MMT - Supplement December 2012 5Editorial

TIndia On Aero-spin

he investments in aero-space seem to be pouring from the havens from where it would eventually return! The buck being showered by investors in the aerospace are sure helping the prospects of this sector fly higher … thus providing wind beneath the wings of the machine tools eco-system.

The news of such investments bring cheer to the industry and has a rub-off effect on other investors who are watching this ‘India on a aero-spin’ bull-run from the ring side … still holding their purse strings tightly clasped. Like QuEST Global, an engineering services firm based in Bangalore, has set up a joint venture with Swedish defence and security company Saab to set up an aero-structure assembly venture. The partners will together invest `55 crore to set up the new entity, Aero Assemblies India, a first of its kind venture for Saab in India. Or the other big news that after bagging the multi-billion dollar contract for supplying 126 Rafale fighter aircraft to IAF, French Dassault Systems has opened an Indian subsidiary company. Dassault has also entered into an agreement with Reliance Industries Limited (RIL) for partnering in defence and homeland security sectors in the country.

And if the ‘bucks’ are here, can the ‘bang’ be far behind? Experts are optimistic about Indian Aerospace Industry’s preparedness for the coming years. Major defence acquisition and development programmes in Aerospace worth US$30 billion include Medium Multi Role Combat Aircraft (MMRCA), Fifth Generation Fighter Aircraft (FGFA), Multirole Transport Aircraft (MTA), Medium Lift Helicopter (MLH) and Light Utility Helicopter (LUH). The industry believes that these spikes would doubly catapult the production of military aircraft and helicopters in India during the next decade.

Then again, the rapid growth in the Civil Aviation Sector with modern airports, communication equipments and maintenance repair and overhaul (MRO) facilities is expected to increase the passenger and cargo movements. The Indian Commercial aerospace market is estimated to absorb about 1,100 new jets with `585,000 crore over the next 20 years. Both military and civil program shall generate offset activity for about US$2 billion per annum in India. The present readiness of Indian aerospace companies in terms of capability and capacity is only about US$200 million per annum. NASSCOM predicts India’s market share in the Global Engineering Services market of US$225 billion will be 25% by 2020, a significant portion of which shall be in the aerospace domain. Taking into account these huge business potentials, Indian aerospace industries, both in public and private sectors, are preparing themselves with better infrastructure.

It is also believed that in total, over the next 5 to 6 years, India is expected to spend more than US$80 billion on equipment purchases. For the Air Force these include a variety of aircraft: Advanced fighters, Multi-role and light combat aircraft and Basic trainers. The navy is also planning investments in Nuclear and Diesel electric submarines, Naval helicopters, a new fleet of destroyers and frigates as well as several long range maritime aircraft. The army has already begun a program for equipment upgradation and artillery rationalisation. It has also planned several purchases of long-range gun systems with multi–terrain capabilities.

With so much happening in the aerospace segment, for all of us in this industry, it’s time to fly with the metal!

EditorialAdvisory Board

Vikram SirurPresident, IMTMA & Executive Chairman,

Miven Machine Tools Ltd

L KrishnanVice President, IMTMA &

Managing Director, TaeguTec India P Ltd

Shailesh ShethMedia Chairman, IMTMA &

Past President, IMTMA

M Lokeswara RaoPast President, IMTMA & MD, Lokesh Machines Ltd

N K DhandPast President, IMTMA &

CMD, Micromatic Grinding Technologies Ltd

R SrinivasanPast President, IMTMA &

MD, RAS Transformation Technologies

Gautam DoshiAdvisor, IMTMA &

Consultant, Productivity & Quality Improvement Services

S N MishraPast President, IMTMA &

Vice Chairman, Bharat Fritz Werner LtdArchana Tiwari-Nayuduarchana.nayudu@network18publishing.com

MMT - Supplement December 2012 7Content

Editorial .............................................................. 5

Snap Shot .......................................................... 10

Tools & Techniques ........................................ 17

Product & Advertisers’ Index ............................ 38

Taneja Aerospace and Aviation Limited:

A Saga of Excellence .........................................................18

yF

ac

il

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y

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Sudhindra HaldodderiFormer DGM (Design), HAL, and former Scientist/Joint Director, DRDO, who currently teaches Aerospace Engineering at Alliance University, Bangalore, ................14

In

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Policy Watch:

An Unmarked Domestic Defence Manufacturing Sector ..21

Hard Metal Machining Trends:

Showcasing Latest Mechanisms / Moulding Metals .........23

Simulation Software:

Maximizing The Use Of Simulation Software ..................36

Shot Peening Solutions:

Manufacturing Aircraft StructuralComponents With Finesse .................................................31

Perfect Grip:

Expect More From Your Workholding Solution ................27

New Age Machining: Jet Stream

Heating Up The Tool Life By Cooling The Tool ............25

Integrated Modular Architecture :

Integrated Modular Architecture - Next Generation Avionics Systems ............................................33

8

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MMT - Supplement December 201210 Snap Shot

Defence Research and Development Organisation (DRDO) has

embarked upon developing a 155-mm field gun. The development

costs would be about `300–400 crore. The ambitious project has been

started, with the Armaments Research and Development Establishment as the

nodal agency. The ordnance factories and private industry would be involved

in the development and production.

Rolls-Royce is planning

to start the construction

of its new advanced

manufacturing facility at its

manufacturing campus in Prince

George County. The aerospace

firm is investing $136 million

to develop an Advanced Airfoil

Machining Facility, which will

create 140 new jobs.

The new plant will be

located alongside the company’s

rotatives manufacturing facility

on the 1,000-acre Rolls-

Royce Crosspointe campus and

represents the second advanced

manufacturing plant that will be

built on the property.

A second Tata Steel

aerospace service

centre in China will

process speciality steels made

at Aldwarke in Rotherham.

The product will then be taken

up by aerospace component

manufacturers in the region

around the city of Xi’an. The new

facility in Xi’an complements

Tata’s existing operation in

Suzhou that opened in 2009,

and aims to serve the growing

demand for aerospace materials

in the region.

The company has invested `202 crore in Pipavav Defence and Offshore.

Pipavav has issued 2.45 crore shares to SAAB at `82 per share which is

at a premium of 7.75% to the average six month’s weekly closing price of

Pipavav’s stock price. With this share issue, SAAB will get 3.5% shareholding in

the Indian company with an option to increase it further at a later stage.

Nottingham-based aerospace component manufacturer, Avingtrans

PLC, has acquired the business assets and liabilities of aerospace

components from Farnborough-based PFW UK Ltd.

French Dassault opens Indian

subsidiary for Rafale deal

After receiving the multi-

billion dollar contract from

the Indian Government for

supplying 126 Rafale fighter, French

Dassault Systems has opened an

Indian subsidiary company.

The company, named Dassault

Aircraft Services India Private

Limited (DASIPL), which was

recently set up, is 100% owned by its

French parent company.

The new company is headed by

Richard Lavaud, a French national

who has worked in India earlier

with defence firms and will work

towards finalising the deal with

India, they said. Earlier this year,

Dassault Rafale had emerged as

the lowest bidder in the IAF tender

for supplying 126 combat aircraft

edging out its European rival

Eurofighter Typhoon aircraft in

terms of prices.

Dassault has also entered into

an agreement with Reliance

Industries Ltd (RIL) for partnering

in defence and homeland security

sectors in the country.

DRDO to develop field gun

Rolls-Royce to build

second plant

Avingtrans acquiresaerospace assets

Tata Steel expands aerospace activities in China

SAAB invests in Pipavav

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MMT- Supplement December 201214 IN CONVERSATION WITH - Sudhindra Haldodderi

We need to learn from the Chinese and Brazilian aerospace

business models “The Indian commercial aerospace market is estimated to absorb about 1,100 new jets with `585,000 crore over the next 20 years,” says Sudhindra Haldodderi, former DGM (Design), HAL, and former Scientist/Joint Director, DRDO, who currently teaches Aerospace Engineering at Alliance University, Bengaluru, in conversation with Nishant Kashyap...

Growth pace of the Indian aerospace industryI am positive about the aerospace

industry’s preparedness for the coming

years. Major defence acquisition and

development programmes in aerospace

worth $30 billion include Medium Multi

Role Combat Aircraft (MMRCA), Fifth

Generation Fighter Aircraft (FGFA),

Multirole Transport Aircraft (MTA),

Medium Lift Helicopter (MLH) and

Light Utility Helicopter (LUH). These

shall double the production of military

aircraft and helicopters in India during

the next decade. The rapid growth in

the civil aviation sector with modern

airports, communication equipment

and Maintenance Repair and Overhaul

(MRO) facilities is expected to increase

the passenger and cargo movements. The

Indian commercial aerospace market is

MMT - Supplement December 2012 15Sudhindra Haldodderi

estimated to absorb 1,100 new jets with

`85,000 crore over the next 20 years.

Both military and civil programmes shall

generate offset activity for about US$2

billion per annum in India. The present

readiness of Indian aerospace companies

in terms of capability and capacity is

only about US$200 million per annum.

Meeting the demand generated by aerospace Over the years, we have not built

enough infrastructure to aid the

manufacturing industries in India.

Though the operating margins are

smaller, the manufacturing industries

have a long chain between the producer

and the customer, which, in turn,

directly/indirectly supports a large

number of people. In contrast, service

industries have better profit margins

and the connecting chain is shorter.

One should look at the Chinese model

here, which has consistently encouraged

the manufacturing industries. Even the

industry-friendly Brazilian policy has

helped the aerospace manufacturing

industry there. At present, there exist

huge gaps in Indian capabilities in

the manufacturing industry. We need

to work more towards establishing a

synergy between the public/government

sector and private sector by introducing

manufacturing industry-friendly

government policies, etc.

