JPRS ID: 10620 WEST EUROPE REPORT SCIENCE AND TECHNOLOGY

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JPRS L/'10620
29 JuNE 1982
~
V1/est E u ro e R e o rt
p p
SCIENCE AND TECHNOLOGY
CFOUO 13/82)
FBIS FOREIGN BROADCAST INFOF~MATION SERVICE
- \ .
FOR OFFICIAL USE O~Ii~
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JPRS L/10620
29 J~une 1982
WEST EUROPE REPORT
. SCIENCE ~?ND TECHNOLOGY
- ~QFOUO ~13~821
~ CONTENTS
INDUSTRIAL TECHNOLOGY
_ Review of CAD/CAM Use in F`rench Aerospace Industry
(AI8 ET COS~iOS, 24 Apr 82) 1
New Terms Coined
Some Major Users, by Gerard Collin
~ CAD/CAM in Subcontracting, by Nicole Beauclair
Use in Tlectronics Industry, by Gerard Collin
Developrnents at ESD
Avionics Applications
Implications of CAD/CAM
Software Deueloped for Computer-Aided ~afting System
(AIR & COSMOS, 22 May 82) 26
Briefs -
~encl~ Composite Materials 28
TRANSPORTATI0~1
ATR Lt2: ~aenty-Six Solda More Orders Expected
(AIR & COSMOS, 22 May 82) .........o 29
Second Airbus A.310 Begins Test Flights ~
_ (AIR & C0~40S, 22 May 82) 31
\
~
- a- IIII 151 S&T FOUO]
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INDUSTRIAL TECHNOLOGY
~
REVIEW OF CAD/CAM USE IN FRENCH AEROSPACE INDUSTRY
New Terms Coineri
Paris AIR ET COSMOS in French 24 Apr 82 p 23
~Excerpt~ Say "XAO" ~"CAX"~ and you enter into a world where all human activity
is assisted, or aided, by a computer: Design, drafting, manufacturing, mainten-
ance, documentation, etc. A whole bevy of disciplines g~ouped generically under
acronyms such as CAO ~CAD: computer-aided design (design)~, DAO ~CAD (draft-
ing)~, FAO ~CAM: c~mputer-aided manufacture~, CFAO ~CAD/CAM~, etc. Multiform
and extremely rapid developments that for some years now have been in a fair way
to transforming industries,:and especially the aeronautics industry, into other
sectors of which t-heir advance is continuing. The "CAX" era is upon us, to the
extent that numerous are those who prefer to talk in terms of "computer-ai3ed
engineering, thus covering at~one fell swoop the gamut of high-],evel technico-
economic activities and bringing all subcategoriea under a single heading, and,
what is more, integrating industrial sec~oral activity from its uppermoat well-
spring downstream through post-sale support and maintenance.
AIR ET COSMOS offers this week a bird's-eye view of these spectacular develop-
ments in the aerospace industry, particularly in France.
This review is presented as a r~umber of artr~les expToring methodically the
upstream side of the aerospace industry and bringing to our readers a more de-
tailed overview of it.
This set of articles has been authored by Nicole Beauclair, Gerard Collin and
Pierre Langereux.
COPYRIGHT: A. & C. 1982
Some Major Usera
Paris AIR ET COSMOS in French 24 Apr 82 pp 28-31
~Article by Gerard Collin: "Having Begun with Aircraf t Builders and Avionics
Companies, CAD/CAM Is Rapidly Spreadinq�]
~Text~ The accompanying table provides an idea of the CAD facilities in place
in France in the aerospace i.ndustry. To begin with, we wish to make it clear
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that this table has been based on information that was kindly provided to us
and lays no claim to being either precise or exhaustive. We trust therefore
that any "forgotten ones" will be good enough not to take us to task on its
limi,tations...
- This having been said, we can go on to conclude from this table that some 20-odd
companies already have acquired CAD facilities, ranging from the considerable
ones possessed by Dassault and AEROSPATIALE ~National Industrial Aerospace Com-
- pany~ (among the top-ranking worldwide) to the very simplest, turn-key.type
- installations. The number of interactive consoles is close to 400, indicating
that between 1,000 and 2,000 technical specialists are using them on a daily
basis.
In any case, this is a fleeting glimpse at best, so great and rapid are the
developments, expansions and additions of functions that are taking place. This
also permits us to conclude that at the present state of the technology, the
French aerospace industry represents one of the very first and foremost:."offer-
~ ings" to the CAD industry... which actually issued in large part from the said
- aerospace industryl... ~
- The facilitie4 currently in ~.place are of two .general ,types, altho4gh, it
goes without saying, the boundaries between the two types are.in faCt very flexi-
ble and at timeS indistinct: ,
- --CAD .(stesi$n). for three-dimensional mechanical parts and assemblies to which
~ scientific calculations must be applied: strenqth of materials, aerodynamics,
kinematics;
--CAD (design) and CAD (drafting) oriented toward the drafting of inechanical
parts or toward electronic circuits.
'Phe choices available to the French aeronautics industry appear to be limited to
a few systems: Software of French origin for "top-of-the-line" 3D applications
arnd systems~of foreign origin for "bottom-of-the-line" 2D and and 3D applica-
tions, which explains, among other reasons, why many of these developments have
been undertaken by the users themselves in France: The case of Dassault, SNIAS
~AERaSPATIALE ~National Industrial Aerospace Company] TRT Radio and Telephone
Telecommunications Company~, ESD ~lectronique Serge Dassaultf
It will be noted that avionics is very well represented in this table, with SAGEM
~Company for General Appl.ications of Electricity and Magnetism~, SFIM ~Measure-
ment Instruments Production Company~, SFENA ~Frerich Air-Navigation Equipment Com-
pany~, ESD, Thomson-CSF ~General Wireless Company~, TRT, SAT ~expansion unknown~,
- Crouzet. These are the "biggies" of that sector:
- The principal suppliers of inechanical parts are going over to CAD (design), such
a~ Messier-Hispano-Bugatti and Alkan.
Z~he ~ubcont.ractors are also beginning to equip themselves: Ratier-Figeac, Meca- .
chrome, SILAT ~expansion unknown~ Latecoere, Precision Mecanique Labinal, Charles
- Robert. There is Pvidence as we1L of a continual flux extending toward medium-
~
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size firms (less than 1,000 employees). Everyone, however, knows that CAD (de-
sign) is unavoidable: Many, in fact, have indicated to us their "close watch" on
this situation. Never~heless, a dec~.sion is dependent upon two major considera-
_ tions: The adequation of systems and their compatibility with the CAD systems
of the aircraft builders, the engine builders and the clients.
AEROSPATIALE and Dassault
Much has already been written about the w~rldwide aerospace industry in the
field of CAD/CAM. More interesting ~han the description alone of these systems
and configurations is an analysis of these developments in the light of the work
being done in France by AEROSPATIALE and Dassault. Their efforts have in fact
positioned these two French aircraft builders among the world's leaders in their
field.
A first important characteristic of these developments is their originality.
N,-,d *his, for a good and simple reason which Mr Audy of AEROSPATIALE explains as
follows: "At the time we started up, at the beginning ~f the 1970's, nothing was
available that responded to our needs with respect to the treatment of complex
shapes. We had to create out own CAD tools: SIGMA expansion unknown~ in Novem-
ber 197G at Toulouse and SYSTRID ~expansion unknown at Marignane.
The Dassault company, after acquiring br4ad experience in batch processin3 and
with interactive screens, began by buying Lackheed's CADAM ~Computer Graphics-
Augmented Design and Manufacturing~ software (the only major software it has
purchased abroad, Dassault points out...), to substantially enrich it (ar~d even
resell it to Lockheed), and to add to it a third dimension, around 1978, by way
of the CATI ~expansion unknow~~, which has since become the CATIA ~expansion un-
knc:~n~, program; mean:!hile, the number of program instructions has more than
doubled.
A second essential characteristic of these developments is the envelopmental
attack an the most ~omplex of programs: Three-dimensional forms, aerodynamic
calculations, design and manufacture, creating CAD/CAM.
