Assembly line manufacturing and aircraft wing assembly

Abstract

To provide systems and methods for inspecting a wing panel.SOLUTION: Methods include advancing a wing panel through a Non-Destructive Inspection (NDI) station, and inspecting the wing panel with inspection heads at the NDI station. The wing panel may be suspended beneath a strongback during the inspection, e.g., by using vacuum couplers and / or adjustable-length pogos of the strongback, and the suspending may include enforcing a contour to the wing panel using the vacuum couplers and / or pogos. Other methods include receiving a wing panel at an NDI station, and inspecting a portion of the wing panel during movement through the NDI station.SELECTED DRAWING: Figure 7

Description

[Technical Field]

[0001] The present disclosure relates to the field of aircraft, and in particular to the manufacture and assembly of aircraft wings. [Background technology]

[0002] An airframe defines the mechanical structure of an aircraft. It is composed of multiple components that impart desired structural characteristics. For example, an airframe section for an aircraft wing may include multiple components mechanically coupled together (e.g., co-bonded, co-cured, or via fasteners) according to design parameters. Specifically, a wing assembly generally includes upper and lower wing panels, each including a wing skin stabilized by a series of stringers. The upper and lower wing panels sandwich a support structure composed of forward and aft spars extending along the span of the wing panels and connected together by a series of parallel ribs extending chordwise across the wing panels. As currently practiced, airframe components are manufactured and assembled in predefined cells at a manufacturing site. For example, a component may be laid up, cured, or otherwise manufactured in one cell and then transported in its entirety to a new cell where work is performed.

[0003] The abstract of EP 3726314 states: "Systems and methods for determining and correcting tool deviations by comparing two different 3D surface scans of a composite panel after curing. Such methods and systems allow for less precise fixturing after curing (e.g., holding the panel with less constraint than prior art techniques) while still maintaining a sufficient amount of accuracy for predictive shimming and shimless techniques. The methods include performing a first 3D surface scan, performing a second 3D surface scan, and comparing the two to determine a deformation function corresponding to the tool deviation. In some systems, a header structure is used to hold the composite panel in a nominal configuration for the second 3D surface scan. In some systems, a scanning device performs mirror-type scans on both sides of the composite panel using a common reference frame."

[0004] The abstract of US Patent No. 2013 / 0185918 states: "The method for manufacturing a structure includes an imaging device installation process in which a camera is installed on the rear spar to capture an image of a target hole formed in an upper panel, and a positioning process in which the upper panel and the rear spar are moved relative to each other while the image of the target hole captured by the camera and displayed on a monitor screen is aligned with a target line preset on the monitor screen, thereby positioning the relative positions."

[0005] While the manufacturing process described above is reliable, delays in the process occur when work on a particular portion of a component is completed later than planned. For example, if a portion of a wing takes longer than planned to lay up or fix, the entire wing assembly will remain in the cell until all delayed work is completed. Furthermore, after a component is moved, significant time is required to sort the component configuration. This time does not add value. Furthermore, frequent moves between cells substantially increase the amount of non-value-added time. That is, setup time is required each time a component is moved between cells (i.e., each cell used in the manufacturing process). This setup time should be minimized to improve efficiency. Current designs use automated optical inspection techniques and / or probes to inspect the position of a part along six degrees of freedom across the part's dimensions, a particularly time-consuming and expensive process.

[0006] Therefore, it would be desirable to have a method and apparatus that takes into account at least some of the above-mentioned challenges, as well as other possible challenges. Summary of the Invention

[0007] The embodiments described herein provide enhanced systems and techniques that facilitate the manufacture and assembly of aircraft wings through an assembly line. According to these embodiments, large components, such as wing panels, are pulsed or continuously moved. Separate work stations located along the assembly line perform various work tasks on the components (e.g., during pauses between pulses or while the components are continuously moved). As described in further detail below, the embodiments herein focus on assembling wing assemblies by tracking the progress of a wing panel through the assembly line, onto which other components (e.g., ribs, spars, and another wing panel) are gradually installed. In some embodiments, indexing features are formed in the component (e.g., the wing panel) for indexing the component to one or more of the work stations. In embodiments where the component is a wing panel, the indexing features are formed in over-manufactured areas of the wing panel. The over-manufactured areas are eventually trimmed away during the formation of the wing panel. The wing panel may be indexed to the work stations by these indexing features. In some embodiments, the work stations are positioned close enough together so that a wing panel, due to its size, can be in contact with multiple work stations simultaneously. For example, an assembly line may include a series of stations positioned in a process direction such that a forward portion of the wing panel, as it moves along the process direction, first encounters an inspection station (e.g., a non-destructive inspection, or NDI, station), then a cutout station, and then a rib installation station. These stations may be positioned close enough together so that, for example, when the forward portion encounters the rib installation station, the middle portion of the wing panel encounters the cutout station and the aft portion encounters the NDI station, two or more stations, or all three stations, can perform work tasks on the portion of the same wing panel within their respective stations, e.g., simultaneously or overlapping in time.This assembly technique provides technical advantages by incorporating the transport process into the assembly process and by reducing the amount of work performed on large components each time they are moved.

[0008] Some embodiments are methods of inspecting a wing panel, the method including advancing the wing panel in a process direction through a non-destructive inspection (NDI) station having one or more inspection heads and inspecting a portion of the wing panel at the NDI station using the one or more inspection heads. Some methods further include suspending the wing panel below a strongback, for example, before advancing the wing panel through the NDI station, such that the wing panel remains suspended below the strongback while advancing through the NDI station and being inspected at the NDI station. In some such methods, suspending the wing panel includes attaching a vacuum coupler of the strongback to a surface of the wing panel. Some methods further include creating a predetermined contour on the wing panel, such as during advancing the wing panel and / or NDI inspection. Some methods further include indexing the wing panel to the NDI station.

[0009] Some embodiments are methods for inspecting a wing panel, the method including receiving the wing panel at a non-destructive inspection (NDI) station having one or more inspection heads, and inspecting a portion of the wing panel at the NDI station with the one or more inspection heads while the wing panel moves through the NDI station. In some methods, the inspecting occurs while the wing panel moves in pulsed or continuous motion through the NDI station.

[0010] Some embodiments are non-transitory computer-readable media embodying instructions that, when executed by a processor, are operable to perform the methods briefly described above.

[0011] Some embodiments are systems for inspecting wing panels, the system including a track, a strongback configured to suspend a wing panel below the strongback and advance along the track in a process direction, and a non-destructive inspection (NDI) station disposed on the track and configured to inspect the wing panel while the wing panel is suspended below the strongback. In some systems, the strongback is configured to impart a predetermined contour to the wing panel via an adjustable-length pogo that includes a vacuum coupler. Some systems further include a controller configured to perform various actions, such as selectively retracting one or more vacuum couplers to enable NDI inspection of the wing panel, detecting out-of-tolerance conditions in the wing panel based on input from the NDI station, reporting the out-of-tolerance conditions for rework, controlling operation of an inspection head of the NDI station, controlling advancement of the wing panel in the process direction, and relating input from the NDI station to a position on the wing panel. In some systems, the NDI station is configured to index with the wing panel and / or the strongback from which the wing panel is suspended.

[0012] Other exemplary embodiments (e.g., methods, computer-readable media, systems, etc., related to the above-described embodiments) may be described below. The above-described features, functions, and advantages may be realized alone in various embodiments or may be combined in yet other embodiments. Further details of these embodiments may be found by reference to the following description and accompanying drawings.

[0013] Some embodiments of the present disclosure will now be described, by way of example only, with reference to the accompanying drawings, in which the same reference numerals represent the same elements or types of elements in all the drawings. [Brief explanation of the drawings]

[0014] [Figure 1] FIG. 1 is a block diagram of a layup system that, in an exemplary embodiment, applies indexing features to an over-manufactured portion of a preform that is cured into a composite part. [Figure 2A] 1 illustrates a layup mandrel waiting for layup in an exemplary embodiment. [Figure 2B] 1 illustrates an exemplary embodiment of a lay-up mandrel covered by a composite part. [Figure 3] 1 illustrates a flow diagram of a method for applying indexing features to an over-manufactured portion of a preform that is cured into a composite part in an exemplary embodiment; [Figure 4] 1 illustrates takt timing of supply lines for a composite part in an exemplary embodiment. [Figure 5A] FIG. 1 is an illustration of an assembly line for an illustrative embodiment wing; [Figure 5B] FIG. 1 is an illustration of an assembly line for an illustrative embodiment wing; [Figure 5C] FIG. 1 is an illustration of an assembly line for an illustrative embodiment wing; [Figure 5D] FIG. 1 is an illustration of an assembly line for an illustrative embodiment wing; [Figure 5E] FIG. 1 is an illustration of an assembly line for an illustrative embodiment wing; [Figure 5F] FIG. 1 is an illustration of an assembly line for an illustrative embodiment wing; [Figure 5G] FIG. 10 is an illustration of an alternative configuration of an assembly line for an illustrative embodiment wing; [Figure 6] FIG. 1 is a flow diagram illustrating a method for contouring a wing panel in an exemplary embodiment. [Figure 7] FIG. 1 is a flow diagram illustrating a method for non-destructive inspection of a wing panel in an exemplary embodiment. [Figure 8] FIG. 1 is a flow diagram illustrating a method for non-destructive inspection of a wing panel in an exemplary embodiment. [Figure 9] FIG. 1 is a flow diagram illustrating a method for installing ribs and spars on a wing panel in an exemplary embodiment. [Figure 10] FIG. 10 is a flow diagram illustrating a further method for contouring a wing panel in an exemplary embodiment. [Figure 11A] 10 illustrates the placement of ribs in an upper wing panel in an exemplary embodiment; [Figure 11B] 10 illustrates the placement of ribs in an upper wing panel in an exemplary embodiment; [Figure 11C] 10 illustrates the placement of ribs in an upper wing panel in an exemplary embodiment; [Figure 11D] 10 illustrates the placement of ribs in an upper wing panel in an exemplary embodiment; [Figure 12] FIG. 1 is a flow diagram illustrating a method for attaching ribs to an upper wing panel in an exemplary embodiment. [Figure 13] FIG. 1 is a flow diagram illustrating a method for installing ribs and spars on an upper wing panel in an exemplary embodiment. [Figure 14] FIG. 1 is a flow diagram illustrating a method for installing ribs and spars on an upper wing panel in an exemplary embodiment. [Figure 15] FIG. 1 is a flow diagram illustrating a method for installing ribs and spars on an upper wing panel in an exemplary embodiment. [Figure 16A] FIG. 10 illustrates automatic placement of a shim between a rib and a wing panel in an exemplary embodiment. [Figure 16B] FIG. 10 illustrates automatic placement of a shim between a rib and a wing panel in an exemplary embodiment. [Figure 16C] FIG. 10 illustrates automatic placement of a shim between a rib and a wing panel in an exemplary embodiment. [Figure 17A] FIG. 10 is a further illustration of a robotic arm performing automated inspection and automated placement of shims between a rib and a wing panel in an illustrative embodiment; [Figure 17B]FIG. 10 is a further illustration of a robotic arm performing automated inspection and automated placement of shims between a rib and a wing panel in an illustrative embodiment; [Figure 17C] FIG. 10 is a further illustration of a robotic arm performing automated inspection and automated placement of shims between a rib and a wing panel in an illustrative embodiment; [Figure 18] FIG. 10 is a flowchart illustrating a method for installing a shim using a robotic arm in an exemplary embodiment. [Figure 19] FIG. 1 is a perspective view of an aircraft including a fully assembled wing in an illustrative embodiment. [Figure 20] FIG. 1 is a block diagram of various components and systems described herein in an exemplary embodiment. [Figure 21] 1 broadly illustrates the control components of a manufacturing system that performs ultrasonic inspection in an exemplary embodiment. [Figure 22] 1 illustrates an assembly line in an exemplary embodiment. [Figure 23] FIG. 1 is an illustration of a flowchart of an aircraft manufacturing and service method in accordance with an illustrative embodiment. [Figure 24] FIG. 1 is a block diagram of an aircraft in an illustrative embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0015] The drawings and the following description provide specific and exemplary embodiments of the present disclosure. Therefore, it should be understood that those skilled in the art can devise various devices not explicitly described or shown herein to specifically realize the principles of the present disclosure, but that such devices are within the scope of the present disclosure. Furthermore, it should be understood that any examples described herein are intended to aid in the understanding of the principles of the present disclosure and are not limited to the specifically described examples or conditions. As a result, the present disclosure is not limited to the specific embodiments or examples described below, but is limited by the scope of the claims and their equivalents.

[0016] For convenience, this description is presented as a sequence of operations that may occur in the manufacture of an aircraft wing as it is assembled from components on an assembly line. Specifically, this description begins with forming a wing panel from a preform and refers to various processes performed on the wing panel. These processes include adding structural components, such as ribs and spars, to the wing panel (which may be an upper wing panel) and joining another wing panel (e.g., a lower wing panel) to form a wing assembly. The term "wing assembly," as used herein, generally refers to a wing panel with one or more major structural components (e.g., ribs and spars) attached or installed, and thus includes a completed wing. However, this description primarily refers to forming the wing panel and adding major structural components to the wing panel, and does not necessarily refer to the inclusion of cables or mechanical and electrical systems that are typically incorporated into a completed wing. Not all operations, processes, steps, and other activities described herein necessarily occur in all embodiments described herein (e.g., embodiments of the wing assembly, embodiments of its structural components, embodiments of methods relating to its assembly, etc.) or other embodiments consistent with this disclosure. Furthermore, the operations described, or specific activities contained therein, may occur in an order different from that described, may occur simultaneously or overlap in time with other activities, may represent alternative operations of various wing panels (e.g., upper wing panels versus lower wing panels, etc.), etc.

[0017] The wings and wing assemblies described herein may include metal and / or composite components. Composite components, such as carbon fiber reinforced polymer (CFRP) components, are first laid up in multiple layers collectively referred to as preforms. While individual fibers within each layer of the preform are aligned parallel to one another, various layers exhibit different fiber orientations to enhance strength along various dimensions of the resulting composite part. To cure the preform into a composite part (e.g., for use in aircraft), the preform contains a viscous resin that solidifies. Carbon fibers impregnated with uncured thermosetting or thermoplastic resins are called "prepregs." Other types of carbon fibers include "dry fibers" that are not impregnated with thermosetting resins but may contain a tackifier or binder. Dry fibers are infused with resin before curing. While solidification in thermosetting resins is a unidirectional process called curing, with thermoplastic resins, the resin reaches a viscous form upon reheating.

[0018] FIG. 1 is a block diagram of a layup system 100 that, in an exemplary embodiment, applies indexing features to an overbuilt portion of a preform that is to be cured into a composite part. In conventional systems, the overbuilt portion of a composite part—material that exceeds the final dimensions or boundaries (e.g., the final perimeter) of the composite part—is trimmed after it is demolded. For example, this may involve placing a wing panel in a dedicated cell, scanning the wing panel for characterization, and then trimming the wing panel (e.g., with a cutter) along the perimeter of the part until the final perimeter dimensions are achieved. A similar process applies when trimming the overbuilt portion of a fuselage. As described in more detail herein, layup system 100 is unique in that it utilizes material that is traditionally immediately trimmed from a composite part after it is demolded. Specifically, various indexing features are formed in the overbuilt portion of the preform. The indexing features can be used to index (e.g., position, orient, identify, etc.) the cured composite part for further processing, such as at one or more stations, in an assembly line or other manufacturing process. Layup system 100 includes any system, device, or component operable to apply indexing features to a preform that is cured into a composite part. In this embodiment, layup system 100 includes a layup mandrel 110 (e.g., a rigid metal mandrel) that defines a profile 112 (e.g., a curved profile, a flat profile, or another shaped profile) or preform that is cured into a composite part such as a wing panel. Preform 200 is shown positioned on the layup mandrel.

[0019] 2A and 2B, which show simplified isometric views of a layup mandrel 110, the mandrel has surface features 114, such as indentations, protrusions, ridges, grooves, notches, through-holes, blind holes, dams, and the like. Like the contours 112 that impart corresponding contours to the preform, the surface features 114 can be used to place corresponding indexing features, indicated at 210, directly on the preform. Others correspond to trimming over-manufactured portions of the layup mandrel 110 or perforating a cured composite part at the layup mandrel 110. In other words, the surface features 114 locally change the shape of the preform 200 in order to place the indexing features 210 on the preform and / or the cured composite part. Different types of surface features 114 provide different methods of forming indexing features on a composite part. One method is to lay up the preform over the surface feature (e.g., a protrusion that forms a corresponding recess in the preform that will become part of the composite part after curing), and another method is to machine (e.g., by drilling) an indexing feature (e.g., a through-hole) into the cured composite part. For example, in FIG. 1 , surface feature 114 is shown as including a recess 118 that is filled with potting compound and finished as a surface contour complementary to contour 112, allowing indexing features, such as through-holes, to be drilled into the composite part produced by curing preform 200 before the part is removed from mandrel 110. Overshoot during the drilling operation will only remove some of the potting compound without damaging the surface of the layup mandrel. Surface feature 114 is used to mold or create indexing features on (and / or within) the surface of preform 200 laid up on layup mandrel 110.

[0020] Any overshoot during machining (e.g., drilling or trimming) on ​​the layup mandrel 110 after it has cured will require reworking of one or more of the potted surfaces before the next use of the layup mandrel 110. The preform 200 is laid up on the layup mandrel 110 over the contour 112 and surface features 114.

[0021] As shown in FIG. 1 , and as can also be seen in FIG. 2A , which shows layup mandrel 110 waiting for layup, layup mandrel includes a layup area 120 for preform 200, including contour 112. Layup area 120 is surrounded by an over-built area 122 within which surface features 114 are located. Similarly, in FIG. 1 , preform 200 is shown extending beyond the final trimming boundary or final perimeter 202 or resulting composite part. The area of ​​the preform extending beyond final perimeter 202 is the over-built portion, designated 204, defined by over-built edge 206. Thus, surface feature 114 is positioned to complement indexing feature 210 in preform 200. More specifically, the surface features 114 located in the over-built region 122 form indexing features 210 in the over-built portion 204 of the pre-cured preform 200, which may be utilized after the preform 200 is cured into a composite part 250, as described above. While the curvature of the contour 112, depicted as a shallow concave surface, is shown on the layup mandrel 110 to extend beyond the final perimeter 202 of the resulting composite part, this is not necessary in all embodiments, as the contour 112 is only required for the portion of the resulting composite part that is within the final perimeter 202. Furthermore, while a concave layup mandrel 110 is shown, any suitable shape of layup mandrel may be utilized. For example, a convex layup mandrel or a layup mandrel defining a complex curved shape may also be used. Furthermore, while an outer mold line layup mandrel 110 is shown, an inner mold line layup mandrel may also be utilized in other embodiments.

[0022] 2A shows layup mandrel 110 awaiting layup, while FIG. 2B shows a composite part, designated by reference numeral 250, that was made by curing preform 200 awaiting demolding from layup mandrel 110. Indexing features 210 on preform 200 have become indexing features 210 on composite part 250.

[0023] In some embodiments, the surface features 114 are spaced a predetermined distance (e.g., inches, feet, etc.) from adjacent surface features to achieve evenly spaced indexing features 210 in the preform 200 and resulting composite part 250. In other embodiments, the surface features 114 are evenly spaced from one another. The location and / or predetermined distance between the indexing features may depend, in part, on factors such as the placement of work stations on an assembly line.

[0024] The location of the surface features 114 on the layup mandrel 110 can be adjusted to within precise tolerances (e.g., to about 0.03 centimeters (i.e., thousandths of an inch)), resulting in the location of the corresponding indexing features 210 on the preform 200 being known to a precise tolerance even after the preform 200 has cured into the composite part 250 and been demolded from the layup mandrel 110. Stations on the assembly line can then use the indexing features 210 to orient and position the resulting composite part in a desired manner and perform operations on the composite part. Furthermore, because the layup mandrel 110 is reusable, a separate process to apply indexing features to the preform is not required. Performing this process on a layup mandrel within tolerances results in the indexing features also being within tolerances. The recesses 118, also referred to as potting areas, are filled with a potting compound and are positioned to accommodate machining overshoots such as drilling operations to install indexing features (e.g., through holes) after curing into the composite part 250 is complete, as described above, and / or are refilled and / or surface-finished as needed after machining and demolding to prepare for the next preform.

[0025] Some embodiments include placing a readable identification means, such as a radio frequency identifier (RFID) chip (shown generally at 126 in FIG. 1 ), in the preform. In such embodiments, one or more RFID chips are coupled, attached, or incorporated into the overmanufactured portion 204 of the preform 200. A readable identification means, such as an RFID chip, can facilitate the indexing process by reporting information that characterizes aspects of the resulting composite part to which it is coupled. For example, an RFID chip can provide instructions to a particular work station regarding the portion of the structure within range of the work station. A one-to-one relationship of one RFID chip to one work station is not necessary, as one or more RFID chips can provide instructions to one work station or multiple work stations. In another example, an RFID chip reports the type of structure / wing (including right or left, or top or bottom, or even model number) to a work station.

[0026] Additionally, although not shown in the drawings, one or more other readable identification means 126 may be provided on the preform 200 or the composite part 250 formed from the preform 200 in addition to or instead of an RFID chip. For example, a bar code or other indicia scannable or readable by an appropriate reader at one or more work stations in the assembly line may be engraved or applied to the preform or resulting composite part prior to demolding. For purposes of this disclosure, any reference herein (and description of the drawings) to a particular type of readable identification means 126 (e.g., an RFID chip or bar code) is intended to broadly encompass any such readable identification means.

