![]() They work from computer-aided design (CAD) files, using the printing machines to go directly to a product. The Centre uses two methods of additive manufacturing: powder-bed selective laser sintering (commonly referred to as 3D printing) and blown-powder laser-melting. Other Tier One aerospace companies are commissioning Amaero, including Raytheon and Boeing. They have been commissioned to make hundreds of prototype fuel injectors, which are being test-fired by Safran. They are currently working with a number of companies, mainly preparing prototypes of components that they’re interested in developing further, and doing feasibility studies for them as to whether this method of manufacture is going to make sense for scale-up. During this process they have also been investigating what parts of the engine can be lightened, while still ensuring any prototype meets all safety certifications. MCAM’s work on printing the jet engine has progressed from using the original ‘instructions’ for the engine to assessing the engine section by section, determining which parts are most cost-effective if 3D printed, and which are still best built the traditional way. Amaero are well-positioned, with a foot in both commercial production and research. Amaero and Monash Centre for Additive ManufacturingĪmaero Engineering Pty Ltd was developed by MCAM as a spin-off company in March 2013, functioning as the commercial arm. MCAM are already in discussions to pursue projects in this area. Monash welcomes discussion with Australian businesses (small and large) about opportunities for collaboration in other areas – such as biomedicine, which presents big opportunities for printing technology. Monash Additive Manufacturing is unique in its access to a range of specialists from disciplines including material science, surface engineering, and alloy design and processing, in combination with the commercial production opportunities that Amaero, its business arm, brings.ģD printing allows precise construction of complex shapes and parts, prototypes, and unique tools, all with minimal material waste. ![]() There is also the benefit of being able to print parts on an as-needed basis rather than stockpiling replacements, and cutting the need for moulds and tools. Materials waste can reportedly be reduced by as much as 90 per cent – which means a significant saving when using expensive materials such as titanium. Some designs that might require multiple parts to be created and then fused are able to be printed in one piece, and designs easily tweaked. Printing in metals has its challenges, including the high temperatures required and safety issues that accompany them.Ī SmarTech report ( ) suggested the main benefits to the aerospace industry are: reduction in lead time (the time between the beginning and completion of a project/process) reducing the weight of parts reducing operational and production costs and reducing impact on the environment from production processes – though the actualities may not meet some expectations. With more complex, expensive printing machines being built in recent years (such as those with lasers to melt metal powders – used by MCAM), more opportunities for different materials and therefore different applications are opening up. Safran: ARC Centre of Excellence for Design in Light Metals: Additive manufacturing (3D printing)ģD printing has been used since the 1980s by the aerospace industry, usually to produce prototypes. Amaero: Monash Centre for Additive Manufacturing:
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