In the latter regard, CAD/CAM received its first major impetus from the aircraft
manufacturers, at the level of their mode]. :~hops. "This was our first objec-
tive," Pierre Bohn told us in this respect. "The creation of wind-tunnel models
in a matter of weeks, indeed of days, where theretofore months had been requires, ~
resulted in spectacula~ gains in the optimization of new pro5rams. Similarly,
" CAD/CAM makes substantial gains po~sible with respect to the creation of tooling,
- which is derived by a simple mathematical operation from the shapes of the
plane's parts." ~
In AEROSPATIALE's case, the advent of CAD/CAM into its operations appears to have
been linked to the calculations of the complex formes associated with aerodyna-
mic calculations, in its Helicopters as well as its Planes Divisions. But also
in its case, the creation of models was rapidly taken over by CAD/CAM. Thus, the
- first modern (interactive) three-dimensional systems were born toward the end
o� 1976.
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- integrated manufacturing by way of CAD/CAM has become an important industrial
reality in the realms of machining; pipe and tube bending; cutting, pur_ching
and stamping of sheet metal (as with AEROSPATIALE's "Panoplies" sof tware used
_ with a"Trumatic" machine). But it is unquestionably in the model shop that
~~the most inteyrated and advanced exarnples of CAD/CAM are four,u:
CAD/CAM is progressing both in the direction of robotics (as evidenced by the~:~
tests now being carried,:.out at 9eclin~.,. and in that of the direct creation of
manufactured-product lines. As regards the latter,~AEROBPATIALE is developing
"morphodimensional codes" that should be applicable to the production of sLOCk
parts for the ATR 42 line by describing the entire chain of creation through
the finished part. "We expect thus to achieve a standardization of work
methods," indicates Nlr Audy.
Consoles by the Hundreds
Al1 CAD programs have been enlarged. A convenient benchmark is the number of
consoles in service: Dassault has in service today 85 CATIA consoles, without
counting the Computervision consoles used for electrical wirings and some
mechanical equipment applications. At AEROSPATIALE, the Studies Bureau of its
Planes Division already has 80 Compu~ervision consoles, 10 SIGMA consoles, 10
consoles for the AD2000 (drafting of parts with VAX or CDC computers), plus
several others for UNISTRUC ~expansion unknown~, and... plans for 20 additional
consoles per year from 1982 through 1985! l~,dding to these the NC ~numerlcally
controlledJ preparation consoles at Toulouse, Nantes, St-Nazaire and Meaulte,
and still a few others, the current total comes to some 150 consoles... without
counting the facilities of the Helicopters Division and ~hose of the Ballistics
and the Tactical Missiles Divisions.
This proliferation of consoles (and of associated computers) is dependent, of
course, upon teZecommunications networks on a Eur.opean scale. Both Dassault
and AEROSPATIALE make use of design and production units widely distributed
throughout the territory, from Seclin to Marignane and from Saint-Nazaire to
Annecy... But European cooperation re uires a communications network that ex-
tends even beyond these limits. "MBB ~Masserschmitt Boelkow-Blohm~ communicates
with our data banks from Germany," says Mr Audy, "which gives rise to two prob-
lems. The first is secrecy: We have instituted very strict procedures for acces-
sing the system. To date, no one has been able to break in on it... The second
major problem is that of inadequation of the coimnon-user communications networks.
A plan described in CAD represents from 200,000 to 300,000 bytes, which take
15 minutes of line at 9,600 bauds to transmit! We therefore u~e MIC ~microwave
integrated circuit~-type links and are counting very heavily on telecommunica-
tions satellites. From a,more general standpoint, we might say that CAD in-
creases all telecommunications needs by one order of magnitude," Mr Audy adds.
The creation of data banks is seen by both aircraft builders as an essential
aspect of CAD. In Mr Bohn's view, "This creation is the starting point for the
safeguarding of the company's know-how, one of the features of CATIA which is
soon to be marketed. The history of the creation of a part by the operatoi will
be preserved. In time," Mr Bohn says, "it will thus be possible to bei;ter under-
s~and the creative proc~sses and to take advantage of the best among them..."
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Quantify~ing the Benefits
~ It is not very easy to quantify the benefits of
CAD; AEROSPATIALE has neverthe-
le5s calculated some orders of magnitude in the case of inechanical parts.
With respect to design and drafting times, gains of from 50 percent for simple
parts to 90 percent for complex parts are representative.
As regards NC preparation cycles, the gains are very substantial, being of the
_ order of 80 percent...
Another meassre of gains is provided in terms of the time required to complete
a finished plan: At AEROSPATIALE, it was currently 5 weeks; today, with CAD, the
objective is 24 hours...
_ There is still another area in which gains are significant: CAD is in a general
way extraordinarily positive in its approach to everything that is evolutive.
- 3D Requirements
Apart from the aircraft manufacturers, French industry as a whole is gearing up,
as in the case of Messier-Hispano-Bugatti, to deal with the complex problems of
streng~hs of ma~erials, volumes and kinematics.
Messier-Hisg~no-Bugatti's initial work in the domain of CAD began more than 10
' years ago.
The axes along whi~:h the company's efforts have been deployed since the start
of the 1970's are the following:
--Aid to the resolutir,?1 of 5raphics problems in two essential aspects: Problems
, of kinematics and of di.splacement of volumes in space; and automation of the
J process of actualizin5 the design drawings of assemblies and of parts.
--Aid to the resolution of problems of calculation: Optimization of operational
performance characteristics and of weights, particularly of landing gear; stu-
dies af possible reductions, in a future phase, of certain quali�ication tests.
--Aid to testing: Exploita.'cion and rapid adaptation of test programs and their
results.
--Technical management: Exploitation of teChnical data banks arrd automation of
repetitive tasks (standardization, planning), through the use of facilities al-
ready in place for the resolutic:~ of the foregoing problems.
From a software standpoint, Messier-Hispano-Bugatti has developed softwares that
are specific to its graphics and calculations needs, as well as used existing
_ softwares in the calculations domain (for example, NASTRAN ~expansion unknown~
software) .
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- The company has also equipped itself with independent data processing facilities
dedicated entirely to its technical needs. (The powerful data processxna facil-
ities needed for production management are, owing to their nature, entirely
separate.)
Ttaese facilities consist essentially of a computer suited to the resolution of
scientific problems, graphics and alphanumeric displays, graphics-output peri-
pherals, test-data-acquisition and -pr~ce~sing minicomputers, etc (VAX computer,
- Tektronix consoles...).
Concurrently, Messier-Hispano~Bugatti is equipping its~~f with new and powerful
softwares, noteworthy among which are "EUCLID," which the company deems to be
well suited to the resolution of the complex problems of 3-dimensional shapes,
and a software that could be an interesting supplement in the domain of calcula-
tions.
Un the whole, the French aerospace industry has taken a very advanced position
~ in the field of CAD, particularly in top-or-the-line sectors, with its CATIA
- (derived from Lockheed's CADAM, which was revised and expanded by Dassault and
is now being marketed by Dassault Systemes anc] IBM), SIGMA and SYSTRID (devel-
oped by AEROSPATIALE, SYSTRID bP ing marketed by the Batelle Institute and
SIGMA by CDCLControl Data Corp_/, and EUCLID, which was developed by the AEC
rAtomic Ener y Commission~ and picked up by MATRA ~Mechanics, Aviation and Trac-
tion Company~ through MATRA Datavision. French CAD ranks now among the world's
leaders in the realm of 3D, a considerable asset to the national econo~ny ~nd
- national industry as a whole, and of course to the European aeronautics indus-
try. . . �
As evidence of French leadership we need only cite the worldwide acclaim of Pro-
fessor Bezier's "polynomials" and the choice (reciprocal) of CATIA by IBM, this
choice having been based on the competitive merits of two Ar~~erican systems, one
- Japanese and the CATIA system. And CATIA has now been bought by 3oeing, Rock-
well, Grumman, MBB, Dornier, SNECMA ~National Aircraft Enqine Study and Manu-
facturing Company~, WMI Cexpansion unknown~, Kajima, with its acquisition by
others pending. Still in the aeronautics sector, EUCLID made its successful
breakthrough at Messier-Hispano-Bugatti, MEITRA, Normalair Garrett, MBB,
Aermacchi, ESA ~European Space Agency~, FN ~expansion unknown~ Herstal, Dowty,
etc.
AEROSPATIALE has marketed its developments directly or through other companies:
CMN ~expansion unknown~, Volkswagen, NLR Cexpansion unknown~, BMW t$avarian Motor
Works~, NERPIC ~expansion unknown~r CISI rInternational Data Processing Services
Company~ .
