inside! of controlmatterit’s a€¦ · motorsports (hms). back in 1986, he formed the first...

volume 7

number 24

winter 2003

It’s a

Matterof Control

It’s a

Matterof Control

INSIDE! LIMITED EDITION 2003 HAAS PULL-OUT RACING CALENDAR

FEATURES

06 Building An Empire

14 The Reil Story

18 Taking Control

EDITORIAL

02 An Ounce of Prevention

INDUSTRY NEWS

03 A Look Back – DemoDay 3

03 We Have A Winner!

03 WESTEC Preview

RACE REPORT

04 Haas CNC Racing Debut

05 NASCAR’s Newest Team

EDUCATION

30 Bridging the Communication Gap

PRODUCT UPDATE

34 Mini Horizontal

34 SL-40L Long Bed

35 Trunnion Family Values

THE ANSWER MAN

36 Control Solutions

Everyone likes to be in control – of their lives, of their finances, of theirbusiness. But maintaining control requires a certain amount of information, ordata. To be of value, this data must be acquired in a timely, thorough and

accurate manner. In certain industries – aerospace, automotive, medical – accuratedata acquisition can mean the difference between continuing a project or scrappingit; using a design as is or improving it; saving a life or losing it.

One of the first applications of data acquisition was aircraft flight-testing. Ofcourse, in the early days, the primary data acquisition device was a well calibratedbehind. Daring test pilots the likes of Chuck Yeager strapped themselves intoexperimental aircraft and took to the skies, regularly risking their lives to provideseat-of-the-pants evaluations of often unproven designs. Their feedback providedthe data necessary for engineers to improve, modify and develop new and existingaircraft designs – to take control of the development process.

For our cover story this issue, we visited SpaceAge Control of Palmdale,California, just a hop, skip and a jump from Edwards Air Force Base, a long-standingbastion of aircraft flight testing. The company got its start more than 30 years agomanufacturing devices to protect the highly calibrated butts of those early test pilots.Within a few years, they were producing high-precision position transducers andairflow data devices to measure and record hard data to supplement the test pilots’hands-on evaluations. Today, the company’s products are used extensively forresearch, development and testing by a wide variety of industries.

Sticking with the aircraft theme, we visited the Canadian firm of Reil IndustrialEnterprises. The company was founded as an aerospace shop some 35 years ago – andit’s still their primary business. But in recent years, the father-and-son team ofWilliam H. and William L. Reil have diversified their customer base to better handlethe economic ebbs and flows of the industry, and control their own destiny. As theelder Reil explains: “If you’re going to survive, you have to be flexible.”

If anyone knows about survival, it’s Rick Hendrick, patriarch of HendrickMotorsports (HMS). Back in 1986, he formed the first two-car team in NASCAR –against all advice. Critics laughed, saying it would never work, but Hendrick provedthem wrong. In 1996, Hendrick was diagnosed with a rare form of leukemia that,according to many medical experts, claims up to 95 percent of its victims. Again,Hendrick beat the odds. Not only did he survive, but he also went on to establish theHendrick Marrow Program to help others suffering from the disease. Today,Hendrick Motorsports fields four different NASCAR teams, and supports four otherswith engines, chassis and technical support. We visited the HMS facility for a look atthe machining side of the organization.

For our education piece this issue, we visited Stanford University, where they’reworking to improve the communication between those who design and engineerparts and those who machine them. In the school’s Product Realization Lab,engineering and design students get to see hands-on just what it takes to bring theirdesigns to life. Armed with this experience, they’ll enter the workforce more able to bridge thecommunication gap, and keep the processes under control.

As always, there’s much more, such as the race report, a preview of what’s in store at WESTEC thisyear, and a look at some of the latest new products from Haas Automation. If that’s not enough, there’salso the Answer Man, with some handy tips about the Haas control, and a pull-out race calendar to graceyour walls for the 2003 season.

So sit back, relax and enjoy!

TE

NT

S

C O N

IN THIS ISSUEC

NC

MA

CH

ININ

G

photo courtesy NASA

NASA pilot Jim Smolkaand McDonnell Douglaspilot Larry Walker fly the

F-15 ACTIVE (Advanced ControlTechnology for Integrated Vehicles)program at NASA’s Dryden Flight Research Center, Edwards AFB, California.