[0027] The layup system shown in FIG. 1 further includes a cutter 130 having a blade 132 (e.g., a reciprocating blade or a round blade) and an actuator 134 that drives the blade 132 to cut a portion of the composite part adjacent to a guide 116, shown in the form of an adjacent groove that encompasses the over-fabrication region 122 in the layup mandrel 110. That is, the guide 116 receives and / or defines a path for the cutter 130. Further, as shown in FIG. 1, the guide 116 may be filled with a potting compound to accommodate the cutter blade (and, like the recessed region 118, is filled after use). In FIG. 2B, for example, although the grooves that collectively form the guide 116 are shown as rectangular perimeters for clarity, a composite part 250 is shown to include a portion 252 within the layup region 120 and a portion 254 within the over-fabrication region 122 that conforms to the surface feature 114. In FIG. 2B , a flash edge 256 of excess material is shown extending beyond the over-built region 122. A cutting operation performed prior to demolding the composite part 250 from the layup mandrel 110 removes the flash edge 256, leaving a sufficient amount of the over-built portion 204 to define the over-built edge 206 and include the indexing feature 210 for use by a station in the assembly line. A rough cut provides a consistent edge (i.e., over-built edge 206) to the part during the manufacturing process before trimming the edge to its final perimeter (i.e., final perimeter 202). This is preferable compared to operating on a part that does not have a fixed, consistent perimeter associated with the over-built portion. The operation of the cutter 130 is managed by a controller 140. The controller 140 may be implemented, for example, as custom circuitry, a hardware processor executing programmed instructions, or some combination thereof.

[0028] Exemplary details of the operation of layup system 100 are described in Figure 3 and method 300 shown in Figure 3. In this embodiment, it is assumed that after the composite part is stripped from layup mandrel 110, layup mandrel 110 is cleaned and returned to the start of the assembly line. Thus, layup mandrel 110 awaits the layup of a preform, such as preform 200, for the next composite part 250.

[0029] FIG. 3 is a flow diagram of a method 300 for applying indexing features to an over-manufactured portion 204 of a preform 200 to be cured into a composite part 250, in an exemplary embodiment. The steps of method 300 are described with reference to the components of layup system 100 shown in FIGS. 1, 2A, and 2B, although one skilled in the art will understand that method 300 can be implemented in other systems. As with all methods illustrated and described in this disclosure, the steps shown in the flow diagrams described herein are not all-inclusive or exclusive. Furthermore, it will be understood that the flow diagrams herein (e.g., FIG. 3) illustrate only certain embodiments of a particular method (e.g., method 300), and that other embodiments of methods consistent with and encompassed by this disclosure may include fewer or more steps than shown, may include steps performed in a different order than shown, and / or may include other (e.g., additional, fewer, and / or alternative) operations than those shown. Furthermore, as will become apparent from this disclosure, the various methods illustrated and described herein relate to a variety of different processes and sequences that may be performed as wing panels are formed and assembled into wing assemblies, and a method according to the present disclosure may combine or otherwise include various steps and processes of two or more of the various illustrated methods. Furthermore, while reference numerals for components described above are used in the description of method 300, it will be understood that this method (and other methods described herein) is applicable to components that may have configurations different from those illustrated and described above.

[0030] Focusing on method 300, in step 302, preform 200 is laid up on layup mandrel 110, e.g., on layup region 120, and further on a portion of layup mandrel 110 (e.g., over-fabrication region 122) that is located beyond the final trimming boundary (i.e., final perimeter 202) of composite part 250. Over-fabrication region 122 of layup mandrel 110 includes surface features 114 configured to complementarily form indexing features 210 in preform 200. Layup mandrel 110, at least in the layup region, defines contour 112 for the composite part, and preform 200 includes an over-fabrication portion 204 that extends beyond the final perimeter for the composite part. The layup can be performed as the layup mandrel 110 itself is pulsed or continuously moved through an assembly line, and may include the synchronized operation of multiple laminators at once (e.g., during continuous motion of the layup mandrel, with pauses between motions of the layup mandrel). During layup, multiple plies of unidirectional fiber reinforced material are added sequentially to build a preform 200 of a desired size and strength. The layup process causes the preform 200 to extend beyond the final trim (e.g., assembly size) boundary (e.g., beyond the final perimeter 202), meaning that a portion of the preform 200 extends across the surface features 114. In this embodiment, the preform 200 is for a wing panel 550 having multiple layers / plies.

[0031] In step 304, the preform 200 is conformed to the surface feature 114 on the layup mandrel 110. The surface feature 114 is located beyond the final trim boundary of the composite part 250 and complementarily forms / creates a feature in the preform 200 that is cured into the indexing feature 210. This, in one embodiment, includes consolidating the preform 200 by vacuum bagging the preform and applying a consolidation pressure. In a further embodiment, the tows of fiber reinforcement material added during layup in step 302 are compressed by rollers or other devices to force the preform 200 to conform to the surface feature 114.

[0032] In the exemplary method, steps 302 and 304 are typically performed in a clean room environment to minimize, for example, the possibility of foreign debris and other contaminants contacting preform 200 during layup. Layup mandrel 110 is then moved to an autoclave, which applies heat and / or pressure to cure preform 200 into composite part 250. In step 306, preform 200 is cured into composite part 250 with complementary formed indexing features 210 that are complementary to and located in surface features 114. During curing, preform 200 can be heated to a cure temperature of a thermosetting resin within preform 200, or preform 200 can be heated to a melting temperature of a thermoplastic resin and then cooled until the thermoplastic resin solidifies. This results in a resulting composite part 250 with indexing features 210 positioned at surface features 114 on lay-up mandrel 110 .

[0033] In further embodiments, additional indexing features 210 are added by milling or drilling the over-manufactured portion (e.g., removing material from the over-manufactured portion, placing holes, notches, channels, and / or grooves). In further embodiments, additional indexing features 210 such as pins, clips, rings, etc. are utilized and / or placed.

[0034] Some embodiments include placing a readable identification means 126 (e.g., an RFID chip, a barcode, etc.) on the over-manufactured portion 204 of either the preform 200 or the composite part 250. In other words, the RFID chip and / or other readable identification means 126 is placed on the over-manufactured portion 204 either before or after the preform is cured into the composite part 250.

[0035] In step 308, material is removed (e.g., cut or otherwise separated) from composite part 250 while retaining over-manufactured portion 204 including indexing feature 210. The cutting operation of step 308 creates a consistent perimeter / boundary of over-manufactured portion 122. In one embodiment, this includes operating cutter 130 along guide 116 to trim off resin flash (or flash end 256) of composite part 250, resulting in over-manufactured end 206. In one embodiment, trimming off flash end 256 of composite part 250 occurs before demolding the resulting composite part 250 from layup mandrel 110. Composite part 250 retains over-manufactured portion 204 having indexing feature 210. The indexing features 210 are used to index the composite part as it is processed by work stations in an assembly line. Composite part 250 may further include indexing features 210 in areas cut away to accommodate, for example, a wing access door or other portion of a wing panel, and / or over-fabrication beyond the final perimeter of the wing panel. The final perimeter 202 can then be achieved later in the process by trimming the remaining over-fabrication. That is, one or more of the indexing features may be subject to removal to accommodate the addition of one or more components during assembly. For example, a work station may be designed to trim over-fabrication or portions thereof, install a component such as a rib or spar, join multiple components such as wing panels together, etc. In further embodiments, additional indexing features 210, such as holes, notches, channels, grooves, etc., are installed or formed in composite part 250 through drilling, milling, or other operations. In further embodiments, removing material from composite part 250 includes installing such additional indexing features 210.

[0036] In step 310, after removing material from composite part 250 (e.g., separating flash ends 256) and / or placing and indexing one or more indexing features 210, the composite part is demolded from layup mandrel 110. Composite part 250 then proceeds to an assembly line (not shown) for further manufacturing and assembly, while layup mandrel 110 returns for cleaning and to receive another preform for the composite part. In one embodiment, layup mandrel 110 is reworked (e.g., drilling or cutting overshoots in potting area 118 before demolding, repair, etc., and then refilled with potting compound as needed to restore layup contour 112) and transported to start at a layup start location, such as on a wing panel layup line.

[0037] The method may then continue. For example, as described in more detail herein, the resulting composite part 250 may be indexed to a work station in an assembly line via indexing feature 210, and operations may be performed on the composite part at the work station while the composite part is indexed to the work station. In some embodiments, composite part 250 is suspended or otherwise transported through the assembly line by a shuttle, such as a strongback. Composite part 250 may be indexed to the shuttle, such as by a corresponding indexing unit on the strongback. The strongback is then indexed to the work station. In this case, the composite part is said to be indexed to the work station via the strongback. In either case, the indexing characterizes at least a portion of composite part 250 (and / or the strongback) within the work station relative to the work station. In further embodiments, multiple indexing features interact with multiple work stations and / or strongbacks. Indexing may occur at one or more work stations until over-manufactured portion 204 is ultimately trimmed from composite part 250 (e.g., until the indexing features located in the over-manufactured portion are no longer used for assembly). After trimming, composite part 250 is within final perimeter 202 and indexing features 210 in the over-manufactured portion are removed. Composite part 250 is then assembled into an aircraft wing assembly.

[0038] Method 300 provides substantial advantages over the prior art because it allows indexing features 210 to be placed on composite part 250 during layup while referencing surface features 114 on mandrel 110 that have been precisely adjusted to within tolerances. This eliminates the need to precisely measure preform 200 to place indexing features 210, as the placement of the surface features and their placement relative to layup mandrel 110 already places the indexing features in a precisely known location. Thus, the precision of layup mandrel 110 and layup process is leveraged to avoid the need for downstream contour scanning and indexing. Thus, the precision of layup mandrel 110 is extended / utilized beyond just the layup process to include post-cure processes such as trimming, milling, or drilling to add indexing features before demolding composite part 250. Thus, the precision relationship between the multiple surface features 114 and the correspondingly formed indexing features 210 placed on the composite part 250 using the layup mandrel 110 is carried forward as the composite part advances, thereby allowing manufacturing processing steps to be performed on the same part simultaneously.

[0039] Figure 4 illustrates, for example, how various supply lines and assembly or layup lines can be coordinated to assemble a wing assembly. Figure 4 is a flow diagram illustrating a schematic example, shown as diagram 480 of supply lines 490 and assembly / layup lines 491 in an exemplary embodiment. Diagram 480 provides a detailed example flow diagram of wing manufacturing in relation to supply lines and takt time. For a specific embodiment, all supply lines are shown, from the layup material supply lines to the joining process that integrates the wing into the fuselage. Furthermore, each step, indicated by an arrow, is performed according to a desired takt time based on the takt time of the components being supplied.

[0040] In this embodiment, each supply line is designated with a different reference number 490 (e.g., 490-1, 490-2, etc.), and each assembly or layup line is designated with a different reference number 491 (e.g., 491-1, 491-2, etc.). More specifically, supply line 490-1 supplies layup material to wing panel layup line 491-1. Supply line 490-2 supplies layup material to spar layup line 491-5. Supply line 490-3 supplies layup material to rib layup line 491-3, and supply line 490-4 supplies layup material to stringer layup line 491-2. Additionally, the layup lines connect to other layup lines. Rib layup line 491-3 connects to rib post-fabrication line 491-7, wing panel layup line 491-1 connects to wing stringer placement line 491-4, and spar layup line 491-5 connects to spar post-fabrication line 491-6.

[0041] Each supply line is shown with a takt time that facilitates the production of the components it produces. The supply line takt time and the assembly line takt time are synchronized to provide just-in-time (JIT) delivery of components to one or more corresponding workstations 520, where these components are used (e.g., as consumables or inputs to a product being manufactured). The resulting components move along the assembly line 500 with workstations 520 and advance according to the takt time. The takt times for each of supply lines 490-1 through 490-9 and / or lines 491-1 through 491-9 may be the same, some may be the same, or all may be different. Each of supply lines 490-1 through 490-9 progresses at a common takt time for that particular line.

[0042] The takt time of each supply line may depend on the desired production rate of the assembly line it serves. For example, if ribs are installed at a rate of one per hour and are installed with 200 fasteners, the supply line should deliver 200 fasteners per hour to the rib installation station, resulting in a takt time of 3+3 fasteners per minute.

[0043] In this embodiment, for example, the rib layup line 491-3 proceeds in 7 takt time and connects to the post-rib manufacturing line 491-7. The wing panel layup line 491-1 proceeds in 3 takt time and connects to the wing stringer arrangement line 491-4. The spar layup line 491-5 proceeds in 5 takt time and connects to the post-spar manufacturing line 491-6.

[0044] The rib post-fabrication line 491-7 runs at takt 6 time, the wing stringer placement line 491-4 runs at takt 2 time, and the spar post-fabrication line 491-6 runs at takt 4 time. All supplies flow into the wing assembly line 491-8, which runs at takt 1 time and receives access port covers from the access port cover supply line 490-5, miscellaneous material from the miscellaneous material supply line 490-6, fasteners from the fastener supply line 490-7, and sealant from the sealant supply line 490-8. The wing panel 550 is cured in an autoclave on line 490-10. The composite part 250 is then trimmed and (in some embodiments) has indexing features 210 added on line 490-11 before being separated from the mandrel 110, for example, at a demolding station. Excess trimmed material is removed from wing assembly line 491-8 via downchute 490-9. After wing fabrication is complete, line 491-9 moves the wing to the fuselage for joining. Each of the various lines described above can supply material and / or components just-in-time to the connecting line at any rate that may be required. The takt time of a downstream line may be the same as or different from the connecting line or lines. Each line may have its own takt time.

[0045] Any assembly line, including a feed line, can operate as a micro-pulsed line, a full-pulsed line, and / or a continuous line, with the manufacturing process progressing from left to right (in diagram 480), and various takt times synchronized for just-in-time delivery of components and / or materials at the next line downstream. As used herein, "pulsed" refers to a component advancing in the process direction through the assembly line and then stopping. A component can be "micro-pulsed" (a term used herein to refer to advancing the component in the process direction a distance less than its length) or "full-pulsed" (advancing the component a distance equal to or greater than its length). As part of pulsed manufacturing, multiple components in an assembly line can be pulsed synchronously, with multiple work stations operating on different portions of the component during the same stop between pulses or during the pulse itself. In other words, multiple stations each operate on a portion of a wing panel simultaneously, whereby each station operates on a different portion during a stop in the wing panel's advance along the track.

[0046] This parallel processing significantly increases the density of work within the factory. The takt time for each micropulse moved or full pulse moved component may be the same, different, or a defined ratio of the takt time of another assembly line receiving the component. For example, the takt time for supply line 490-2 of layup material for a spar may be different from the takt time for supply line 490-1 of layup material for a wing panel, which in turn may be different from the takt time for sealant supplied via sealant supply line 490-8. In one embodiment, the takt time is consistent for each illustrated segment.

[0047] As mentioned above, the individual feed lines described herein may be pulsed or continuously operated. Pulsed lines may implement micro-pulse operation. A component under fabrication may be advanced a distance less than its length before being removed from a work station during a stop, or may be full-pulsed. In full-pulse operation, the component advances a distance equal to its length. Additionally, various components (e.g., wing assemblies, wing panels, ribs, spars, etc.) may be fabricated from composite parts or using additive manufacturing or subtractive machining techniques for metal. For example, in one embodiment, ribs are fabricated using subtractive machining of metal components in a post-rib fabrication line 491-7, while wing panels are fabricated as composite parts (e.g., preforms) in a wing panel layup line 491-1.

[0048] Various aspects of the schematic illustrated in FIG. 4 and described above may be implemented in any manufacturing environment (e.g., a manufacturing floor and / or assembly line for wings), for example, to coordinate just-in-time assembly timing, motion (e.g., pulsed motion and / or continuous motion), and / or component and supply delivery, and / or other operations, or for other purposes. Consistently, exemplary embodiments of assembly lines, such as assembly line 500 shown in FIGS. 5A-5F and described below, correspond to assembly lines 491-8. However, other assembly lines and manufacturing processes consistent with the present disclosure may implement such a schematic, or any aspect thereof, even if not specifically mentioned in the description of the embodiments.

[0049] 5A-5F illustrate various aspects of an exemplary assembly line 500 for a wing in an exemplary embodiment. Assembly line 500 can be utilized to service a wing panel, such as wing panel 550, through the techniques and systems illustrated in FIGS. 1-4. The depictions of FIGS. 5A-5F and the descriptions of the structure, components, and operations illustrated therein are provided with respect to a wing panel but are applicable to any composite part. Wing panel 550 is described somewhat generally and may be an upper or lower wing panel, or a right or left wing panel. Where operations or features specific to a particular type of wing panel 550 (e.g., an upper wing panel) are described, the wing panel is so identified. The top view of assembly line 500, shown schematically in FIG. 5A, shows track 510 along which shuttles, shown in the form of a group of three strongbacks 540, move in a process direction 541 (e.g., in pulses or continuously from station to station). The track 510 includes one or more rails, rollers, or other elements that facilitate movement (e.g., rolling or sliding) of the shuttle along the track 510. The track 510 can be floor-mounted, suspended from above, or the like, depending on the particular environment in which it is used. In an exemplary embodiment, the track 510 is positioned above the various stations, and the shuttle (strongback 540) carries the wing panels 550 in a processing direction. Specifically, as seen in FIG. 5D , the strongback 540 is shown to include an adapter 543. The adapter 543 mates with the track 510 to enable movement via the track 510. For example, the adapter 543 can drive the strongback 540 along the track 510, or the track 510 can drive the strongback 540. In any event, this configuration is intended to broadly encompass any suitable embodiment of a structure designed to carry the wing panels 550 in a processing direction 541. In a further embodiment, the track 510 includes a chain drive, motorized cart, or other power system (not shown) capable of moving the strongback 540 in the processing direction 541 .

[0050] One or more strongbacks 540 advance the wing panel 550 through various work stations. The work stations, generally designated 520, perform work on the wing panel 550. In FIG. 5A , three strongbacks 540 cooperate to carry a single wing panel 550. However, a greater or lesser number of strongbacks 540 may be used, as appropriate. For convenience, the term “strongback” herein generally refers to a single structure configured to extend across the cross section of the wing panel 550 (e.g., along the wingspan), although for convenience, the term may also be used herein to generally refer to a shuttle including a plurality of such structures. When two or more strongbacks 540 cooperate to carry a component such as a wing panel 550, the two or more strongbacks 540 are coupled to one another in a manner that maintains a fixed relative relationship (not shown) so that only one strongback 540 is driven along the track 510. In this manner, various lengths of wing panels 550 can be carried through the assembly line 500, such as by connecting an appropriate number of strongbacks 540 together to support the entire length of the wing panel 550.

[0051] In some embodiments, for example, indexing features of the wing panel 550 located in the over-manufactured portion can be used to index the wing panel 550 to its supporting strongback 540. In the cross-section of FIG. 5B corresponding to arrow "5B" in FIG. 5A, the strongback 540 is shown to include an indexing unit 542. The indexing unit 542 is configured to interface with a corresponding indexing feature located in the over-manufactured portion 554 of the wing panel 550 (which may correspond to the over-manufactured portion 204 of the preform 200 cured into the wing panel 550 per the manufacturing process described above). In the exemplary embodiment, the indexing unit 542 physically couples with the indexing feature, and the indexing unit 542 is shown to include a head 549 that is received within the indexing feature 210-1, which is shown as a through-hole. Although only one indexing unit 542 is shown in FIG. 5B, each strongback 540 may include any suitable number of indexing units. Each indexing unit is configured to couple with an indexing feature 210 of a wing panel 550 for initial alignment and / or maintaining alignment between the wing panel and the strongback. Like the indexing features 210, the indexing units 542 may be of any suitable configuration and may include coupling means that allow for coupling other than mechanical coupling (e.g., magnets), etc. For example, the indexing units may be configured to couple with a variety of different indexing features 210, or indexing features that may be located differently on different wing panels 550, to allow the strongback 540 to couple with various wing panels as needed.

[0052] 5A , work stations 520 of assembly line 500 are shown to include a non-destructive inspection (NDI) station 524, a cutout station 526, a rib installation station 528, and a spar installation station 530. These work stations, the operations performed at each station, and other example work stations are described in further detail below. Other embodiments may include different work stations than those shown, work stations arranged in a different order, one or more types of collections of work stations, etc. For example, in some embodiments, a fastener sealing station is utilized to seal the wings, and work stations are further included for installing electrical components, electrical equipment, and / or fuel tank-related systems.

[0053] As seen in FIG. 5A and more clearly in FIG. 5B , during operation at the various work stations 520, such as the NDI station 524, the wing panels 550 remain suspended below the strongback 540 by carriers 545 (e.g., individually adjustable components such as retractable carriers, also referred to herein as pogos). The carriers 545 include vacuum couplers 548 that apply a detachable vacuum connection to the wing panels to attach them below the strongback 540. In FIG. 5B , four carriers 545 are shown, three with their vacuum couplers 548 positioned against the upper surface 574 of the wing panels 550 and one in a shortened configuration such that its vacuum coupler 548 is spaced apart from the upper surface of the wing panel. Briefly referring to FIG. 5A , a different number of carriers 545 are shown for each of the three strongbacks 540 that collectively support the wing panel 550, with the carriers arranged linearly along the width of the wing panel. However, any number and / or configuration of carriers 545 may be used. The carriers 545 are aligned to contact the wing panel 550 at a predetermined location and height relative to the wing panel 550. Once set to a desired length, each carrier is rigid. Thus, the carriers 545, or more specifically, their alignment relative to each other and their length relative to the wing panel 550, can be positioned to impart forces transmitted through the wing panel 550 and create a desired contour 544 in the wing panel 550. Thus, the strongbacks 540 suspend the wing panel 550 beneath them while creating the contour 544 in the wing panel. This profile 544 may be the profile imparted to the wing panel by the lay-up mandrel 110 (e.g., profile 112 shown in FIG. 1 ), or a different profile required for a particular application. Thus, profile 544 is created by holding each carrier 545 at a desired height while strong-back 540 advances along track 510 in process direction 541, resulting in a shape in wing panel 550 that corresponds to profile 544.