French success in this 3D domain of CAD is apparently owing to two factors:
--The first is that the French aerospace industry depends for its survival--in
the face of American mass production--on the imperative need to reduce its non-
recurrent, hence developmental, costs as well as its production cycles, while
at the same time clinging to demand through prononnced customizing of its pro-
ducts. The result can only be the most advanced of data proce~sing �acilities;
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--The second is undoubtedly the allure for the French mind in virtualization of
conceived objects. There can be no question that the abstract approach made
possible by CAD finds in the French intellect a very favorable terrain, whereas
the Hnglo-Saxon mind is more generally known for its pragmatism and its empiri-
� cism.
GOPYRIGHT: A. & C. 1982
CAD/CAM in Subcontracting
Paris AIR ET COSMOS in French 24 Apr 82 pp 27, 36
rArticle by Nicole Beauclair: "Being a Subcontractor in CAD"~
Text~ "How," you will ask, "can a company be a CAM subcontractor without actu-
ally performing a machining operation on any~material?" Actually, the term
- "services" is perhaps better suited to types of tasks consisting of designing,
drafting and procuring for clients a magnetic or perforated tape that is vir-
tualiy usable in the numerical control of a machine tool.
The SIG ~Graphics Data Processing Company~ was established in France in November
1980. This French subsidiary of the Belgian holding company C~FIXEL ~expansion
unknown~ (61 percent Electrobel and 28 percent Joint Navigation Group) special-
izes in subcontracting, service bureau activities, continuous training and
consultation services to Qnterprises.
- For these purposes, SIG started out with a Computervision CAD system. Several
factors influenced the choice of system. Daniel Picard, general manager of SIG,
explains this choice, In the first place, it was a matter of having equipment
identical to that in use at Electrobel, fdr obvious reasons of system compati-
bility in the event a work overload, a system failure, were to compel SIG
to have its subcontract work done by its opposite number CGS ~expansian unknown~.
The second factor governing the choice was that Computervision systems are we1Z
- established in France: According to Daniel Picard, more than 100 systems are
installed within our national territory, which makes for a substantial poten-
tial clientele and which therefore alone justifies the choice of a Computer-
vision system. As a services company, and although it was using a system like
that of its sister company, the management of SIG quickly found it necessary
to ensure the continuity, the security and the performance of its wo~k orders.
Thus, a second Computervision system, in every respect identical to the first,
was purchased and installed in October 1981. SIG's Computervision equipment now
consists of two systems with peripherals as follows: 5 graphics display screens
and alphanumeric consoles, 1 high-speed printer, 2 Benson tracers, 1 tape per -
- forator, 1 digitizer table and one 300 -Mbyte disk drive. The basic softwares
~ for these two s.y.stems are CADDS CComputer-Aided Design and Drafting System~ 3's.
It is recalled that the CADDS 3 is of the branched type and that by the inser-
tion of specific applicational software the system can be adapted to the resolu-
- tion of inechanical, schematic, tubing, electronic, NC, and.other types of
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problems. SIG is currently carrying out certain tests on CADDS 4 software, and
. in this regard it should be noted that although CV ~Comnuter.vision~ software :
compatibility is not total, it would appear to be effective in the direction
= from CADDS 3 to CADDS 4(upstream compatibility).
SIG's CV systems are able to handle mechanical, electronic, NC and other types
of assignments. It also appears that, the electronics market being as vast as
it is, SIG decided to have a system specifically designed for this sector of
its activities. Choice of its third system was arrived at by way of a different
approach. It was not necessary to seek a system compatible with the system of
_ its sister company, hut rather one compatible with the largest number of systems
in use in this domain. Furthermore, to effectively actualize a CAM operation,
_ it was necessary to have a high-resolutio?: image tracer that would mesh neatly
between CAD and CAM to form an integrated whole. P_s a result, a British system
was chosen. Besides, Daniel Picard explains, it was clear to us, after consider-
able study, that the QUEST ~expansion unknown] combined system offered the best
quality/price ratio. QUEST, which has been established in France only 8 months,
has nevertheless already sold 4 systems, and this bears out the fact that the
- system is :,ighly compatible with other syst~ms; otherwise, how could SIG justify
_ an investment in a system that could not be made to duplicate the equipment of
- its clients?
The configuration of the combined digitalization and image tracing equipment--
the Q Plot 80--procured by SIG is as follows: FRED 4 digitalization table, SAM
dialogue console, Tektronix display screen, Data General computer, 20-Mbyte disk
- drive, tape unit, paper-tape perforator and reader, EMMA 80 image tracer, roll-
paper tracer. The Q Plot 80 works with a Quad digitalization software (known
_ also by the name of Q-Draft). A Gerber emulator renders the image tracer com-
patible with the system of the same name; in the near future, SECMAI ~Company
for the 5tudy and Design of Industrial Machines and EquipmenJ will a so be.
SIG thus has at its disposal an appreciable number of machine hours that can be
made available on a subcontract basis oF a service basis; that is, a client (who
- may himself be a subcontractor, but at the same time also an aircraft manufac-
turer, engine builc3er, equipment maker... ) can come to SIG and work on a coop-
erative basis. This may be necessary as an initial contact with CAD, or in case
of an overload on the client's own system, or merely in case of a malfunction
in the client's system. SIG has its own staff of 27 persons (taken all to-
gether). Its CAD operators highly trained professionals: Experienced design
draftsmen with graduate technical certification and superior technical certi-
fication, under the supervision of engineei:.: It is a structure that appears
made to order to respond to the problem of CAD/CAM on a subcontract basis.
Still a Long Road To Travel
We have intentionally chosen an enterprise that is in the CAD/CArI vanguard, but
not unique to it, to concretize the adventure of being a CAD/CAM-oriented sub-
contractor. In the vanguard certainly, because MECACHROME ~expansion unknown~,
with a plant installed at Aubigny-sur-Nere (Cher) and a staff of around 400
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persons, is often cited as an example because of its dynamism and its inclina-
tion toward investing in new technologies. We recall briefly that MECACHROME
comprises three plants: SILMECA ~expansion unknown~ at Amboise (around 115 per-
sons), PRECIMECO ~expansion unknown~ at Colombes (45 persons), and Aubigny-sur-
Nere (MECACHROME), the first two being subsidiaries of the third, whose head
_ office is in Paris. Only the Aubigny plant is CAD/CAM-equipped. As we have
mentioned heretofore, an enterprise cannot consider going into CAD/CAM until it
equips itself with NC machine tools. This was the case of MECACHROME, which
began in the 1970's to equip itself with this type of machines: NC lathes (2
axes), then progressively 3-axis then 4-axis machines, to arrive at a total
today of around 70 NC machines, wxth ara average rate of investment of one NC
machine per month! Although oriented toward, among other things, aeronautical
and space subcontracting (including armaments), the specialty of the Aubigny
plant is the machining of inechanical components (SILMECA is more oriented to-
ward the machining of aeronautical panels). Why did MECACHROME decide in favor
of CAD/CAM?
"Our principal concern," we were told by Jean-Yves Poncet, head of the grcup's
purchasing activities, "is, on the one hand, to remain a partner of our clients
and, on the other and from a technological standpoint, to be able to input
rapidly to the brains of our MOCN's ~NC machine tools~ the necessary numeric
ccmmands." The choice of CAD/CAM system was made on the basis of a factor of
- scale: Acquisition of a system whose characteristics would provide the best
possible match with the systems in use by the major client companies. The
solution was self-evident: At the time of the decision, most client companies
had CV equipment in place; and so it was that MECACHROME received its CV system
in October 1980. It includes a graphics display screen, a console and alpha-
numeric keyboard; a hard-copy output (direct photocopy of the graphics being
displayed on the screen), and a perforator output, all working in accordance
with u~dated CADDS 3 software. Before being equipped with CAD/CAM, MECACHROME
- had an automatic programming aid system: The MDSI Lexpansion unknown~ company's
Compact 1. This system was thei.z replaced by a Compact 2, which ~rovides the
system with a broader range of interactivity.