ON THE COVER

THE MASTHEADCNC Machining is published by Haas Automation, Inc., 2800 Sturgis Road, Oxnard, CA 93030, 805-278-1800, Fax 805-988-6918. Postmaster: Return invalid addressesto Haas Automation, 2800 Sturgis Road, Oxnard, CA 93030-8933 postage guaranteed. CNC Machining is distributed free of charge by Haas Automation, Inc., andits authorized distributors. CNC Machining accepts no advertising or reimbursement for this magazine. All contents of CNC Machining are copyright 2003 and may not be reproduced without written permission from Haas Automation, Inc. CNC Machining is distributed through a worldwide network of Haas Automationdistributors, and by individual subscription request. Contact Haas Automation headquarters via mail or fax to be added to the subscription list. Publishedquarterly. © Haas Automation, Inc. & CNC Machining Magazine names. Designed and printed in the U.S.A. CPC # 7030163. www.HaasCNC.com. Haas Automation Europe, ++32-2-522-9905 United Kingdom, ++44-1603-760539

> INDUSTRY NEWS

WINTER 2003 3

> EDITORIAL by Denis Dupuis

I was talking with a customerrecently, I’ll call him Bob, about hismachines and their life cycles. Bob ownsa fairly large shop with about 40machines, half of which are Haas VMCsset up in cells with robotic loadingsystems. The cells were necessary, heexplained, to reduce labor costs for aspecific part, so the company couldcompete for the contract. To meet thequantities required by their customer,the cells – 20 machines in all – run 24hours a day, 7 days a week, 52 weeks ayear. They’ve been running this way for4 1/2 years.

Bob noted that his payback for themachines and robotic loaders took lessthan 2 years, so he’s been able to reducethe price to his customer each year inorder to keep the contract. One of hisconcerns, though, is that the machinesare coming on 5 years old now, so he’sthinking of replacing them to ensurethat he can maintain the quantity andquality of parts coming off them.

The machines have been virtuallymaintenance free, he said, but addedthat he wants to keep it that way. Themachines are holding the sametolerances as the first day he got them,so that isn’t an issue. He just feels that,

after effectively running the machinesfor 15 years, maybe it’s time to changethem. That was his plan when hebought the machines, he told me.

This led to a discussion aboutpreventive maintenance on hismachines. I explained that, in the Haasfacility, we have a crew of people whodo nothing but PM on our machinesaccording to a pre-set schedule. Thedowntime is scheduled through ourERP system to eliminate any surprises,especially in the middle of a “hot” job.

Bob replied that they don’t doregular PM at his facility, but he didn’t

think they’d hadany service callson his machines.“Really?” I asked.After a minute hesaid that he recallsmaybe changingone board in allthis time.

A n y w a y ,back to my point.In discussing aPM program,which Bob didn’tseem to see the

value of, I asked how many miles hedrives his car a year. “About 20,000,”he replied. And how often do yourchange your oil? “Every 3,000 miles,without fail!”

I asked if he did it himself. No, hesaid. He takes it to a service station; he’sgetting too old to crawl under the carand change it himself. Besides, whatdoes one do with used oil these days? Ithen asked if the oil change was all hehad done, to which he respondedthat he has all the fluid levelschecked, the belts checked:“You know, the 21-pointservice check.”

So I asked the loaded question:Would you drive your car 24/7, 52weeks a year without changing the oil?

If you religiously service your car,which is in effect a preventivemaintenance program, why not do thesame for your machine tool? It has atransmission, a spindle, lube lines, etc.A machine costs more than a car, yet weoften don’t care for our machines aswell as we do our cars. If our car stopson our way to someplace, we think ithas let us down. Likewise, if ourmachine stops in the middle of a partsrun, isn’t it just as inconvenient as – andprobably more costly than – our carbreaking down? Bob agreed, and askedhow he could start a PM program of hisown. I told him to call his local HFO;they will tailor a program to his needs.

This may sound like a commercialfor PM programs, but I thought itworthy of writing. Because of thementality we have in the machine toolindustry, for some reason, we don’tthink of our machines the same way wedo our personal equipment. When, infact, our machine tools are our personalequipment, and the better we take careof them the longer they will last.

After all this discussion, Bob toldme he still wants to replace hisequipment at 5 years of usage. That washis original plan, and besides, hewouldn’t drive his current car for morethan 5 years. Touché.

Every March, the metalworking industrydescends upon Los Angeles for the largestannual metalworking and manufacturingevent in North America: WESTEC. This yearmarks the event’s 40th showing, and morethan 600 exhibitors are expected to fill the LosAngeles Convention Center, March 24 – 27,with the latest machine tools, accessories andcutting-edge manufacturing technology.

To make visiting the show easier in 2003,WESTEC has been condensed into onebuilding, with all exhibits now located inSouth and Kentia Halls. The show will alsofeature two new pavilions focused onassembly and software, in addition to thecustomary Job Shop Pavilion.