[0054] 5B , in the attachment mechanism shown in the exemplary embodiment, carriers 545 engage the upper surface 574 of the wing panel 550, forming a vacuum grip between the carrier's vacuum coupler 548 and the wing panel 550. The length of the carriers 545 is controlled by actuators 546 (such as hydraulic or pneumatic actuators or linear actuators). For example, one of the carriers 545 is in the process of retracting, as indicated by arrow 1000. For example, the length of the carriers 545 can be adjusted before the vacuum attachment is formed (e.g., to facilitate initial alignment of the vacuum coupler 548) and / or after the vacuum attachment is formed (to bend the wing panel 550 into a desired shape and / or create a desired contour in the wing panel). In some embodiments, the actuators 546 are controlled via controller 620.

[0055] Although the shape of the wing panel 550 (including its contour and curvature) is determined during layup and curing, contouring and adjustment can be performed after the wing panel is demolded. Contouring ensures that the wing panel 550 maintains the desired shape and does not sag under its own weight or otherwise assume an undesired shape. In some embodiments, the contours created by the strongback 540 and carrier 545 facilitate the installation of ribs and spars on the wing panel, for example, by ensuring proper alignment between components and one or more portions of the wing panel to which they are installed. In particular, the carrier 545 enforces both the chordwise and spanwise contours to the desired level of tolerance. In one embodiment (not shown), the carrier 545 can be moved into position relative to the strongback to create various wing-shaped contours. Furthermore, the "top surface" 574 to which the carrier 545 is attached may be the outer surface of the wing panel 550 oriented "right-up" relative to the strongback 540, or it may be the inner surface of the wing panel inverted according to any orientation suitable for contouring (and / or other operations as the wing panel 550 advances through the assembly line 500).

[0056] In describing the assembly line 500 and the operations performed by the various stations 520, intermittent reference will be made to various flow diagrams presented in the figures (e.g., FIGS. 6-10 ), which illustrate components and methods according to the operations shown in FIGS. 5A-5G . For example, FIG. 6 is a flow diagram illustrating a method 800 for conveying a wing panel 550 in an exemplary embodiment. According to the method 800, step 802 includes aligning a strongback 540 over the wing panel 550. In some embodiments, this step includes driving the strongback 540 along the track 510 until it is positioned over a desired and / or predetermined cross-section (e.g., chord) of the wing panel 550. In some embodiments, this step includes driving multiple strongbacks 540 over various desired and / or predetermined cross-section (e.g., chord) portions of the wing panel 550. In one example, one strongback 540 may be moved along the track 510 until it is positioned over a different portion of the wing panel 550 than another strongback 540, which remains stationary. In some embodiments, aligning the strongback 540 is performed by indexing the strongback 540 to the wing panel 550 or includes indexing the strongback 540 to the wing panel 550. In some such embodiments, this indexing is performed by coupling the strongback 540 to one or more indexing features of the wing panel 550 (e.g., physically coupling the indexing unit 542 of the strongback 540 to a corresponding indexing feature 210 of the wing panel 550). Indexing the strongback 540 to the wing panel 550 in this manner may maintain the strongback and wing panel in proper alignment, for example, throughout the sequence of operations of the method.

[0057] Step 804 includes coupling the pogos 545 to the upper surface 574 of the wing panel 550 by forming a vacuum attachment between the upper surface 574 of the wing panel 550 and the vacuum couplers 548 of the pogos 545 that extend below the strongback 540. In one embodiment, this step includes extending each pogo 545 until the pogo's vacuum couplers 548 physically couple to the upper surface 574 of the wing panel 550. In further embodiments, the pogos are attached in an orderly fashion starting from the middle of the wing panel 550 (e.g., at the chord or span) and then moved outward, or the pogos furthest from the profile on the wing panel are attached first, or all at once, etc.

[0058] As described in more detail below, the location of the pogos 545 along the surface of the wing panel 550 may be determined by a variety of factors. One of these is the manner in which the pogos and the stress and / or strain forces imparted by the pogos cooperate in various possible configurations to produce a predetermined contour in the wing panel. However, there are other influential factors as well. As an example, as described in more detail below, inspection of the wing panel 550, such as via non-destructive testing (NDI) scanning, may require an NDI inspection head to be positioned at or moved over one or more specific locations on the wing panel 550. Because the pogos are selectively retractable, this can be accommodated by either temporarily retracting the pogos 545 to allow NDI inspection to locations on the wing panel 550 to which the vacuum coupler 548 is coupled, or by initially attaching the pogos to the wing panel only in locations that will not interfere with NDI inspection. As another example, attachment of ribs and spars to the lower surface 576 (e.g., inner surface) of the wing panel 550 may involve fastening operations (e.g., drilling holes) at corresponding locations on the upper surface 574 of the wing panel. Thus, the location of the pogos 545 may be positioned so as not to interfere with such operations. Thus, the location of the pogos 545 may optimize all or some of these (and / or other) considerations.

[0059] The achieved bond results from drawing a vacuum between vacuum coupler 548 and wing panel 550 (more specifically, a surface of the panel, such as top surface 574). The amount of vacuum force applied to a portion of wing panel 550 is sufficient to grip and hold the wing panel, and also sufficient to bend and hold the wing panel according to the desired contour 544. In particular, the space between carrier 545 and wing panel 550 is evacuated to a pressure such that air pressure around vacuum coupler 548 enables carrier 545 to be removably attached to wing panel 550. A vacuum remains applied to carrier 545 during transport, including pulsing and stopping.

[0060] Step 806 includes adjusting the lengths of the pogos 545 to create a predetermined contour for the wing panel 550. That is, after the vacuum attachment is formed, the lengths of the pogos 545 are adjusted (e.g., via pressure, actuators, etc.) to conform the wing panel 550 to the desired contour 544. In an exemplary embodiment, the pogos 545 are individually adjustable. That is, the pogos are adjusted to the desired length depending on the position of each pogo 545 along the length and width of the wing panel 550 (e.g., determined by a manual process or a laser-assisted process) and depending on the desired contour. If the wing panel 550 already conforms to the desired contour, no or only minimal adjustments may be made to the length of one or more pogos 545. Alternatively, if the wing panel 550 does not conform to the desired contour (e.g., not within tolerances), adjusting the lengths of the pogos 545 bends or contours the wing panel (e.g., by applying a desired amount and direction of strain) to hold the wing panel in the desired shape.

[0061] In some embodiments, a scan is performed to determine the initial wing panel contour. If the wing panel 550 already has a desired (e.g., predetermined) contour throughout the entire wing panel, or in one or more portions, the contour may not need to be changed. In some of these embodiments, adjusting the length (i.e., lengthening or shortening) of each pogo 545 relative to the strongback 540 pushes or pulls the wing panel 550 toward the desired contour. The adjustment of the length of each pogo 545 is based, at least in part, on determining the extent of mismatch between the wing panel 550 and the desired contour. That is, if only a portion of the wing panel 550 does not conform to the predetermined contour, the lengths of some pogos 545 may need to be adjusted, but not others (e.g., if only a portion of the wing panel 550 does not conform to the predetermined contour). The positions of the vacuum couplers 548 of the pogos 545 are precisely positioned relative to the top surface 574 of the wing panel 550 to ensure that the contours produced by the pogos are as expected when the pogos are at the desired lengths.

[0062] The length of the pogos 545 can be adjusted during delivery (e.g., by adjusting air applied to a pneumatic actuator that adjusts the length, by adjusting a hydraulic actuator that controls the length, etc.), with a first phase aligning the pogos to establish vacuum attachment (e.g., step 804), and then a second phase creating the contour (e.g., step 806). This facilitates length adjustment during initial installation because if the pogos 545 were set to a strict specific length based on the desired shape of the wing panel 550, the vacuum coupler 548 might not be able to create a vacuum attachment if the wing panel is off-contour (i.e., if the pogos are off-contour because they are too long or too short).

[0063] In some embodiments, a scan is performed to determine if the wing panel 550 is in a predetermined profile. This may be done while adjusting the length of the pogos 545 or after all the pogos have been adjusted.

[0064] The method then continues to advance the wing panel 550 while the contour is being applied, for example, by moving the strongback 540 along the track 510 in the process direction 541 and / or by performing operations on the wing panel while the contour is being applied, for example, at various stations 520. In embodiments where scanning is performed, the method may include, for example, contour scanning during or after work operations to ensure that the wing panel 550 remains in the desired contour, or in other words, to ensure that the wing panel does not deviate from the predetermined contour as a result of the work operations.

[0065] 5A , stations 520 disposed along track 510 may work on wing panel 550 simultaneously (or at overlapping times) or may synchronize with one or more other stations to perform different tasks on different portions of wing panel 550 (e.g., wing root section 577, mid-length section 578, wing tip section 579, etc.). In this embodiment, NDI station 524 inspects wing panel 550 for tolerance conditions (e.g., internal voids, foreign object debris (FOD), edge delamination, or misalignment, etc.), cutout station 526 forms access ports in wing panel 550 (e.g., overmanufactured portion 549), rib installation station 528 attaches ribs to wing panel 550, and spar installation station 530 installs spars to wing panel 550.

[0066] In this embodiment, the ribs are attached to the wing panel 550 during micropulse advancement, as described in more detail below. This may involve multiple workstations operating on each rib at a time, or multiple workstations operating on different ribs at the same time. The spar is attached later while the wing panel 550 is held at the full pulse workstation 520. However, in some embodiments, the spar may be attached before the rib is attached or installed during the full pulse or micropulse process. The ribs are attached to the wing panel 550 and spar using either micropulse or full pulse assembly. Alternatively, the wing panel 550 is lowered into position above the ribs, the ribs are attached, and the spar is pulsed onto the wing panel 550.

[0067] In one embodiment, the rib and spar installation process is performed by just-in-time supply of rib and spar segments from parallel supply lines (e.g., by supply lines similar to rib supply line 491-7 and continuous spar supply line 491-5, respectively), as shown in diagram 480 of FIG. 4. The supply lines are shown individually in FIG. 5 and each have a different reference number 570 (e.g., 570-1, 570-2, etc.). These supply lines may be identical to, similar to, or different from the various supply lines 490 shown in diagram 480 in terms of the materials or components they supply and the takt time at which they supply the materials, components, etc. In one embodiment, several spar segments may be joined (e.g., joined end-to-end) to form a spar. In a further embodiment, there are several rib installation stations along with one or more fastener sealing stations and several spar installation stations. In another embodiment, each spar includes three segments joined together at the ends of the ribs.

[0068] Multiple stations 520 may be arranged along track 510 and separated by a distance less than or a portion of the length of wing panel 550. In one embodiment, such an arrangement allows multiple stations, such as NDI station 524, cutout station 526, and rib installation station 528, to work on wing panel 550 simultaneously or overlapping in time. In a further embodiment, the stations are spaced and / or configured such that only one work station works on wing panel 550 at a time.

[0069] As described in further detail herein, after passing through work station 520 shown in FIG. 5A , wing panel 550 (which may be an upper wing panel onto which ribs and spars may be installed) enters a panel joining stage shown in FIG. 5F as panel joining station 599. In the panel joining stage, another wing panel (which may be a lower wing panel) is attached to form a complete section (e.g., a wing assembly) for a wing of a fuselage. After wing panel 550 stops at panel joining station 599 for fastening, the panel joining stage proceeds independently (e.g., independently for the entire wing with no other stations operating). In one embodiment, wing panel 550 at panel joining station 599 remains stationary until the other wing panel has advanced at least its full length while being pulsed through the work stations.

[0070] In the exemplary embodiment, supply lines 570-1 through 570-6 correspond, at least in part, to supply lines 491-7, 491-4, and 491-5. Supply lines 570-1 through 570-6 supply resources and components just-in-time to the various work stations 520 described above. The operation of these work stations is controlled and / or synchronized by controller 560 (or additional controllers 560) according to a desired takt time. In one embodiment, supply line 570-1 corresponds, at least in part, to access port cover supply line 490-5 and supplies newly manufactured access hole covers to cutout station 526. Supply line 570-2 supplies fasteners to cutout station 526. Supply line 570-3 supplies fasteners to spar installation station 530. Supply line 570-4 supplies sealant to spar installation station 530. Supply line 570-5 supplies fasteners to rib placement station 528, and supply line 570-6 supplies sealant to rib placement station 528. In further embodiments, additional / other supply lines supply newly manufactured ribs, fasteners, sealant, spars, lower panels, etc. to the various work stations.

[0071] In one embodiment, the upper wing panels progress through work station 520 shown in Figure 5A, followed by the lower wing panels. As briefly described above, the lower wing panels do not receive ribs or spars (i.e., they do not receive these components because they have already been installed on the upper wing panels). As will become more apparent, cutout stations such as cutout station 526 primarily operate on the lower wing panels, while the primary operation on the upper wing panels is the installation of ribs and spars.

[0072] Each station 520 in the assembly line 500 is designed to physically couple to, image, and / or otherwise interact with an indexing feature 210 in a wing panel 550 or a strongback 540 physically coupled to the indexing feature 210. The indexing features 210 are positioned at desired locations along the wing panel 550. In some embodiments, the indexing features are aligned along the wing panel 550. In some embodiments, the indexing features are misaligned. In some embodiments, the indexing features are evenly spaced, and in some embodiments, the indexing features are not evenly spaced. In some embodiments, the number of indexing features is equal to the number of work stations in the assembly line. In some embodiments, there may be more or fewer indexing features 210 than there are work stations in the assembly line. The indexing features 210 are positioned in an over-manufactured portion 554 of the wing panel 550. The over-manufactured portion 554 is trimmed before the wing is assembled into a fuselage for the fuselage.

[0073] In this embodiment, each station 520 in the assembly line 500 is inserted into or couples, fits, or aligns with the indexing feature 210. In addition to (or instead of) a physical (e.g., mechanical) coupling, indexing in some embodiments may involve or be facilitated by reading an RFID chip and / or other readable identification means 126 (e.g., a barcode, etc.) on the wing panel. An illustrative example of a physical coupling is illustrated in FIG. 5B , which shows a section of a wing panel 550 within an NDI station 524. Various structural components of the NDI station 524 include an upper NDI unit 602 with an upper frame 614. The upper frame 614 is shown to include an indexing unit 622. As described above with respect to the indexing unit 542 of the strongback 540, the indexing unit 622 of the NDI station 524 physically couples with the indexing feature of the wing panel 550, specifically with the indexing feature 210-2, shown as a through-hole, by way of a head 624 received in the indexing feature 210-2 located in the overmanufactured portion 554. Again, while only one indexing unit 622 is shown in FIG. 5B , each work station 520 may include any suitable number of indexing units 622. The indexing units may each be configured to couple with the indexing feature of the wing panel 550 for initial and / or maintaining alignment of the wing panel with the work station. As with the indexing features, the indexing units 622 may be of any suitable configuration and may include coupling means, etc., that allow for coupling other than mechanical coupling (e.g., magnets). For example, to allow one or more work stations to interface with various wing panels as needed, the indexing unit may be configured to interface with a variety of different indexing features, or indexing features whose locations may vary from wing panel to wing panel.

[0074] In the exemplary embodiment, indexing feature 210-1 of wing panel 550 is shown coupled to indexing unit 542 of strongback 540, while indexing feature 210-2 is shown coupled to indexing unit 622 of NDI station 524. This is intended to show an exemplary indexing configuration for illustrative purposes, rather than indicating that in all embodiments, wing panels are indexed by physical coupling to both the strongback and the work stations. In some embodiments, one or more work stations are indexed to the strongback supporting the wing panel, rather than directly to the wing panel. In some embodiments, one or more work stations are indexed to wing panel 550 rather than to strongback 540. In some embodiments, a work station is indexed to both the wing panel and the strongback. In any of these embodiments, the strongback may also be indexed to the wing panel.

[0075] If an RFID chip (or other readable identification means) is used, indexing may be accomplished, for example, in addition to or instead of another type of indexing feature, when an RFID scanner (or suitable reader) is coupled and in communication with the work station. In a further embodiment, the strongback 540 itself is physically coupled with the indexing feature 210, the RFID chip, and / or a hard stop or other feature to index the strongback 540 to the work station. During assembly, the strongback 540 is coupled / mounted for movement along the track 510 and pulsed (e.g., micropulsed a distance less than the length of the wing panel 550 according to a takt that may or may not be shared with other assembly lines). In one embodiment, the takt limiting factor is the amount of time a portion of the wing panel 550 remains within range of a particular work station, plus the pulse time. This time can be adjusted by varying the range of a particular work station, adding additional work stations to perform the same operation (e.g., installing multiple rib placement stations 528 instead of just one), etc. The pulses described herein may be applied to the shortest distance between indexing features 210 (e.g., the pitch distance between ribs, or "rib pitch," or a multiple or fraction of the rib pitch, etc.), or a distance at least equal to the full length or a fraction of the length of the wing panel 550. In embodiments where the pitch distance between ribs and / or rib pitch is used for the pulse length, it may be used to establish the micropulse length. The wing panel 550 may be continuously moved and indexed to the workstation 520. Once indexed, work is performed by the workstation 520.Whenever indexing feature 210 (and / or RFID chip) and strongback 540 are mated or otherwise in communication, strongback 540 is indexed to one or more of work stations 520, and the location of wing panel 550 is indexed to a location within the coordinated space shared by track 510 and known to the work stations. In a further embodiment, indexing further includes communicating three-dimensional characteristics (e.g., of contour 544) of the structure within the work stations. For example, RFID chip or other identification means 126 (e.g., a barcode) can communicate information indicative of the shape of the composite part on which work is being performed.

[0076] In one embodiment, indexing is performed in response to at least the wing panel 550 being delivered to the strongback 540. The strongback 540 travels along a track 510 with a rail system located above the workstation 520. The rail system may be connected to a structure above the workstation, such as a gantry, a ceiling, the floor (e.g., built into the floor, bolted to the floor, etc.), or another part of the factory. The wing panel 550 is fabricated on the layup mandrel 110 according to the precise dimensions described above. Because the layup mandrel 110 has surface features that are precisely adjusted within tolerances and the preform 120 for the wing panel 550 is laid up and fitted over these surface features, the wing panel 550 includes precisely located indexing features 210 in the overfabricated portion 554. Thus, once the wing panel 550 is indexed, suspended under the strongback 540, and advanced to the workstation 520, the three-dimensional position and rotation of the wing panel 550 (including the contour 544) are conveyed by the indexing and accurately transmitted to the workstation 520. Therefore, the indexing eliminates the need for a full scan via a probe or robust optical technology at each workstation 520. This information is provided to the workstation 520 as needed as part of the indexing via information provided by the RFID chip. This allows one line to work sequentially on different portions of an aircraft (e.g., right and left upper and lower wing panels, or even different portions (e.g., wing panels) of different aircraft models). Thus, the characteristics of the wing panel 550 within the workstation 520 are conveyed to the workstation as part of each pulse or micropulse. Because wing panels have more variation from pulse position to pulse position than fuselage panels, over-manufactured portions of wing panels may include a greater number of surface features to facilitate indexing.

[0077] Precise indexing is performed so that the position of the tool at each workstation 520 relative to the wing panel 550 is precisely known when indexed to the workstation. In some embodiments, the wing panel 550 is locked in place at the workstation 520. The three-dimensional position and orientation of the wing panel is then established or indexed to any numerically controlled (NC) programming system or manual or automated system used at the workstation. Therefore, no settling time or scanning may be required after each movement (e.g., pulse and / or micropulse) of the wing panel. Furthermore, structure added to or removed from the wing panel 550 at a previous workstation 520 can be added to any wing panel model or representation in the system without having to scan the wing panel to find changes.

[0078] The operation of the work station 520 is managed by a controller, shown generally in FIG. 5A as controller 560. In one embodiment, the controller 560 determines the progression of the strongback 540 along the track 510 (e.g., based on input from a technician) and uses this input to manage the operation of the work station according to instructions stored in an NC program. The controller 560 may be implemented, for example, as custom circuitry, a hardware processor that executes programmed instructions, or some combination thereof.

[0079] The following paragraphs describe the operation of the various work stations 520 shown in Figure 5A. As shown in Figure 5A, in assembly line 500, three work stations 520, specifically, NDI station 524, cutout station 526, and rib placement station 528, are positioned along track 510 in sufficient proximity so that wing panel 550 can encounter all three work stations as it progresses in process direction 541. More specifically, given the leading-edge-to-trailing-edge wing span 590 of wing panel 550 (e.g., from tip to root as oriented in the illustrated embodiment), various portions of the wing panel can pass through two or more work stations 520 simultaneously. For example, wing panel 550 is shown positioned such that a leading-edge portion, known as wing tip portion 579, encounters rib placement station 528, and a middle portion, designated as center portion 578, encounters cutout station 526, while a trailing-edge portion of the wing panel, designated as root portion 577, encounters NDI station 524. Thus, one, two, or all three of these workstations 520 may perform operations on respective portions of the wing panel 550 simultaneously or overlapping in time. In some embodiments, even though portions of the wing panel 550 are positioned at each workstation 520, not all of these operations necessarily occur simultaneously. In one embodiment, NDI is performed at the NDI station 524 as the portions of the wing panel 550 are pulsed through the workstations. Thus, NDI is performed in the NDI station 524 for only that portion of the wing panel 550 that is in the workstation at any one time.