Change in the outlook of Indian manufacturers today Private aerospace industries in India are

either too small or have limited exposure

in aerospace manufacturing. But Indian

manufacturing industries are striving with

the best of their capabilities. There is a

dearth of aerospace grade raw materials

in the country. Also, due to lack of

good infrastructure, the productivity of

Indian aerospace industries is very low.

Many small-scale industries have been

supported by HAL, DRDO and ISRO.

These industries have built-in centres of

excellence in aerospace manufacturing

on a smaller scale. Looking into future

demands, the present infrastructure is

not adequate. Unless aerospace giants

like HAL handhold these small-scale

industries, it is difficult for them to

meet the demands of high precision

and accuracy of aerospace engineering.

Even government sectors like DRDO,

ISRO and NAL should nurture these

aerospace industries for capacity and

technological competence building. It

is high time HAL took the lead with

respect to small manufacturing players

in the Indian aerospace domain.

Opportunities for component builders

There were talks about NAL taking the

lead in the design and development of

regional transport aircraft. The feasibility

study report has been submitted to the

government with recommendations

to involve private partners in the

programme. HAL too had shown

interest with a project of its own, but

the proposal got shelved since NAL’s

RTA project got the boost. However,

the change in guard at CSIR has slowed

down the RTA project. Now, the

14-seater Saras project needs to get out

of the shelf from NAL-HAL, which

shall boost the civil aircraft design and

production in the country.

What do you do when you are not working?

I have been writing a column on science and technology for a Kannada newspaper

Vijaya Karnataka since 2001. I also host science programmes on TV and radio. As a

science communicator, I get invitations from the remotest of corners of Karnataka to

address school and college students. I am a member of the Government of Karnataka’s

Science and Technology Academy for teaching science to common people. As a part

of the Vision Group on Science and Technology, I am involved with many science

programmes. And, of course, I passionately teach Aerospace Engineering.

Are you fond of gadgets? If yes, what is your latest purchase?

I am not too much of a gadget geek, but love to own some. The latest one acquired

(not purchased, gifted to me by my engineering classmates on my 50th birthday) is the

iPad 2. The gadget I purchased last was an LG P500 mobile phone.

If not in this industry, you would have been…

A journalist writing on science affecting common people, may be a never-like-to-retire

researcher at the Indian Institute of Science.

Your biggest achievement till date...

Getting the opportunity to work for the ‘Light Combat Aircraft’ and interact with

the greatest aerospace scientists of the country like Dr Roddam Narasimha, Dr UR

Rao, Dr Kota Harinarayana and Dr AR Upadhya was my biggest achievement. As a

member of the committee that studied ‘High Altitude Problems of Cheetah and Chetak

Helicopters’, I understood the operational ground realities and recommended solutions.

While working for the Technical Evaluation Committee on ‘Advanced Jet Aircraft’,

I had the opportunity to read the file notings and meet George Fernandes, the then

Defence Minister. I also got the opportunity to meet Dr APJ Abdul Kalam during his

monthly review meetings of Light Combat Aircraft.

personalUP CLOSE

&

MMT- Supplement December 201216 Sudhindra Haldodderi

Difference in the roles of public and private players Although HAL is a major public

sector player in aerospace, the R&D

and manufacturing wings of the

government-owned DRDO, ISRO and

NAL have significantly contributed

to the development of aerospace

manufacturing sector in India. With the

introduction of the outsourcing policy

in the public sector, many small-scale

industries working for conventional/

general manufacturing made an entry

into the aerospace domain. The Society

of Indian Aerospace Technologies and

Industries (SIATI) has been working

as a catalyst for these companies since

long. The difference I see here is that

the public (and government) sector has

access to a huge infrastructure, but the

private sector is not in a position to

invest on a similar scale. It is high time

that public sectors thought of having

Joint Ventures (JVs) for each kind of

aerospace business with private sectors,

and operate them as separate finance

ventures while fully utilising the existing

infrastructure. Private sectors can aid

these JVs in managing the business.

Factors to be considered while designing aerospace componentsWhen you speak about aerospace

components, you always look for

lightweight, highly reliable, cost-

effective, long-lasting and non-hazardous

qualities. While meeting these criteria is

a bigger challenge, meeting the stringent

airworthiness requirements poses

another major challenge. Looking at the

brighter side, many small players have

made a mark in aerospace components

manufacturing. Speaking about the

design, the Indian public & government

sectors have good designing talent

in aerospace components for military

aircraft. However, the design of civil

aircraft components is challenging as

well. Although our people lack experience

in this domain, the skill level can be

upgraded. The translation of design into

manufacturing is another challenging

area. The experience of auto component

manufacturers shall ease the situation

here. Although a long way, India can

become an aerospace component hub in

the coming decade.

Demand created by the industry Machine tool builders like BFW, LMW

and Hurco have been greatly supporting

aerospace component manufacturing

industries in India. In addition to

offering consultancy and testing services

in high-precision manufacturing, the

government’s Central Manufacturing

Technology Institute (CMTI) offers

training programmes through its

academy of excellence. Even HMT and

Government Toolroom Training Centre

in Bengaluru have been training machine

tool engineers to upgrade their skills to

match aerospace standards. In terms of

numbers, the industry has not created a

great market for machine tools builders.

But in terms of challenges, no industry,

other than aerospace, can provide scope

for machine tool makers. Competitiveness

and discipline are the order of the day for

the high-precision machining industry.

The quality system followed in the

aerospace industry surpasses all other

stringent quality standards in practice.

This is a platform where one can think

of being a global player, however small

the business may be.

Essential parts and equipment for aerospace machiningMulti-axis traverse, tracing and tracking

machines with accuracy levels in microns

are part of aerospace manufacturing units.

With highly reliable CNC machines,

robotic arms, surface finishing tools,

heat absorbing/heat treating machines,

and shape memory alloy joints, it is really

a wonderland of precision machining.

Above all, measuring and metrological

instruments are highly sophisticated. At

times, the machinery used in aerospace

manufacturing is as accurate as the tools

used in brain or heart surgeries. And,

of course, a good aerospace machinist

is expected to be as good as a surgeon.

Business outlook If someone is looking for a challenging

business environment, there is huge

space available for him/her. India could

be a major hub (other than China)

for all aerospace components. But the

business is highly capital incentive, and

the volumes are low. At the same time,

the margin/returns are high as compared

to the automotive business. Those who

plan to expand their business can always

take a call on aerospace business. I feel

there is greater recognition when you are

associated with aerospace business.

Hurdles along the wayIn the years to come, the current offset

obligation of a 30% share is expected to

double. HAL is not in the position to

handle the entire offset business. There

is a need for both private & public sector

industries and the government’s R&D

sector to partner with international

aerospace engineering giants for

augmenting the design and manufacturing

segments. May be an increase in the FDI

limit would attract global players to invest

in technology in India. Despite ISO 9000

and AS 9100, Indian products have not

made a great impact on the world market.

There is a need for automobile component

manufacturers to upgrade their capacity

to match aerospace standards.

Future of the industryThere is a large talent pool of aerospace

design engineers available, mainly with

HAL, DRDO and ISRO. Both HAL

and the Indian Air Force and, to a lesser

extent, Air India, have a good number

of maintenance specialists. Private

sector giants like Infosys, Wipro, HCL,

TCS and Mahindra Satyam have large

engineering service pools. If all these

resources are judiciously synergised, the

Indian aerospace industry shall soon

become a global leader. The new FDI

regulations and DPP-offset clauses

are expected to bring huge business to

Indian aerospace industries.

nishant.kashyap@network18publishing.com

MMT - Supplement December 2012 17Tools & Techniques

Machining plays a

vital role in the

aerospace industry,

with giants such

as Boeing, EADS,

Northrop Grumman, among others, who

are involved in the construction of aircraft

as well as in space programmes. These

companies are involved in producing

technical tools and components for space

programmes. Aerospace parts require

high geometrical accuracy and small

tolerances. Therefore, the technologies

used such as tools, fixtures and cutting

fluids should provide high efficiency in

order to guarantee precision.

Grinding Wheel First, grinding wheels with a diameter

of 300 mm are generally utilised without

CD grinding. Second, special nozzles are

employed to inject the cooling lubricant

at 50–70 bar at right angles into the

grinding wheel away from the grinding

zone. The grinding wheel turns at a

peripheral speed of up to 50 m/s and

creates a layer of air on the wheel surface

that the cooling lubricant has to break

through. The high-coolant pressure of

50–70 bar is important to ensure that

the coolant breaks through this layer

of air and into the wheel. The specially

developed open-pore grinding wheel

absorbs the coolant and transports it into

the grinding zone.

This special method of delivering

cooling lubricant into the grinding

zone enables high metal removal rates.

In comparison to the usual creep feed

grinding processes, with stock removal

rates Qw of 5–25 mm3/smm, this

patented system enables values of 50–100

mm3/smm. By further combining the

VIPER technology with the High Speed

Continuous Dressing (HSCD) grinding

process, it is possible to reach a stock

removal rate of up to 300 mm3/smm.

Machining Titanium AlloysThe machinability of high-temperature

and titanium alloys is 10 times lower in

comparison to conventional steel alloys.

The major problems in machining

titanium are short tool life and

relatively low stock removal rate. Due

to low heat conductivity and very thin

secondary melted shear zone on the

chip lower face, there is an unfavourable

temperature distribution on the tool

face. Also, the chips tend to stick on the

cutting tool edge to form a Built-Up-Edge

(BUE). Consequently, major tool wear on

the cutting edge can be anticipated even

after a short machining time.

In order to meet the requirements

of machining titanium, suitable machine

concepts, efficient cooling strategies and

optimal cutting parameters are required.