- Let us indulge momentarily in a glimpse of Utopia and see the relationship as
- it should be between the giver and the receiver of orders, both being equipped
with CAD/CAM systems. The subcontractor should receive from his order-giving
client not plans, any longer, but rather a magnetic tape containing all the
_ characteristics of the part to be fabricated (geometry, dimensions, etc). This
tape would be introduced into the order-receiver's CAD/CAM system, to produce,
in the form of magnetic or perforated tapes, a programming of tools for each
rec;uired machining operation; these tapes would then be directly usable on the
subcontractor's NC machine tools. And even these perforated tapes would not
exist if the subcontractor's shop were equipped with DNC ~Direct Numerical Con-
_ trol~, in which case the instructions would be transmitted via a central com-
puter to the NC units of the machines.
MECACHROME is not presently equipped for DNC, which explains the need for trans-
mittin~~ instructions via a machine tape. On the other hand, there has not yet
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been a case of an order-giver's providing MECACHROME with tapes. Thus, this is
how Claude Pardessus, head of MECACHROME's Programming Service, and his staff
operate: All the data of a plan that has been provided ar,e introduced manually
into the CV system, making use of the bill of fare provided with the graphics
console, so that all the information is inserted into one central-data base. ~
- Based on the geometric description of the part to be machined, a machining pro-
gram is extracted, thanks to the systam's use of APT ~Automatic Programming Tool~
language to denominate the various entities that make up the part, which in turn
serves to generate in real time and interactively the run of the tool. All tool
~ runs can thus be visualized on the screen and in all the desired planes (X, Y,
~ Z). For a given machining run, however, the perforated tape that is prcx'luced
from it cannot (at MECACHROME) be fed directly into the machine NC's. The data
it contains must be converted to render them compatible with the languages of
the different NC's in use in the shop. This is where the Compact 2, thanks to
the computer with which it works (a Digital Equipment PDP 11-34) comes into play:
The tape obtained from the CV system is processed by the PDP which transforms it
via the Compact 2 into a machine tape (The Compact 2 places at the disposal of
the user a substantial library of softwares that are machine translators). Of
course, many gaps remain to be bridged to render the system fully automatic, and
~ this is why an interface between the CV system and the c~mputer with which the
Compact 2 system operates is being developed jointly by CV and Digital. This
interface, which should be operative within some 15 days, will eliminate the
- need to produce a tape that must be reintroduced into the computer for proces-
sing. The processing of a design into a machine tape will the;~ be... direct.
_ The CAD/CAM system acquired by MECACHROME, which permits, besides the proces-
sing of clients' plans, the design, for example, of machining montage~, does not
however exploit all the possibilities opened up by this new technology. For,
- is not the ~fact that the order-giver is continuing to furnish plans actually
owing to an incompatibility between systems, to a desire to guard against access
to data banks through procedures ~hose security still leaves much to be desired?
Would it not then be desirable, from the standpoint of being able to work with
several order-givers, that the subcontractor equip himself in accordance with
his own needs and develop or have developed for him the necessary interfaces to
render his system compatible with those of his different clients? This would
mean as man~ interfaces as there are order-givers, but a hedge against restric-
ting the subcontractor's field of action.
COPYRIGHT: A. & C. 1982
- Use in Electronics Industry
Paris AIR ET COSMOS in French 24 Apr 82 pp 37-38
~Article by Gerard Collin: "Electronics, CAD/CAM's Privileged Terrain"~
rText~ The electronics industry is, historically speaking, the first to have
_ taken advantage of the possibilities of CAD. This undoubtedly is in a way
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rela~.ed to tne fact that electronics and electricity reruire essentially planar
descriptions of equipment, concretized by drawings, and finally ele~tronic cards
plugged into a general interconnection card (matrix cardy.
True, the interconnections criss-cross each other, but this results at most in
int~sconnection layers (multilayer circuiLS), which are, after a12, nothing more
~ than interconnected stacks of plane circuirs.
Electranics is thus a~aidimensicnal form of CAD, or at most a"2-and-1/2 D" for;n
of it; hence, the required calculating and graphics proaessing powers are more
- limi~ted than in the case of inechan~cal parts which, moreover, are at times mo-
bile.
Furthermore, the electronics industry an~ data pra-~ssing have always made gaod
bedfellows... .
And a final argument: Electronics makes use of elementary component cells (tran-
sistors, resistors, etc) belonging to a limited number of families. Components
~ may even r,e reiterative on the same card; a borderline case is that of predif-
fused circuits, which are somewhat like micrometric checkerboards on which the
_ operator must apply connections between squares... . At *_his game, the com-
puter is lord and :naster and provides the designer with priceless assistance.
But CAD brings to the electronics industry--avionics, insofar as it directly
concerns us herein--its full potential as regards end-product qua:.ity (i'or exam-
_ ple, mask tracings far more precise than any obtainable throug~; manual draf ti~ng
methods) and universalization through virtualization of the circuit being pro-
cessed. Thus it is that, in the view of Mr Bodin, of the SFENA ~French Air-
Navigation Equipment Cr~mpany~, CAD must be introduced into the company's opera-
tions in accordance with an overall policy: CAD is unquestionably a powerful
circuit-design tool, but it is above all "a synchronization and organization" of
the entire chain comprised of design, development, production, customizing, and
post-sale support.
CAD and CAM axe thus so integrated and closely tied to the other aspects of the
industrial cycle that they are subsumed into a more embracing "computer-aided
engineering" concept: design, transcription of the electrical schematic, simu-
lations, testability, testing, drafting of cards and circuits, automatic sort-
ing and routing, documentation, dr.illing, creation of masks, NC removal of
material, depositing, management of production and versions, laser-based adjust-
ments, characterization of components, arrangement of input components, relia-
bility management and post-sale servicel
Computer modeling in space is beginning, as we were able to note at TRT ~Radio
and Telephone Telecommunications Company , SFIM IMeasurement Instruments Pro-
- duction Company~, ESD ~expansion unknown~ and Thomson-CSF ~General Radio Com-
pany~. All th'e foregoing can of course be applied to saftware in a practically
identical manner.
1L~
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The facilities being offered to the avionics industry are foreign--Computer-
vision, Applicon, Calma, Rongsberg, Ferranti, Racal Redac, Quest, Scientific
Calculation, Gerber--with some few French such as SECMAI texpansion unknown~
und now SORED ~expansion unknown~.
This market being in its phase of rapid expansion, any attempt to cite all poten-
tial suppliers is at best illusory...
The avionics industry remains open, however, to systems adaptations, indeed ~co
the creatian of original systems. Its own developments in this respect stem
from the fact that "turn-key" systems are not very, indeed not at all, open to
the changes sought by its clientele. Hence the call for original systems. The
most typical example in France is undoubtedly that of the LOCACE ~Expansion un-
known] system developed by ESD and SORID [French Air Navigation Equipment Co.]
~ TRT has also developed an original system for the design of hybrid c.'lrcuits.
SFENA sought out a little-known system, that of BNR [Bell Northern Research
- (Canada)], and adapted it with the assistance of the German firm CADE [expan-
sion unknown] . .
Software CAD
Another important characteristic of the world of avionics is that it has for a
- dery long time practiced CAD/CAM. CAD has in fact been used for the tracing of
masks, particularly on film-stripping tables (examples: ESD, TRT), the stamping
of cards, removal of material, guidance of components-implantation machines, of
connection-wrapping machines, testing machines, laser alignment machines, etc.
But the CAD/CAM label is still likely to be misleading. We cite the case of
_ SFENA: "There unquestionably exists currently a gap between CAD and CAM that i.s
not bridged by the CAD/CAM label. CAD/CAM is frequently taken to mean a simple
connecting up of the data generated by design systems to NC machines. This link
is of course necessary, but it is not enough. The "universal joint," or pro-
cedures, that must be inserted between the design and the fabrication stages is
- a domain in which data processing aids have yet to be develuped.
"These computer-aided procedures, which could be defined as the set of softwares
that enable the preparer to choose the best solution, to write its procedures
and, more generally, to�document the methods used in the fabrication and control
phases.�
Worthy of note is the importance accorded to software. Our interlocutors (p~~rti-
cularly SFENA, TRT, ESD) stress the need to treat software in a mdnner simi].a~r to
- that used for hardware, to structur~ the software, establish an accurate and up-
to-date documentation, etc.)
This approach tends of course to channel the processes along defined lines. But
it is generally conceded that this approach pays Off. According to Mr Croiron�
a TRT technical director, this approach consists of putting the software as well
as the hardware "into a constrictive mold that compels the machine to simplify
the task of the designer. It is a method that generously rewards those who use
it." .