Taking place just south of the company’sOxnard manufacturing facility, WESTEC isconsidered the home court for HaasAutomation. As such, it is where the companytraditionally debuts its latest prototypemachines and new products. This year will be no exception. In fact, while othermanufacturers are scaling back their showefforts, Haas has increased its booth space bymore than 50%, and will present its largestWESTEC display ever.

Visitors to the Haas booth will get a firstlook at such new machines as an affordableToolroom Lathe with full CNC control; aninverted vertical lathe with automatic partsloader; a 6' x 12' Gantry Router; a small-footprint YAG laser cutting system; acompact trunnion rotary table with dual 160 mm platters; and an all-new line of palletchanging HMCs. Of course, a wide selectionof standard machines from every product linewill also be on display. And as always, themachines will be hard at work, cutting partsand making chips.

Don’t miss this chance to see the largestand most comprehensive display ofmanufacturing technology on the West Coast.Admission is free when you register online atwww.sme.org/westec before March 7.

2 CNC MACHINING

An Ounce of Prevention Turning Solutions Acrossthe Nation – Demo Day 3

WESTEC Condenses;

Haas Expands

Last September, visitors to IMTS had the opportunity to win a fullyloaded Haas Toolroom Mill – valued at more than (US) $35,000 – byregistering at the Haas Automation booth. Haas received a total of 8083

eligible entries for the contest. Each entry wasassigned a discrete number, and then companypresident Gene Haas used a random numbergenerator to select the winning number.

Terry Coykendall of TEKE Machine inRochester, New York, was the lucky winner.She took delivery of the machine in earlyNovember, and was putting the Toolroom Millthrough its paces shortly thereafter.

Toolroom Mill Winner

Buying a machine tool is big, and it’s not something most shop ownerstake lightly. Before they plunk down their hard-earned cash (or put themselvesseriously into debt), they want to see the machine in person, watch it cut, hearit run, use the control.

While trade shows provide the perfect opportunity to see machine toolsup-close and personal, they don’t always happen “at a location near you.”Haas Automation has solved this problem by establishing a series of biannualdemo days. These one-day events are, in essence, mini trade shows that takeplace at local Haas Factory Outlets throughout the U.S. and Canada – nearly 60locations in all.

The most recent of these, Haas Automation’s 3rd national Demo Day, washeld last November. Billed as a “Turning Spectacular,” the event showcased thelatest production turning solutions from Haas. Each HFO presented livedemonstrations that best suited the industries in their geographic area – fromprecision micro parts on the Mini Lathe to twin-spindle turning on the TL Serieslathes to giant oil field parts on the VTC-48. Materials ranged from 1018 steel to4140 to 303 stainless.

Educational seminars on some of the latest turning trends were alsopresented, including setup-reduction techniques, hard turning and cost-effective automation. And visitors saw first-hand the newest turning/boringtools, workholding, quick-change tooling, production-enhancing accessoriesand CAD/CAM software – all demonstrated on the largest and most completeline of Haas CNC turning centers ever. Haas applications engineers, along withrepresentatives from major tooling, workholding and CAD/CAMmanufacturers, shared their insights and answered questions, and food anddrink were provided.

Demo Day 4, the next in this series of twice-yearly events, will be comingto an HFO near you on June 3, 2003. Be sure to mark your calendar now.

Look for a full story about TEKE Machine in a future issue of CNC Machining.

WINTER 2003 5

finishes and 20 top-10s ; Johnson loggedthree wins and 21 top-10s. DespiteJohnson’s impressive first-yearperformance, though, poor finishesdown the stretch kept him fromwrestling the 2002 Rookie-of-the-Yearaward away from Ryan Newman. JoeNemechek, another Hendrick stablemate, finished the year on a high noteby bringing the No. 25 UAW/Delphi caracross the line with two second-placefinishes – one at Atlanta MotorSpeedway in the Napa 500, and anotherat Homestead in the Ford 400.

In other NASCAR news, HendrickMotorsports is assisting the firstminority-owned team in Winston Cuphistory. Businessmen Sam Belnavis andTinsley Hughes have founded BHMotorsports, with Ron Hornadaybehind the wheel of the No. 54 ArmyNational Guard Car. The team failed toqualify for any races in 2002, but plansto run a full schedule in 2003.

“It is our duty to try to make thiswork,” said Rick Hendrick “We willopen up our resources to them and letthem use what we have. And I believethere will be other car owners who willstep up and help make this happen.”

