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 [email protected]
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
it
y
Vi
si
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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
Co
nv
er
sa
tio
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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.
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.
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.”
� 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.
� 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
W: www.acemicromatic.net
Agie Charmilles 13
T: +91-80-40798019
W: www.gfac.com/sg
Blaser Swisslube India Pvt Ltd 29
T: +91-124-4994000
W: www.blaser.com
CGtech India Software Solutions (P) Ltd 11
T: +91-9845212147
W: www.cgtech.com
G W Precision Tools India Pvt Ltd 12
T: +91-80-40431252
W: www.gwindia.in
Jyoti CNC Automation Pvt Ltd 3
T: +91-2827-287081
W: www.jyoti.co.in
Komet Precision Tool India Pvt Ltd BC
T: +91-80-280780000
W: www.kometindia.com
Korber Schleifring Gmbh BIC
T: +91-80-41554601
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
W: www.rajgrp.com
Tyrolit India Superabrasive Pvt Ltd 4
T: +91-80-40953259
W: www.tylolit.com
YG Cutting Tools Corporation Pvt Ltd 9
T: +91-80-43543636
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