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a~va~ u~a a a~.~t~u vva. v~~a.a
The Advance Continues
The electronics industry anticipates further major advances in CAD, namely with
respect to automatic routing, enabling the CAD process to proceed directly fram
the electrical and~electronic descriptive schematic. (as sketched manually by
- i:he design engineer) to the design draft of the card and interconnections via
- an interactive graphics c~nsole. All the companies contacted in this regard
confirmed they are in the process of acquiring such systems or developing their
own.
CALMA's ~expansion unknown~ "STICKS" ~expansion unknown~ system appears to be the
first to have axrived on the market enabling the use of a symbolic design pro-
cedure without an integrated circuit grid. ESD's "LOCACE" appears to be a new
milestone in the design of printed circuits. A great deal of progress still
lies ahead... .
SAGEM: Bubble Memories, Microelectronics, Prediffused Circuits
SAGEM ~Company for General Applications of Electricity and Magnetism~ has entered
the field of the CAD of electronic circuits as applied to the design of bubble
memories, microelectronics and, more recently, the production of prediffused
circuits (AIR ET COSMOS, No 901). The facilities in place include an array of
hardware and software covering: The transcription of the electrical schematic,
simulation, the design of the circuit, testing, characterization of components, .
and fabrication.
These facilities are based on a DEC PDP 11 computer and an Applicon conversa-
tional console.
- TRT: Printed Circuits, Hybrid Circuits, Integrated Circuits; Software
The introduction of CAD into TRT's operations has taken place in a progressive
manner, beg.inning in 1968. At that time, it was more of a scientific calculation
facility. Today, its CAD/CAM covers four major domains; Printed circuits, hy-
- brid circuits (including the hyper~requencies), integrated circuits and software.
--Printed circuits: The initial motivation in this domain was provided by a
search for improved quality of the final trac,,'_ng of the mask; the result was the
acquisition of a Computervision CAD facility along about 1975, one of the first
in France. From then on, manufacturing was added to the system: dr.illing,
photography, crimping, implantation, serigraphy, tracing tables, cutting,
with generation of machining tapes in APT ~Automatic Programming Tool~ language.
--Hybrid circuits: TRT has developed an original tool oriented on a VAX com-
puter, that qenerates a magnetic tape which is then processed by a Computervision
facility. Alignment by means of laser is done automatically in a dynamic mode.
The design and drafting of hyperfrequency circuits are processed by a Computer-
vision.
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Integr~ted circuits (including prediffused circuits): These are processed by
Megatek consoles associated with a VAX computer, followed by logic and electric
simulation, truth table, automatic testing.
--Sof tware: TRT has developed a methodology that formalizes the development of
software, under the name of "PLATINE," This methodology is considered by TRT
to be one of the most advanced in Franc~e.
Crouzet: 4-Year Plan
Crouzet's Aerospace Division undertook a study in 1978 with a view to installing
a well-coordinated CAD system. Three domains of activity were accorded an ascend-
- ing order of priority: Software, mechanics, electronics. A 4-year developmental
plan was drawn up to define the stages of implementation. The year 1980 saw the
putting in place of processing facilities and of softwares that were the first
links in the electronics CAD chain, as follows:
--A PRIME 750 computer with Megatek consoles;
--A software for conceptual schematics;
--A sof tware for the design of printed circuits compatible with the foregoing
(positioning of components, management of interconnections, sorting and routing);
--Interfaces for the generation of numeric commands for the following machines:
fabrication of the negative, drilling of the printed circuits, insertion of the
components, testing of the unencapsulated printed circuits.
During 1981, the CAD ~rogram was enlarged ~o include simulation of the operation
of logic cards and testability of electronic cards. The outlook is toward the
CAD of hybrid circuits and toward wiring~(wrapping).
Thomson-CSF: Multiple Applications
The leading French professional electronics company is equipped with an impres-
sive array of CAD and CAD/CAM facilities, adapted to the needs of the group's
varioys activities. One finds there, for example, CADAM systems in its RCM
- ~Radar, Self-Guided and Electronic Countermeasures Systems~ Division, Computer-
vision systems (Brest, Gagnes, Gu nemer...)~ SCI ~expansion unknown~ systems
(Bagneux, TVT r~xpansion unknown~ Guynemer, Toulouse...), Applicon (DFH ~ex-
pansion unknownJ, RCM...), Racal Redac (RCM, SaXtrouville...), not to mention
the facilities specific to Thomson-CSF/EFCIS ~Research and Manufacture of
. Special-Purpose Integrated Circuits~.
These facilities cover, first of all, the drafting of printed-circuit cards.
This is the case, for example, at the Sartrouville production center, which uses
Racal Redac facilities and PDP 11 and VAX computers. The conceptual drawing
(generally, manually sketched) is treated by information processing facilitie~,
the long term objective being to information-process the entire chain beginning
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~ ~ ~v~.~a~ v~.ai vt~L,a
- with the conceptual schematic and ending with a checked "good-by-test-run"
card. Tfie center is contemplating the addition of 3-dimensional CAD for the
design of shelves and drawers that would shorten equipment development pro-
cesses. Under this heading, Sartrouville is currently testing EUCLID.
It is also to be noted that, in the domain of inechanical parts design, the RCM
Division has equipped itself with CADAM ~Computer Graphics-Augmented Design and
Manufacturing~ software processed through an IBM 4341 computer and 3251 interac-
- tive consoles, with Benson tracing table. The use of 3 D facilities does not
appear to be imminent, since part shapes are relatively simple and the excep-
tions (antenna clearances in radomes) do not appear to justify the acquisition
of decidedly more costly 3 D facilities.
COPYRIGHT: A. & C. 1982
Developments at ESD
~aris AIR ET COSMOS in French 24 Apr 82 p 41
{~Text~ The introduction of CAD at ESD ~expansion unknown~ had its inception
in 1972 and was actually part of the start of computerization of the chain of
de~~elopment and production of electronic circuits and cards.
The first phases were related to the simulation of logic and analog circuits.
Today, 40 engineers at ESD are dedicated to the development of CAD/CAM within
its LTI ~Software and Information Processing~ service. This service is aiming
to create a continuous data-processing flow and integration as follows:
--Conceptual level: Study of functional and general architectural specifica-
tions; simulation of the behavior of units; use of 40 terminals (APL ~expansion
unknown~ language) distributed.throughout the company, using a functions library;
simulation of unit behaviors by software; all IBM-computer based;
--Logic level: Creation of electrical schematics and simulation of their opera-
tion. Utilization of ACLIN ~expansion unknown~ software--designed by the Uni-
versity of Toulouse-- for hyperfre uency circuits; ASTEC ~expansion unknown~
software (AEC-designed) and ESTEL ~expansion unknownl (ESA- and Toulouse Univer-
sity-designed) softwares for analog circuits. The latter is a"simulation by
propagation of event" software, which indicates that dynamic operation is ana-
lyzed by takinq time into account--particularly, by the study of transitory
phenomena, overlapping of fronts, etc.
At this level, data processina makes available a virtual equipment of a decided-
- ly higher quality than that of a test mockup... . This level provides a point
of departure for an analysis of testability and for the drawing up of the test
program for the model.
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--Ph;sical level: The electrical schematic is made up by way of DIL ~expansion
_ unknown~ components, thick-layer and thin-layer hybrids, and integrated circuits
~ xncluding uncoirm~?itteed logic arrays if required. The integrated circuits and uncom-
_ mitted lo ic arr~ysa�~e designed on CALMA texpansion unknown~ graphics units in as-
sociatiQn with ESTEL software.
= ESD has already roduced uncommitteed logic arrays based on Ferranti, Ir~terdesign
= Plessey and SPI ~expansion unknown~ chips. Its aim is to possess the facilities
for producing the mask by CAD, then proceed to the depositing of connections.
- Circuits have already been produced and are in the process of being integrated
into equipment. For the hyperfrequencies in particular, ESD has put in place
a hygerfrequency-circuit implantation system called "TRICEPS" ~expansion unknown~
- which enables production of a mask by cutting on a precision board 50 microns by
2 meters.