Busch SeriesHendrick Motorsports driver Ricky

Hendrick has ended his career as a full-time stock car driver due to lingeringeffects of a shoulder injury suffered lastMarch. “This was an incredibly harddecision to make,” said Hendrick, whounderwent extensive shoulder surgeryfollowing a severe crash at Las VegasMotor Speedway. “After a lot of soulsearching, I’ve decided to step awayfrom the driver’s seat to pursue other opportunities within HendrickMotorsports. I love this team and I lovethis sport, but I’m not able to perform ata level that I’m comfortable with.”

Hendrick was replaced by interimdriver David Green, who proved to be

the perfect replacement. Green guidedthe No. 5 GMAC Financial ServicesChevrolet to four top-10 finishes inseven races, including a fourth-placefinish in the Sam’s Club 200 at NorthCarolina Speedway.

Jack Sprague and the No. 24NetZero car ended the season with an11th-place finish at Homestead-MiamiSpeedway, wrapping up a successfulyear with nine top-5 finishes and 15 top-10 finishes. “It’s pretty amazing how theyear ended up,” Sprague said. “We ledthe points race for a long time, butstruggled more than we ever imaginedtoward the end. The team fought backwith everything they had, but so manylittle things kept us from gaining on thepoints. Fifth is still a great effort,considering it was our first year in theseries. But you still wonder if thingsmight have played out differently

without a few of those little things.”Sprague moves to Winston Cup for 2003.

NHRASometimes you just hope for a

miracle. For Todd Veney in the J&BMotorsports Firebird Top AlcoholFunny Car, that sometime could beanytime he lines up against the best inthe class, Frank Manzo. But there were

no miracles in September as theeventual champion eliminated Veney intwo events.

At the Lucas Oil NHRA Nationalsin Pennsylvania, Veney got off to a goodstart by defeating Craig English andBob Newberry, but then faced off in thesemi finals against the unbeatableManzo. The matchless Manzo onceagain nailed the start, but Veney wasn’tfar behind until his car lifted off theground. Manzo went on to win his ninthevent of the year.

Later in September, at theCraftsman 75th Anniversary NHRANationals in Illinois, Veney defeatedEnglish and then had a rematch againstManzo. Veney was a little late off theline, but managed to pull even withManzo at the 60-foot mark. But therewas no upset as Manzo pulled away for the win.

> RACE REPORT

Haas CNC RacingGains Experience

4 CNC MACHINING

> RACE REPORT

Phot

o by

Mas

ter S

gt. B

ob H

aske

ll, N

atio

nal G

uard

Bur

eau

The National Guard Car team standingbehind BH Motorsports’ efforts to bring

diversity to NASCAR Winston Cup racingincludes, from left, driver Ron Hornaday, co-

owner Sam Belnavis, crew chief Doug Richert,co-owner Tinsley Hughes and Lt. Gen. RogerSchultz, director of the Army National Guard.

“I think the Haas CNC Racing teamis on the right track and doing all theright things,” said Sprague. “The raceslast year were all about gainingexperience and points, so we’d have ashot at the first four races of 2003.”

The red and white No. 60 HaasCNC Racing car made its Winston Cup debut at Kansas Speedway lastSeptember, but an accident early in therace forced Sprague to retire the carmidway through the race. “It was anembarrassing finish,” Sprague said afterthe race. “Thirty-fifth isn’t what we

were looking for. It was our first race andwe really wanted to come out lookinglike we knew what we were doing.”

The team then missed out on twoCup races in October when raincanceled qualifying at Charlotte andAtlanta (when qualifying is canceled,grid order is determined by teamowners’ points). “I really hate that wedidn’t get a shot at it, but there’snothing we can do about the weather,”said Sprague.

But the rain stayed away longenough the following week for the

No. 60 Chevy to qualify in 28th placefor the Pop Secret Microwave Popcorn400 at the North Carolina Speedway.Sprague struggled with a loose carduring the race, yet still finished in35th place. “We didn’t have the bestday of racing,” Sprague said, “but wehave some notes to put in our files fornext year, and that’s good.”

For 2003, the Haas CNC Racingteam has signed NetZero as theprimary sponsor of the No. 60 car. Thecar’s color scheme will be similar tothat of the No. 24 NetZero Busch Seriescar that Sprague drove in 2002. The2003 Winston Cup season kicks off inFebruary with qualifying races for theDaytona 500. Look for Sprague to makea bid for Rookie-of-the-Year honors.