Machining High-temperature AlloysThe highly complex parts and properties

of high-temperature alloys dictate the

manufacturing process chain and machining

conditions at each stage. While the hot

area of the engine reaches temperatures

of approximately 1,000°C, temperatures

in the ‘cold area’ are about 700°C. The

thermal and mechanical loads in the

hot area require the use of components

made of high-temperature alloys such as

nickel- and cobalt-based alloys, while the

typical alloys in the ‘cold area’ are mostly

titanium- and iron-based alloys.

Parts such as shafts, diffuser or

nozzle guide vanes are made of titanium-

or iron-based alloys, while turbine disk,

housing for bearings or blades in the

hot area are mainly made of nickel- and

cobalt-based alloys such as Inconel,

Waspaloy or Hastelloy, which are

difficult to machine.

Investigations have provided some

clear conclusions related to efficiency and

performance. Machining of titanium alloys

should be done with positive cutting-edge

geometry, while the tool materials are

normally submicron carbide substrates

with Physical Vapour Deposition (PVD)-

coated layers of Titanium Aluminium

Nitride (TiAlN). Due to high wear and

tool life limitations, the recommended

cutting speed is only 30–60 m/min.

Investigations carried out at the

Fraunhofer Institute IWU showed that

hybrid processes with high-pressure

flushing can allow for increasing the

cutting speed twofold, resulting in

significant advantages with regard to

machining time, cost, tool life, energy and

productivity.

nishant.kashyap@network18publishing.com

INNOVATING the FUTURE The aerospace industry has been rapidly changing, and the design & development of new aircraft engines are inclined towards becoming lighter and environment-friendly. Today, the industry has the right technologies within its engineering/manufacturing setup to bring innovation and creativity through its design and development. Nishant Kashyap provides insights into some of the most critical technologies in aerospace manufacturing.

In order to meet the requirements of machining titanium, suitable machine concepts, efficient cooling

strategies and optimal cutting parameters are

required.

18 MMT - Supplement December 2012

A little away from Bengaluru’s

a e r o - p a n d e m o n i u m ,

TAAL’s facility-sprawled

across 270 acre of land

in Hosur, Tamil Nadu-

has created its own aerospace hub by

making some of the most significant

technology developments over the

decade. A part of the Pune-based

Indian Seamless Group, TAAL was

established in Hosur in 1994. It is

the first private company in India to

enter general aviation manufacturing.

While many Indian companies have

just begun exploring this segment,

TAAL manufactured (under licence)

a 6-seater aircraft (P68C) on Indian

turf way before anyone could imagine

India’s competence in this field. The

project was taken up in collaboration

with a technical know-how transfer

agreement with Partenavia, an Italian

aircraft manufacturer. After its first

successful 6-seater aircraft, TAAL has

also started manufacturing 2-seater

aircraft exported to the US.

Elaborating further, SM Kapoor,

CEO - Aircraft Manufacturing

Complex, TAAL, says, “Till 1994,

HAL was the only public sector,

which was more engaged in defence

programmes. No group was taking care

of general aviation. With that thought,

the founder, BR Taneja, started this

company hoping that the requirements

of general aviation from the business

corporate will be huge.”

When inside TAAL’s facility,

what captures one’s attention is the

several aircraft that roar into the

company’s exclusive runway for MRO

services. While TAAL specialises

in manufacturing Light Transport

and Trainer Aircraft, the company

has significantly diversified itself to

create its own aerospace hub. TAAL

handles the MRO services of chartered

aircraft and has leased an exclusive

It takes determination and focus to prove one’s mettle in uncharted terrains. While the private players in the Indian aerospace industry have woken up now to understand the potential of the aviation industry, Taneja Aerospace and Aviation Ltd (TAAL), almost 18 years back, had manufactured a complete aircraft. Debarati Basu visits the facility to understand what it takes to be a pioneer.

A Saga of Excellence

Facility Visit: Taneja Aerospace and Aviation Limited

What most private companies are doing now, TAAL has already done a decade ago by successfully flying Indian-made aircraft.

SM Kapoor, CEO – Aircraft Manufacturing Complex, TAAL

19MMT- Supplement December 2012 Facility Visit: Taneja Aerospace and Aviation Limited

hangar to Airworks, which handles the

commercial MRO of bigger aircraft like

Boeing and Airbus. Discussing TAAL’s

core competencies, Kapoor adds, “What

most private companies are doing now,

TAAL has already done a decade ago by

successfully flying Indian-made aircraft.

We were ahead of our time because

we have had experienced people who

understood aerospace better. We know

the real requirements.”

The journey since…The TAAL Group has been extremely

focused in its operations right from

the beginning. With the determination

to manufacture its own indigenous

aircraft, TAAL has subsequently

developed its competence in such a

way that it could be self-dependent

in every manufacturing sector. Along

with manufacturing aircraft, it has

also developed its competence in

manufacturing composites and metal

parts with absolute deftness. Over

the years, the company has been

building its competence in a very

strategic manner. Right from tools,

components, designing, composites,

assembly, mainframe and calibration,

the company has brought together the

entire gamut of manufacturing under

the same roof. Besides, the company

has its core competence in sheet metal

fabrication, composite manufacturing

and structural assembly.

Expounding further, C Vijaya

Kumar, Head - Composites, TAAL,

explains, “We not only have the space

to expand our facility but also want

to include other companies that can

complement us in our operations. Just

like Airworks, which handles MRO,

we want more companies to be our

partners and work together towards

the same goal and create an exclusive

Aerospace hub.”

This is one of the very few

private companies in India that

have received a host of national

and international certifications and

approvals from DGCA, Center for

Military Airworthiness & Certification

(CEMILAC), NADCAP and

AS9100C certification. Although the

company started off as a manufacturer

of general aviation, it has also

significantly made its mark in the

defence programmes. TAAL has not

only been a major supplier to HAL but

� TAAL’s shop floor houses an array of activities right from manufacturing training aircraft and satellite parts for ISRO & DRDO to maintenance & repair of aircraft

MODERN MACHINE TOOLS - Supplement December 201220 Facility Visit: Taneja Aerospace and Aviation Limited

has also supported DRDO, NAL and

Indian Navy in various other projects.

Substantiating the same, Kumar

informs, “After HAL, we are the

second biggest supplier of launch

vehicles assemblies to ISRO. Be it

PSLVs or GSLVs, we have been a part

of almost every launch vehicle. Now,

we are also exporting to Israel. One of

the major projects we have bagged is

to manufacture canisters for Rafael.”

Apart from this, the company boasts

of MoUs signed with aero giants

including Eurocopter, AgustaWestland

and other MNCs like Airbus and

Boeing.

Challenges encounteredEven as the offset policies have come

to the rescue of Indian manufacturers,

the situation has its own drawbacks.

According to Kapoor, “With the new

DPP Policy, we have an advantage

as we are already into manufacturing

aircraft and have the capability. We

now only need the government’s

support. Although we are technically

qualified, most of the major projects

go to foreign OEMs. Also, a major

portion of the work delegated to HAL

is later offloaded to us. Private Indian

companies are not able to reap the

benefit. Hence, the government can

instead give a portion of the work to

us directly.”

Kumar further points out, “The

private sector today is looking

for opportunities where they can

build and supply directly to meet

defence requirements. We have

the infrastructure, manpower and

capability. We now need good

work to come directly to us.” The

company points out the need for

the government to put in trust and

streamline opportunities to Indian

manufacturers. He adds, “We have

excellent support from the Indian

Navy, which entrusts its modification

and upgradation programmes to us.”

The company has had its own share

of ups and downs. With the demand

for 6-seater aircraft coming down over

the years, the very successful 2-seater

aircraft, THORP also experienced a

dip during global recession of 1998-

99. However, the company has been

steadily expanding its production base

to meet the demand.

The road aheadThe company has been a leading

aerospace partner to national

aerospace programmes and has been

involved in projects such as Saras

Aircraft, Nishant UAV, Lakshya,

LCA, ALH and Rustom UAV. With

the available space, the company aims

to add over six additional hangers to

undertake various operations.

Even amid increasing competition,

TAAL stands tall with the strength of

its extremely experienced workforce,

which helps it understand the industry

requirements and deliver within a

very short lead time. With over 400

employees in the manufacturing set

up, the company has an additional

troop of 170 trained engineers in

TAAL technologies. The company

has a focused group for R&D,

thus creating a strategically formed

team. To this, Kapoor adds, “From

making the first 6-seater, we now

aim to make 60-seater aircraft for the

national programme. We are experts

on composites and various other

processes and are working to become

one of the key players.”

debarati.basu@network18publishing.com

� The company houses a drop bottom heat treatment process plant to ensure high quality aerospace

manufacturing

We have the infrastructure, manpower, technology and capability. We only need a good proportion of work to come directly to us instead of being offloaded to us by bigger players.

C Vijaya Kumar, Head – Composites, TAAL

MMT - Supplement December 2012 21Defence Production Policy

India has been rapidly increasing its

spending on defence. The country

has already emerged as the largest

arms importer in the world. It is

expected that India will become

the third largest defence spender after US

and China by 2014. Equipment spending

by the Ministry of Defence has increased

by 15–20% over the last five years, and is

expected to continue growing at least in the

mid-term. With several large equipment

and modernisation programmes in

the pipeline, analysts are projecting an

overall spend of US$80–100 billion in

the next five years. This makes India one

of the world’s most lucrative markets for

military products, and defence suppliers

are gearing up to compete. There is an

urgent need to leverage India’s defence

buying clout while negotiating with

global OEMs. India should leverage this

buying power to ensure that adequate

technology transfer takes place during all

major projects either to the local partner

or national agencies.