[0080] FIG. 5B is a front view of NDI station 524 (and, as mentioned above, corresponds to arrow "5B" in FIG. 5A) illustrating the inspection process for wing panel 550 in an exemplary embodiment, showing a cross section of wing panel 550. FIG. 5B illustrates an inspection technique and system that may be performed, for example, prior to installation of ribs and spars on the wing panel. FIG. 5B shows strongback 540 suspending wing panel 550 below. NDI station 524 is positioned on track 510 and inspects wing panel 550 while it is suspended below strongback 540.

[0081] The NDI station 524 shown in FIG. 5B includes an upper NDI unit 602 and a lower NDI unit 604. The upper NDI unit 602 includes a support 614 and a frame 612 that carry one or more NDI inspection heads 606, shown as upper NDI inspection heads 608. The one or more NDI inspection heads 606 are configured to move relative to the wing panel 550 and inspect an upper surface 574 thereof. Additionally, the lower NDI unit 604 of the NDI station 524 is shown to include a frame 614 and a support 616 that carry an additional NDI inspection head 606, shown as lower NDI inspection head 610, to enable the inspection head to inspect an underside 576 of the wing panel 550. For simplicity, the NDI inspection head 606 will also be referred to as an “inspection head” or simply as a “head.” The inspection head 606 may be mobile. That is, the inspection heads 606 may be configured to move relative to the upper NDI unit 602, the lower NDI unit 604, and / or the wing panel 550, or may instead be stationary or fixed. For example, in the exemplary embodiment, the upper inspection head 608 is shown by directional arrow 1002 as being in the process of moving relative to the upper surface 574 of the wing panel 550, enabled by tracks and / or drives or any suitable mechanism (not shown) of the upper NDI unit 602. Additionally, some or all of the lower inspection heads 610 may be mobile, in which case they may be individually movable, configured to move in unison as an array, and similar movements, or may be stationary. Further embodiments may include any number or configuration of inspection heads beyond those shown in FIG. 5B . Mobile inspection heads may be used to inspect the surface during stops between advances or other movements of the wing panel 550 relative to the NDI station 524, for example, by individually traversing separate areas of the surface of the wing panel 550. A fixed inspection head may be used to inspect the surface of the wing panel 550 as it pulses or otherwise moves relative to the NDI station 524 .For efficiency, the location of the inspection head 606 relative to the NDI station 524 and / or relative to one or more positions on the wing panel 550 as it progresses through the work station 520 may be such that the inspection head is placed at locations of interest, e.g., locations where out-of-tolerance conditions are more likely to be found (e.g., locations where inspection of and / or analysis of previous wing panels indicates the need and desire for inspection), and not at locations where inspection is less necessary. Other locations of the inspection head may be used as desired or necessary for a particular application. Some embodiments may include an upper inspection head and a lower inspection head positioned as a pair on either side of the wing panel 550, for example, to perform transmission inspection techniques. In some embodiments, the inspection head 606 is positioned to inspect the entire surface or surfaces of the wing panel 550. For example, in further embodiments, a fixed NDI inspection head is positioned such that inspection occurs between pulses, and the inspection head is positioned to cover the entire surface without the need for head movement. This setup can be used for both the upper and lower surfaces and can be implemented without as much complexity as systems that utilize mobile heads. The inspection heads 606 described herein may include ultrasonic transducers that transmit ultrasonic energy through the wing panel 550 to characterize the interior features of the wing panel. The operation of the inspection heads 606 (e.g., both the upper inspection head 608 and the lower inspection head 610) is managed by a controller, indicated at 620. The controller runs an NC program to coordinate the operation of the inspection heads and facilitate scanning of the wing panel 550 in pulse-echo or transmission mode. Controller 620 interfaces with, and may be separate from, controller 560. In some embodiments, controller 560 may provide the above-mentioned functionality of controller 620.

[0082] As mentioned above, in the exemplary embodiment, NDI station 524 is shown as being physically indexed to wing panel 550 by NDI station indexing unit 622, whose head 624 is received within indexing feature 210-2 of wing panel 550.

[0083] The strongback 540 includes a telescoping or length-adjustable carrier or pogo 545. The carrier or pogo 545 includes a vacuum coupler 548 configured to removably attach to the upper surface 574 of the wing panel 550, such that a vacuum grip is formed between the vacuum coupler 548 and the wing panel 550. As described above, the length of the carrier 545, which imparts or creates a contour to the wing panel 550, is controlled by an actuator 546 (such as a hydraulic or pneumatic actuator or a linear actuator). The controller 620 may coordinate the control of the actuator 546. In some embodiments, the controller 620 coordinates the control of the actuator 546 with the operation of the NDI station 524 to enable inspection of the wing panel 550, such as to avoid or accommodate the vacuum coupler 548 coupled to the wing surface. In one such embodiment, the controller 620 directs the strongback 540 to retract the corresponding carrier 545, thereby selectively retracting one or more of the vacuum couplers 548, thereby allowing the inspection head 608 of the NDI station 524 to inspect the portion of the upper surface 574 of the wing panel 550 to which the vacuum coupler 630 was attached (e.g., portion 582). This is shown in FIG. 5B . One of the carriers 545 is retracted in concert, retracting its vacuum coupler 548 from portion 582, as indicated by directional arrow 1000, while the upper inspection head 608 moves toward portion 582, as indicated by directional arrow 1002. For example, once the NDI inspection of portion 582 is completed, the corresponding carrier 545 is extended, re-vacuum-connecting its vacuum coupler 548 to the upper surface 574 of the wing panel 550. Similarly, other portions of the upper surface 574 of the wing panel 550 that are covered by the vacuum couplers 548 can be systematically inspected. Of course, such a configuration is not required in all embodiments. For example, in a further embodiment, the inspection head 606 bypasses the carrier 545 and vacuum coupler 548 that are not retracted during NDI inspection.In a further embodiment, the contour of the wing panel 550 varies with the type of wing panel or different models of wing panel, and thus the carrier 545 is stretched to different positions / extensions depending on the contour of the wing panel.

[0084] In a further embodiment where a strongback 540 is used, checking the position of the wing panel 550 in contact with the strongback via NDI (e.g., by pogo 545 and vacuum coupler 548) is performed prior to suspending the strongback below the wing panel.

[0085] FIG. 7 is a flow diagram illustrating an embodiment of a method for inspecting a wing panel, designated as method 820. Method 820 proceeds through a series of steps, including operations described with reference to FIG. 5B and the components and structures illustrated in FIGS. 1-4 and 5B. Method 820 is shown beginning with step 822, which includes suspending a wing panel 550 below a shuttle, such as a strongback 540. In one embodiment, suction is applied via a retractable vacuum coupler 548, as described above, to hold the wing panel 550 in place and induce the desired contour 544 in the wing panel 550. In particular, the vacuum coupling of vacuum coupler 548, along with the rigidity of the strongback 540 and the expandability of pogos 545, enables contouring of the wing panel 550. The pogos 545 are removably coupled to the wing panel 550 to shape the wing panel 550 into the desired contour.

[0086] Step 824 involves advancing the wing panel 550 via the shuttle through the NDI station 524 in a processing direction. In embodiments where the shuttle is a strongback 540, this step involves driving the strongback 540 along the track 510, as described for the previous method, and may be performed by pulsed or continuous motion techniques. In embodiments where the shuttle takes another form (e.g., a cart, an autonomous guided vehicle (AGV), and the like), this step involves driving the shuttle along rails or a suitable path.

[0087] Step 826 involves inspecting the wing panel 550 via the NDI station 524 while the wing panel 550 is suspended below the strongback 540. In one embodiment, this step involves performing a pulse-echo technique (e.g., via one or more individual inspection heads 606) or a transmission technique (e.g., via a pair of inspection heads 606 positioned on either side of the wing panel 550). These arrangements detect timing differences from expected values ​​as ultrasonic energy is transmitted through the thickness of the wing panel 550. This may involve operating an array of inspection heads 606 at the NDI station 524 at once. The detected timing differences are analyzed by the controller 620 to determine if a tolerance condition exists that requires rework of the wing panel 550. The rework may be performed at a dedicated work station downstream of the NDI station 524. That is, the controller 620 detects out-of-tolerance conditions on the wing panel 550 based on input from the NDI station 524 and reports the out-of-tolerance conditions for rework (e.g., via notification to a technician). In a further embodiment, the controller 620 controls the NDI station 524 to control the advancement of the wing panel 550 in the processing direction and correlates the input from the NDI station to a position on the wing panel 550.

[0088] As mentioned above, in some embodiments, inspecting may involve selectively retracting one or more vacuum couplers 548, e.g., by the strongback 540, as one or more inspection heads 606 inspect the surface of the wing panel to allow inspection of corresponding portions of the surface that would otherwise be blocked by the vacuum couplers. In further embodiments, inspection is performed by positioning the carrier 545 and / or otherwise positioning the vacuum couplers 548 at locations on the surface of the wing panel 550 where NDI inspection is not required, to inspect locations on the wing panel that contact the strongback 540 via NDI (e.g., the aforementioned portions to which the vacuum couplers 548 connect) before suspending the wing panel below the strongback, and / or by operating an array of inspection heads 606 to allow the entire inspection to be performed without requiring movement of a single inspection head, as well as other operations.

[0089] As further described above, the NDI station 524 may include NDI inspection heads 606 that are mobile, fixed, or a combination thereof. In some embodiments, the method includes positioning at least some of the inspection heads at target locations (e.g., locations where previous inspection and / or analysis indicates the need and desire for inspection). In some embodiments, the inspection heads are positioned to enable inspection of the entire desired portion of the wing panel 550 (e.g., one or more entire portions thereof, or the entire wing panel). In some embodiments in which the NDI inspection heads are fixed, advancing the wing panel 550 includes advancing the wing panel past the fixed inspection heads as the fixed inspection heads inspect portions of the wing panel. In such embodiments, steps 824 and 826 may be said to occur simultaneously or to overlap in time. In some embodiments in which the NDI inspection heads are mobile, advancing the wing panel 550 includes advancing the wing panel past the mobile inspection heads. In some such embodiments where advancing the wing panel 550 includes pulsing the wing panel in the process direction, inspection occurs during pauses between pulses and / or during the pulses. In some embodiments including an array of inspection heads, the method includes moving the inspection head relative to the wing panel 550 while operating the array. In any such embodiment, the NDI station 524 inspects a portion of the wing panel 550 at a time while the wing panel 550 is advancing through the NDI station.

[0090] The portion of the wing panel 550 relative to the NDI station 524 is monitored in some embodiments by indexing the wing panel to the NDI station, for example, by various indexing features and / or RFID chips, as described above. In some embodiments, indexing the wing panel to the workstation, whether directly or via a strongback supporting the wing panel, communicates information about the wing panel to the NDI station controller, which can then guide NDI inspection of the wing panel based at least in part on this information. In some embodiments where the indexing features are located in an over-manufactured portion of the wing panel, the over-manufactured portion is not normally inspected.

[0091] In some embodiments, the method continues with additional steps not shown in FIG. 7 . For example, the method may continue by advancing the wing panel to the next work station (e.g., a cutout station, such as cutout station 526). In embodiments in which the wing panel is suspended below a strongback, such a method may advance the wing panel to the next work station while the wing panel remains suspended below the strongback. Some embodiments utilize multiple NDI stations for inspection, and some embodiments utilize an NDI station (or more than one NDI station) for NDI inspection of additional components. For example, in some such embodiments, an NDI station scans a stiffening flange while scanning the wing panel, and an additional NDI station scans a stringer attached to the wing panel.

[0092] It should be noted above that in some embodiments, NDI inspection is performed as the wing panel passes through the NDI inspection head. This can occur regardless of the manner of transport of the wing panel (e.g., via a strongback or other means). FIG. 8 further illustrates a method 840 for inspecting a wing panel 550 in an exemplary embodiment. According to FIG. 8, step 842 includes receiving the wing panel 550 at the NDI station 524. Step 844 includes inspecting a portion of the wing panel 550 through the NDI station 524 while the wing panel is moving through the NDI station. The wing panel may be pulsed or continuously advanced through the NDI station, with inspection occurring while the wing panel is moving through the NDI station. As in method 820, in method 840, the NDI station may include a mobile and / or fixed NDI inspection head. In one embodiment, the wing panel remains suspended below the strongback while in the NDI station. In a further embodiment, mobile inspection heads at the NDI station individually traverse separate regions of the wing panel, in this aspect, inspection includes moving the inspection heads relative to the wing panel while operating an array of inspection heads at the NDI station.

[0093] Referring again to FIG. 5A , a central portion 578 of the wing panel 550 is shown within the cutout station 526. Broadly speaking, the cutout station 526 is configured to remove material from the wing panel 550, for example, within the overmanufactured portion 554 or elsewhere. In some embodiments, the cutout station 526 cuts out one or more areas of the wing panel 550 and provides openings, such as access ports, that will be utilized in downstream work stations, for example, to provide access to the interior spaces between the wing panels after they are joined together at the joining station. While not required for all embodiments, such access ports are typically provided in the lower wing panel rather than the upper wing panel. As will now become apparent from the discussion of the shimming process (e.g., as shown and described in connection with FIGS. 16A-16C and 17A-17C ), in some embodiments, the lower wing panel is provided with several access ports that provide access to the bays between adjacent ribs to facilitate the installation of shims by a robotic arm. Thus, in such embodiments, cutout station 526 may perform more operations on lower wing panels than upper wing panels. In either case, cutout station 526 may install access port covers and / or doors on wing panel 550, along with edge sealing, painting, and drilling and fastener installation as appropriate for the wing panel. In some embodiments, edge trimming of overmanufactured portions and access port trimming are performed at different work stations.

[0094] The terms "upper surface" and "lower surface" of the wing panel 550 are used in the illustrated embodiment for convenience to indicate the relative orientation of opposing surfaces of the wing panel suspended below the strongback 540. However, as will now become apparent, because the upper surface 576 of the wing panel 550 continues to be held by the vacuum couplers 548 of the pogos 545, additional components (e.g., ribs and spars) can be installed on the lower surface 574 of the wing panel 550 to manufacture the wing assembly 600. Thus, the surface shown in FIGS. 5A through 5G as the lower surface of the wing panel 550 can be considered the interior surface of the wing assembly 600, and the surface shown as the upper surface of the wing panel 550 can be considered the exterior surface of the wing assembly 600. Thus, the terms "upper surface" and "lower surface" should not be construed in a limiting sense.

[0095] FIG. 5C corresponds to the top view of assembly line 500 shown in FIG. 5A , but illustrates how strongback 540 has advanced in process direction 541 and how wing root portion 577 of wing panel 550 is within rib placement station 528. Some aspects of FIG. 5A (e.g., various supply lines, etc.) are not shown in FIG. 5C for simplicity. FIG. 5D illustrates a simplified side view corresponding to drawing arrow 5D in FIG. 5C , omitting some components visible in FIG. 5C to more clearly illustrate the ongoing build / progress of wing panel 550 into wing assembly 600. As discussed above, rib placement station 528 attaches (i.e., temporarily and / or permanently installs) ribs 572. For ease of explanation, ribs 572 are shown in simplified form in these figures, but are often more complex in configuration and appearance, as explained in more detail in the following sections.

[0096] Figure 5C further illustrates that at spar installation station 530, spar 580 has advanced from a supply line (not shown) to station 530. As discussed above, the supply of spars 580 to spar installation station 530 may be coordinated as a just-in-time supply for installation on wing panels. Thus, Figure 5C may illustrate the state of assembly line 500 just prior to moving wing panel 550 to spar installation station 530 for installation of spar 580 that has just been supplied to the station.

[0097] FIG. 5C further illustrates the use of a mobile station 552 (also referred to as a "follower"). The mobile station 552 couples the wing panel 550 to the strongback 540 and is configured to perform operations (e.g., trimming, fastener installation, sealant application, etc.) by traversing across the wing panel 550 along a mobile station track 551, which may be removably mounted on the wing panel 550. Although not required for all embodiments, the mobile station 552 may perform operations during pulse movements (e.g., micropulse movements), stops (e.g., stops between micropulses), or continuous motion of the wing panel 550 as it advances through the assembly line 500. Depending on the design, the mobile station 552 may "co-drive" (or follow) the wing panel 550 in multiple pulse movements across multiple work stations 520 and may operate independently from other work stations on the assembly line 500. During this process, the location and size (e.g., spacing) of the gaps between the strongbacks 540 may allow for the placement of the mobile station track 551 and / or the mobile station 552. In further embodiments, chutes and other complementary elements are located at the factory so that the mobile station 552 passes over or through these elements during the manufacturing process. The mobile station 552 may be removed along a return line, shown at 547 in FIG. 5C , and sent, for example, in the opposite direction of the process direction 541 (e.g., upstream along the assembly line 500), to be installed on the next wing panel as desired. In further embodiments, one or more of the strongbacks 540 dynamically move relative to the wing panel 550 to form a “smart bridge” to provide the mobile station 552 with greater access to the wing panel 550.

[0098] As mentioned above, FIG. 5D is a simplified side view of a portion of assembly line 500. A wing panel 550 with attached ribs 572 is shown positioned along track 510 while suspended beneath a set of three strongbacks 540. As briefly mentioned above, one or more adapters 543 may facilitate movement of strongback 540 along track 510. Ribs 572 are attached to the underside 576 of wing panel 550 at an appropriate angle, designated angle θ. As described in more detail below, in some embodiments, ribs 572 are vertically aligned and raised into position for attachment to the underside 576 of wing panel 550 (or more specifically, the upper wing panel). Thus, the wing panel may be suspended beneath one or more strongbacks at an angle that corresponds to angle θ and / or facilitates rib installation at angle θ. This is shown in FIG. 5D , where wing panel 550 is angled slightly upward from trailing edge portion 577 to leading edge portion 579.

[0099] FIG. 5D further provides another view of an exemplary configuration of pogos 545 and vacuum couplers 548. In an exemplary embodiment, vacuum couplers 548 are capable of angular displacement relative to pogos 545 and strong-back 540. The angular displacement may be facilitated by universal joints at either the point where vacuum couplers 548 connect to pogos 545 and / or the point where pogos 545 connect to strong-back 540. While the contours of the wing panel vary, the angular displacement corresponds to the connection to wing panel 550, thereby suspending the wing panel at a desired angle (as shown). By adjusting the pogos to the appropriate length, the angular flexibility of the vacuum couplers allows the wing panel to be suspended at any desired angle. In further embodiments, carriers 545 having other configurations grip top surface 574 of wing panel 550 (e.g., via clamping, an interference fit, etc.). As described in detail above, adjusting pogos 545 to a predetermined length can create a desired contour. This predetermined length corresponds to the desired vertical lift of the profile at multiple chord and span locations.

[0100] As discussed above, several factors determine the location of the pogos 545 and their corresponding vacuum couplers 548 relative to the upper surface 574 of the wing panel 550, for example, to create a contour in the wing panel 550. In some embodiments, one factor is the manner in which the ribs and spars are attached to the wing panel. For example, the pogos 545 and vacuum couplers 548 are positioned such that the locations of the vacuum couplers 548 on the upper surface 574 are spaced apart from corresponding locations on the lower surface 576 of the wing panel to which the ribs 572 are attached (as shown in FIG. 5D ). This may be done, for example, to allow manufacturing access to the rib 572 installation area, which can facilitate either manual or automated drilling or fastener installation that connects the rib to the wing panel.

[0101] In FIG. 5D , one rib 572 is shown being attached to a portion of the wing panel 550 in the rib installation station 528. The other rib 572, shown attached to a portion of the wing panel 550 that has advanced past the rib installation station 528, was installed while it was in the rib installation station 528. While four ribs are shown here, the number of ribs 572 can be, and often is, greater in an actual wing assembly 600. The wing panels, ribs, spars, and other components shown in FIG. 5D and other figures are for illustrative purposes only and are not necessarily drawn to scale or in outline. For example, in this series of drawings, the rib 572 is shown in simplified schematic form. Subsequent figures, such as FIGS. 11A-11D and 17A-17C, show exemplary ribs in more detail. The rib configuration or number of ribs 572 in an actual wing assembly 600 may differ from those shown here.

[0102] Figure 5E is a top view of assembly line 500, corresponding to the assembly lines of Figures 5A and 5C, showing wing panel 550 being transported via strongback 540 to spar installation station 530, where spars 580 are attached (e.g., as part of a full pulse process). In this embodiment, spars 580 are installed after ribs 572, although in some embodiments, ribs 572 are installed before spars 580. Furthermore, in Figure 5E, each spar, generally designated 580, is shown assembled from a number of individual spar segments, each individually designated 580-1 through 580-7 (however, unless otherwise specified, reference numeral 580 will be used to refer to spars and spar segments or spar sections). Spar installation station 530 may accept pre-assembled spars 580, individual spar segments or sections (e.g., 580-1 through 580-7), or both, to be assembled at the spar installation station from one or more supply lines 570 (a representative example of which is shown in FIG. 5E ). In embodiments in which spar segments are supplied to spar installation station 530, for example, the spar segments may be combined with one another before installation on the wing panel to form a partial or complete spar that is then installed on the wing panel, and / or the spar segments may be installed as spar segments on the wing panel to form a spar in the process of being installed separately. Additional components, such as fasteners and sealants, may also be supplied to spar installation station 530 to facilitate installation. After installation, strongback 540 returns wing panel 550 to truck 510, where it is transported further for additional processing. In the exemplary embodiment, strongback 540 advances to spar installation station 530 in any suitable manner, such as by a redirect track (not shown) configured to enable movement of spar installation station 530 in direction 1004.After installation, the strongback may advance in a direction 1006 back to track 510, for example, via the same redirect track (e.g., toward a panel joining station) for further advancement along track 510, or may be directed to another track, or may advance along a track other than track 510. In another embodiment, a spar installation station 530 is located along track 510, and advancement of the strongback 540 in the processing direction leads wing panels into, through, and out of the station.