While Sprague was busy gainingexperience for 2003, the battle raged onfor the 2002 championship. When thesmoke finally cleared, Tony Stewartwalked away with his first Winston Cuptitle, after edging out Mark Martin by 38points. Hendrick Motorsports driversJeff Gordon and Jimmie Johnson, whohad been in the hunt for the title all year,finished the series in 4th and 5th place,respectively. Gordon closed out theseason with three victories, 13 top-5

Although rain and accidents conspired to keep them off the

track at times during 2002, the Haas CNC Racing team and

driver Jack Sprague were still able to gain valuable Winston

Cup experience and make improvements to the car as they

prepared for a full-time Winston Cup run in 2003. The team’s

best finish came in the final race of the season at

Homestead-Miami Speedway, where Sprague captured

30th place in the Ford 400.

Today, Hendrick Motorsports (HMS) supports eightdifferent NASCAR teams with engines, chassis and

technical support. Over the years, HMS teams have won more than 100 Cup races, and brought home five Winston Cup championships and three NASCAR Truck championships.

Arguably the best-known team at HMS is that of four-time series champion Jeff Gordon and the DuPont No. 24car. Gordon entered, and held, the limelight by winningWinston Cup titles for HMS in 1995, 1997, 1998 and 2001.Although he made a strong showing in 2002, with severalrace wins keeping him near the top of the points, Gordon

failed to clinch another title – at least as a driver. But Gordonisn’t just a driver for HMS; he’s also co-owner with RickHendrick of the Lowe’s No. 48 car driven by rookie phenomJimmie Johnson, who seriously challenged for the serieschampionship in 2002.

Other HMS cars on the Winston Cup circuit are theKellogg’s No. 5 car driven by 1996 series champion TerryLabonte, and the UAW/Delphi No. 25 car driven by JoeNemechek. Rounding out the HMS stable are Jack Spragueand David Green driving the Hendrick entries in the BuschSeries. For 2003, Sprague moves to the Winston Cup Seriesto drive the No. 60 Haas CNC Racing car. Also making its

WINTER 2003 76 CNC MACHINING

Buildingan

EmpireThere was a time, not too long ago, when Rick Hendrick was just

another owner of a small race team in North Carolina. But as the popularity of NASCAR rose to record heights over the years, so did the size and success of the Hendrick Motorsports empire.

Story & Photos Scott Weersing

appearance in 2003 will be the newest team at HMS, and thefirst minority-owned team in Winston Cup history, the No. 54Army National Guard car with Ron Hornaday at the wheel.

For the past five years, Haas machining centers haveplayed a central part in the successful growth of HMS. TheCNC department acquired its first three Haas machines in1997, and now has a staff of nine working on 16 Haas machines.The shop has six HMCs, six VMCs and four lathes – leavingjust enough space for raw material in the 15,000-square-footshop. The sheet metal shaping department has also added anew Haas Z4-500 Laser to cut small parts for stamping dies, aswell as a VS-3 50-taper VMC for cutting blanks.

“It has been a gradual expansion,” says Jim Wall,Hendrick Engines Engineering group manager. “Every yearwe replace a few machines and add a few machines. We’vegotten to the point where we’re about to fill the room up.Our engine production has gone from a couple hundred ayear to over 700 a year.

“When we had fewer machines, we had to change thefixturing for different parts,” Wall explains. “But now wehave the luxury of dedicating certain machines to certaintasks that we do over and over again, such as cylinder headsand manifolds. We have four HS-1Rs, and one of them isdedicated just to cylinder head work.


With more than 700 engines being machined per year,there’s plenty to keep the CNC department busy.


“Having machines dedicated to a specific part gives usmuch more repeatability and accuracy, and allows us to turnaround parts much faster,” says Wall. “Once you get a racecar tuned in and the geometry is just right, then you canactually have spare parts that fit. So if you do get in anaccident and bend something, you can replace the parts andput the car back exactly where it was.”

One of the biggest changes at HMS over the years hasbeen the increase in four- and five-axis work. “We’re doingmore five-axis work, because it reduces the number of timesa part has to be fixtured,” says Wall. “Every time you take apart out of a fixture and put it in another fixture, there willbe inaccuracies due to alignment.”

A new setup in the CNC department uses a HaasHS-2RP with an HRT 310 mounted sideways on themachine’s built-in 4th-axis rotary table. “We took the gutsout of the machine and added five-axis capability to it,” saysWall. The HS-2RP, a twin-pallet machine, is dedicated toengine blocks, with each pallet set up for differentoperations. Dean Millican runs the machine full-time. “Inthe first setup, we machine the end face and bore the camtunnels,” he says. “Then we drill and tap for the motorplate.” The second setup for the engine block is on the otherpallet, using the HRT 310 matched with a manual tailstock.“We use the 310 for cylinder bores, along with drilling andtapping deck holes and the main caps. It takes about ten

“Our race teams can design their own part and then send it here to bemachined,” says Wall. “The team here in the shop can pull up the program and

manufacture the part without having to go through a bunch of blueprints.”