Defence BudgetThe defence budget has risen at about

17% y-o-y since 2007. The ratio of capital

expenditure in the overall defence spend

has also gone up from about 40% in

FY ‘08 to 47% in the last financial year.

With several large equipment purchase

programmes already in the pipeline,

this ratio will certainly rise further.

Compared to the world average growth

rate in the military spend of about 4%,

India makes for one of the world’s most

lucrative markets for military products.

In total, over the next 5–6 years,

India is expected to spend more than

US$80 billion on equipment purchases.

For the Air Force, these include a

variety of aircraft: advanced fighters,

multi-role and light combat aircraft and

basic trainers. The Navy is also planning

investments in nuclear and diesel electric

submarines, naval helicopters, a new

fleet of destroyers and frigates as well as

several long range maritime aircraft. The

army has already begun a programme

for equipment upgrade and artillery

rationalisation. It has also planned

several purchases of long-range gun

When it comes to defence-related developments, India has found itself located inside a veritable Pandora’s box. The sub-continental region and its borders have seen an alarming increase in conflict situations. Towards the West, Pakistan and Afghanistan are grappling with internal conflict and the increasing hold of terror groups. In addition, internal security threats in parts of defence and eastern parts of India continue to be a major cause for worry for India’s paramilitary forces.

Creating a Vibrant Domestic Defence Industrial Base

MMT - Supplement December 201222 Defence Production Policy

systems with multi-terrain capabilities.

As per the 13th Finance Commission

Report, the defence capital budget is set

to grow at a CAGR of 10% per annum

during 2010–15. Presuming the same rate

of growth for the balance plan period,

the total defence capital budget allocation

during the 12th Plan is likely to be

`4,45,500 crore. The capital acquisitions

budget ranges between 75–85% of the

total capital expenditure and is likely to

be around `3,56,400 crore.

Domestic Industry StructureIndia is already among the top 10

military spenders in the world. However,

in contrast with other countries, which

have large defence industries to support

their needs, Indian requirements are met

primarily through a mix of government-

owned production units and imports.

The output from defence-related

equipments, Defence Public Sector

Undertakings (DPSUs) and ordnance

factories has not been able to match up

to the growing demands. India spends

about 30% of its total military budget

in equipment purchase. India does have

a very extensive defence set-up within

the country. Nine PSUs focus on the

production of DPSUs along with 39 other

ordnance factories. The DPSUs produce

combat aircraft, helicopters, warships,

missiles, defence electronics, heavy earth

moving equipment and special alloys.

DPSUs and ordnance factories outsource

20–25% of their production to the private

sector. Of this, about a quarter is met

through the small-scale sector. The

Confederation of Indian Industry (CII)

estimates that over 6,000 SMEs operate

in this space supplying components and

sub-assemblies to the DPSUs, ordnance

factories and DRDOs. A few large

Indian companies are licensed for the

production of actual weapon systems and

defence equipment.

To create a powerful defence industry

and enhance local manufacturers, the

government has formulated the Defence

Production Policy. The objectives of

the policy are to achieve substantive

self-reliance in the design, development

and production of equipment/weapon

systems/platforms required for defence

in as early a time frame as possible; to

create conditions conducive to the private

industry to take an active role in this

endeavour; to enhance the potential of

SMEs in indigenisation and to broaden

the defence R&D base of the country.

Local Manufacturing Sector in DefenceHistorically, India has always favoured

the public sector over the private sector in

terms of defence production. India’s first

industrial policy resolution in 1948 made

it clear that a major portion of industrial

capacity was to be reserved for the public

sector, including all arms production. It

was only in 2002 that the guidelines for

the licensing of manufacturing arms and

ammunition were issued by the Ministry

of Industry and Commerce. Therefore,

until very recently, the private sector in

India has been limited to the production

of intermediate products, components

and spare parts. Lack of local supply

and high dependence on foreign supply

base has created several issues in the

procurement of defence equipment.

Building India’s defence equipment

manufacturing capability is of the highest

strategic importance. Nations invest

heavily in building this capability in

order to ensure independence of supply

during times of duress. India has already

begun on a path of reform of its vast

defence production and procurement

establishment. It now aspires to move

away from the historical pattern of foreign

procurement and licensed production

or assembly. The increased push for

private participation will enable domestic

companies to build critical capabilities

in areas that were heretofore excluded

for them. The multiplier advantages that

could accrue in a host of related sectors

such as communications, manufacturing

and automotive could be enormous. A

strong domestic defence manufacturing

sector will build strategic domestic depth

in key sectors and will also allow the

economy to tap into the export potential

in the defence sector.

Progressive Policies InitiatedIn recognition of this urgent need for

reform, the Ministry of Defence (MoD)

allowed private ownership in defence

manufacturing in 2001. Since then, there

has been a continuous effort to streamline

the defence procurement procedures.

On a parallel front, the defence

production policy was issued recently with

an aim to ‘harness the emerging dynamism

of Indian industry and capabilities

available in the academia and the R&D

institutes’. Besides taking steps towards

the promotion of SMEs, providing

necessary impetus to R&D and addressing

the grievances of the Indian industry,

the government has been forthcoming

to design the domestic manufacturing

in line with the futuristic demands from

the defence forces. The production policy

also aims at progressively identifying and

addressing any issue that impacts or has the

potential to impact the competitiveness of

the Indian defence industry in comparison

to foreign companies.

Defence industries around the

globe have already been on the path

of modernisation for some years. The

largest military industries transforming

themselves based on the new principles of

modern warfare are well placed to succeed

in the 21st century. Due to various factors

described earlier, India has lagged behind

in this area. The earlier emphasis on public

control of defence production left behind an

under-developed private industry as well

as lack of a robust framework for dealing

with a joint public-private setup in the

industry.

Courtesy: The Boston Consulting Group

Over the next 5–6 years,

India is expected to spend

more than US$80 billion on

equipment purchases.

MMT - Supplement December 2012 23Hard Metal Machining Trends

The aerospace industry is

always in need of better

materials with properties

such as high density, high

modulus of elasticity, low

thermal expansion, anti-distortion, non-

magnetic, high-wear resistance and, more

importantly, being lightweight; the use of

hard metals and their alloys checks all

the boxes. Common aerospace materials

include white/chilled cast irons, high-

speed steels, tool steels, bearing steels,

heat-treatable steels and case-hardened

steels. Materials such as Titanium,

Inconel, HRSA, Hastelloy, Stellite and

other exotic materials are also classified

as hard-machined materials. They are

designed to be strong and resistant to

corrosion, and they maintain their

integrity in any temperature. These alloys

make it possible for high-performance

parts to be produced for the aerospace

industry. Machining these metals does

bring out challenges, but the use of

certain trends not only makes HMM easy

but also enhances quality, productivity

and profitability.

CAD/CAM SolutionsAerospace parts are often manufactured

using different CAD/CAM software

from the one used to design the parts

because of the complexity of these parts.

The evolution of CAD/CAM software

has since rapidly increased such that it also

enhances the accuracy of the parts being

machined. These types of software come

with a material management technique

that allows for changes to be made to

the machining procedure without having

to recreate the entire programme. Some

software even comes with the ability to

tell the operator whether the machine

selected to work on the part can do the

job.

Some CAD/CAM software available

in the market are also capable of

programming machining processes like

turning 2, 3, 4 and 5 axis continued

milling, 4 & 5 axis continued turning,

synchronization and complex simulation.

Siddhu Jolad, Managing Partner,

RadCAM Software Solutions, informs,

“Without Cad/CAM softwares and

simulating tools, the manufacturing

industry would not have reached the stage

that it is at, today. The software show

offline simulations before manufacturing,

and hence, minimise the wastage of time

and materials as well as efforts. The

Since its advent, many have thought that hard metal machining (HMM) is very complex and requires a very different set of skills; on the contrary, it is a quite a straightforward machining process. There have been various advancements in HMM. Nedra Pereira looks at a few trends and techniques that make machining of hard metals easier and increase productivity…

SHOWCASING LATEST MECHANISMS / MOULDING METALS

MMT - Supplement December 201224 Hard Metal Machining Trends

software can also be customised for newly

developed machineries that are made for

a specific purpose of cutting a specific

hard metal. They do three things for a

manufacturer—save time, material and

money!”

The use of such software enables

optimization of the speed, precision of

the machining process and productivity,

thereby reducing production times while

guaranteeing high quality, correctly

toleranced parts.

Automated Multi-axis and -spin-dle Contour Milling MachinesThe latest addition to hard machining is

the use of multiple spindles with multi-

axis CNC machines. Multi-spindles allow

more parts to be machined in the same

time as taken by a single spindle machine

to produce one part, thus increasing

the production rate with accuracy and

reducing infrastructure overheads.

“In the case of hard machining,

powerful spindle or high-torque spindle

machines with very high rigidity,

vibration damping for chatter-free cuts

are required, and nowadays, almost every

tool manufacturer and machine builder

has already developed very good tools and

machines, and it is further improving with

each passing day,” Ravi Sane, Product

Manager, Dijet Industrial Company Ltd.

The use of high-torque spindles can help

achieve high metal removal rates. The

cuts produced on the part have excellent

surface finish with no sign of chatter and

nearly no vibration.

Current ScenarioManufacturers can now produce high-

quality hard metal components with

shorter cycle times, increased tool life and

higher tool shop productivity by utilising

high flow, high pressure coolant delivery

systems and advanced tooling materials

such as heat resistant carbide.

Carbide Indexable Inserts“Cutting tool has a short life span

owing to wear or breakage. Poor surface

quality is observed on components when

optimised cutting speeds and feed rates

are not used. To avoid this, special grade

carbide cutting tools should be used as

these possess higher temperature hardness,

fracture toughness, temperature stability,

compression resistance and can withstand

high dynamic and thermal shocks and

absorb mechanical impact loads,” avers

K Sai Venkata Raghav, MD, Raghav

Aerospace Manufacturing Technologies

Pvt Ltd.