For hybrids and printed circuits, ESD, r.ather than acquire.an existing.system,
_ preferred to undertake the development of its own system in cooperation with
the French company SORED ~expansion unknown~. This approach responded to its
concern for better understanding the mental process of the operators and for thus
achieving a better alic~nment with them. The result was a highly automated,inter-
active and performing system in dialog. This system, called "LOCACE" jexpansion
unknowny, effects the placement and automatic sorting and routing of the com-
ponents. It utilizes high-quality ADAGE ~expansion unknownJ interactive graphics
consoles. LOCACE is for ESD the start of an information-processing chain ex-
tending to production, documentation, etc.
According to Philippe Dain, manager of SORED, this effort brings to the elec-
tronics and avionics industry a new, "leading-edge" system. "ESD," he says,
"chose to develop LOCACE jointly with us in a spirit of effective cooperation
and unsparingly. The experience in implantation of electronics circuits pos~.
sessed by ESD's design division, particularly in the field of aeronautics, and
the quality of their c3ata-processing service associated with SORED's work have
enabled ESD to take a commanding technological lead."
--Test level (ESD produces, for example, some 20,000 hybrids per year...): Test-
ability is established starting at the high end of the circuit design process.
Use of the LASAR Cexpansion unknown~ test program quickl,y b~ings out the flaws
in the. testability. This program is generated automatically on the basis of
the electrical schematic. Test programs are run on automatic testers, for the
hybrid circuits as well as for cards.
From the software standpoint, the developments undertaken by ESD attest to the
substantial effort it is deploying over the entire cycle: Design, testing, docu-
mentation, project management. In time, ESD is contemplating a"software
engineering shop" that integrates all the aspeGt~s and stages of creation of
software. Efforts in that direction are already underway with AEROSPATIALE
LNational Industrial Aerospace Company~ (DSBS ~expansion unknown~ at Mureaux, �
on a bid request from Official Services.
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- - -
The definition ~f computer-aided software is also the object of a bid request,
this time from the Data Processing Agency, in response to which ESD is working
- jointly with AEROSPATIALE and STERIA ~expansion unknown~, in competition with
CII-HB 'expansion unknown~ and CNET ~National Center for Telecommunications
Studies~. This study is aimed at achieving consistency of software with system
_ specifi.cations.
_ ESD has already developed methods for testing the software implanted in equip-
ment, the objective being to not disturb the integrity of the software for the
purposes of testing. The sole required intervention is the slowing of the com-
puter. These developments have led to the the installation of "software valida-
tion bays" especially in the Mirage F1 and Mirage 2000.
COPYRIGHT: A. & C. 1g82
Avionics Applications
Paris AIR ET COSMOS in French 24 Apr 82 p 42
~Article: "SFENA: Taking Up the Challenge of the A 310"~
~TextJ SFENA ~French Air-Navigation Equipment Company~ is France's leading com-
pany in the domaine of avionics; it is at close grips with the problems being
_ posed by an evolutive technology and a diversified clientele. CAD/CAM, accord-
ing to Mr Bodin, manager of the Guidance and Systems Division, has for years
been the object of developments based on the following considerations:
--Manipulation of large numbers: Of components, instructions, words in storage,
- equipment inventories (20,000 SFENP, LRU's Cline replacement units~ throughout
the world for Airbuses alonei), modifications, versions... ;
--Reduction of delays: More and more, the aircraft builders and client airlines
are demanding a complete service effective on the date of delivery: Hardware,
software, documentation, maintenance, training, support, and all of this at the
same time that each company tends more and more to customize its plane...
The most recent example experienced by SFENA is ve y much a case in point: In
April-May 1981, the CADV ~automatic flight contro~ system of the airbus A 300's for
Garuda had not yet been "frozen," the printed circuit cards had not yet all been
drafted..., and yet the certification and delivery schedules made it possible
to deliver the six planes less than 1 year laterl
--Followup of the clientele and the market: The requirement is for an ongoing
dynamic followup, backed by preservation of everything that has been previously
been generated;
--Socio- or psycho-professional problems ensuing from invasion of the lofty tasks
by unattractive routine ones for which data processing is particularly well
suited.
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As in the case of many other companies, the development of data processing at
SFENA began in a rather spotty manner around the end of the 1960's. After the
computerization of nomenclatures, there was the computerization of production
management around 1973-1975 to reduce production cycles, manage version, modi~i-
cations, work rest.~rts, cost control. "That was our first coordinated and
organized data processing operation." This preoccupation with integrating all
- data processing developments took hold then, leading:to a plan for computerizing
the firm's operating methods, which gradually embraced all pha�ses of the market-
ing, technical and industrial cycle.
The plan embodied five major sectors of the firm's activities:
--Management of configurations;
--Drafting followed by design of electronic circuits and cards;
--Word processing;
--Scientific data processing;
--Production of software.
A concrete objective was set up on which these developmental lines would converge:
the A 310.
The A 310's CADV was frozen last year... and the first plane has already flown-..
The fisst specific objective was the production of the cards and the printed
circuits, calling for a CAD system with links to the production equipment:
drilling, implantation of components, wiring, production of masks, testing, man-
agement of modifications and circuit reruns.
The system put in place was developed by BNR rBell Northern Research~ of Canada,
and adapted to SFENA's requirements by CADE ~expansion unknown~ (FRG). It
includes a DEC 20-4- computer and seven Tektronix 4010 interactive consoles, with
a digitalization table as well. .
This system, which is now being enlarged, is evolving upstream, from drafting
to design. The objective is clear: "Al1 information generated must be preserved
and passed throughout the chain of production, in the normal course of things."
In this approach, the treatement of the software parallels that of the hardware.
In time, therefore, the entire chain will be covered by CAD/CAM. "The gains from
the standpoint of documentation should be prodigious," says Mr Bodin. "The most
spectacular gains will be made in:the areas of updating and customizing."
COPYRIGHT: A. & C. 1982
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Implications of CAI'; CAN~
Paris AIR ET COSMOS in French 24 Apr 82 pp 43-44
Article: "CAD/CAM: The Art of Integrating by Virtualization"~
~
Excerpts~ Since its advent, the computer has been widely used in industry.
Generally speaking, it was first used primarily~for.management and administrative
tasks and for scientific calculations.
It was only gradually that the computer became integrated into industrial devel-
_ opmental, production and post-sale support activities. But the trend quickly
took on an inexorable allure: Computerization spread progressively to the very
core of every enterprise, so much so that it soon proved necessary to .synchr.onize
and to integrate~all developmental activities, leading eventually to the current
unique fundamental approach in which the computer assists the human being in all
the latter's activities.
In the Top Ranks
This historic mavement has been spearheaded by the world's aerospace industry:
It r~ight even be said that in very large measure it was the aeronautics indus-
try that created CAD. As evidence of this, we cite the original developmental
work done by Lockheed (CADAM CComputer Graphics-Augmented Design and Manufactur-
ingJ), McDonnell Douglas (through its subsidiary McAuto), Northrop (NCAD ~expan-
sion unknown~), Dassault (DRAPO Lexpansion unknown~, CATI Cexpansion unknown~,
CATIA ~expansion unknown~), AEROSPATIALE CNational Industrial Aerospace Company~
(SIGMALexpansion unknown , SYSTRID ~expansion unknown~). Other developments
originated outside this industry, such as systems for the design of electronic
circuits, and such as EUCLID Cexpansion unknown~ developed by the CNRS ~National
Center for Scientific Research~. But the place occupied by the aeronautics in-
dustry is and remains a considerable one.
T;nis placEment of the aeronautics industry helps to explain the highly privi-
l.eged position occupied by French industry as one of the top-ranking in the
field of 3-dimensional CAD.
That said, the United States is now making short work of it with five programs
(designated ICAM, ECAI~I, STP, Tech Mod and IPAD*) supported by the three branches
of the U.S. Armed Forces and NASA...
But CAD has broken through the boundaries of the aeronautics and defense sectors
into those of the automobile, architecture, shipbuilding, transportation... .
This explains why we are witnessing the absorption of CAD companies by major
data-processing or other groups: First, IBM bought licensing rights on CADAM
*A program for which NASA has awarded Boeing a$15-million contract,
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from Lockheed, then recently those on CATIA from Dassault; Perkin~� L'lmer is also
marketing CADAM; MATRA ~Mechanics, Aviation and Traction Company~ has absorbed
Datavision; CDC ~Th.e Computer Corporation~ is marketing AEROSPATIALE's SIGMA;
General Electric has absorbed CALMA ~expansion unknown~; and Schlumberger has
absorbed Applicon, etc.
