Jetrader - Summer 2017 - 16

"It has been great to see them at so many
events," he said, "They're learning right
alongside the rest of the key players in this
sphere, and they're showing a clear commitment to understanding the technology as it
continues to develop. Their support, understanding and ability to certify AM parts are
key to its continued development."

Changing Minds
As Christodoulou said, with any change
in the status quo, there is skepticism, but
he points out that any doubts in the applicability or reliability of AM-created parts
intended specifically for aviation have been
long-since eliminated, especially regarding
cost and capabilities.
"Lifecycle is not a question mark," he
pointed out. "We have the data to support all of the products that we're putting
on our platforms, and we have multiple
products on our platforms today. In fact,
we have titanium alloys that have been
flying since 2003, which is a long time for
structural components."
Wohlers agreed, but offered a bit more
"In terms of life and lifecycle, so far we
haven't seen any downside," Wohlers added.
"There's likely even some upside, but it's
a little too early to draw that conclusion
because it's still a fairly new development
and technological advances historically
outpace the regulatory agencies."
Wohlers also added that in addition to
skepticism about AM's ability to deliver on
its myriad promises, manufacturers are also
fighting the "we've always done it this way"
mentality, which can hamper evolution,
although he conceded that in a high-risk
industry such as an aviation, caution is key.
"You have to be careful, certainly," he
allowed, "but there are a few rather large
manufacturers who are now trying to catch
up to the leaders because they weren't looking at the big picture and got stuck in the
tried-and-true methods. Those methods
work, certainly, but if you're not constantly
looking for a better way to build, you're
going to get left behind, and that's exactly
what happened."

Future Implementation
As manufacturers consider the countless factors impacting their AM strategies,
it's important to recognize that pitting
traditional manufacturing against AM is

The Airbus A350-XWB features roughly 2,700 parts created via additive manufacturing.

not an apples-to-apples comparison. There
are cost differences, especially as the supply chain continues to develop, as well
as design challenges that aren't present
in traditional methods - not to mention
the many additional barriers to obtaining
FAA certification.
"It can be a fairly complex decisionmaking process," Wohlers said. "If you're
saying 'let's take this old design and then
make it with AM,' it probably won't add
up. You won't be able to build a business
case for it because it would be far more
expensive to build it the new way versus the
old. But, if you're able to consolidate many
parts into a few parts, remove weight -
using things like polyoptimization, which
is letting mathematics decide where to put
the material to optimize the strength-toweight ratio - You come up with these
bionic-looking structures that are super
strong yet super light. Then, it starts to
make sense."
Boeing has done just that with their
approach to redesigning the environmental
control system (ECS). Wohlers pointed out
that Boeing was able to reduce a fairly
complex structure of 15-20 different parts
to a more straightforward set of two or
three parts. The new system is lighter and
simpler to manufacture.
However, Boeing's success in updating
its ECS design for an AM-centered process is largely an exception to the rule.
Redesigning a traditionally manufactured
structure to be created via AM can often
be a key limiting factor from a cost-tobenefit perspective, which is why many
manufacturers are opting to use the technology for new parts instead of looking at

16 The official publication of the International Society of Transport Aircraft Trading

currently existing structures and trying to
fit a square peg in a round hole.
However, there are circumstances in
which printing a part on demand to replace
a machined part would make sense, and
it's one that numerous manufacturers are
exploring. Christodoulou cited an example of a grounded airplane in need of an
out-of-production part that was created
on a now-defunct piece of machinery. The
ability to immediately print a part to get
that airplane back in the sky, as opposed
to waiting for someone in a different part
of the world to create a forge and then
machine that part would be, as he put it,
"worth a lot of money to you."
As barriers to entry and continued implementation evolve and are stripped away, it's
clear from the resources that manufacturers
are dedicating to AM strategies that the
approach is going to be an increasingly
larger part of the puzzle moving forward.
Each new iteration of an airplane that takes
to the skies will certainly have more parts
created by AM than its predecessor, and
manufacturers will continue to explore the
technology's uses.
"When properly implemented, AM yields
performance improvements, cost savings
and schedule acceleration," Christodoulou
said. "All those three items represent significant value propositions for the manufacturers, for the lessors and the operators
of the aircraft. To put it another way, at
Boeing we fly parts created through AM
because, quite simply, they buy their way
onto the aircraft. They make financial
sense, performance sense and schedule
sense. In fact, that's how the industry as
a whole is looking at it."


Jetrader - Summer 2017

Table of Contents for the Digital Edition of Jetrader - Summer 2017

A Message from the President
Q&A: Douglas W. Runte, CFA, Managing Director, Securitized Products & High Yield Research, Deutsche Bank
Printing the Future
Upward Bound
Q&A: Abdol Moabery, President and CEO, GA Telesis, LLC
Escalation and Hope — Reflections from ISTAT Americas 2017
Forward Facing: ISTAT Asia
Aircraft Economic Life
Aviation History
Aircraft Appraisals
ISTAT Foundation
Advertiser Index
Jetrader - Summer 2017 - Intro
Jetrader - Summer 2017 - cover1
Jetrader - Summer 2017 - cover2
Jetrader - Summer 2017 - 3
Jetrader - Summer 2017 - 4
Jetrader - Summer 2017 - A Message from the President
Jetrader - Summer 2017 - 6
Jetrader - Summer 2017 - 7
Jetrader - Summer 2017 - Calendar/News
Jetrader - Summer 2017 - 9
Jetrader - Summer 2017 - Q&A: Douglas W. Runte, CFA, Managing Director, Securitized Products & High Yield Research, Deutsche Bank
Jetrader - Summer 2017 - 11
Jetrader - Summer 2017 - 12
Jetrader - Summer 2017 - 13
Jetrader - Summer 2017 - Printing the Future
Jetrader - Summer 2017 - 15
Jetrader - Summer 2017 - 16
Jetrader - Summer 2017 - 17
Jetrader - Summer 2017 - Upward Bound
Jetrader - Summer 2017 - 19
Jetrader - Summer 2017 - 20
Jetrader - Summer 2017 - 21
Jetrader - Summer 2017 - Q&A: Abdol Moabery, President and CEO, GA Telesis, LLC
Jetrader - Summer 2017 - 23
Jetrader - Summer 2017 - 24
Jetrader - Summer 2017 - 25
Jetrader - Summer 2017 - Escalation and Hope — Reflections from ISTAT Americas 2017
Jetrader - Summer 2017 - 27
Jetrader - Summer 2017 - 28
Jetrader - Summer 2017 - 29
Jetrader - Summer 2017 - 30
Jetrader - Summer 2017 - 31
Jetrader - Summer 2017 - Forward Facing: ISTAT Asia
Jetrader - Summer 2017 - 33
Jetrader - Summer 2017 - 34
Jetrader - Summer 2017 - 35
Jetrader - Summer 2017 - 36
Jetrader - Summer 2017 - 37
Jetrader - Summer 2017 - 38
Jetrader - Summer 2017 - 39
Jetrader - Summer 2017 - Aircraft Economic Life
Jetrader - Summer 2017 - 41
Jetrader - Summer 2017 - Aviation History
Jetrader - Summer 2017 - 43
Jetrader - Summer 2017 - Aircraft Appraisals
Jetrader - Summer 2017 - 45
Jetrader - Summer 2017 - ISTAT Foundation
Jetrader - Summer 2017 - 47
Jetrader - Summer 2017 - 48
Jetrader - Summer 2017 - Advertiser Index
Jetrader - Summer 2017 -
Jetrader - Summer 2017 - cover3
Jetrader - Summer 2017 - cover4