Apart from having cutting tools

made from materials such as carbide,

cermets, ceramics, PCD, CBN, SFD

coated with special coating processes,

indexable inserts can be used. Indexable

insert technology has also evolved for

machining hard metals. Inserts now

provide a combination of capabilities for

high metal removal rate with spacious

chip flutes. These inserts have special

geometry and are capable of lighter

cutting, ample engagement, have lower

power needs and capacity for higher feed

rates.

Lubricants and CoolantsUsually HMM does not use coolants as

they reduce the tool life. However, very

high-pressure coolant delivery systems

and special lubricants may be employed,

i.e., as mist for chip removal and

reduction of built-up edges or cutting

fluids for a longer tool life.

Machining for the FutureWith the increase of hard metals being

used to make components for the

aerospace industry, the HMM technology

is ever evolving. It minimises a number of

setups and dramatically saves machining

time as the work piece is pre-hardened

and directly finish machined without

going through the conventional way of

rough machining, hardening, then semi-

finish machining and, finally, finish

machining. It eliminates part distortion

problems, especially for thin-walled parts

from heat treatment, unclamping and

reclamping of work pieces. It also provides

high precision, accurate geometrical

tolerances and better surface-finished

components. When used with the latest

trends, a reduction in manufacturing costs,

lead times and improvement in the overall

product quality is observed. It also offers

greater flexibility and the elimination of

coolants.

Conclusion/Wrapping Up HMM cannot be IgnoredAlthough HMM requires heavy

investment, the advantages are

innumerable—reduction in manufacturing

costs and cycle times, increased tolerances

and accuracy in components and

automation.

nedra.pereira@network18publishing.com

� The use of various materials in aerospace industries (Source: Boeing)

MMT - Supplement December -2012 25New Age Machining: Jet Stream

In today’s dynamic industrial

environment, production units

are required to handle challenging

tasks that are emerging out as a

result of increase in production

targets without additional resources and

with more quality consciousness. The

entire challenge invariably drills down to

maximum material removal rate and best

tool life. Many a times, we experience

problems like ineffective chip breaking

in finishing operations as well as in

machining soft and sticky metals, which

can affect the performance of the tool

and efficiency of the process.

To accomplish the task, it is necessary

to have effective chip breaking, which can

be achieved by providing coolant straight

to the cutting edge and having good chip

breaker geometry on the insert.

In response to this challenge,

the Jetstream Tooling concept was

introduced by Seco Tools—a ground

breaking new solution to the age-old

problem of delivering coolant precisely

to the cutting zone. Jetstream Tooling

works by delivering a concentrated high

pressure jet of coolant at high velocity

straight to the optimum position close

to the cutting edge. This jet of coolant

lifts the chip away from the rake face,

thus improving chip control and tool

life & enabling increased cutting data to

be applied. Jetstream Tooling has been

proven to work in nearly all material

groups and with a wide choice of

coolant pressures.

There are three distinct pressure-based

coolant delivery systems:

(1) Low pressure, the standard system

supplied today with most machine tools

having a pressure of up to 20 bar

(2) High pressure (Jetstream Tooling

system) with pressure ranging from 20 bar

to 70 bar

(3) Ultra high pressure with a pressure of

70 bar and higher.

Low-pressure coolant delivery systems

The Jetstream Tooling concept introduced by Seco Tools is a revolutionary new solution to the age-old problem of delivering coolant precisely to the cutting zone, making it a truly flexible solution for improving existing operations.

THE TOOLCOOLINGHEATING UP THE TOOL LIFE BY

MMT - Supplement December 201226 New Age Machining: Jet Stream

have little influence on the control of the

chip formed during the cutting process as

neither its minimal cooling effect nor its

relatively low force is sufficient to change

the nature of the chip.

Indeed, it is natural for long chipping

materials to produce continuous chips

that gather in and around the cutting

zone, producing a ‘bird’s nest’, interfering

with and starving the flow of low-pressure

coolant to the cutting edge.

This coolant starvation increases

the cutting edge temperature, reduces

the tool life and usually results in

a substandard surface finish. The

only way to remove the ‘bird’s nest’

is to interrupt the cutting, stop the

machine and remove it manually. This

is particularly valid when machining

aerospace material, stainless steel and

low carbon steel. The high-pressure

Jetstream Tooling system assists the

machining of difficult-to-machine

materials. It delivers a concentrated

high-pressure jet of coolant to the

optimum position close to the cutting

edge, through its strategically placed

outlet nozzles. The positioning of the

nozzles is crucial to the performance

of Jetstream Tooling. The jet produces

a hydraulic wedge, tightening the chip

curl radius and lifting the chip away

from the rake face of the cutting edge,

reducing friction and removing the heat

very quickly.

Furthermore, to enhance the

chip breaking in finishing operation,

FF2 geometry can be combined with

Jetstream Tooling. The design of the

FF2 is exemplary when you want to

combine the insert with a Jetstream

Tooling tool holder as it lets the coolant

jets reach the correct position on the

cutting edge. The characteristic

two grooves on the insert

top are fine-tuned for this

purpose. The jet cools

the cutting zone and the

chip. The efficient cooling of the

hottest zone on the insert increases tool

life as it prevents plastic deformation

and cratering. The cooling of the chip

changes its structure to a less elastic

consistency and it then breaks.

As Seco Jetstream Tooling

eliminates chip evacuation issues, there

is no need for operator intervention and,

therefore, no disruption in production.

Chip removal time is no longer part

of the floor-to-floor time calculation.

The Jetstream Tooling coolant inducer

(patent pending) pivots to allow the

operator to index a new cutting edge

very quickly, guaranteeing that the

coolant is where it was before-in exactly

the right place.

While the emphasis in machine tool

technology is to reduce the machining

process by a matter of seconds,

Jetstream Tooling enables many

complex metalworking operations to

be reduced by a measure of minutes

rather than seconds. A high-pressure

coolant supply, when pumped through

a small nozzle, produces acute, high-

velocity Jetstream, which penetrates the

friction zone between the cutting edge

and the work piece, providing superior

lubrication, cooling and chip control. So,

what coolant pressure does one need to

s e e

t h e

b e n e f i t s

f r o m

J e t s t r e a m

Tooling? Improvements have been

shown using coolant pressures as low

as 5 bar; however, significant benefits

are achieved as coolant increases from

low pressure through high pressure and

onto ultra high pressure.

When using the Jetstream Tooling

system, improvements are seen in

machining Titanium alloys. Nimonic

C263, Inconel 718, aluminium alloys,

stainless steel and other alloyed steels

also observed a vast increase in the

metal removal rate, chip control and

surface finish alongside a reduction in

the production time. With Jetstream

Tooling, one no longer has to make a

choice between tool life and productivity.

Because the standard range of Jetstream

Tooling is based on ISO tool holders,

it can be mounted and used on a large

selection of CNC machines. The only

requirement is a coolant supply. The

coolant can either be supplied to the

tool holder externally through a coolant

hose, which is attached to one of the

two positions on the side or underneath

the tool holder or internally in the case

of the SECO-Capto holders. Different

lengths of hoses are available, allowing

the coolant supply to be connected to

almost any position on the turret or

tool block. This system of connections

makes Jetstream Tooling a truly

flexible solution for improving existing

operations.

New Age Machining: Jet Stream

Sashi Paramesh Navalgund is the Manager – Projects at Seco Tools India. He is a Diploma holder in Mechanical (Auto) Engineering and has a work experience of over 15 years.

� Conventional � Jet Stream Tooling

MMT - Supplement December 2012 27Perfect Grip

The precision component

manufacturing industry

(such as aerospace and

medical equipment) in India

is bound to expand; there

are enough private and government

initiatives in place today to expand the

industry. Such precision components

have their own challenges like diverse

metallurgy, geometrical complexity,

low tolerance, low volume and large

variety. Collectively, this brings forth

the basic requirement of manufacturing

these components at low cost to remain

competitive.

Indian machine builders have

already geared up to meet the precision

component industry requirements to

a great extent with high-precision

multi-axis machines. These machines

are available at a fairly competitive price

as compared to many of the foreign

machine builders.

Precision Required To create a competitive world-class

production system for precision

components manufacturing, factors

like machine, tooling, manufacturing

process, work flow, etc., all come

together. One of the key elements that

usually does not get sufficient focus,

but can give great results on the overall

efficiency of the manufacturing system is

the workholding solution.

It is time for the precision component

manufacturers to start looking closely to

get the most from their workholding.

Workholding expert companies like

As the precision component manufacturing industry expands in India, the need for cost-effective, efficient manufacturing systems will keep growing. One of the important impact points that can help ensure great savings and improve the overall effectiveness of the manufacturing system is the workholding solution.

Expect more from your workholding solution

� 2+2+2 self centring compensating chuck for thin

walled component

MMT - Supplement December 201228 Perfect Grip

Airtech and Chuckmatic have a long

history of solving complex workholding

challenges. Over the years, many

component manufacturing companies have

gained a lot from consulting early on how

to optimise their workholding.

Some of the special types of

workholding solutions that are in use

today by various precision component

manufacturers are:

� Diaphragm Chucks: These chucks

provide very high level of accuracy and

repeatability. They have an extra-long

life and require very low maintenance

as there are no sliding parts.

� Combination Chucks (diaphragm

and face clamping): These chucks are

typically used for second operation,

where concentricity requirement

between first operation and second

operation is high.

� 2+2+2 Chucks: These chucks are

used for thin-walled components.

They hold the component on six

points giving equally distributed

pressure on each holding point.

� Draw-in Type Collet Chucks:

These chucks hold the component

throughout the OD and pull the

component towards the resting face.

