounds (lbs) (454 kilograms [kg]) higher than the same ratings on the Next‑Generation 737 and range between 20,000 lbs (9,072 kg) to 28,000 lbs
(12,701 kg).

Boeing in February first brought online new 50-ton robotic machines to drill the upper and lower skins of the 737 wings and fasten them to strengthening stringers. Boeing will slowly transition fully to the automated system in 2016, but is using the new advanced production technology on its 737 Max from the assembly of its first unit.

The 22-foot tall machines, which translate down the length of the wing skins, drill 18,000 holes for each set of wing skins per plane that were once drilled by hand and notoriously hard on the body of its machinists.

“This is now showing us the future of what this facility is going to become,” said Mr. Leverkuhn.

Eight machines will drill 36,000 holes each manufacturing day to support building 42 airplanes a month. Boeing will eventually automate 90% of the wing assembly process, up from 70% at present.

PHOTOS: @SpiritAero celebrates first fuselage completion to @BoeingAirplanes on the #737MAX program pic.twitter.com/Hqd8ZMF7BN

— Spirit AeroSystems (@SpiritAero) 13 Août 2015

The problems stem from the inner wall of the thrust reverser, which is made from an exotic titanium honeycomb to save weight, fit the available space and withstand the high temperatures of the engine, which is made by CFM International, a joint venture between General Electric Co. and Safran SA.

“We are really having to muscle through that one…but as with a lot of new technology we’re finding that we’re having to really stabilize the process,” Keith Leverkuhn, vice president and general manager of the 737 Max program, said in a recent interview.

“Nothing’s happening as fast as I would like in general,” he said, adding that GKN is “applying all the necessary expertise from across their enterprise” to make it work.

Signs of trouble with the inner wall structure have been brewing for some time. According to a September 2014 regulatory filing, Spirit AeroSystems Holdings Inc., which makes the 737 engine thrust reverser, transferred responsibility for working with GKN on the inner wall back to Boeing.

“We’ve got a lot of attention on it,” said Scott Fancher, Boeing’s vice president of airplane development, adding that increased oversight is needed for new technology. “Titanium is famous for being challenging from a producibility standpoint.”

Boeing said the component doesn't threaten its ability to fly in early 2016 and certify the jet with regulators in 2017. Mr. Leverkuhn said the company has done a “done tremendous amount of work” to be ready for its production ramp-up.

The senior supplier executive noted the first walls produced for testing the new CFM International engines were “able to make it to the specification, but it was very time-consuming.”

Paul a écrit:Boeing annoncerait bientôt une usine en Chine pour l'aménagement intérieur et la livraison de 737

http://aviationweek.com/commercial-aviation/boeing-closes-china-737-facility-deal