12 CNC MACHINING

hours for each engine block, but I save time with the pallets,” says Millican. “I can usually go throughsix engine blocks at a time – three on one pallet and three on the other.”

Millican adds that the setup allows them to consistently produce good parts. “It’s a reallyaccurate machine, and we’re getting really good quality reports from CMM on the blocks,” hesays. With more than 700 engines being machined per year, there’s plenty to keep the CNCdepartment busy.

HMS has a central department that oversees common parts for all of the teams, and each raceteam has a department of its own to hold team-specific parts. “We don’t do just-in-time inventoryvery well,” notes Wall. “Most of the time, a team says they’re out of something and Randy Troyer[head of the CNC department] will juggle the priorities to get the parts done. We have lots of partsthat are specials, done on a requested basis. We try to stay ahead of that curve.”

Keeping track of everything is a new computer network. “Our race teams can design their ownpart and then send it here to be machined,” says Wall. “The team here in the shop can pull up theprogram and manufacture the part without having to go through a bunch of blueprints.”

Supporting the computer network is a new information technology center that allows easyaccess to programs for standard parts. “The nice thing about the Haas equipment is that the controlis a common platform, so there is little difference between a program for a vertical or horizontalmachining center,” says Wall. “It makes it much easier, because the machines are tied in with theservers through Ethernet, and you can easily do a backup of what you’re doing.”

Despite the large number of parts being machined, the CNC department at HMS isn’t into highproduction. “We try to focus on the parts that give us a competitive advantage, and leave thecommodity parts for vendors,” says Wall. “For example, we have done a lot more work with intakemanifolds. We can do complete machining in one setup on the HS-1R.

“The number of machines we have really gives us flexibility. Part ofthat flexibility is being able to use it in panic mode,” Wall continues. “Thereare times when a team makes a change on Sunday night after a race. Theychange a design and then we are able to machine it and test it before thenext race.” And, he notes, “It is better for us to design our own part ratherthan trying to spend time modifying a store-bought part.”

So whether there is an engine block that needs to be machined oranother problem to fix, the CNC department at Hendrick Motorsports hasthe Haas machines to meet the demand.

WINTER 2003 13

WINTER 2003 15

Sto

ry Linda D

orr S

hop Photo

s Scott R

athburn

photo courtesy NASA

>>

That’s the key tosurvival in the

metalworking business these days. It’s a verycyclical industry, with highs and lows muchlike the crests and troughs of a rough sea.Putting all your resources into a single industryis like navigating that sea in a rowboat: Youride the face of each wave to its highest peaks,then plunge into the deepest troughs.

Diversify into many industries, however,and it’s like sailing that same sea in a cruiseship (or at least a large yacht): You don’t somuch ride the face of the waves as passthrough them, avoiding both the high peaksand the low valleys. Although the rewardsmay not be as great during high times, theadvantages during low times more than make up for it.

Reil Industrial Enterprises Ltd., ofMississauga, Ontario, started out as anaerospace shop – and that’s still their primarybusiness. Certified to ISO standards and aGold Supplier for Boeing, Reil decided a fewyears ago to broaden its horizons. Thecompany celebrated its 35th year back in 1999by purchasing a couple of Haas machines, inorder to get into tool and die work. They’vealso recently added repair and overhaul workon aircraft undercarriage and airframecomponents to their list of services.

“We used to make all similar parts,” saidgeneral manager William L. Reil. “Not a familyof parts, but similar sizes. And you knew therewould be a certain amount of work out there.Not now, though – now, you have no idea fromday to day. Definitely all different types of worknow, so we have to have different capabilities tobe able to take on work from all these sources.”

Adds his father, owner William H. Reil,“If you’re going to survive, you have to beflexible.” The company’s customer basewaxes and wanes with the economy. “There’sbeen a lot of consolidation at the top levels.You may have had three customers, and theyconsolidated and now they’re all the sameone. Right now our customer base is probably12 to 15 companies. That’s not atremendously large number, but thecompanies tend to be quite large.”

As do some of the parts the Reils cut:“We just finished some parts for thetransporter that takes the components up tothe space station,” reports the senior Reil.“It’s wonderful stuff, but how many of thosedo you need? You know, we’re makingsomething that’s a hundred thousanddollars, but they only need one. So theelement of risk is high, and we need to havegood equipment and diligent people.”

Diversify!