This helps control ovality, level points

and parallelism.

� Long Length Equal Expansion

Mandrills: These mandrills help in

OD turning and facing or grinding of

long length components, where the

tolerance of ovality on the OD is low

and the concentricity requirement

between OD and ID is high through

the length of the component.

� Ultra High Speed Chucks: Some

component metallurgy and tooling

require very high speed turning;

in such cases, it is important that

the workholding compensates for

the high centrifugal forces that are

generated.

� Pull Grip Chucks: These chucks

hold the component on the OD

and pull the component towards

the resting face, ensuring the perfect

butting of the component. This gives

the desired parallelism between the

butting face and turned face.

� Compensating Chucks: These chucks

are used for turning the component

with respect to the centre while

holding on an irregular OD.

� Dual Pressure Chucks: These

chucks are used for heavy cuts during

roughing operation, and during the

finishing operation, the griping force

can be reduced without de-clamping

the component.

� Pitch Line Gear Chucks: These

chucks are used for gear bore grinding

with respect to the pitch circle

diameter. This is a type of diaphragm

chuck with pin type PCD locating

cartridges.

� Bevel Gear Chucks: These chucks are

used for bore grinding of the bevel

gears. The bevel gear is located on the

pitch circle diameter. First, the gear is

clamped and then the bore is ground.

This ensures concentricity with respect

to the pitch circle diameter.

� Pneumatic/Hydraulic Stationary

Chucks: These chucks are ideal for

VMC and HMC; they come along

with built-in cylinder hydraulic

or pneumatic as required for the

component clamping.

� Special Jaws with Special Holding

Pads: Based on the input component

geometry, special jaws need to be

designed to give proper holding. At

times, the metallurgy of the component

requires softer and smoother material

to be used on holding pads. Based on

the requirement, the clamping jaws

and pads are decided.

It is advisable for precision component

manufacturers to start early on finding the

optimal workholding solution for their

components. By starting early, special

solutions can be custom designed, keeping

in mind the variety of components,

accuracy requirements, productivity

requirements, metallurgy, etc.

Key Takeaways

� Expect efficiency and effectiveness to

come from your workholding

�. Start early to explore the possibilities

� Consult an expert

� Every hour lost with a suboptimal

solution is an opportunity loss

What Needs to be Done? Finally, to get the most out of your

manufacturing system, do not miss out

on looking closely at your workholding

solution. Start early and approach

an expert to help you select the right

solution or to design and manufacture

the right solution for your component.

This is a small element in the whole

manufacturing, but can make a big

difference in the effectiveness and

efficiency of the system. If you are already

manufacturing precision components, it

is still advisable for you to relook at

what you have, since improvements are

continuous. Start expecting more from

your workholding solution. When you

expect more, you will surely get more.

AC Kulkarni is the Executive – Design & Projects, Airtech Private Limited. He has spent over 32 years in consulting and designing special workholding solutions for various precision component manufacturers.

Anil Madan is the Executive Director of Airtech Private Limited. He is a six sigma black belt and has extensive experience in process optimisation for various national and international companies.

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MMT - Supplement December 2012 31Shot Peening Solutions

The global aerospace industry

relies on the Wheelabrator

technology to shot peen

critical components used

in the manufacture,

maintenance, repair and overhaul of

aircraft. Such components broadly

include landing gear, aircraft structural

members, engine shafts, disks, fans and

turbines.

Shot peening is a process that induces

compressive stress into the surface of the

component. The compressive stresses

induced counter the tensile or working

stresses during the component’s work life

and prevent premature failure. Aircraft

components undergo significant tensile

loads during their active use, which

could result in catastrophic failure of

components—typically seen in the form

of fatigue cracks on the surface—if not

shot peened.

The aerospace industry is highly

regulated by OEM specifications and

audit criteria for all processes, including

shot peening. Therefore, it is imperative

to operate with the correct equipment

and training to carry out a proper

peening operation. Here’s profiling one

such application of shot peening aircraft

structures after machining operation...

What is Shot Peening?Shot peening is a cold working process

whereby the part being peened is

impacted with metallic (and in some

cases non-ferrous) media (steel shot or

conditioned-cut wire and glass bead or

ceramic bead in the case of non-ferrous

media). Impingement of this peening

media imparts a layer of compressive

stress on the part that considerably

delays the occurrence of fatigue failures

such as cracking.

Peening is measured in terms of

deflection of a strip of spring steel called

the ‘Almen Strip’. Deflection of this strip

is measured in thousands of an inch and

is always dictated by the engineering

specifications associated with the part

being peened. This deflection is called

‘Almen Intensity’. Almen strips are

calibrated in three thicknesses, viz., the

‘N’ strip (0.031”), ‘A’ strip (0.051”) and

‘C’ strip (0.0938”). Aerospace peening

applications with ferrous peening media,

such as steel-shot and conditioned-cut

wire almost always employ the ‘A’ strip.

The type of strip, intensity

requirement, coverage, peening media size

and type are all specified by the designer

of the component being peened. This is

usually arrived at after extensive fatigue

testing of the component and expectations

of useful life.

Elements of the SolutionWarpage

The typical intensity requirements for

Shot peening is a cold working process whereby the peened part is impacted with metallic media. A combination of manpower and machinery sophistication has led to successful peening installation. Ownership of the process, after proper training on the equipment and the process has truly gone a long way in obtaining repeatable and consistent peening results.

MANUFACTURING AIRCRAFT STRUCTURAL COMPONENTS WITH FINESSE

s

MMT - Supplement December 201232 Shot Peening Solutions

aircraft structures range between 0.004”

A to 0.11” A, though other ranges are

also possible.

The Wheelabrator® system solution

incorporates blast nozzles on both sides of

the part as it passed through the blast zone.

A pressure type media propulsion system is

chosen for this application over a suction/

siphon style propulsion. This is owing to

the fact that pressure blast systems offer

more control, regulation and monitoring of

media velocity, critical to this application.

Also, blasting from both sides prevents

potential warpage of thin-walled parts.

The application of a uniform blast stream

on both sides of the part ensures even

coverage of all areas of the part without

the creation of localised hot spots.

The blast nozzle orientation determines

the spray pattern and therefore, the

area of impact on the actual part. After

extensive tests using Wheelabrator, the

nozzle arrangement that resulted in oval

spray patterns on all four corners of a

square target plate was determined to be

optimum for the current application.

Specification conformance

Machine design is an important part of

specification conformance. Among other

aspects, conformance to commonly used

specifications requires monitoring and

control of:

� Air pressure

� Media size

� Part exposure

� Media flow (quantity)

Though specifications do not stipulate

a particular method of monitoring

and controlling process variables, the

following means are popularly adopted:

� PID loop for air pressure (a PID, i.e.,

a Proportional–Integral–Derivative

controller attempts to correct the

error between measured and set-point

values)

� Vibratory classifier with different

screen sizes (listed in most

specifications for particular shot and

conditioned-cut wire sizes) for size

classification

� Media flow control valve with regular

drop tests for verification

� PLC-driven operator interface with

graphic display of the process.

Consistency and repeatability of

peening results

Peening specifications are drafted with

the principal purpose of achieving

consistent and repeatable results.

However, interpretation of these

specifications could be subjective.

Therefore, it is important to maintain

a standard procedure for operation

and testing that will be uniform

regardless of the person running

the process. As a minimum, it is

important to conduct the following tests

to achieve consistency and repeatability

of results:

� Drop tests at regular intervals to

measure and confirm that media

flow from each blast nozzle remains

within range. This should also be

checked with the digital readout on

the operator interface and correction

factors applied when necessary.

� Blast media should be screened for

size consistency offline using a sieve

shaker, at least once a shift.

� Blast media should be checked for

shape consistency at least once a shift.

� Shutdown limits should be tested once

a shift.

The above takes care of the process

variables. It is also necessary to test the

intensity and saturation on the ‘Almen

Strips’ either every shift or whenever a

different part type is introduced in the

machine for peening.

Peening Process Development and TrainingVisually, a shot peening machine appears

to be no different from a blast cleaning

machine. However, the intricacies of the

process are different. Some items that the

operators were trained on included arriving

at optimum travel speeds for different

part styles, media flow & inspection of

intensity, saturation and coverage.

Also beneficial was the fact that this

computer-controlled machine had graphic

displays of all process variables in real

time. For example, an input/output screen

displayed the status of all PLC inputs,

thus making it simpler for the operator

and maintenance personnel to narrow

down the root cause of a machine fault.

Kumar Balan, Director, Global Technologies, Wheelabrator Group

Balan has over 20 years of valuable experience in the surface preparation industry. His functions include technology development and propagation of wheel and air blast cleaning and shot-peening equipment to growth markets.

The Structure

The Screen

Aircraft components

undergo significant tensile

loads during their active

use, which could result

in catastrophic failure of

components if not shot

peened.

MMT - Supplement December 2012 33Integrated Modular Architecture

Till 1980, avionics designers

followed the Federated

Architecture (FA) involving

‘One function and Many

Line Replaceable Units

(LRUs)’. During the next five years, the

same architecture model was adopted,

but moved to one function and one LRU

concept, thus saving size, weight and

power considerably. The advantages of

this architecture were having high degree

of independence in design & certification

(Separating Level ‘A’, ‘B’ and ‘C’ LRUs)

and single supplier concept). The

challenges of Federated Architecture

were SW re-usability, portability, reduced

SWaP, open interface standards and

multiple vendors. These challenges were

addressed to a greater extent by injecting

Integrated Modular Architecture

(IMA) in avionics by introducing Line

Replaceable Module (LRM). Figure 1

depicts the Federated V/S IMA features

and its benefits.

