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Aerospace OEMs and their supply chains are evolving plans to manage the economic impact caused by the health-related shutdown last spring.

Mazak Optonics has confirmed expansion plans for its North American headquarters in Illinois.

John Catterall, vice president, automotive program for the American Iron and Steel Institute, discusses vehicle lightweighting trends in an interview with SME Media.

The company’s G150 is aimed at small, high-precision parts made of tough materials.

Like just about every other manufacturing operation, welding has made the leap into the 21st century with automation, agile manufacturing processes, and offline programming.

Before the coronavirus pandemic upended normal life and essentially shut down commercial airliners, the aviation industry had a projected need for 40,000 new aircraft—planes, helicopters, air taxis, and unmanned aerial vehicles—in the next 20 years.

Honeywell Aerospace, part of global commercial and consumer engineering conglomerate Honeywell, produces a large number of the impellers and blisks used in commercial aeroplanes.

In spite of advancing digitalization, manual workstations are still indispensable because automation is not always profitable with small batch quantities or complex processes.

Since 1996, the Plant 15 machining operations at Mercury Marine have included a reliance on automated machining cells. Over the years, the Fond du Lac, Wis.-based manufacturer and distributor of marine engines, parts, accessories and integrated systems has phased out some traditional manufacturing methods in favor of modern cells.

Extreme complexity is inherent to jet engines of all sizes, from those on a Boeing 777x to ones that power the smallest drone.