>>the

ReilStory14 CNC MACHINING

>>

Reil’s new machines were put to work post-haste, notesthe general manager. “They [the local Haas Factory Outlet, adivision of Sirco Machinery Company] delivered them on aFriday, they came in on Monday to set them up, and onWednesday we were cutting. Your service is excellent.

“Some plastics guys walked in the door on Tuesday andsaid ‘I need this as soon as possible,’ so the first job we cut wasa bunch of plastic dies. We were up and rolling within four orfive days – including training; that’s from out of the crate to thefirst part produced. And it was a whole new part!”

One item the Reil shop now has the capacity for is acylindrical part for the Canada Arm (a manipulation systemthat is a component of the space shuttle). Cut on the SL-30from 7076 aluminum, “It’s at least 12 or 13 inches long. It startsout as a three-inch plate that we saw into pieces three incheswide. We start with square stock because we have to leave asquare flange near one end of the finished part. We turn theOD, then bore out the center. The wall thickness goes down to0.070 inch – that’s a lot for that material – and it’s parallelwithin one tenth over the whole thing.”

General manager Reil appreciates how much easier jobchangeovers are. “On some of the older machines, somethingas simple as changing a zed height could take 20 minutes. Youhave to home the machine, shut it down, restart it, and thencome back to do it. It’s a big thing just to drop it five thou, andthen you’ve got to resend the program. On the Haas, it’s justthat fixture offset. What I like about it is even if you’re not sureexactly where you want to be, you can just bring it down,touch off, home it – and you’re done. Away you go.

“I took the training for the mill,” he continues, “and itwas so simple, more user-friendly than other machines. It’sall conversational, you don’t even have to know whatyou’re doing. If I was going to start my own shop today, Iwould probably buy Haas for that reason alone – it’s onetraining for both lathes and mills.”

One of the Haas options Reil likes is through-spindlecoolant. “It’s great – we used to get chips built up inside someof those pockets and recut the chips. Now it just shoots themright out. Some of the stainless dies we’ve made, with 1/4"-20holes, we used solid carbide drills and just blasted throughthem, no pecking. That was exciting, the first time we did that.If you can get excited about drilling!”

The Reils have also used their Haas machines to cut diesfrom beryllium copper, an alloy valued by aircraftmanufacturers not only for its strength and corrosionresistance but also its nonmagnetic and nonsparkingcharacteristics. With machining properties similar to variousbronze and nickel alloys, “It’s tough to machine and tough tohold close tolerances on, besides the fact that it has to bevented because it gives off a little gas,” notes the senior Reil.“And we held the tolerance.”

“We do a lot of stainless, and loads of titanium,” reportsthe younger Reil. “There’s nothing I wouldn’t put on [a Haas],and we cut it all. I know I can hold the tolerances, and I knowI can hold the accuracy. And with coolant through, there’s nochips and a perfect finish. We just load it up and let it rip.”

The next step for the Reil shop will be a couple of HaasToolroom Mills. Touted for prototyping and one-off parts, theReils plan to use them for the repair and overhaul work they’veundertaken. When the economy improves again and theirproduction work increases, they will no doubt find more uses forthe smaller machines. “The success of a country depends onwhat it produces,” says William H. “There aren’t a lot of peoplein the world who know how to make things. They know how tolook after it, how to inventory it, how to ship it, but not manypeople know how to make something.” The Reils know how –which is why their ship keeps sailing the manufacturing seas.

Reil Industrial Enterprises Ltd.

905-670-1070


When William H. Reil founded Reil IndustrialEnterprises, it was a manual shop in a two-unit rentalspace in Weston. The company grew into a four-unitrental, moving to Rexdale, and then in 1987 bought thebuilding that currently houses them. Reil’s prioritiesare clear: The machine shop takes up 22,500 square feetof the 25,000-square-foot total. Their aerospaceproduction work includes airframes, undercarriagesystems and avionics. “We do a lot of electronics workfor heads-up displays and radar systems, and we alsodo structural things, wings and so forth,” notes generalmanager Reil. The parts are cut from titanium, steel,aluminum, alloyed steels – “nothing intimidates us.”

Reil is very much a hands-on general manager. “I started working here when I was probably three. Tome it’s fun, I’ve always liked machining. For a while Iwent out and did some things of my own, and one ofthem was selling software. Then I got to see so manyshops, because I was doing demos and stuff, and I justhad such a hankering to come back. It gets in yourblood, I guess. To me it’s not work; it’s fun.”