Integrated Modular Architecture (IMA) By definition, Integrated Modular

Architecture (IMA) is described in

DO-297 as a shared set of flexible,

re-usable and interoperable hardware and

SW resources which, when integrated,

form a platform that provides services

to host applications performing aircraft

functions. In order to achieve the above

definition in its true spirit, any system

designer must consider the following

architectural considerations:

� Allocation of aircraft functions and

mapping to the system architecture

� Allocation of common platform

resources and mapping to multiple

functions or applications-robust time

and space partition

� SW configurable resource allocation

and functions mapping

� Open standards interface

� HW-SW interface definition

� Robust Application Programming

Interface (API) design

� High reliability and maintainability:

Fault Tolerance (FT) & Fail Safe

(FS) design

� Health and fault management

� Design and integrity assurance

� Safety consideration

� Obsolescence management

� Incremental certification due to

re-usable and interoperable design

features

The aircraft has many functions

including weapon, cockpit, flight

controls, engine, fuel, landing gears,

HUMS, cabin, energy, hydraulic and

braking. As the HW capability and

reliability has increased manifold, it is

technically possible and feasible to host

many applications in one LRU fitted

with many LRMS. This means that the

aircraft can have a few LRUs, which can

meet the functionalities of the aircraft

in totality. This phenomenon demands

reliable communication channels (both

inter & intra LRU) and inter LRUs with

sensor world, actuators, pilot interface

and cockpit display systems. Through

SW configuration facility, one can map

any function to any computing system in

the aircraft.

Key Elements of IMA

� Communication channel: The

communication channel shall

INTEGRATED MODULAR ARCHITECTURE- NEXT GENERATION AVIONICS SYSTEMS

Avionic architectures and devices developed from purely proprietary products into highly integrated, modularised general purpose avionic networks have impelled the use of IMA technology. As long as the avionics systems in the aircraft are well connected internally as well as with the external world, with high speed, full duplex and deterministic network, the onboard computing systems can be removed and better computing resources on the ground for processing the data can be provided.

� Federated V/S IMA features and its benef its

MMT - Supplement December 201234 Integrated Modular Architecture

meet full duplex and determinism

functionalities of IMA. To address

this feature, an Arinc 664 standard

has evolved and thus, AFDX switch

has adopted this standard and

come up with an aviation-certified

product. The AFDX switch can be

inside the LRU to address the Inter

LRU (internal i.e., between LRMs)

and also inter LRUs in the aircraft

environment. The intra LRM

communication can be addressed

using PCIe Or Rapid IO high-speed

serial links, which can also be used

for the inter LRMs (between LRMs)

communication channels.

� Controlled access to the processing

facilities, secure data storage, memory

& consistency performance: To

meet these requirements, avionics

world have come up with Arinc 653

standard. The Arinc 653 standard

shall provide robust, reliable and

high-degree integrity TIME and

SPACE partition to host many

applications in the LRM. The Arinc

653 is built around fault tolerant and

fail-safe design.

� Provision of health and fault

management: Arinc 653 has a

built-in health monitoring and

fault management system that user

application can exploit these features.

The development of an IMA system

is based on an IMA platform containing

HW and SW that are common and can

be shared by the aircraft applications.

Figure 2 depicts the essence of IMA

HW-SW design philosophy.

IMA HW Design Concept

Each LRM is a standard HW architecture

with all computing resources and IO

interfaces. Each carrier board is a high-

end computing resource and has the

ability to host two PMC/XMC boards.

Carrier boards shall use open standard

interfaces with universal IO mapping.

The carrier board design adopts cable-

less connectorisation and VITA 46

Backplane to provide immunisation

against EMI/EMC aspects in the

aircraft environment. For any sensor

world, the computing resources

(processor, memory, FPGA, IO, etc.)

are common in nature, but applications

are different. Since the carrier board is

capable of handling many applications

in one minor cycle (20 msec), we can

exploit IMA Arinc 653 partition’s

(both time and space) capability to

accommodate many applications on one

LRM. The 20 msec minor cycle time

period is too much a time for the high-

end processor and resources to complete

all the application requirements.

Each XMC and PMC on a single LRM

can host particular functions like 1553B,

Arinc 429, Graphics, HUD stroke,

Video switching, etc. This is known as

PIGGY_BAG system, which essentially

means that each LRM is configurable

based on what it is carrying on its

back. This ensures interoperability and

openness of the system. Allocation

of the special functions to the PMC/

XMC shall provide better obsolescence

management capability. Since PMC/

XMC is an open standard interface to

the carrier board, any vendor products

can be inserted into the system with

minimum SW configuration.

IMA HW-SW Design ConceptThe Arinc 653 core SW and its

components can be installed on each

LRM, thus providing resource sharing

capability to the LRM. Many user

applications can be mapped for each

LRM and LRU as a whole. Figure 3

depicts the HW-SW design philosophy.

IMA Design Communication Channel ConceptThe Arinc 664 provides well-defined

standards for the design and development

of AFDX switch and AFDX end

system. As explained earlier, the IMA

feature shall provide sharable high-

end computing systems for the sensor

world, actuating world, display systems,

aircraft functions like engine, brake,

landing gear, communications systems,

cabin, cockpit, weapons, etc. All these

need to be connected to a full duplex

and determinism behaviour network

resources. The AFDX ES is part of a

sensor, actuator or any functional device

like engine, brake, etc. The AFDX ES

shall be connected to the AFDX switch

with 16/24/36 port systems. The AFDX

switch shall connect all the elements

IMA Benefits

� Development of avionic architectures and devices from purely proprietary products to a highly integrated, modularised general purpose avionic network based on open standards, which impelled the IMA technology

� Considerable reduction in SWaP

� Moving towards COTS-based solutions

� Abstraction of application SW with core OS and HW, thus providing re-usability, portability and inter-operability capability

� Allocation of special functions to the PMC/XMC board, thus shielding against obsolescence nuisance

� Reduction in system design life cycle due to carrier board-single design concept

� Immunisation against EMI/EMC due to cable-less LRU design and AFDX network environment

� Provision of flexibility by AFDX network to get services from any other computing systems in the event of failure of an LRU, which can be SW configurable

� IMA HW-SW design philosophy

MMT - Supplement December 2012 35Integrated Modular Architecture

of the aircraft avionics and functional

systems, thus providing high speed

(up to 1000 Mbits/sec) full duplex

and deterministic network resources to

the aircraft world. All LRUs, sensors,

actuators, aircraft systems, cockpit

display, pilot interface, weapon and

communication are connected in the

avionics network. Legacy systems

like Mil 1553B, Arinc 429 and other

protocols can be connected to a Remote

Data Concentrator (RDC) for data

acquisition. RDC can be connected

to the AFDX switch, thus connecting

the legacy systems to the IMA

configuration. Figure 4 depicts the

IMA at the aircraft level with AFDX

ES and AFDX switch configuration

with RDC connectivity, thus providing

the required resource sharing capability

in the system.

Health Monitoring, FT, FS and Safety Design ApproachThe entire system should be built

around these frameworks. Each LRM

and LRU shall be built to provide the

required FT, FS and safety assurance.

The health monitoring shall be built

around PBIT, CBIT, IBIT and MBIT

concept to provide real-time health

monitoring, annunciations, warning,

storing, prognostic and diagnostic

capabilities.

Challenges of IMAThe legacy, design complexity,

integration and certification aspects

are the challenges of the IMA

implementation. These challenges can

be addressed with experience, skill,

thorough understanding, following

the discipline in design, adopting the

standards, thorough stage gate review

by experts and by involving certification

agency right from the start of the

programme.

Revolutionary Process, but Doable

� The next generation avionics design

by force demands the IMA-based

philosophy to be on par with the

trend-setters. Therefore, it is

necessary to adopt the IMA design

philosophy for new generation

aircraft design & development and

upgrade programmes in India. In

view of this, the Indian aviation

think tank has issued many RFPs

keeping in mind the IMA features.

This trend is appreciable and we

must move in this direction.

� Wind River Vxworks 653 is used

in many aircraft industries in the

West as well as in the European

countries. Vxworks 653 has proved

its usage and performance capability

beyond doubt in the aviation

history. In India, Vxworks 653 is

being used in the Jaguar Aircraft

upgrade programme. We need to

use this as a stepping stone for other

programmes as we have a better

learning curve.

� Arinc 664 AFDX SW and AFDX

ES are available in the market.

Many suppliers are there to provide

AFDX ES PMC/XMC avionics

standard board. But the issues

include avionics standard and fully

certified AFDX switch. There is

only one supplier in the world who

owns an IP over this product. Since

this switch is proprietary in nature,

which hinders the very purpose of

the IMA philosophy, many designs

and vendors policies. In order to

reduce this risk, the Indian aviation

think tank must come up with a

strategy to fill this gap. The Indian

industry is capable of designing and

developing Arinc 664-based switch

with 1000 Mbits/sec and 16/62

ports using open standards.

� As long as the avionics systems

in the aircraft are well connected

internally and with the external

world, with high speed, full duplex

and deterministic network, the

on-board computing systems can

be removed and better computing

resources on the ground for

processing of the data can be

made available. The on-board shall

contain bare minimum computing

resources as an emergency system in

the event of a network failure. This

is a revolutionary thought process;

however, it is feasible and doable.

� With a similar thought process, the

combat pilot need not be a part of

the aircraft as long as the systems

are well connected. The pilot can

be on ground when the entire

cockpit display is being generated

and displayed on ground , which

is equivalent to the aircraft cockpit

display. The ground system shall

provide the required virtuality of the

flying, thus giving the pilot a real

feel of the cockpit and the aircraft.

He can fearlessly accomplish the

mission assigned for any given war

situation, i.e., he can accomplish

the mission in a unmanned combat

aircraft without fear.