Virtualization
The aeronautics industry's particular interest in CAD is explainable: Manipula-
. tion of large numbers (infinitely large or small, quantitatively), concern with
the maximizii:y of performance, the shortening of design times and production
cycles, the cus+~omizing of products, etc. The complexity of aeronautical pro-
ducts, the demand for high performance, and the exigencies of the clientE].A :
required more and more compellingly an inddstr.ial.machinery.beyond the range of
_ unaided human capabilities. Recourse to CAD :me,thods.enal~Ted:the..entrusting of
conceptually trivial tasks to the computer: calculations, file management~ up-
dating ~f documentatian, statistical.followups... But suddenly, the-power of ,
- data-processing facilities was.making it possible to fine-tune methods and pro-
cedures. And eventually, the computer was doing much more tnan merely relieving
humans of trivial tasks: It was optimizing them in terms of performance and of
production times. For, the computer is able to canfer upon a conceptual design
- the state of a virtual object, enabling it to be treated as such and thus elimin-
ating the need to resort to a physical model or to constrain the design's role.
The compute~r thus enables the operation of the system to be simulated while it is
still in the design stage, and scientific calculations to be applied to it:
aeicjht, moment of inertia, volume, aerodynamic Cx and CZ, fatigue strength, etc.
And, above all, the computer enables the integration of industrial processes,
- since, as soon as an object is fed conceptually into the computer, it can be
simulated under operating conditions, tested, fabricated (by numerical control),
- and its associated documentation edited, at least partly automatically, and up-
dated. That is, the inteqration process eliminates zones of physical transporta-
tion of the object: For example, CAD/CAM eliminates the carrying of drawings
between the design office and the production shops, thus shortening processing
times and eliminating drafting errors, as was amply demonstrated by the proces-
- sing of the Mirage 2000 via CAD/CAM at Dassault. The precision of the mask
_ tracings obtained by means of CAD is bringing a substantial improvement to the
_ quality of electronics... .
CAD/CAM thus becomes a universality--a total approach: An object is treated as
a reality, by data-processing methods, from its earliest state as a concept. A
plane is ~lready "processed data" at the time the decision is taken to create it,
~ based on a computer-aided market study; it is processed data at the time of the
definition of its mission, its shape and performance characteristics, its sys-
tems, then its production, its customization to ~he requirements of each client,
~hrough to its post-sale support and its maintenance... .
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a Vl\ Vl 1~t.IAL VU{J Vl\Ll
Paradox...
The interest of CAD/CAM lies in the wholeness of its approach to a concept as an
object, and it therefore becomes all the more directly palpable the more remotely
it is situated upstream or downstream from the design stage! All the users of
CAD/CAM have indicated to us that the first sector to benefit from CAD/CAM is
that of documentation! It is in fact from the very moment an electronic circuit
~ is designed by CAD that it is possible to immediately print out the required test
program, repair program, listing by nomenclature of the parts to be stocked, and
descriptive drawings!
Another of the major benefits of CAD/CAM is the preserving of the company's past
know-how: An operator can access a library containing all the studies, plans and
actualizations effected by his predecessors, and even the mental processes of the
designers themselves. It actually elevates arcbives to the level of cultural
and technical capital assets. It is an evolution that could contribute substan-
tially to the resolution of the problem of archives and of the loss of know-how
with the retirement of staff--currently a particularly sensitive phenomenon wa.th
early retirements.
CAD can also in certain cases eliminate physical test programs: Testing of elec-
_ tronic circuits, fatigue tests... .
- This ranging out of the derivable benefits from CAD makes it difficult to address
its profitability if one is to take into account solely its application to the
= design stage itself; and even this approach to assessing its "profitability" is
_ arguable because "likes" are no longer being compared. The computer does much
more. With it, there is no longer any hesitation about turning out, say, 30
different designs for the landing gear of a modern plane, each design adhering
tightly to the changes in the plane builder's plans... . It will refine the
calculations--for example, the meshing of calculations by the finite-element
- method--with a view to reducing the design weight margins heretofore found neces-
sary owing to the limitations of the "manual" calculating methods used.
In the realm of historical trivia, we might mention that the emblems of the air-
line companies on the sides of the Airbuses are CAD-drafted, to eliminate the
distortions produced by perspective: A use of CAD that was hardly to be imagined
at the outset, yet a very real one!
It thus appears illusory to seek to determine the profitability of CAD. Comments
- in this regard run along these lines: "Any other approach is out of the question";
"It is a matter of survival in the face of the competition"; "We cannot afford
to be other than homogeneous with the aircraft manufacturers as regards design
capabilities." The latter is also the reason why the big equipment manufacturers
and, today, even the principal subcontractors cannot afford to do without CAD:
The aircraft builders will not be able to understand much longer why it should
take a subcontractor l month to redo a design drawing, when the builders can redo
- the design drawings of the entire plane in a matter of a�ew ~daysl... Incom-
pressibles in the PERT CProgram ~valuation and Review Technique~ chart, beware:
CAD is lying in wait... .
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It is clear that the aircraft manufacturers, and especially Dassault and AERO-
SPATIALE, are in the process of sweeping their subcontractors and suppliers
directly into the path of CAD... But is this not ensuring their dynamism, their
competitiveness, indeed their survival? At tYie very least, the major subcon-
- tractors see in it the condition "sine qua non" for survival of their design
departments... .
~ One can also conclude from this that it is impossible to show that CAD, in the
= short term, reduces the staffing and methods employed in design departments--
- an argument that sometimes finds little aeceptance by managements!
It is nevertheless true,on the other hand., that CAD/CAM requires less employees
than would otherwise be required to keep in step "manually" with the evolution
of the technological context and of the market--a fact that is summarized in
frequently heard comment: "Sure, we could do it without CAD/CAM, but with an
army of design draftsmen, less rapidly and less well."
_ COPYRIGHT: A. & C. 1982
9399
CSO: 3102/~70
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INDUSTRIAL TECHNOLOGY
SOFTWARE DEVELOPED FOR COi~UTER-AIDED DRAFTING SYSTEM ~
- Paris AIR & COSMOS in French 22 May 82 p 21
[Article signed N.B.: "Computer-Aided Drafting Software"]
[Text] Graphael, a public company created in 1976 by research scientists at
the Compiegne University, has been involved in computer-aided design since
its creation. At a press conf erence last week, Graphael introduced its
Alpha G2, a computer-aided drafting system.
The Alpha G2 system includes a Data General France computer, a Benson digital-
izing table, a graphic display and an alphanumeric display from MB Electronique.
The Graphael software makes it possible to realize all schematic drawings.
In the basic configuration, the computer is an MP 100 containing a 16-bi~ micro-
processor with wired multiplication and division. It has a basic cycle of 480
nanoseconds, and a 8.33 MHz clock. The computer manaoes a mass memory includ-
ing a tixed 12.5 megabyte disk and a removable dual-sided, dual-density 1.26
megabyte diskette. It is connected to all the peripherals and can also pilot
a drafting machine.
The Benson digitalizer (size A2 or AO) is the graphic data input unit. Its
active area is 600 x 423 mm(size A2) or 1200 x 870 mm (size AO). It also
supports the menu field giving access to the software function controls. The
resolution of the table is + 0.02 mm. The sampling tool is a cursor with a
magnifying glass plus four control keys.
The graphic screen (MB Electronique), 15 inches in di.agonal (38 cm), has a
resolution of 512 x 512. The alphanumeric display unit, also from MB Electro-
nique (more precisely from its Phylec subsidiary) displays 24 lines of 80
characters; the QWERTY keyboard is detachable.
The Graphael software includes all the functions necessary to realize diagrams
with the highest efficiency. The menu and all messages are in French. The
operator has at his disposal all the usual features of graphic systems: draft-
ing functions; writing functions; zoom, erase, grid and scale modification
capabilities; 255 levels; 189 symbols possible with each library.
Zt~e dr:~cang made or being made is stored at all times in the mass memory and is
therc~fore saved in case of a power failure.The draGing can also be produced
by a drafting machine.