[0103] The illustrated configuration is an example of a configuration that allows for selective bypass of work stations 520, such as spar installation station 530. As mentioned above, in some embodiments, ribs and spars are attached only to upper wing panels, not lower wing panels. In such embodiments, efficiencies in transporting and / or performing work on wing panels can be achieved in configurations that may allow for selective bypass of one or more work stations 520, such as, for example, an upper wing panel advancing to spar installation station 530 while a lower wing panel advances past the station. In some such embodiments, a lower wing panel may instead be directed to a work station configured specifically to work on lower wing panels rather than upper wing panels, such as a work station that forms an access port in the lower wing panel (e.g., a work station such as cutout station 526). In these embodiments, additional spars and / or spar segments are then supplied to spar installation station 530 for attachment to the next wing panel 550 traveling along track 510.

[0104] 5F shows an embodiment in which, after work at spar installation station 530 is completed, wing panel 550 is ready to move in direction 1006 back to track 510 and advance (pulsing and continuously) along track 510 in processing direction 541 to further work stations 520 (shown as rib-to-spar attachment station 598 and panel joining station 599 where the lower wing panel is joined to the upper wing panel with the rib and spar attached). This action results in wing assembly 600 awaiting, for example, the installation of further components and / or electrical and other systems.

[0105] In FIG. 5F , rib-to-spar attachment station 598 is shown as being located on track 510, while panel bonding station 599 is shown as being located off track 510, requiring wing panels 550 to travel in direction 1008 to reach panel bonding station 599. This may represent a configuration in which only upper wing panels advance along that portion of assembly line 500, while lower wing panels are redirected to another track (not shown) or station. Redirection may be accomplished, for example, by bypassing spar placement station 530 and rib-to-spar attachment station 598 and instead being fed to panel bonding station 599 to await bonding to the upper wing panel. Alternatively, lower wing panels may simply be conveyed through rib-to-spar attachment station 598 without any work steps being performed, effectively bypassing them. Alternatively, in some embodiments, one or more work stations 520 may be configured to have multiple purposes, for example, to perform certain work steps on upper wing panels and other work steps on lower wing panels. Such configurations are within the scope of this disclosure.

[0106] 5A-5F , it will be apparent that other embodiments of assembly line 500 consistent with the present disclosure may be configured differently from the specifically illustrated and described embodiment. For example, in some embodiments, the operations of joining wing panels, ribs, and spars may be performed in a different order to form a wing assembly. Thus, some or all of the various work stations 520 may be included in a different order, or other work stations than those shown, or multiple work stations 520, or work stations that perform some or all of the functions of work stations 520 in addition to other tasks, or other work stations. In some such embodiments, instead of individually installing the spars and ribs on a wing panel (such as the upper wing panel) as in the illustrated embodiment of assembly line 500, the spars and ribs may be attached to one another to form a ladder-like structure (the spars form the rails of the ladder and the ribs form the rungs) and then installed on the wing panel. Such an embodiment may therefore include one or more work stations for assembling spars to ribs (to which ribs, spars or spar sections, and fasteners may be supplied from appropriate supply lines), as well as one or more work stations for installing rib and spar structures on wing panels and / or between upper and lower wing panels. As in the illustrated embodiment of assembly line 500, the various components and structures supplied to the above-mentioned work stations may be configured for just-in-time supply to the appropriate work stations.

[0107] An example of this is shown in FIG. 5G, which illustrates an alternative configuration of an assembly line, designated as assembly line 500′. FIG. 5G generally corresponds to a top view of assembly line 500 shown in FIGS. 5C and 5E. However, while the assembly line configurations shown in FIGS. 5C and 5E include a rib installation station 528 and a spar installation station 530, where ribs 572 and spars 580, respectively, are individually and separately installed on wing panel 550, assembly line 500′ shown in FIG. 5G is instead shown to include different work stations 520, specifically, support structure assembly station 532 and support structure installation station 534. Support structure assembly station 530 is supplied with ribs 572 and spars 580, as well as fastening and / or sealing supplies, from one or more supply lines 570 (representative lines shown in FIG. 5G). 4 may deliver spars and ribs, respectively, just in time and in the desired sequence to support structure assembly station 532 for assembly into a ladder-like support structure, indicated at 588. Spars 580 may be pre-assembled or completed before being delivered to support structure assembly station 532, or may be delivered to station 532 in the form of separate spar segments or sections (not individually shown) for assembly into support structure 588 along with ribs 572.

[0108] Once assembled, the support structure 588 is transported (e.g., sideways) to the support structure installation station 534, as indicated by arrow 1014, for installation on the wing panel 550. Other aspects of a cart or shuttle may transport the support structure 588. The support structure 588 may then be lifted upward onto the wing panel for installation. Alternatively, or additionally, the wing panel may be lowered onto the support structure 588. Although not shown in FIG. 5G , fasteners and other supplies may be supplied to the support structure installation station 534, either with the support structure or separately via one or more feed lines or supply lines. Thus, FIG. 5G may depict the assembly line 500′ just before the fully assembled support structure 588 is delivered to the support structure installation station 534 for installation on the waiting wing panel 550. The movement of the wing panel 550 along the track 510 via the strongback 540 can be coordinated with the delivery of the assembled support structure 588 so that both the wing panel 550 and the support structure 588 can be delivered to the support structure installation station 534 simultaneously, or just-in-time delivery of either one for installation, and the like.

[0109] With the rib 572 and spar 580 support structure 588 installed, the wing panel 550 can proceed to a panel joining station (e.g., panel joining station 599 shown in FIG. 5F ) so that another wing panel, such as a lower wing panel, can be installed in the assembly. The alternative configurations described above in connection with FIG. 5G can offer advantages over the configuration shown in assembly line 500, for example, by not including transporting the wing panel laterally relative to track 510 for spar installation (as shown in FIG. 5E ), or by achieving efficiencies in installing the ribs and spars together rather than separately, and equivalent operations.

[0110] FIG. 9 is a flow diagram illustrating a method 860 of manufacturing a wing via an assembly line, such as assembly line 500, in an exemplary embodiment, with reference to various components of concepts and operations embodied in assembly line 500 presented in FIGS. 5A-5G and described above. In step 862, a wing panel 550 is suspended beneath a shuttle, such as a strongback 540, which imparts a contour 544 to the wing panel 550. For example, in one embodiment, a carrier 545 is attached to the wing panel 550 via a vacuum coupler 548 and positioned vertically to impart the contour. As described above, in some embodiments, suspending the wing panel 550 includes indexing the strongback 540 to the wing panel. Indexing can be a physical connection (e.g., physical attachment or otherwise establishing engagement) between the strongback 540 and one or more indexing features located on the wing panel 550, for example, in an overmanufactured portion of the wing panel 550. Additionally or alternatively, the indexing feature may consist of or include a readable identification means (e.g., an RFID chip / tag or barcode), and indexing comprises reading the identification means with a suitable reader (e.g., an RFID reader, scanner, or barcode reader, etc. (not shown)).

[0111] In step 864, the wing panel 550 advances in a process direction, such as process direction 541, through at least one workstation 520 (and typically multiple workstations 520) in the assembly line 500 via the strongback 540 while the wing panel 550 is given a contour 544 (e.g., defined by the upper surface 574 in FIG. 5B ). For example, the strongback 540 may be advanced along the track 510 while the vacuum coupler 548 of the carrier 545 to the wing panel 550 is positioned in a vertical position corresponding to the contour 544. As described above, creating the desired contour can be achieved by aligning the carrier 545, each contacting the wing panel, at a predetermined position on the wing panel; during this process, the wing panel 550 may advance through an NDI station (e.g., NDI station 524) that performs NDI on the wing panel. During stops between pulses, or during continuous motion, the wing panel 550 is indexed to the various workstations 520. This can be done by indexing the work station 520 to an indexing feature 210 on the wing panel 550 itself, as described above with respect to indexing the strongback 540 to the wing panel, or by indexing the work station 520 to an indexing feature on the strongback 540 carrying the wing panel 550.

[0112] In step 866, structural components such as ribs 572 and spars 580 are installed (via a combination of the strongback 540, carrier 545, and vacuum couplers) on the wing panel 550 while the profile 544 is being applied. This may involve co-joining and / or fastening the ribs 572 and spars 580 to the wing panel 550 while the wing panel 550 is suspended from the strongback 540. Alternatively, this may involve assembling the ribs 572 and spars 580 into a support structure 588. The support structure 588 is then installed on the wing panel 550 while the wing panel is suspended from the strongback. In one embodiment, advancing the wing panel 550 includes pulsing the wing panel (e.g., full pulse or micro pulse) in the processing direction, with the installation of the ribs 572 and spars 580 being performed during pauses between pulses. In a further embodiment, advancing the wing panel 550 includes continuously moving the wing panel in the processing direction, and installation of the ribs 572 and spars 580 occurs while the wing panel is continuously moving.

[0113] 9, in some embodiments, the method 860 further includes additional active work stations 520 positioned along the processing direction to perform a variety of different work processes, such as installing ribs and / or spars, joining ribs and / or spars to each other and / or to wing panels, rework, inspecting wing panels, cutting / installing access ports, etc. In some embodiments, multiple work stations 520 are provided to perform the same type of operation.

[0114] Method 860 may provide one or more technical advantages over conventional techniques, for example, by allowing a wing panel 550, or a portion thereof, to remain indexed to a respective work station 520 in a manufacturing environment while the wing panel is transported through multiple work stations 520 to undergo work. That is, the wing panel 550 remains indexed to the strongback 540 during transport. This means that the work stations 520 can quickly index themselves to the strongback 540, the wing panel 550, or both. Furthermore, the technique of suspending the wing panel 550 below the strongback 540 allows for greater and more ergonomic access and inspection of the wing panel 550 (e.g., by a technician) during the assembly process.

[0115] FIG. 10 is a flow diagram illustrating a method 880 for contouring a wing panel, according to an exemplary embodiment. According to method 880, step 882 includes identifying the location of an aircraft wing panel below a strongback. As described in detail above, this step may involve moving wing panel 550 below strongback 540 configured to extend across the cross-section of the wing panel, indexing the wing panel to the strongback via indexing features on the wing panel (e.g., physical indexing features and / or readable identification means), hard stops, visual techniques, and / or other processes. Step 884 includes engaging pogos on the strongback at an upper surface of the wing panel at a location away from locations where structural components, such as ribs and spars, will be attached to the wing panel (e.g., corresponding locations on the underside of the wing panel). As discussed above, this is performed to allow manufacturing access to the rib or spar installation area, for example, to facilitate manual or automated drilling, fastener installation, etc., and to allow the ribs and spars to be installed on the wing panel. The ribs can be made from a metallic material or a composite. If the ribs are made from aluminum, one or more layers of fiberglass or other material are placed at the intersection between the aluminum and the carbon fiber. This can be accomplished with a fiberglass isolation ply along with a sealant in the wing panel in the area where the rib will be placed (sometimes called the "rib land area"). In one embodiment, this involves physically engaging pogos to the upper surface and activating a vacuum system that applies suction to the wing panel through the pogos.

[0116] Step 886 involves controlling the length of the pogos to create a contour on the wing panel while the wing panel is suspended below the strongback. The pogos are individually adjustable. In one embodiment, adjusting the length of the pogos is done by setting the pogos to a predetermined length, while in further embodiments, this involves activating an actuator or air pressure to create a specific length for each pogo. When the pogos are all set to their predetermined lengths, and the vacuum couplers on each pogo are properly positioned for the particular wing panel, the wing panel is held to match the desired contour on which the ribs may be installed.

[0117] As described above, in some embodiments, a scan is performed to determine the initial wing panel profile. If the wing panel is already at the desired profile, no changes to the profile may be necessary. In such a situation, the gripping force applied by each pogo may be weaker than in a situation where the wing panel profile is actively imparted by the pogo. For example, the adjustment of the length of each pogo relative to the strongback (i.e., longer or shorter) to push and / or pull the wing panel toward the desired profile is determined by the design parameters of the wing panel. The position of the pogo's vacuum coupler is precisely positioned relative to the top surface of the wing panel to ensure that the profile created by the pogo meets expectations when the pogo is at the desired length.

[0118] As mentioned above, in FIGS. 5A-5G , which illustrate various aspects of the assembly line 500 (or 500′) for wing assembly (including the operations performed as the wing panel 550 progresses through the various work stations 520 disposed along the assembly line), many systems, operations, and components (e.g., rib 572) are shown in simplified form and / or schematic form for ease of explanation. FIGS. 11A-11D illustrate in more detail the installation of additional components onto the wing panel 550 in the manufacture of the wing assembly 600. Specifically, FIGS. 11A-11D illustrate the installation of the rib 572 onto the wing panel 550, and in this embodiment, the upper wing panel 550-1 is shown at the rib installation station 528. Accordingly, the wing panel 550 may be referred to as the “upper wing panel 550-1” or simply the “wing panel 550-1” in the following sections for convenience. The term “wing assembly” refers to the structure created when wing components, such as the wing panel, rib, and / or spar, are assembled together. As explained in detail below, Figure 11A shows the rib 572 being moved by the shuttle into position below the upper wing panel 550-1, and Figures 11B and 11C show the rib being lifted upward toward the underside of the upper wing panel for installation thereon. Figure 11D shows the resulting wing assembly 600, with the rib 572 installed on the wing panel 550-1 and a pair of spars 580 installed on either end of the rib 572.

[0119] The views shown in Figures 11A and 11B generally correspond to drawing arrow 11 in Figure 5C and show a chordwise cross-section of a wing panel 550-1 suspended below a strongback 540 by pogos 545 coupled to the wing panel's upper surface 574 via vacuum couplers 548 in accordance with the above description. The wing panel 550-1, or at least the cross-sectional portion shown in Figure 11A, is positioned in a rib installation station 528. As detailed above, the wing panel 550-1 may be indexed to a work station 520 directly or via one or more of the strongbacks 540 supporting it. The wing panel 550-1 is shown with several stringers 640 installed on its lower surface 576, the stringers 640 being shown to have a T-shaped cross-section. Although six stringers 640 are shown here, more or fewer stringers may be used for particular upper wing panels and / or ribs 572, and / or at particular locations along the spanwise length of the wing panels. In the context of an assembly line such as assembly line 500 shown in Figures 5A-5F (and / or assembly line 500' shown in Figure 5G), stringers 640 may be installed before the ribs are installed, for example, at any point upstream of rib installation station 528 or during initial manufacturing of upper wing panels from preforms.

[0120] While numerous rib configurations are possible, within the scope of this disclosure, rib 572 in Figures 11A-11D is shown as an elongated, solid structure including a reinforced web 646 whose contour is maintained by stiffeners 648 (e.g., beams or brackets that provide the contour to the rib prior to attachment to wing panel 550). The upper and lower ends of rib 572 are shaped to fit the contour of the respective wing panel to which rib 572 is to be installed, and are provided with numerous openings or "mouse holes" 650 sized and positioned to accommodate, for example, stringers 640, as well as cables and other structures (not shown) that may be installed. Web 646 further includes numerous access holes 652 located inward from the ends of the rib for a similar purpose.

[0121] In FIG. 11A , ribs 572 are advanced into position and, in one embodiment, enter rib placement station 528 from a feed line (shown at 570). This feed line may be a rib feed line (such as rib feed line 491-7) that supplies ribs 572 to rib placement station 528 just-in-time or via a just-in-time timing scheme. More specifically, in FIG. 11A , ribs 572 are held in a vertical orientation while being transported via shuttle 700 (e.g., a manual or automated cart propelled on rails, an autonomous guided vehicle (AGV), etc.). As described above, ribs 572 are fed to shuttle 700 via a just-in-time feed line and can move during stops between pulses to enter rib placement station 528. In the illustrated configuration, shuttle 700 advances in a direction perpendicular to the processing direction of wing panel 550. The shuttle 700 is shown driven by wheels 702 (e.g., motorized wheels) across the floor 710, but may alternatively be disposed on rails, tracks, or the like. The wheels 702 drive a chassis 708, which moves horizontally / laterally in direction 1008 to transport the rib 572 to a position / location directly below the wing panel 550. The shuttle 700 may include indexing features (not shown) to facilitate indexing of the cart to the rib placement station 528. This ensures proper positioning of the shuttle relative to the rib placement station before advancing to a position below the wing panel 550 and / or ensures proper positioning of the shuttle (and thus the rib) relative to the upper wing panel 550-1 once the shuttle is advanced into position. Such indexing features may be in the form of a cup and cone of a cup-and-cone indexing system, hard stops, and / or other configurations. The chassis 708 carries one or more actuators 704 and supports 706 attached to the actuators 704. The supports 706 are configured to support the ribs 572 vertically.Actuator 704 (or other lifting device) is configured to drive support 706 vertically, for example, to lift rib 572 into contact with lower surface 576 of wing panel 550 .

[0122] 11B shows rib 572 after it has been driven vertically upward in direction 1010 to contact lower surface 576 of upper wing panel 550-1 (e.g., at the rib landing area). Mousehole 650 located along the upper edge of rib 572 can now be seen more clearly as sized and positioned to accommodate stringer 640. The clearance between rib 572 and stringer 640 at mousehole 650 may be greater or less than shown. During connection to the wing panel, rib 572 is held in a desired orientation and position by supports 706. While the term "installation" is used in previous descriptions in this disclosure, this term can encompass temporary or permanent attachment. Thus, when the rib 572 is first brought into contact with the wing panel, the connection may be temporary, e.g., by fastening and / or tacking the rib 572 in place, or may be permanent, e.g., by using temporary or permanent fasteners (e.g., via automatic or manual drilling and fastener installation techniques before and / or after retracting the shuttle 700), or the rib 572 may be permanently attached while aligned with the upper wing panel 550-1. In some embodiments, such as those described further below in connection with FIGS. 16A-16C and 17A-17C, shims may be installed to fill any gaps from the rib to the wing panel interface after the rib 572 is temporarily fastened to the wing panel and before it is permanently installed thereon. In either case, once connected to the upper wing panel 550-1, the connection means holds the rib 572 in the desired position so that the shuttle 700 can be retracted.

[0123] In other embodiments, one or more strongbacks 540 suspend the upper wing panel below via pogos 545 that form a vacuum attachment to the wing panel, and rather than the ribs 572 rising up to the wing panel, adjusting the length of the pogos (and / or lowering the strongbacks 540) lowers the lower wing panel into contact with the ribs 572. Still other embodiments may utilize a combination of movement of both the ribs 572 and the upper wing panel to bring the two components into contact. In some embodiments, the ribs 572 are installed after installation of the spars or spar segments (not shown in this figure). The spars facilitate maintaining the profile (e.g., spanwise profile while the ribs maintain the chordwise profile). Specifically, in such embodiments, the spars 580 may prevent lateral (e.g., chordwise) displacement of the ribs 572, spanwise displacement of the ribs relative to each other, twisting of the ribs 572 and upper wing panel 550-1 about the spanwise 590 axis, etc. Furthermore, in some embodiments, the support structure (e.g., support structure 588) is assembled from ribs and spars and then installed on the wing panel. Such embodiments may involve the use of multiple shuttles and / or shuttles of different configurations rather than shuttle 700 to transport and / or lift the support structure onto the wing panel.

[0124] FIG. 11C corresponds to drawing arrow 11C in FIG. 11B and further illustrates the relationship between shuttle 700, rib 572, and upper wing panel 550-1. FIG. 11C further illustrates that, in this embodiment, upper wing panel 550-1, and specifically its lower surface 576, includes alignment features 584 configured to align with complementary alignment features 586 in rib 572. The configuration of alignment features 584 and 586 may be any configuration that achieves overlap between upper wing panel 550-1 and the rib, such as a cup-and-cone configuration. There may be multiple corresponding pairs of indexing features for each rib. Furthermore, in some embodiments, alignment features 584 are installed during manufacture of upper wing panel 550-1 as indexing features 210. These alignment features facilitate alignment of rib 572 before fastening rib 572 to upper wing panel 550-1. Thus, in one embodiment, lifting rib 572 includes mating rib 572 with alignment feature 584 in wing panel 550. Ribs 572 are supplied just-in-time to rib placement station 528 from a parallel assembly / supply line as needed. In this manner, various ribs are continuously prepared for placement on wing assembly 600 in a pulsed environment as needed.

[0125] FIG. 11D is an end view of a wing assembly 600 including a wing panel 550 (e.g., upper wing panel 550-1) with a rib attached, where the rib 572 is visible (i.e., the rib 572 blocks the other ribs behind it from view). In an exemplary embodiment, the upper wing panel 550-1 is transported along an assembly line, for example, via a strongback 540 that carries the upper wing panel 550-1 (now part of the wing assembly 600) along a track 510. The wing assembly 600 may be at least partially positioned within a rib installation station 528, as illustrated in FIG. 5C. However, in the embodiment shown in FIG. 11D, spars 580 are shown installed on either side / both ends of the rib 572. Thus, for example, depending on the order in which spars 580 and ribs 572 are installed, wing assembly 600 may be at least partially positioned in spar installation station 530, as shown in FIG. 5E, or in rib-to-spar attachment station 598, as shown in FIG. 5F.