� The HW-SW design philosophy

Author: Group Captain KK John (Retd)is presently working with Wind River as a Principal adviser for the aerospace business development in India. He has 24 years of experience as an aeronautical engineer with the IAF. Additionally, 10 years experience in the corporate avionics design world as a Global Engineering Manager and CEO of an aerospace company in India—designing & developing world standard open system architecture mission computer exploiting IMA features on HW and SW at LRU level.

MMT - Supplement December 201236 Simulation Software

NC simulation is a quality

checking process,

which ensures that the

part is cut as expected

from the generated

NC programmes without the risk of a

machine collision. These are certainly

valid and valuable uses that justify the

software cost, often many times over.

However, some resourceful companies

have discovered that simulation software

can be used to benefit their shop in ways

that others overlook, sometimes even

in ways that were unintended by the

software developer.

Experimenting with new strategiesOne of the most obvious ways to get more

from the software is to simply use it! Try

it for new, unproven, machining strategies

and as a virtual methods testing laboratory.

Other than the time required to virtually

create and test new methods, there is no

physical cost. An NC programmer can

try and adjust radical new ideas several

times over. A few hours spent trying out

different methods could potentially save

many hours of machine time, reducing

tool and machine wear, wasted materials,

energy costs, and human fatigue as a result.

CAM vendors are developing new 5-axis

strategies, which are more complex; they

are also developing new 5-axis roughing

strategies that are improving the process

of machining. Thus, new processes and

new techniques must be employed and

5-axis machine simulation software

that accurately represents each 5-axis

machining cut in great detail will provide

the necessary confidence to succeed,

while also allowing for new invention,

experimentation and success with new

techniques.

Multi-axis machiningCGTech, the developer of VERICUT

software, has encouraged its customers

to push software to its limits. This can

be described using an example involving

a creative NC programmer for a large

aerospace engine manufacturer. They

were looking for a faster way to make

the leading edge of a titanium fan blade,

and the NC programmer theorised that a

new machining method could make the

difference. Traditionally, the process for

making the part took many hours using a

grinding technique. The NC programmer

believed that the part could be created

using a 5-axis mill, but he knew he would

need to convince his management before

tying up the expensive machine for

many hours cutting a test part. By using

VERICUT to simulate the process, the

programmer was able to create a review

file to prove the process would work.

According to the Association for

Manufacturing Technology, 5-axis mills

and mill/turn machines have become

The NC verification and simulation software has been available to manufacturers for over 20 years, yet most NC programmers do not take advantage of the benefits it can offer. NC simulation is generally regarded as an important step in the machining process, checking each machining operation as it is programmed or as a final check after the programming is finished and post-processed for the machine in the shop.

s

MAXIMISING THE USE OF

SIMULATION SOFTWARE

MMT - Supplement December 2012 37Simulation Software

popular. They enable the manufacturer

to drastically reduce machining time

and the number of set-ups required to

complete a job. Simulation software takes

the fear out of programming a multi-axis

machine. When an NC programme can

be simulated from the same code that is

sent to the machine there is no excuse

for not taking full advantage of a 5-axis

machine’s capabilities.

Machining before machine arrivalEven today, with ups and downs in

machine tool sales, there is a considerable

gap between the date when the machine is

ordered and the date that it is installed and

ready to cut the parts. With simulation

software, the manufacturer can be ready to

create parts on the first day the machine is

installed. CGTech has partnerships with

many leading machine tool companies and

they often supply the CAD geometry for its

joint customer’s machines before the

machine is even shipped. Some customers

can discover the efficiency and suitability

of the machine configuration ordered

even before the machine is delivered.

By spottting the machine specification

mistake early, the customer can change

the order before the machine is delivered.

Opting for the right machine The aerospace manufacturer working on

the leading edge took the idea a step

further. After proving that the 5-axis

milling process could work, they were

ready to order production machines.

Rather than simply picking the machine

from a catalogue, they designed the

machine using their simulation software,

where they had already proven that the

process would work. These files were

then sent to the machine tool builder

who built the machine exactly to their

specifications as described in a virtual

machining simulation. Another leading

aerospace company created programmes

for more than 200 parts and proved them

using the simulation software even before

the arrival of machines on their shop

floor. All the machines ordered were built

using virtual simulation software and all

NC programmes were proved on a virtual

machine. The machine loading plan was

also prepared, thanks to accurate cycle

times provided by simulation software.

Once the machines arrived, they cut the

parts without any delay. This has become

a trend with a few aerospace companies

and many others are following suit.

By maximising the use of simulation

software, shop floors don’t need to wait

for NC programmes. There are always

opportunities to improve an existing

process, and simulation software can

help by giving the NC programmer the

freedom to practically try any machining

technique in a virtual world. Only

creativity and a good virtual platform are

required to accomplish the job!

Courtesy: CGTech India Software Solutions Pvt Ltd

Product & Advertisers’ Index MMT - Supplement December 201238

Sl. No Product Pg No Sl. No Product Pg No Sl. No Product Pg No

1 3 axes high speed machining center ................ 32 5 axes high speed machining center ................ 33 Aerosol multispray ........................................304 Airline fluid ..................................................305 Assembly and high temperature grease ..........306 Auto-diffmachine simulation multi-axle ........117 CAD/CAM ................................................... 68 Chain oil .......................................................309 CNC .............................................................. 310 CNC lathe .................................................FIC11 CNC machine probing ..................................1112 CNC machine simulation..............................1113 CNC machines .............................................. 314 CNC machining center .................................. 315 CNC turning center ....................................... 316 CNC vertical machining center ...................... 317 Composite application...................................1118 Compressor oil ..............................................3019 Coolant .........................................................2920 Countersink ................................................... 921 Cutting oil ....................................................2922 Cutting speed optimisation ...........................1123 Cylindrical and internal grinding ................BIC24 Cylindrical grinder .....................................FIC25 Diamond tool................................................. 9

26 Drilling tool ................................................... 927 Electric discharge machines ..........................1328 Expandable mono block-reamer .................. BC29 Grease ...........................................................3030 Grinding machine .......................................... 431 Grinding tool for hard material ...................... 432 Gun drill ........................................................ 933 High-speed and high-performance

milling centers through tooling .....................1334 Horizontal machining center .......................... 335 Hydraulic and gear oil ...................................3036 Laser shaping ................................................. 437 Lubes ............................................................2938 Machine simulation multi-axis ......................1139 Metal cutting tool .........................................1240 Milling cutter ................................................. 941 Model export interfaces .................................1142 Modmachine simulation multi-axis ...............1143 Modular tooling system .................................. 944 Optipath .......................................................1145 PCD and carbide reamer ............................. BC46 Power chucking cylinder .............................FIC47 Precision steel ................................................ 448 Program verification ......................................1149 Reamer .......................................................... 9

50 Services .........................................................1351 Solid carbide drill .................................. 12, BC52 Solid carbide drill with IC .............................1253 Solid carbide mill ..........................................1254 Solid carbide reamer ......................................1255 Solid carbide reamer with IC .........................1256 Solid carbide special drill ...............................1257 Solid carbide special mill ...............................1258 Solid carbide special reamer ...........................1259 Solid mono block reamer ............................. BC60 Spare part......................................................1361 Special boring bar........................................ BC62 Special fine boring tool ................................ BC63 Special line boring tool ................................ BC64 Standard fine boring tool ............................ BC65 Surface and profile grinding .......................BIC66 Tap ................................................................ 967 Threading tool ............................................ BC68 Tool grinding .............................................BIC69 Transparent gel .............................................3070 Turret ........................................................FIC71 Vertical machining center ...........................FIC72 Wear parts and consumables to

automation solution ......................................13

Advertiser’s Name & Contact Details Pg No Advertiser’s Name & Contact Details Pg No Advertiser’s Name & Contact Details Pg No

ACE Micromatic Group FIC

T: +91-80-41492285

E: customercare@acemicromatic.com

W: www.acemicromatic.net

Agie Charmilles 13

T: +91-80-40798019

E: info@in.gfac.com

W: www.gfac.com/sg

Blaser Swisslube India Pvt Ltd 29

T: +91-124-4994000

E: india@blaser.com

W: www.blaser.com

CGtech India Software Solutions (P) Ltd 11

T: +91-9845212147

E: Info.India@cgtech.com

W: www.cgtech.com

G W Precision Tools India Pvt Ltd 12

T: +91-80-40431252

E: info@gwindia.in

W: www.gwindia.in

Jyoti CNC Automation Pvt Ltd 3

T: +91-2827-287081

E: info@jyoti.co.in

W: www.jyoti.co.in

Komet Precision Tool India Pvt Ltd BC

T: +91-80-280780000

E: info.in@kometgroup.com

W: www.kometindia.com

Korber Schleifring Gmbh BIC

T: +91-80-41554601

E: sales@schleifring.in

W: www.schleifring.in

Polyworks Software India Pvt Ltd 6

T: +91-20 20250078

W: www.polyworks.in

Raj Petro Specialities Private Ltd 30

T: +91-44-42288900

E: francis@rajgrp.com

W: www.rajgrp.com

Tyrolit India Superabrasive Pvt Ltd 4

T: +91-80-40953259

E: subrahmanya.kumar@tyrolit.com

W: www.tylolit.com

YG Cutting Tools Corporation Pvt Ltd 9

T: +91-80-43543636

E: admin@yg1india.com

W: www.yg1.co.kr

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Reg No: MH / MR / WEST / 235 / 2012 – 2014 RNI No: MAHENG / 2008 / 24347 Licence to Post at Mumbai Patrika Channel Sorting Office, Mumbai GPO., Mumbai 400 001

Date Of Posting 5th & 6th Of Every Month / English & Monthly. Date Of Publication: 28th of Every Month