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;
The Alpha G2 system is especially efficier.t with respect to the following:
electric diagrams (single-wire or developed); schematic diagrams (PCF [expan-
sion unknown],PID [Proportional, Integral, Derivative], PFS [ex~ansion un-
known), etc.); layout diagrams, hydraulic and automatic-operation diagrams;
flowcharts,.PERT [Programme Evaluation and Review Technique] programs;
printed circuits; logic diagrams.
COPYRIGHT: A. & C. 1982
9294
CSO: 3102/314
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INDUSTRIAL TECHNOLOGY
BRIEFS
FRENCH COMPOSITE MATERIALS--The French chemical industry, it is known, is in-
terested in,the market f or high-performance composite materials. Two indus-
trial groups are about to realize their ambitions. On the one hand, Elf-Aqui-
taine in association with the world leading carbon f iber producer: the Japanese
- Toray company. A juint 65-35 percent subsidiary will be created to operate a
production plant located between Pau and Orthez. Initial capacity: 300 tons
per year from an imported precursor (polyacrilonitrile). The capacity will
be increased later on, and the plant will then produce the precursor itself.
� Operation will start during 1984. On the other hand, Pechiney-Ugine-Kuhlmann
in association with Hercules, a U.S. company. The scenario is the.same: joint
60-40 percent subsidiary (SEFC [expansion unknown]). Initial capacity:
200 tons per year; operation to start late in 1983. Plant at Pont-de-Claix
(Isere). The:re again, the precursor would be imported, at least initially,
from Japan (Sumika-Hercules subsidiary). So, the French industry is making a
start: this is an important move, if one considers the highly strategic
applications for carbon fibers (aircraft, defense). Essentially, this French-
Japanese al.liance is turning its back to the present European leader,'the
- English Courtaulds. [Text] [Paris AIR & COSMOS in FrencY~ 22 May 82 p 21]
[COPYRIGHT: A. & C. 1982] 9294
CSO: 3102/314 �
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TRANSPORTATION
ATR 42: TWENTY-SIR SOLD, MORE ORDERS EXPF.CTED
Paris AIR & COSMOS in French 22 May 82 p 16
[Article signed J.M.: "New Firm Orders for ATR 42. Aerospatiale and Aeritalia
Have Now Sold 26 Aircraft to S Airlines"l
[Text] One month ago (see AIR & COSI~S No 903), two U.S. co~nuter airlines
exercised the ~o~,tions they had purchased last year on the ~TR 42: Ransome
Airlines (six aircraft) and Command Airways (three aircraft + two options)
thus became the first two airlines to place firm orders for the French-Italian
twin turboprop.
The economic interest group Commuter Aircraft announced in close s~lccession
the receipt of two new orders: one from a U.S. airline, the other from a French
airline. '
Wright Airlines
Wright Airlines had been one of the first U.S. companies to show interest in
the ATR 42; in June 1981, it had signed an option for eight aircraft with
Aerospatiale. This option agreement is now being replaced by a final agreement,
this time with the economic interest group ATR [Coa~uter Aircraft]. Under
this agreement, which was signed on 12 Diay, the first ATR 42 will be delivered
early in 1986; these aircraft will replace eight Convair 600 now operated by
Wright Airlines from Cleveland (Ohio)--where the company is headquartered--to
Detroit, Dayton, Cincinnati and Columbus.
- The model chosen is the ATR 42-200, which has a maximum take-off weight of
15,550 kg, enabling the aircraf t to fly 49 passengers nonstop over 1,450 km,
or (for instance) over 5 successive 135-km flight legs, without refueling (see
AIR & CC~SMOS No 903). With this weight, the ATR 42 will be an economic replace-
menk for the 40-50 seat engine aircraft of former generations.
By placing itself once again on the U.S. cammuter market--the largest--the
ATR 42 is uizdeniable making a furthe.r breakthrough.
Air Littoral
Air Littoral, headquartered in Montpellier, had also taken an option on two
ATR 42 last year. There again, the option has been exercised and a f irm order
agreement was signed on 14 May.
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Air Littoral has launched a program of expansion ar:d modernization of its
fleet which, at present, consist of Brazilian Bandeirante outfiCted to carry
19 passengers; it connects with national airlines flights to serve the
Montpellier-Nice, Montpellier-Bordeaux and riontpellier-Perpignan-Valencia
lines. In addition, it serves a transversal Biarritz-Pau-Lyon line on which
an aircraft of about 30 seats will soon be operated, pending the arrival of
the ATR 42.
- The first aircraft of this type will be delivered as early as October 1985,
the second in the spring of 1986. Actually, Air Littoral will be the first
airline in the world to operate an ATR 42. The model chosen is also the
ATR 42-200, ourfitted to accomodate 49 passengers.
26 Aircraft Sold...
Following these 2 new ordess, the manufacturers indicate that they have sold
26 aircraft to 5 airline:. This total obviously includes Finnair, the "launch-
in.g company," who earlier this year decided to acquire 5 ATR 42 outfitted to
carry 46 passengers, to be delivered from late in 1985 to early in 1987. Ac-
cording to the Finnish press, Finnair has also taken an option on a 60-seat
model (the ATR XX), which could be placed in service in 1987-88.
And ~oon 36?
The economic interest group ATR is expected to announce an order from Air
Caledania later this month. In Ma3~ 1981, this company had taken four options,
two of which to be exercised ~,*ithin a year (negotiations are under way), the
other two ore year later. The .'.~ir~st two ATR 42 would be delivered in May and
November 1986, the other two lat:~'in 1987 and early in 1988. ATR will then
have sold a total. of 30 aircraft to 6 airlinE:s.
However, another order should also be confirmed in the near future, that of
Scheduled Skyways, a U.S. airlines who, last year, had committed itself to pur-
chsagin six aircraft. Later this month, ATR could thus be in a position to
announce that it has sold a total of 36 aircraft to 7 airlines.
Let us recall (see AIR & COS1~S No 881) that, when the ATR 42 program was
- launc.hed, i.e. on 7 November 1981, 33 airlines had already shown interest in
the new aircraft. Fourteen of them had committed themselves to purchasing 62
_ aircraft (56 + 6). Of these, six were in the U.S., three in Central America,
- one in Australia, two in France, two in Europe. Therefore, what we are now
- witnessing is a clear confirmation of positions taken back in 1981.
COPYRIGHT: A. & C. 1982
9294
' CSO: 3102/313
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TRANSPORTATION
SECOND AIRBUS A.310 BEGINS TEST FLIGHTS ~
Paris AIR & COS1y0S in French 22 May 82 p 19 .
[Article: "The Second A.310 Has Begun Its Test Flights. On 13 May,~the Two
Aircraft Totalled 81 Flight Hours"]
[Text] As expected (see flash in.our last issue)~ the second A.310 has made
its first f light in Toulouse, on Thursday 13 May 1982. The aircraft~ carrying
the colors of Airbus Industrie, was piloted by Gilbert Defer and Udo Guenzel. ,
Two flight engineers were also on board: Jean-Marie Matt~.ios and Philippe
Merville.
This first flight, which took place less tha.n six weeks af ter that of the
f irst A.310 (3 April) lasted 4 h 45 min. On that day, the two aircraft
totalled 81 flight hours and 22 f lights; in other words~ testing is ahead of
schedule. The overall results are fully satisfactory and the.testing team
- feels thar performances will exceed expectations.
The maneuverability tests have shown that the uae of wing f ences, vortex
generators or other corrective devices (who automatically generate an addition-
al drag) will not be necessary; the A.310 will therefore have an absolutely
clean wing. This is a remarkable success for the European aerodynamics
engineers.
The second A.310 is also entering its test and certification stage. The third
A.310 will fly early in August; it will carry,th.e colors of Luf thansa, to
which it will be delivered later on; this aircraft will therefore be equipped
- with two General Electric CF6-80A turbojets (ae is known, the firsC two A.310
are equi.pped with Pratt and Whitney JT9D-7R4).
Airbus Industrie also confirmed that deliveriea of~the A.310 will start
after its certification, scheduled for March 1983, and Chat, to-date, 180
- aircraft (90 firm orders, 90 options) have been ordered by 15 airlines.
COPYRIGHT: A. & C. 1982
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' ~ FOR OFFICIAL USE ONLY ,
APPROVED FOR RELEASE: 2007/02/09: CIA-RDP82-00850R000500070066-7