[0126] In accordance with the components and operations described above, FIG. 12 is a flow diagram illustrating a method 900 for installing ribs on an upper wing panel during the manufacture of a wing assembly, in an exemplary embodiment. The description of the method refers to the components and concepts described above and illustrated in the drawings, but the method is applicable to a variety of settings. Step 902 involves suspending an aircraft upper wing panel 550-1 below a shuttle, such as a strongback 540. In accordance with many of the methods described above, this step may include (and / or be preceded by) stripping the upper wing panel 550-1 from a layup mandrel, indexing the upper wing panel to the strongback 540, and / or coupling the wing panel to the strongback (e.g., via vacuum couplers 548 of pogos 545) to hold the upper wing panel while creating a contour in the upper wing panel.

[0127] Step 904 involves moving the rib to a position below the upper wing panel. This step may be performed while the wing panel is moving through a work station, stopping between pulses. In some embodiments, this step involves driving a shuttle (e.g., cart 700, which may be a manual cart, an AGV, or other configuration vehicle) that supports the rib in the desired position. The cart may be controlled according to an NC program and may be positioned based on markings on the shop floor that indicate the desired placement location, such as a track / rail system that achieves the desired orientation, or via radar or LIDAR, visual tracking, etc. In the exemplary embodiment, the location to which the rib is moved is directly below the location on the upper wing panel where the rib will be installed.

[0128] Method 900 is shown to include step 906 of orienting ribs 572 to be vertically upright. In some embodiments, after demolding, ribs 572 are assembled or worked on while in an upright position (e.g., on a jig or similar frame) and therefore may not need to be oriented upright for installation (e.g., if moved directly from the jig to cart 700 without changing orientation). A jig may be used to impart or create a desired profile (e.g., a flat profile) to the ribs. As described above, after demolding, stiffeners extending the length of the ribs are coupled to the ribs to create the profile. In some embodiments, the vertically upright orientation is required before installation because the ribs may be oriented (or become oriented) in an orientation different from the vertical orientation during assembly or while being fed to the rib installation station. In some embodiments, the orientation is performed by placing ribs 572 on cart 700, followed by supports 706 to hold the ribs in the desired vertical orientation. Method 900, in some embodiments, includes just-in-time supply of ribs, for example, via supply lines configured to have appropriate takt times for just-in-time supply.

[0129] In the exemplary embodiment, the "orienting" step 906 is shown as occurring after the "moving" step 904, although this is not required in all embodiments. In some embodiments, the "orienting" step (906) occurs as part of, or at least partially during, the "moving" step (904). In some embodiments, the orienting step occurs before the moving step (e.g., while the rib 572 is being placed on the cart 700).

[0130] In step 908, the rib 572 is placed into contact with the upper wing panel. As described above, this may be done by vertically lifting the rib, for example, by actuating the actuator 904 of the cart 900 to lift the rib 572 into contact with the underside 576 of the upper wing panel 550-1. In some embodiments, this may be done by lowering the upper wing panel into contact with the rib, for example, using the pogos 545 of the strongback 540. In some embodiments, a combination of lifting the rib and lowering the wing panel is used to bring the components into contact. In some embodiments, bringing the rib 572 into contact with the upper wing panel 550-1 includes mating the rib with one or more indexing features of the wing panel (e.g., by interlocking alignment features 584 and 586, as shown in FIG. 11C ). This may ensure a final, precise alignment of the rib 572 with the upper wing panel 550-1.

[0131] 5D , for example, the rib 572 of some embodiments may be secured to at least one or more portions of the wing panel 550 or its underside at an angle shown as the installation angle θ. Thus, in a manufacturing method in which the rib 572 is oriented vertically, i.e., typically perpendicular to the track 510 and / or floor surface 710, and then raised up to the underside of the wing panel, installing the rib at the desired installation angle θ relative to the wing panel may be facilitated by positioning the wing panel in the appropriate orientation, for example, by positioning the wing panel so that its underside is tilted at a complementary angle to the installation angle θ. This may be done while the upper wing panel 550-1 is initially suspended under one or more strongbacks in the appropriate orientation, or the length of a pogo may be adjusted prior to the rib installation procedure in a manner configured to change the orientation of the wing panel to one appropriate for rib installation.

[0132] In step 910, rib 572 is attached to upper wing panel 550-1 while the upper wing panel is suspended from strongback 540. Attaching, as used herein, encompasses temporarily holding the rib in place by tucking, clamping, and / or other techniques, as well as permanently installing. In some embodiments, rib 572 is held in place prior to permanent installation, allowing for the selective installation of shims at any gaps at the rib-to-wing panel interface. In some embodiments, installing includes driving or otherwise installing fasteners through upper wing panel 550-1 and rib 572. This operation may be performed via an end effector that installs locking bolts or by other means. In some embodiments, vacuum attachment is provided by vacuum coupler 548 so as not to obstruct or interfere with the fastening operation. Vacuum coupler 548 may be positioned between rib installation locations, and in any case is spaced apart from the rib installation locations. Thus, in such an embodiment, the vacuum coupler 528 is positioned on the wing panel 550 such that the position of the vacuum coupler 528 does not interfere with operations such as tacking and / or permanent installation of the rib 572 with fasteners performed by a technician or automated operations.

[0133] Steps 904 (moving the rib), 908 (bringing the rib into contact with the wing panel), and 910 (attaching the rib to the wing panel) are all performed while the wing panel 550 is suspended and / or while maintaining the rib 572 vertically upright. One or more, or all, of the steps of method 900 are performed at a rib installation station. Method 900, or a sequence of its steps, may be performed repeatedly for multiple ribs 572 being installed on the same wing panel 550.

[0134] Method 900 provides technical advantages over conventional systems and techniques because it allows for the contouring of wing panel 550 and the rapid installation of ribs 572 onto the wing panel while the contouring is occurring. By maintaining the ribs in a vertical orientation throughout the installation process, method 900 can save labor and improve efficiency on the manufacturing floor and / or assembly line.

[0135] In some embodiments, after at least one rib is attached (e.g., installed on upper wing panel 550-1), spar 580 is attached to the rib and wing panel to separate the leading and trailing edge portions of the wing panel / rib. In some such embodiments, sections of the spar are joined longitudinally to each other at the rib to form the spar, with the rib being part of the interface between the spar segments. In some such embodiments, spar 580 is installed at a station downstream from the rib installation station, such as a spar installation station like spar installation station 530 of assembly line 500 shown in FIGS. 5E and 5F . In one embodiment, spar 580 is composed of three spar sections, and therefore there are two spar / rib interfaces. In some embodiments, spar 580 and rib 572 are installed simultaneously on wing panel 550, for example, at two different stations and / or at two different locations on wing panel 550.

[0136] Installing the ribs and spars to the wing panels and installing the ribs and spars relative to each other may involve any suitable techniques, including those disclosed herein. Some embodiments of method 900 continue, such as by joining a lower wing panel to the ribs and spars installed on the upper wing panel. A more detailed description of one manner in which this is done is provided below with reference to Figures 16A-16C, which show one manner in which shims are installed during assembly of the wing assembly.

[0137] In some embodiments, there is a work station upstream of the spar installation station where the wing panel is trimmed to its final dimension (e.g., final circumference) and the indexing features in the over-manufactured portion are removed (i.e., removed along with the over-manufactured portion). This trimming operation is followed by sealing and painting in pulses or continuously. In some embodiments, trimming the wing panel to its final circumference (and / or sealing and painting) occurs after the ribs and / or spars are installed.

[0138] 13 is a flow diagram illustrating a method 920 for assembling a wing assembly in an exemplary embodiment, which involves the components, concepts, and processes detailed above, but focuses on installing ribs and spars on an upper wing panel while the wing panel is suspended below a shuttle. Accordingly, step 922 involves suspending an aircraft upper wing panel 550 below a shuttle, such as a strongback (e.g., strongback 540). Step 924 involves installing rib 572 on upper wing panel 550-1. Step 926 involves installing spar 580 on upper wing panel 550-1. Step 928 involves fastening spar 580 to rib 572. Finally, step 930 involves joining lower wing panel 550-2 to spar 580 and rib 572.

[0139] As noted above, the joining of the various wing assembly components may occur in a sequence different from that shown in the illustrated embodiment. In some embodiments, one or more of the ribs are installed before installing the spar (or spar section). In some embodiments, all of the ribs are installed before installing the spar (or spar section). In some embodiments, the ribs and spars are installed simultaneously or with overlapping time, for example, at multiple work stations on an assembly line and / or at multiple locations on the wing panel.

[0140] Furthermore, in some embodiments, prior to attaching the ribs to the wing panels (e.g., upper wing panel 550-1), spars 580 (or spar sections) are joined to ribs 572 to form a wing assembly having a horizontal, open, ladder-like structure, such as a support structure 588 (best seen in FIG. 5G ), onto which the upper and lower wing panels 550 will be placed. FIG. 14 is a flow diagram illustrating a further method 940 of assembling a wing assembly in such embodiments. This embodiment includes joining the spar 580 to the rib 572 in step 942. Then, in step 944, the upper wing panel 550 is joined to the spar 580 and rib 572, or to one side of the support structure 588. This process may involve suspending the upper wing panel 550-1 below a shuttle, such as a strongback, and lifting the joined rib and spar support structure 588 into place and attaching it to the upper wing panel, as in other exemplary methods. In some such embodiments, all of the ribs and spars are fastened together before joining with the upper wing panel, and in other such embodiments, additional ribs and / or spars or spar sections are attached to the wing assembly after the support structure 588 is joined with the upper wing panel. In step 946, the lower wing panel is finally joined to the opposite side of the support structure 588 from the joined spars 580 and ribs 572 to complete the wing assembly.

[0141] As noted above, in some configurations of an assembly line for wing assembly, the various work stations may be arranged in a manner that facilitates performing several operations on a wing panel simultaneously or overlapping in time as the panel moves in a process direction along the assembly line. Figure 5A, for example, shows a configuration in which various sections of the same wing panel 550 are positioned within multiple work stations 520, specifically, NDI station 524, cutout station 526, and rib placement station 528. In other embodiments, additional work stations 520 may be arranged in this manner, such as spar placement station 530 (Figure 5E), support structure assembly station 532 and / or placement station 534 (Figure 5G), and rib-to-spar attachment station 598 and / or panel joining station 599 (see Figure 5F).

[0142] 15 is a flow diagram illustrating the manner in which multiple operations may be performed on a wing panel simultaneously or overlapping in time, and in an exemplary embodiment, illustrates a method 960 for assembling a wing or wing assembly, for example, by installing ribs and spars on the upper wing panel. Step 962 includes suspending an upper wing panel 550-1 of an aircraft under a shuttle, such as a strongback (e.g., strongback 540). Step 964 includes simultaneously, or at least overlapping in time, installing one or more ribs 572 and one or more spars 580 (or sections of spars 580) on the upper wing panel 550 via stations 520 located on the upper wing panel while the upper wing panel is suspended. Step 966 includes pulsing the upper wing panel in a processing direction through the work stations 520. In some embodiments, additional work stations 520 also perform work on the wing panels during these operations, including installing access ports (at the cutout station) and attaching ribs to spars (at the rib-to-spar attachment station). In further embodiments, the work stations install ribs and spars at the stops between pulses of the upper wing panel. In further embodiments, the method further includes attaching a lower wing panel to the one or more ribs and one or more spars installed on the upper wing panel.

[0143] Various aspects of wing assembly, such as the installation of ribs and spars onto wing panels, may involve installing shims between the wing panel and one or more ribs and / or spars, for example, if any gaps between the various components exceed a certain size (e.g., a shimming tolerance threshold). Shim installation may occur before or after the lower wing panel is attached, for example, before the ribs and spars are fastened and / or affixed in place, and after the ribs and spars are fastened together in assembly line 500 of FIG. 5A. Once the components are positioned relative to one another and affixed / fastened in place, shims fill the gaps between the various components (e.g., between the rib and the upper or lower wing panel, between the spar and the upper or lower wing panel, between the rib and the spar, etc.).

[0144] 16A and 16B illustrate, in an exemplary embodiment, the automatic installation of shims between the ribs and the wing panels, specifically by the end effector of a robotic arm that can be removably coupled to the stiffeners of each rib. More specifically, as shown in both FIGS. 16A and 16B, a wing assembly 600 is suspended below a strongback (not shown) by an adjustable-length pogo 545 that includes a vacuum coupler 548 coupled to the upper surface 574 of a wing panel 550 of the wing assembly. FIG. 16A illustrates an embodiment in which the wing assembly 600 includes one wing panel 550 in the form of an upper wing panel (designated 550-1), while FIG. 16B illustrates an embodiment in which the wing assembly 600 further includes a second wing panel 550 in the form of a lower wing panel (designated 550-2). The wing assembly 600 is shown with a number of ribs 572 attached to the lower surface 576 of the upper wing panel 550-1.

[0145] In some embodiments, there may be one or more gaps between connected components of wing assembly 600 (e.g., between rib 572 and the surface of the wing panel on which the rib is installed, between spar 580 and wing panel 550, between rib 572 and spar 580). If a gap is determined to exceed a certain size, in that one or more dimensions of the gap (e.g., width, depth, length, etc.) exceed a certain threshold (also referred to herein as a shimming tolerance threshold), a shim of appropriate size and configuration is installed in the gap to fill the gap. In the exemplary embodiment, this is performed by a robotic arm 750, and more specifically, by an end effector 752 of the robotic arm. In FIG. 16A , end effector 752 is shown to include a gripping device 754 configured to hold a shim 756, for example, at a gap determined to be a shim location (shown at 758). In some embodiments, the end effector 752 includes an inspection component or device (not shown), such as a camera, laser, ultrasonic device, probe, thickness gauge, etc., to scan or otherwise visually or physically detect or assess the gap along the joined components and make or enable a determination whether the gap exceeds a shimming tolerance threshold and thus is in an appropriate location for installation of a shim 756 (i.e., shim location 758). In some embodiments, the robotic arm 750 includes multiple end effectors 752 (e.g., one inspection end effector and another installation end effector).

[0146] Although other configurations are possible, in FIG. 16A , robotic arm 750 is shown as a chain of actuators 760 and rigid bodies 762 extending from carriage 764. Carriage 764 is then connected to stiffeners 648 of rib 572. Stiffeners 648 are also referred to herein as “brackets.” In some embodiments, as described above, brackets 648 are installed on ribs 572 prior to installation of the rib on wing panel 550 to function as stiffeners, i.e., to stabilize the rib and / or impart a desired (e.g., flat) profile to the rib. Thus, brackets 648 in some embodiments function as both stiffeners and attachment points for the robotic arm. In further embodiments, brackets 648 can serve as common attachment points for machines or equipment used to move or otherwise manipulate the rib during manufacturing and / or assembly operations. In some embodiments, the brackets are removably attached, for example, using bolts or other similar fasteners. As described in more detail below, the connection between carriage 764 of robot arm 750 and bracket 648 of rib 572 is releasable so that the robot arm can be connected and disconnected to the bracket by removably attaching carriage 764 to the bracket. Furthermore, in the exemplary embodiment, the connection is made such that carriage 764 is independently movable along the length of the bracket to facilitate the robot arm accessing gaps and / or shim locations 758 along the length of rib 572.

[0147] The robotic arm 750 can be moved (e.g., repositioned) from one bracket to another, such as being disconnected from a first bracket and then connected to a second bracket, to operate at various positions along the wing assembly 600. In the embodiment shown in FIG. 16A , this is accomplished by a cart 770. The cart 770 includes a set of wheels 772 attached to a cart body 774 and configured to support the cart body against a surface, such as a floor. One or more of the wheels 772 may be motor-driven or otherwise driven. The cart body 774, in turn, supports a telescoping lift 776. The lift 776 is configured to engage with the carriage 764 and raise or lower the carriage 764. Thus, the cart 770 is configured to position the carriage 764 for coupling to the bracket 648, or to move the carriage to a position where it can be coupled to the bracket of the second rib after disengaging from the bracket of the first rib 572, for example, by a combination of raising or lowering the lift 776 and moving the position of the cart body relative to the floor surface (and / or rib 572) using the wheels 772.

[0148] As shown, cart 770 further includes a controller 778. Controller 778 may partially or fully control the movement of cart body 774 and / or lift 776 and / or the coupling / decoupling of carriage 764 to bracket 648 of rib 572. Controller 778 may fully or partially control the movement of robotic arm 750 and its end effector 752. In some embodiments, robotic arm 750 operates according to an NC program by controller 778 to visually inspect the position between rib 572 and wing panel 550 to determine whether and what size shim 756 is used and / or to install the shim. In other embodiments, some or all of these movements are remotely controlled, for example, by an operator or floor controller (not shown). Thus, it can be understood that FIG. 16A illustrates multiple movements. For example, cart 770 and lift 776 are shown positioning carriage 764 with bracket 648 of rib 572. Additionally, an end effector 752 of the robotic arm 750 extending from the carriage 764 is shown holding a shim 756 for placement at a shim location 758. For ease of illustration, various components of the cart 770 and robotic arm 750 are shown in simplified, partially schematic form. Cables, wires, and the like that provide power to the robotic arm 750 and / or cart 770 from an external or built-in power source (not shown) are not illustrated in this drawing.

[0149] 16A further illustrates a shim supply line, indicated generally at 780, which, in an exemplary embodiment, is configured to supply shims 756 for installation by robotic arm 750. In some embodiments, shim supply line 780 is configured to dynamically manufacture shims 756 for installation in response to signals or communications provided by an operator and / or controller 778, for example, based on input received from end effector 752 configured to measure or otherwise access each gap encountered during analysis.

[0150] Thus, it can be seen that an exemplary operation of automated shim installation for a wing assembly proceeds by evaluating a sequence of each location in the wing assembly (e.g., a series of locations where a prior analysis indicates that a shim location 758 exists (or may exist)), or the entirety of each joint between joined components, etc. In one embodiment, the carriage 764 of the robotic arm 750 is sequentially coupled to the brackets 648 of each of several ribs 572 installed on the wing panel 550, and detection and analysis of each gap and / or installation of a shim for each shim location 758 is performed in a space enclosed by one or two adjacent ribs 572. This space is also referred to as a bay 790. As discussed above, in such an embodiment, the movement of the carriage 764 along the brackets 648 can enable inspection and / or installation of the entire length of the ribs 572, or at least a side of one or more ribs defining a bay to which the robotic arm 750 is attached. 16A , five ribs 572 (also individually shown as 572-1, 572-2, 572-3, 572-4, and 572-5) are shown installed in upper wing panel 550-1, forming six bays 790 (only individually shown as 790-1, 790-2, 790-3, 790-4, 790-5, and 790-6). Carriage 764 is shown coupled to bracket 648 of rib 572-4, allowing end effector 752 of robotic arm 750 to inspect and / or install shims 756 not only on the side of rib 572-4 where bracket 648 is installed, but also on one side of the next adjacent rib (i.e., rib 572-3) and any accessible locations in bay 790-4. Thus, shim installation can be performed in each bay 790-1, 790-2, etc. by coupling carriage 764 of robotic arm 750 to bracket 648 on each rib 572. In bays that do not have a bracket 648 to which carriage 764 can be coupled, such as bay 790-6 in FIG. 16A, clearance inspection and / or shim installation may be performed by moving robotic arm 750 with cart body 774 and telescopic lift 776.In other embodiments, additional brackets may be installed to allow inspection and / or shim placement solely by the bracket-mounted robotic arm 750. There may be more or fewer ribs (and correspondingly more or fewer bays) in various wing assemblies. In some embodiments, the robotic arm 750 couples with the bracket 648 of the rib 572 before the rib is positioned against the wing panel.

[0151] In some cases, shim positions 758 can be detected and / or evaluated from both sides of rib 572. In this case, shim installation may occur from the side that allows for more efficient operation. In some embodiments, multiple robotic arms deploy to the same wing assembly, which may facilitate more efficient shim installation for shim positions that can be filled from either side. In some such embodiments, a single cart can facilitate the positioning (and repositioning) of each of multiple robotic arms, such as by lifting a carriage of a first robotic arm into position for attachment to a first bracket, then disengaging the carriage to leave the robot arm on the first bracket, and then moving the carriage to engage a second robotic arm (moving it into position for attachment to a second bracket (e.g., in a different bay)).

[0152] In FIG. 16B , as described above, the wing assembly 600 is shown to further include a lower wing panel 550-2. Additionally, a telescoping lift 776 is shown extending through an access port 792 in the lower wing panel 550-2 to access the bracket 648, for example, to couple (or disengage) the carriage 764 to the bracket. The access port 792 could have been installed at an upstream work station 520, such as the cutout station 526, as shown in FIG. 5A . The access port 792 is sized to allow for the insertion and subsequent removal of the robotic arm 750 (including the carriage 764). To minimize the size of the access port 792, the robotic arm 750 can be extended, folded, or otherwise positioned to a configuration with a minimum cross-section for insertion and removal through the access port. Alternatively, the robotic arm 750 may be sized and / or configured specifically to fit through a predetermined access port size. Lower wing panel 550-2 is shown to include several access ports 792 (one access port for each bay) that allow a robotic arm 750 to be inserted and then coupled to perform inspection and / or shimming at each bay. In one embodiment, robotic arm 750 inspects and / or shims the sides of the two ribs that define a bay while positioned within that bay, thereby reducing the number of times the robotic arm 750 must be aligned with access ports 792 for insertion or removal.

[0153] In some embodiments, Figures 16A and 16B depict two phases of a sequential process in which a shim 756 (e.g., an upper shim) is first installed in shim location 758 between rib 572 and the underside of upper wing panel 550-1 (as shown in Figure 16A), then the lower wing panel 550-2 is installed in wing assembly 600 (as shown in Figure 16B), and then a shim (e.g., a lower shim) is installed in shim location 758 between rib 572 and the upper surface 574 of lower wing panel 550-2. In other words, in such embodiments, the upper shim is installed before the lower wing panel 550-2 is installed. In other embodiments, Figures 16A and 16B depict alternative processes. For example, Figure 16A may represent the first stage of the sequential process described above, and Figure 16B may represent the process of installing the lower wing panel 550-2 in wing assembly 600 before installing any (upper or lower) shim 756. In either case, the robotic arm 750 can be moved from bay to bay along the length of the wing assembly using the cart 770 to perform shim installation in each bay. As noted above, in some embodiments, multiple robotic arms are positioned simultaneously in more than one bay to detect and / or analyze shim positions and / or install shims.

[0154] FIG. 16C shows a view of rib 572, specifically rib 572-4 shown in FIG. 16A, to which carriage 764 of robot arm 750 is mounted, thus corresponding to drawing arrow 16C in FIG. 16A. However, the components shown in FIG. 16C are applicable to any of the ribs 572 in the exemplary embodiment. In FIG. 16C, only the robot arm carriage 764 is shown for clarity; strong-back components (e.g., pogo and vacuum couplers) are also not shown in this view. FIG. 16C provides an exemplary configuration of a bracket or stiffener 648 shown mounted against web 646 of rib 572. More specifically, bracket 648 is shown mating with an indexing feature in rib 572, generally designated indexing feature 794. The indexing feature can facilitate alignment of bracket 648 with rib 572 during installation of bracket 648 on rib 572 and can take any suitable form, such as a through-hole in web 646 configured to receive a fastener, such as a bolt. FIG. 16C shows that bracket 648 includes a rack 796 having teeth 798 to which a carriage 764 is fixedly or otherwise removably attached. Using teeth 798, carriage 764 is configured to move back and forth along bracket 648 in a controllable, indexed manner (e.g., via a drive mechanism (e.g., a pinion, worm gear, or the like) that engages the teeth). Thus, based on the position of bracket 648 (or relative to bracket 648) and the position of carriage 764 along bracket 648, the position of the robotic arm can be indexed relative to the rib (e.g., the rib to which the robotic arm's carriage is coupled). Although not required in all embodiments, bracket 648 in Figure 16C is shown to further include a centering feature 654. Centering feature 654 can facilitate indexing, for example, by allowing the position of the carriage to be more quickly determined relative to a known reference point.

[0155] In one embodiment, carriage 764 operates to drive a robotic arm (not shown) via a rack and pinion system in which teeth 798 form a rack along bracket 648. Other embodiments of bracket 648 and / or carriage 764 have different configurations that allow movement of carriage 764 along the bracket. In an exemplary embodiment, carriage 764 is also rotatable, as indicated by arrow 1012, to enhance movement of or access by the robotic arm.

[0156] FIG. 16C further illustrates a representative pair of spars 580 installed on upper wing panel 550-1 on either side of rib 572. Spars 580 are shown in simplified form and, therefore, are not shown to include special upper and lower cap shapes that would facilitate fastener connection to the wing panel, for example. Teeth 798 are shown extending sufficiently toward the ends of brackets 648. In this embodiment, teeth 798 are shown adjacent to the rib 572 to which they will be installed, allowing carriage 764 to move close enough to the spar for a robotic arm to perform gap assessment and / or shim installation at one or more joints between the spar and one or more wing panels and / or at joints between the spar and the rib. In a further embodiment, brackets 648 facilitate track mounting of collars and / or nut installers. This may be particularly advantageous in situations where the lower wing panel is already installed and only accessible through an access port. Additionally, although the rib 572 and wing panel 550 are not shown to scale or dimensions, FIG. 16C shows that there are some gaps between the rib 572 and the lower surface 576 of the upper wing panel 550-1, such as at representative shim location 758.

[0157] As described above, in some embodiments, the robotic arm 750 performs operations in addition to shim installation, such as gap detection and / or inspection to facilitate identification of shim location 758. In some embodiments, the robotic arm performs additional operations, including sealing, sealant inspection, fastener installation, collar or nut installation on fasteners, collar or nut installation inspection, etc. The robotic arm 750 can perform such operations through the selection of interchangeable end effectors 752 (the end effectors 752 can be exchanged, for example, through access port 792 while the carriage 764 of the robotic arm 750 is coupled to the bracket 648), or with multi-function end effectors 752, or with multiple robotic arms 750, each of which can be positioned on a bracket, and in some cases, with a robotic arm coupled to more than one such bracket. The robotic arm 750 can be scanned automatically or remotely via a floor-based controller that allows a technician (e.g., via remote control) to scan the robotic arm. After the task is completed, the robotic arm 750 may be reattached to the cart 770 and removed.

[0158] 17A through 17C are perspective views of robotic arms 750, each of which operates to inspect gaps, install shims 756 in shim locations 758, install sealants or collars / nuts, etc., in a bay 790 positioned between two ribs 572 and closed on one side by the spar 580 of the exemplary wing assembly 600. In the embodiment shown in these figures, a technician sets up, operates, and maintains the robotic arm 750 after placing the robotic arm's carriage 764 on the bracket 648 via a cart (not shown). For simplicity, the following description assumes that the robotic arm 750 in each of these series of figures operates in the same bay 790 between the same two ribs 572 (individually numbered 572-1 and 572-2). In FIG. 17A , robotic arm 750 is attached to bracket 648 mounted against rib 572-1 and manipulates its end effector 752 to inspect rib 572 positioned against upper wing panel 550, specifically inspecting the position between rib 572-2 and the surface of wing panel 550 on which rib 572-2 is located. Based on this inspection, robotic arm 750 will selectively install shim 756 at shim location 758 within the bay. In FIG. 17B , carriage 764 of robotic arm 750 is shown advanced along bracket 648 to a position closer to the end of the bracket compared to its position in FIG. 17A , inspecting a position closer to the bottom of rib 572-2 with its end effector 752. In FIG. 17C , robotic arm 750 uses its end effector 752 to place a shim (not shown) at shim location 758 above bracket 648. Here, rib 572-1 is attached to upper wing panel 550. Once the shim is in place, fasteners can be installed through upper wing panel 550 and rib 572-1 to secure the wing panel to the rib or at least a portion of the rib proximate the shim. In some embodiments, the shim is secured in place by one or more fasteners. In some embodiments, the shim is instead held in place by a friction fit due to the rib being secured to the wing panel.

[0159] With the above components and concepts in mind, FIG. 18 is a flow diagram illustrating a method 920 for manipulating a robotic arm (e.g., robotic arm 750) to perform tasks related to a wing assembly (e.g., wing assembly 600) in an exemplary embodiment. Step 922 includes attaching bracket 648 to rib 572. In some embodiments, this step occurs before holding or positioning the rib against wing panel 550 (e.g., after stripping the rib and during (or after) other preparation of the rib for installation on the wing panel). In some embodiments, it occurs after holding or positioning the rib against the wing panel. Attachment of bracket 648 can be facilitated by aligning the bracket with indexing features of rib 572 (e.g., complementary cup-and-cone features, through holes for receiving bolts, etc.). Once attached, bracket 648 imparts a desired profile, such as a flat profile, to rib 572. In some embodiments, the bracket is removably attached.

[0160] After the bracket 648 is attached to the rib 572, step 924 includes coupling the robotic arm 750 to the bracket. In some embodiments, this step is performed by removably mounting a carriage 764 on the bracket. In some such embodiments, a wheeled cart 770 is provided that has a telescoping lift 776 mounted thereon configured to support the carriage, for example, to move the carriage to the proper orientation and / or position for attachment to the bracket. Coupling of the robotic arm 750 to the bracket 648 can be achieved by clamping, suction, magnets, mechanical alignment with tracks on the bracket, or the like. In some embodiments, this coupling is configured to allow movement of the robotic arm 750 relative to the bracket 648, such as by the carriage 764 configured for movement along the bracket. In some such embodiments, the bracket includes teeth that facilitate a rack-and-pinion system with the carriage. With carriage 764 and / or robot arm 750 coupled to bracket 648, the position of robot arm 750 within a reference system of wing assembly 600 (e.g., relative to one or more components of the wing assembly (e.g., wing panel, rib, bracket attached to the rib, spar, etc.)) is known. In that sense, coupling robot arm 750 to bracket 648 may include indexing the position of the robot arm relative to the bracket.

[0161] Once coupled, in step 926, the robot arm 750 is manipulated (i.e., while the robot arm is coupled to the bracket 648 via the carriage 764) to install one or more shims between the rib and the wing panel at their interface. As described above, this step may include moving the robot arm 750 along the length of the bracket 648 (e.g., by driving the carriage 764) to align the robot arm 750 with shim locations at the rib and / or to move the robot arm within a range of additional shim locations.

[0162] In some embodiments of method 920, a robotic arm is actuated via a suitably configured end effector to inspect the rib-to-wing panel interface (e.g., to detect, inspect, and / or measure gaps between the components). In some such embodiments, for example, the measurement results are communicated to an engineer or controller, which determines whether a particular gap exceeds a shimming tolerance threshold. This gap may represent an out-of-tolerance condition and is therefore considered a shim location (a location where a shim is to be installed). In some such embodiments, the measurement results are used to select a shim that is appropriate for installation, e.g., in size, dimension, taper, or other characteristic, to correct the out-of-tolerance condition.

[0163] Shims 756 may be supplied via a shim supply line in any suitable manner. For example, selected shims (e.g., of various tapers and / or sizes) are stored in a container accessible to a robotic arm. In some embodiments, based on inspection and / or measurement of the gap, new shims are dynamically manufactured, or pre-manufactured shims are adjusted (e.g., trimmed), and then supplied for insertion into shim positions 758, ready for placement just in time.

[0164] After shim 756 is installed, the method may further include retracting robotic arm 750 and moving carriage 764 to a new location along bracket 648 for additional shim installation and / or other operations. Once shim 756 installation is complete at shim location 758 accessible from bracket 648, carriage 764 is uncoupled from the bracket and moved to a new location (e.g., a bracket on another rib). In some embodiments, this is facilitated by a wheeled cart with a telescoping lift mounted thereon. In some embodiments, this involves removing robotic arm 750 through an access gap in lower wing panel 550-2, for example.

[0165] As can be understood in conjunction with the above description of Figures 16A-17C, method 900 can be used with wing assemblies 600 including a variety of components and configurations. For example, while described with reference to an embodiment in which one rib is held to a wing panel, the method may be iteratively used with wing assemblies including multiple ribs held to a wing panel. In other words, once steps 922, 924, and 926 are performed to install a shim at a shim location between a first rib and the wing panel, the steps can be repeated to install a shim at a shim location between a second rib and the wing panel. Method 900 may also be used with wing assemblies 600 in which the upper ends of multiple ribs 572 are held to a wing panel, such as upper wing panel 550-1, and another wing panel (e.g., lower wing panel 550-2) is held to the opposite (or lower) end of the rib. In such a configuration, lower wing panel 550-2 may be added to the wing assembly before or during the shim installation operation. In one embodiment, the method includes first performing steps 922, 924, and 926 for the upper shim locations between the rib and the upper wing panel, then adding the lower wing panel to the wing assembly, and then performing steps 922, 924, and 926 for the lower shim locations between the rib and the lower wing panel. As described above, after shimming between the rib and the wing panel, the rib may be secured (e.g., installed) to the wing panel. In another embodiment, the method includes performing shimming at both the upper and lower shim locations, for example, in a configuration with the lower wing panel already in place. In any of these embodiments, the method includes repositioning the robotic arm, for example, to couple a carriage to a bracket on a different rib, by moving (e.g., retracting and inserting) the robotic arm through an access gap in the wing panel (e.g., the lower wing panel).

[0166] Referring now to FIG. 19 , an exemplary aircraft 1200 is shown in which exemplary embodiments of wing panels and / or wing assemblies manufactured according to aspects of the present disclosure may be implemented. In other words, aircraft 1200 may be formed using composite parts, wing panels, and / or wing assemblies manufactured according to one or more of the exemplary manufacturing methods illustrated in FIGS. 1 and 2A-2B , the exemplary diagram illustrated in FIG. 4 , the exemplary assembly line 500 illustrated in FIGS. 5A-5F , the exemplary rib and spar installation techniques illustrated in FIGS. 11A-11D , the exemplary shim installation techniques illustrated in FIGS. 16A-16C and 17A-17C , the methods illustrated in the remaining figures, and / or one or more of any of the aspects described above. In this exemplary example, aircraft 1200 has wings 1202 attached to and extending from opposite sides of fuselage 1204. Aircraft 1200 includes an engine 1206 attached to each wing 1202. A tail section 1208 is located at the aft end of fuselage 1204. The tail section 1208 includes an opposing pair of horizontal stabilizers 1210 and vertical stabilizers 1212. The wing 1202 is formed from an upper wing panel 550 and a lower wing panel (not shown) joined together, with the wing's internal structure at least partially formed by an assembly of ribs and spars (not shown).

[0167] Figure 20 is a block diagram of various components and systems (or steps) described herein in an exemplary embodiment. In particular, Figure 20 shows a factory 1300 including a first assembly line 1310 in a clean room environment, indicated at 1312, and a second assembly line 1314 in a non-clean room environment 1316. A boundary (e.g., one or more walls or enclosures) indicated at 1318 separates the clean room 1312 and non-clean room 1316 environments. In layup 1320, indexing features (e.g., indexing feature 122) are incorporated into a laminate 1322 (e.g., preform 200) for a wing panel. The laminate 1322 is cured in an autoclave 1324 to form a composite part 1326. According to an embodiment herein, composite part 1326 is a wing panel (e.g., wing panel 550), and more specifically, an upper wing panel; however, factory 1300 may be configured to manufacture, process, and otherwise operate on composite parts in the form of other aircraft components besides wing panels. Composite part 1326 is then transitioned to assembly line 1314. In the exemplary embodiment, composite part 1326 is shown advancing in processing direction 1328 through various systems and stages specific to those appropriate for upper wing panels. For example, in assembly line 1314, excess material is removed and / or additional indexing features are installed in composite part 1326 in trimming stage 1330. In demolding 1332, composite part 1326 is demolded (e.g., removed from a layup mandrel), after which a contour is imparted to composite part 1326 via contouring 1334. In contouring 1334, the composite part 1326 is attached to a shuttle 1336 (e.g., one or more strongbacks 540) that includes a carrier 1338 (e.g., an adjustable length pogo 545 with a vacuum coupler 548). As the composite part advances along the assembly line 1314, the shuttle 1336, e.g., via the carrier 1338, imparts a contour to the composite part 1326. Ribs and spars are placed on the composite part 1326 as it advances through rib placement 1340 and spar placement 1342.Inspection of the rib and spar assemblies and shimming, as needed, is performed by a robotic arm 1344. A lower wing panel 1346 is then attached to form a wing assembly (e.g., wing assembly 600). The various systems and steps described in connection with factory 1300 may incorporate or be in the form of various work stations 520 described above. Additionally, assembly line 1314 may include one or more stations, such as NDI station 524 and cutout station 526, although for simplicity, not all of the work stations 520 described above are specifically shown in FIG. 20. Other processes described above in connection with FIG. 20 may incorporate or be in the form of one or more feeders, layups, or assembly lines shown in diagram 480 and illustrated in FIG. 4. For example, trimming 1330 and demolding 1332 may occur in demolding process 490-11.

[0168] Reference is now made to FIG. 21 , which broadly illustrates control components of a manufacturing system that performs (e.g., continuously) lamination and / or ultrasonic inspection in an exemplary embodiment. A controller 1400 coordinates and controls the operation of the laminator 1420 and the movement of one or more mobile platforms 1470 along a moving line 1460 having a powertrain 1462. The controller 1400 may include a processor 1410 coupled to a memory 1412 that stores a program 1414. In one example, the mobile platform 1470 is driven along the moving line 1460, which is continuously powered by the powertrain 1462 controlled by the controller 1400. In this example, the mobile platform 1470 includes an equipment connection 1472. The equipment connection 1472 may include an electrical, pneumatic, or hydraulic detachable connector that couples the mobile platform 1470 to an external source equipment 1440. In other embodiments, as described above, the mobile platform 2470 may include, for example, mandrels and / or other tools, parts, supplies, etc. on an automated vehicle such as an autonomous guided vehicle (AGV) including on-board equipment and a GPS / automated guidance system 1474. In a further embodiment, the movement of the mobile platform 1470 is controlled using a laser tracker 1450. Position and / or movement sensors 1430 coupled to the controller 1400 are used to determine the position of the mobile platform 1470 and powertrain 1462.

[0169] 22 illustrates an assembly line 1500 (e.g., a continuous assembly line) in an exemplary embodiment with respect to the progression of work zones 1502 arranged along a line of travel and configured to perform various operations. The work zones include a work zone for tool preparation 1510, which involves cleaning a tool 1504 (e.g., a layup mandrel 110), applying a coating and / or potting compound to the tool 1504, or repairing the tool 1504, which is then transported on a platform 1506 to additional work zones 1502. The additional work zones include a work zone for material application 1520 (e.g., where a lamination process occurs) to form a preform 1522 (e.g., preform 200). The preform 1522 is then fed through the assembly line 1500 to downstream work zones, including a work zone for debulking 1530, a work zone for compacting 1540, and a work zone for molding 1550. Debulking and / or compressing the preform 1522 may include vacuum compression performed via a vacuum bag 1532. Shaping of the preform 1522 may be performed via pre-cure molding and / or a combination of molding between the tool 1504 and a caul plate 1542.

[0170] The preform 1522 is further moved to a work zone for curing 1560 the preform 1522 into a composite part 1564 (e.g., a composite part 250 that may be in the form of a wing panel 550), such as in an autoclave 1562, a work zone for trimming 1570 the composite part 1564 (e.g., via a cutter 1572), a work zone for inspecting 1580 the composite part 1564 (e.g., via an NDI machine 1582), a work zone for rework 1590, and / or a work zone for surface treatment 1595.

[0171] In one embodiment, the trimming process may involve mass trimming of the preform 1522 before curing, followed by more specific trimming after the composite part 1564 is formed. Inspection of the composite part 1564 may include visual inspection and inspection with NDI (non-destructive testing) equipment. While rework may be performed on the composite part 1564 along the assembly line 500, in many cases the composite part 1564 may not require rework. The composite part 1564 then progresses in a process direction 541 through the assembly line 500.

[0172] Example In the following examples, additional processes, systems, and methods are described in the context of an aircraft wing manufacturing and assembly system.

[0173] Referring more particularly to the drawings, embodiments of the present disclosure may be described with reference to an aircraft manufacturing and service method 1600 shown in Figure 23 and an aircraft 1602 shown in Figure 24. During pre-production, the method 1600 may include specification and design 1604 of the aircraft 1602 and material procurement 1606. During production, component and subassembly manufacturing 1608 and system integration 1610 of the aircraft 1602 occurs. The aircraft 1602 is then certified and delivered 1612 for placement in service 1614. While operated by a customer, the aircraft 1602 is scheduled for routine maintenance and service 1616 (which may include modifications, reconfigurations, refurbishments, etc.). Apparatus and methods embodied herein may be employed at any suitable stage of one or more of the manufacturing and maintenance described in method 1600 (e.g., specification and design 1604, materials procurement 1606, component and subassembly manufacturing 1608, systems integration 1610, certification and delivery 1612, operation 1614, maintenance and service 1616), and / or at any suitable component of aircraft 1602 (e.g., airframe 1618, systems 1620, interior 1622, propulsion system 1624, electrical system 1626, hydraulic system 1628, environmental system 1630).

[0174] Each process of method 1600 may be performed or carried out by a system integrator, a third party, and / or an operator (e.g., a customer). For purposes of this specification, a system integrator may include, but is not limited to, any number of aircraft manufacturers and major system subcontractors, a third party may include, but is not limited to, any number of vendors, subcontractors, and suppliers, and an operator may be an airline, a leasing company, a military entity, a service organization, etc.

[0175] 24 , an aircraft 1602 produced by method 1600 may include an airframe 1618 with a number of systems 1620 and an interior 1622. Examples of systems 1620 include one or more of a propulsion system 1624, an electrical system 1626, a hydraulic system 1628, and an environmental system 1630. Any number of other systems may also be included. While an aerospace example is provided here, the principles of the invention may be applied to other industries, such as the automotive industry.

[0176] As already noted above, apparatus and methods embodied herein may be employed during any one or more stages of manufacturing and service described in method 1600. For example, components or subassemblies corresponding to component and subassembly manufacturing 1608 may be fabricated or manufactured in a manner similar to components or subassemblies manufactured while the aircraft 1602 is in service. Furthermore, one or more apparatus embodiments, method embodiments, or a combination thereof may be utilized during subassembly manufacturing 1608 and system integration 1610, for example, by substantially streamlining the assembly of or reducing the cost of the aircraft 1602. Similarly, one or more apparatus embodiments, method embodiments, or a combination thereof may be utilized while the aircraft 1602 is in service, for example, during maintenance and service 1616. Thus, the present invention may be used at any stage described herein (e.g., specification and design 1604, material procurement 1606, component and subassembly manufacturing 1608, system integration 1610, certification and delivery 1612, operation 1614, maintenance and maintenance 1616), or any combination thereof, and / or at any suitable component of aircraft 1602 (e.g., airframe 1618, systems 1620, interior 1622, propulsion system 1624, electrical system 1626, hydraulic system 1628, environmental system 1630).

[0177] In one embodiment, a part comprises a portion of the airframe 1618 and is manufactured during component and subassembly manufacturing 1608. This part may then be incorporated into the aircraft in system integration 1610, after which it is utilized in service 1614 until wear renders it unusable. The part may then be scrapped and replaced with a newly manufactured part in maintenance and service 1616. Inventive components and methods may be utilized during component and subassembly manufacturing 1608 to manufacture the new part.

[0178] Any of the various control elements (e.g., electrical or electronic components) shown in the figures or described herein may be implemented as hardware, software implemented by a processor, firmware implemented by a processor, or some combination thereof. For example, an element may be implemented as dedicated hardware. A dedicated hardware element may be referred to as a “processor,” “controller,” or some similar terminology. When provided by a processor, functionality may be provided by a single dedicated processor, by a single shared processor, or by multiple individual processors, some of which may be shared. Furthermore, explicit use of the terms “processor” or “controller” should not be construed as referring only to hardware capable of executing software, but may implicitly include, without limitation, digital signal processor (DSP) hardware, network processors, application specific integrated circuits (ASICs) or other circuitry, field programmable gate arrays (FPGAs), read-only memory (ROM) for storing software, random access memory (RAM), non-volatile storage, logic, or any other physical hardware component or module.

[0179] Furthermore, a control element may be implemented as instructions executable by a processor or computer to perform the function of the element. Some examples of instructions include software, program code, and firmware. The instructions become operational when executed by a processor and direct the processor to perform the function of the element. The instructions may be stored in a storage device readable by the processor. Some examples of storage devices include digital or solid-state memory, magnetic storage media such as magnetic disks or magnetic tapes, hard drives, or optically readable digital data storage media.

[0180] Although specific embodiments have been described herein, the scope of the disclosure is not limited to these specific embodiments. The scope of the disclosure is defined by the following claims and any equivalents thereof.

[0181] Additionally, the present specification provides the following examples, which should not be confused with the claims.

[0182] 1. A first embodiment relates to a method (820) for inspecting a wing panel, the method comprising one or more inspection heads ( 606 and advancing (824) the wing panel (550) in a processing direction (541) through a non-destructive inspection (NDI) station (524) having an inspection head (526) and inspecting (826) a portion of the wing panel at the NDI station using the one or more inspection heads.

[0183] 2. The method of example 1, wherein the NDI station (524) includes a fixed inspection head (606), and wherein inspecting (826) the portion of the wing panel includes inspecting (826) the portion of the wing panel (550) as the wing panel advances past the fixed inspection head.

[0184] 3. The method of any one of claims 1 to 2, further comprising positioning the test head (606) in a location where a previous test indicates a need for testing.

[0185] 4. The method of any of claims 1 to 3, further comprising positioning an inspection head (606) in a position that allows for inspection of the entire desired portion of the wing panel.

[0186] 5. The method of any one of Examples 1 to 4, wherein the NDI station (524) includes a mobile inspection head (606), and advancing (824) the wing panel (550) includes advancing the wing panel past the mobile inspection head.

[0187] 6. The method of any one of claims 1 to 5, wherein the NDI station (524) inspects a portion of the wing panel (550) at a time.

[0188] 7. The method of any one of Examples 1 to 6, wherein inspecting the portion of the wing panel (550) comprises operating an array of inspection heads (606) at the NDI station (524).

[0189] 8. The method of example 7, further comprising moving the inspection head (606) relative to the wing panel (550) while the array of inspection heads is operating at the NDI station (524).

[0190] 9. The method of any one of Examples 1 to 8, wherein advancing (824) the wing panel (550) comprises pulsing the wing panel in the processing direction (541), and inspecting (826) a portion of the wing panel occurs during pauses between pulses.

[0191] 10. The method of any one of Examples 1 to 9, wherein the NDI station (524) includes a mobile inspection head (606), and inspecting (826) the portion of the wing panel (550) includes moving the mobile inspection head relative to the portion of the wing panel.

[0192] 11. The method of any of claims 1 to 10, further comprising indexing the wing panel (550) to the NDI station (524).

[0193] 12. The method of example 11, wherein indexing the wing panel (550) to the NDI station (524) occurs before inspecting (826) a portion of the wing panel.

[0194] 13. The method of any one of claims 11 to 12, wherein inspecting the portion of the wing panel (550) is performed at least in part based on information provided by indexing the wing panel to the NDI station (524).

[0195] 14. The method of any of Examples 1 to 13, further comprising suspending (822) the wing panel (550) below a strongback (540).

[0196] 15. The method of Example 14, wherein suspending (822) the wing panel (550) below the strongback (540) occurs before advancing (824) the wing panel through the NDI station (524), and the wing panel remains suspended below the strongback while being advanced through the NDI station and during inspection at the NDI station.

[0197] 16. The method of any one of claims 14 to 15, further comprising advancing the wing panel (550) to a next work station (520) while the wing panel (550) remains suspended below the strongback (540).

[0198] 17. The method of any of Examples 14 to 16, wherein suspending (822) the wing panel (550) includes attaching vacuum couplers (548) of the strongback (540) to surfaces (574, 576) of the wing panel, and inspecting (826) a portion of the wing panel includes selectively retracting one or more vacuum couplers as an inspection head (606) of the NDI station (524) inspects the wing panel.

[0199] 18. The method of any of Examples 14-17, further comprising inspecting via NDI the position of the wing panel (550) contacting the strongback (540) prior to suspending the wing panel (550) below the strongback (540).

[0200] 19. The method of any of Examples 14 to 18, wherein suspending (822) the wing panel (550) below the strongback (540) includes creating a predetermined contour (544) in the wing panel.

[0201] 20. The method of example 19, wherein suspending (822) the wing panel (550) includes forming a vacuum attachment between an upper surface (574) of the wing panel and length-adjustable pogos (545) extending below the strongback (540), and creating the predetermined contour (544) includes adjusting the length of at least one of the pogos.

[0202] 21. The method of any one of claims 19 to 20, wherein the predetermined profile (544) is generated while the wing panel (550) is advanced through the NDI station (524).

[0203] 22. The method of any of Examples 19 to 21, wherein the predetermined contour (544) is generated while the wing panel (550) is being inspected.

[0204] 23. The method of any of Examples 1-22, further comprising creating a predetermined contour (544) in the wing panel (550).

[0205] 24. The method of example 23, wherein the causing occurs during one or more of advancing (824) the wing panel (550) and inspecting (826) a portion of the wing panel.

[0206] 25. The method of any one of claims 23 to 24, wherein the causing is performed by a strongback (540) that suspends the wing panel (550) and advances the wing panel through the NDI station (524).

[0207] 26. The method of any of Examples 1 to 25, wherein inspecting (826) the portion of the wing panel (550) comprises activating an array of inspection heads (606) at the NDI station (524).

[0208] 27. A second embodiment relates to a portion of an aircraft assembled according to the method of any of embodiments 1 to 26.

[0209] 28. A third embodiment relates to a method (840) for inspecting a wing panel, the method including receiving (842) a wing panel (550) at a non-destructive testing (NDI) station (524) having one or more inspection heads (606), and inspecting (844) a portion of the wing panel at the NDI station using one or more inspection heads while the wing panel is moving through the NDI station.

[0210] 29. The method of example 28, wherein inspecting (844) occurs while the wing panel (550) undergoes a pulsating movement through the NDI station (524).

[0211] 30. The method of any one of claims 28 to 29, wherein inspecting (844) occurs during continuous movement of the wing panel (550) through the NDI station (524).

[0212] 31. The method of any of examples 28-30, wherein at least one test head (606) is mobile, and the mobile test head moves during testing.

[0213] 32. A fourth embodiment relates to a portion of an aircraft assembled according to the method of any of embodiments 28 to 31.

[0214] 33. A fifth embodiment relates to a non-transitory computer-readable medium embodying programmed instructions, the programmed instructions, when executed by a processor, operable to perform a method (820) for inspecting a wing panel, the method comprising: One or more inspection heads ( 606 advancing (824) the wing panel (550) in a processing direction (541) through a non-destructive inspection (NDI) station (524) having a inspecting (826) a portion of the wing panel with the one or more inspection heads at the NDI station; Includes.

[0215] 34. The medium of Example 33, wherein the NDI station (524) includes a fixed inspection head (606), and wherein inspecting (826) a portion of the wing panel (550) includes inspecting the portion of the wing panel using the fixed inspection head as the wing panel advances past the fixed inspection head.

[0216] 35. The medium of example 33 or 34, wherein the method (820) further comprises positioning the test head (606) at a location where a previous test indicates a need for testing.

[0217] 36. The medium of any of Examples 33 to 35, wherein the method (820) further comprises positioning an inspection head (606) in a position that allows for inspection of the entire desired portion of the wing panel.

[0218] 37. The medium of any of Examples 33 to 36, wherein the NDI station (524) includes a mobile inspection head (606), and advancing (824) the wing panel (550) includes advancing the wing panel past the mobile inspection head.

[0219] 38. The medium of any of Examples 33 to 37, wherein the NDI station (524) inspects a portion of the wing panel (550) at a time.

[0220] 39. The medium of any of Examples 33 to 38, wherein inspecting the portion of the wing panel (550) includes activating an array of inspection heads (606) at the NDI station (524).

[0221] 40. The medium of Example 39, wherein the method (820) further comprises moving the inspection head (606) relative to the wing panel (550) while the array of inspection heads is operating at the NDI station (524).

[0222] 41. The medium of any of Examples 33 to 40, wherein advancing (824) the wing panel (550) includes pulsing the wing panel in the processing direction (541), and inspecting (826) a portion of the wing panel occurs during pauses between pulses.

[0223] 42. The medium described in Example 41, wherein the NDI station (524) includes a mobile inspection head (606), and inspecting (826) a portion of the wing panel (550) includes moving the mobile inspection head relative to the portion of the wing panel.

[0224] 43. The medium of any of Examples 33-42, wherein the method (820) further comprises indexing the wing panel (550) to the NDI station (524).

[0225] 44. The medium of example 43, wherein indexing the wing panel (550) to the NDI station (524) occurs before inspecting (826) a portion of the wing panel.

[0226] 45. The medium of example 44, wherein inspecting the portion of the wing panel (550) is performed at least in part based on information provided by indexing the wing panel to the NDI station (524).

[0227] 46. ​​The medium of any of Examples 33 to 45, wherein the method (820) further comprises suspending (822) the wing panel (550) below a strongback (540).

[0228] 47. The medium of Example 46, wherein suspending (822) the wing panel (550) below the strongback (540) occurs before advancing (824) the wing panel through the NDI station (524), and wherein the wing panel remains suspended below the strongback while being advanced through the NDI station and during inspection at the NDI station.

[0229] 48. The medium of any one of claims 46 to 47, wherein the method (820) further comprises advancing the wing panel (550) to a next work station (520) while the wing panel (550) remains suspended below the strongback (540).

[0230] 49. The medium of any of Examples 46 to 48, wherein suspending (822) the wing panel (550) includes attaching vacuum couplers (548) of the strongback (540) to surfaces (574, 576) of the wing panel, and inspecting (826) a portion of the wing panel includes selectively retracting one or more vacuum couplers as an inspection head (606) of the NDI station (524) inspects the wing panel.

[0231] 50. The medium of any of Examples 46 to 49, wherein the method (820) further comprises inspecting via NDI the position of the wing panel (550) in contact with the strongback (540) before suspending the wing panel (550) below the strongback (540).

[0232] 51. The medium of any of Examples 46 to 50, wherein suspending (822) the wing panel (550) below the strongback (540) includes creating a predetermined contour (544) in the wing panel.

[0233] 52. The medium of Example 51, wherein suspending (822) the wing panel (550) includes forming a vacuum attachment between an upper surface (574) of the wing panel and length-adjustable pogos (545) extending below the strongback (540), and creating the predetermined contour (544) includes adjusting the length of at least one of the pogos.

[0234] 53. The medium of any one of claims 51 to 52, wherein the predetermined contour (544) is generated while the wing panel (550) is advanced through the NDI station (524).

[0235] 54. The medium of any of Examples 51 to 53, wherein the predetermined contour (544) is generated while the wing panel (550) is being inspected.

[0236] 55. The medium of any of Examples 33-54, wherein the method (820) further comprises creating a predetermined contour (544) in the wing panel (550).

[0237] 56. The medium of Example 55, wherein the generating occurs during one or more of advancing (824) the wing panel (550) and inspecting (826) a portion of the wing panel.

[0238] 57. The medium of any one of claims 55 to 56, wherein the causing is performed by a strongback (540) that suspends the wing panel (550) and advances the wing panel through the NDI station (524).

[0239] 58. The medium of any of Examples 33 to 57, wherein inspecting (826) the portion of the wing panel (550) includes operating an array of inspection heads (606) at the NDI station (524).

[0240] 59. A sixth embodiment relates to a portion of an aircraft assembled according to a method defined by instructions stored on a computer-readable medium according to any one of embodiments 33 to 58.

[0241] 60. A seventh embodiment relates to a non-transitory computer-readable medium embodying programmed instructions that, when executed by a processor, are operable to perform a method (840) for inspecting a wing panel, the method including receiving (842) a wing panel (550) at a non-destructive testing (NDI) station (524) having one or more inspection heads (606), and inspecting (844) a portion of the wing panel at the NDI station with one or more inspection heads while the wing panel is moving through the NDI station.

[0242] 61. The medium of example 60, wherein inspecting (844) occurs while the wing panel (550) undergoes a pulsating motion through the NDI station (524).

[0243] 62. The medium of example 60, wherein inspecting (844) occurs while the wing panel (550) undergoes continuous movement through the NDI station (524).

[0244] 63. The medium of any of examples 60 to 62, wherein at least one test head (606) is mobile, and the mobile test head moves during testing.

[0245] 64. An eighth embodiment relates to a portion of an aircraft assembled according to a method defined by instructions stored on a computer-readable medium according to any one of embodiments 60 to 63.

[0246] 65. A ninth embodiment relates to a system for inspecting a wing panel, the system comprising: Truck (510), a strongback (540) having a wing panel (550) suspended thereunder and configured to advance along said track in a processing direction (541); a non-destructive inspection (NDI) station (524) disposed in the truck and configured to inspect the wing panel while the wing panel is suspended below the strongback; It is equipped with:

[0247] 66. The system of example 65, wherein the NDI station (524) includes an inspection head (606) configured to move relative to the surfaces (574, 576) of the wing panel (550).

[0248] 67. The system of any one of embodiments 65 or 66, wherein the NDI station (524) includes an array of inspection heads (606).

[0249] 68. The system of any of Examples 65 to 67, wherein the strongback (540) comprises a vacuum coupler (548) configured to couple with an upper surface (574) of the wing panel (550), and the system further comprises a controller (560) configured to direct the strongback to selectively retract one or more vacuum couplers as an inspection head (606) of the NDI station (524) inspects the wing panel, such that an NDI inspection is performed at a position on the wing panel while the vacuum coupler is retracted from that position.

[0250] 69. The system described in Example 68, wherein the strongback (540) creates a predetermined contour (544) on the wing panel (550) using length-adjustable pogos (545), each of the length-adjustable pogos (545) including one of the vacuum couplers (548).

[0251] 70. A controller (620), detecting an out-of-tolerance condition in the wing panel (550) based on input from the NDI station (524); reporting out-of-tolerance conditions for rework; Controlling the operation of the inspection head (606) of the NDI station; controlling the advancement of said wing panel in said process direction (541); correlating inputs from said NDI station with positions on said wing panel; 70. The system of any of Examples 65 to 69, further comprising a controller (620) configured to perform an action selected from the group consisting of:

[0252] 71. The system of any of Examples 65 to 70, wherein the NDI station (524) includes one or more upper inspection heads (608) and one or more lower inspection heads (610), the upper and lower inspection heads positioned to be disposed on either side of a wing panel (550) advanced into the NDI station (524).

[0253] 72. The system of embodiment 71, wherein at least one upper inspection head (608) and at least one lower inspection head (610) form a pair of inspection heads (606) configured to inspect the wing panel (550) via a transmission technique.

[0254] 73. The system of any one of claims 71 to 72, wherein at least one of the inspection heads (606) is configured to inspect the wing panel (550) via a pulse-echo technique.

[0255] 74. The system of any of Examples 65 to 73, wherein the NDI station (524) is configured to index with one or more of the wing panel (550) and a strongback (540) that suspends the wing panel.

[0256] 75. The system described in Example 74, wherein the NDI station (524) includes an indexing unit (622) configured to physically couple with at least one indexing feature (210, 542) of the wing panel (550) and the strongback (540).

[0257] 76. A tenth embodiment relates to manufacturing a portion of an aircraft using the system of any of embodiments 65 to 75.

Claims

1. A method (820) for inspecting a wing panel, comprising: indexing the strongback (540) to the wing panel (550); suspending (822) said wing panel (550) below said strongback (540); advancing (824) the wing panel (550) in a processing direction (541) through a non-destructive inspection (NDI) station (524) having one or more inspection heads (606); Inspecting a portion of the wing panel with the one or more inspection heads at the NDI station (826); advancing the wing panel (550) to a next work station (520) while the wing panel (550) remains suspended below the strongback (540); Including, suspending (822) the wing panel (550) below the strongback (540); creating a predetermined profile (544) in said wing panel; forming a vacuum attachment between the upper surface (574) of the wing panel and an adjustable length pogo (545) extending below the strongback (540); generating the predetermined profile (544) includes adjusting a length of at least one of the pogos; Method (820).

2. indexing the wing panel (550) to the NDI station (524); Optionally, indexing the wing panel (550) to the NDI station (524) occurs before inspecting (826) a portion of the wing panel; and / or 10. The method of claim 1, wherein inspecting the portion of the wing panel is performed at least in part based on information provided by indexing the wing panel to the NDI station.

3. 3. The method of claim 1, wherein suspending the wing panel below the strongback occurs prior to advancing the wing panel through the NDI station, and wherein the wing panel remains suspended below the strongback while being advanced through the NDI station and during inspection at the NDI station.

4. suspending (822) the wing panel (550) includes attaching vacuum couplers (548) of the strong-back (540) to surfaces (574, 576) of the wing panel, and inspecting (826) a portion of the wing panel includes selectively retracting one or more vacuum couplers as an inspection head (606) of the NDI station (524) inspects the wing panel; and / or 4. The method of claim 1, further comprising inspecting via NDI a plurality of locations on the wing panel that contact the strongback before suspending the wing panel below the strongback.

5. The predetermined profile (544) is generated while the wing panel (550) is advanced through the NDI station (524), and / or The method of any one of claims 1 to 4, wherein the predetermined contour (544) is generated while the wing panel (550) is being inspected.

6. creating a predetermined contour (544) in said wing panel (550); Optionally, 6. The method of claim 1, wherein the inducing occurs during one or more of advancing the wing panel and inspecting a portion of the wing panel, and / or the inducing occurs by a strongback suspending the wing panel and advancing the wing panel through the NDI station.

7. inspecting (844) a portion of the wing panel with one or more inspection heads at the NDI station while the wing panel is moving through the NDI station; Preferably, at least one inspection head (606) is mobile, said mobile inspection head moving during the inspection, and / or Preferably, Inspecting (844) is performed while the wing panel (550) is performing a pulsed motion through the NDI station (524); or 7. The method (820) of any one of claims 1 to 6, wherein inspecting (844) occurs during continuous movement of the wing panel (550) through the NDI station (524).

8. 8. A non-transitory computer readable medium embodying programmed instructions that, when executed by a processor, are operable to perform the method for inspecting a wing panel (820) of any one of claims 1 to 7.

9. 1. A system for inspecting a wing panel, comprising: Truck (510), a strongback (540) configured to be indexed with a wing panel (550), the strongback (540) suspending said wing panel (550) thereunder and configured to advance along said track in a processing direction (541); a non-destructive inspection (NDI) station (524) disposed on the track and configured to inspect the wing panel while the wing panel is suspended below the strongback. A system that includes:

10. the NDI station (524) includes an inspection head (606) configured to move relative to the surfaces (574, 576) of the wing panel (550); and / or the NDI station (524) includes an array of inspection heads (606); and / or the strongback (540) comprising a vacuum coupler (548) configured to couple with an upper surface (574) of the wing panel (550); The system comprises:

10. The system of claim 9, further comprising: a controller (560) configured to instruct the strongback to selectively retract one or more vacuum couplers as the inspection head (606) of the NDI station (524) inspects the wing panel, and to perform an NDI inspection at a position on the wing panel while a vacuum coupler is retracted from that position; and preferably the strongback (540) is configured to impart a predetermined contour (544) to the wing panel (550) with adjustable length pogos (545), each of the adjustable length pogos (545) including one of the vacuum couplers (548).

11. The system, comprising: a controller (620), detecting an out-of-tolerance condition in the wing panel (550) based on input from the NDI station (524); reporting out-of-tolerance conditions for rework; Controlling the operation of the inspection head (606) of the NDI station; controlling the advancement of said wing panel in said process direction (541); correlating inputs from said NDI station to positions on said wing panel; 11. The system of claim 9 or 10, further comprising a controller (620) configured to perform an action selected from the group consisting of:

12. the NDI station (524) includes one or more upper inspection heads (608) and one or more lower inspection heads (610), the upper and lower inspection heads positioned to be disposed on either side of a wing panel (550) advanced into the NDI station (524); Preferably, at least one upper inspection head (608) and at least one lower inspection head (610) form a pair of inspection heads (606) configured to inspect said wing panel (550) via a transmission technique; and / or 12. The system of claim 9, wherein at least one of the inspection heads is configured to inspect the wing panel via a pulse-echo technique.

13. the NDI station (524) is configured to index with one or more of the wing panel (550) and a strongback (540) that suspends the wing panel; 13. The system of claim 9, wherein the NDI station preferably includes an indexing unit configured to physically couple with an indexing feature of at least one of the wing panel and the strongback.

14. Manufacture of a part of an aircraft according to a method according to any one of claims 1 to 7 and using a system according to any one of claims 9 to 12.

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