Reil Industries got into CNC in 1978, and still hassome of its vintage machines. “We’ve got abouteighteen CNC machines, and they go from American toGerman to Japanese back to made in the USA,depending on where our [Canadian] dollar was andthe economy when we bought them. And delivery;availability was important. My feeling for Haasmachines is they’re the best dollar value around,” saysthe senior Reil. His son echoes this sentiment. “Wedecided to buy the Haas VF-8 because it’s a good dollarvalue, and because of the size of the table. We wereturning down work because we just couldn’t cut it inthe envelope we had. The Haas was the only one ofthat size that was reasonably priced. We bought basedon capability, too, not just capacity. That goes for boththe VF-8 and the SL-30 – there’s good power behind it.”

story and shop photos by Scott Weersing

photo courtesy NASA

20 CNC MACHINING

At first glance, you might think they’re

worlds apart, but upon closer inspection,

you’ll find they share a very high-tech

common thread: They each use position

transducers to record specialized

information. Once the exclusive realm of

experimental aircraft, this technology is now

used extensively in all types of industrial

settings, from food processing to

motorsports to automotive safety testing.

WHAT DO CRASH TEST DUMMIESAND UNMANNED AERIAL VEHICLESHAVE IN COMMON?

photo courtesy NASA

photo courtesy GETTY IMAGES

Collecting such information during flighttesting allows engineers and designers to“see” – through measured and recorded data – exactly what an aircraft’s individualcomponents and subsystems are doingduring the test. But transducers paint onlypart of the picture. It is also necessary toknow what’s happening aerodynamically:What external forces are acting upon theaircraft during testing? This information iscollected by measuring airflow data. SinceSpaceAge Control was already wellestablished as a supplier of high-precisiontransducers, it was only natural for thecompany to expand its scope and developflight test air data products.

Commonly know as air data booms,these devices attach to the nose or wing of anairplane or helicopter to provide airflowinformation – speed, pressure, angle, etc.Most air data booms contain pickups tomeasure total and static pressure, and havevanes to measure angle of attack and sideslip.The vanes, also called airflow directiontransmitters or flow-angle sensors, arecoupled to precision potentiometers toprovide an electrical signal indicating airflowdirection relative to the air data boom’slongitudinal axis.

While initially designed for use onaircraft, position transducers and air databooms have also found their way onto Indy,CART and NASCAR racing cars. By analyzingdata collected during track and wind tunneltesting, race teams can modify their vehiclesto improve performance.


SpaceAge Control, Inc., of Palmdale,California, has been manufacturing positiontransducers for more than 30 years. Thecompany was founded in 1968 to design andmanufacture pilot protection devices forspace-based and high-performance testaircraft. Two years later, they were awarded acontract to produce high-precision, small-format position transducers for aircraft flight-control testing at NASA’s Dryden FlightResearch Center – a veritable hotbed ofexperimental aircraft testing convenientlylocated at nearby Edwards Air Force Base.The success of that first product ledSpaceAge Control to develop and produce acomplete line of position transducers thatsoon saw use by virtually all U.S., Canadianand European aerospace companies forresearch, development and testing.

Position transducers convert mechanicalmotion into electrical signals that can then bemeasured, recorded or transmitted. A typicaltransducer consists of a stainless steelextension cable, a spring-loaded drum and aprecision rotary sensor. The cable is wrappedon the drum (much like fishing line on a reel),and the drum is attached to the rotary sensor.The body of the transducer is mounted in afixed position and the extension cable isconnected to a moving object. As the objectmoves, the cable extends and retracts,rotating the drum. This causes the precisionrotary sensor to produce an electrical outputthat is proportional to the distance the cabletravels. The measured electrical outputreflects the position, direction or rate ofmotion of the moving object.

Position transducers

convert mechanical

motion into electrical

signals that can then

be measured, recorded

or transmitted.

photo courtesy NASA

24 CNC MACHINING

In the early 1990s, it became apparentthat SpaceAge Control’s products hadpotential applications for other industries aswell, so the company began marketing itsposition transducers outside of aerospace.“We started a program called the EvaluationPosition Transducer Program,” relates TomAnderson III, general manager. “Many peopleweren’t certain that a transducer would servetheir application, and I wasn’t in the positionto guarantee that it would. But I would shipone out to you for free: If it doesn’t work, thenship it back, and if it does, then purchase it.”The free evaluation program helped thecompany grow, as new industries –entertainment, trucking, medical and more –discovered uses for position transducers.

Today, five of the world’s seven largestauto manufacturing companies and all sevenof the world’s largest aerospace companiesmake extensive use of SpaceAge Controlproducts. It’s a statistic the company is proudof: A world map hanging in the office showsthe 40 countries where their products are inuse. “What do you think this dot high abovethe map is for?” Anderson asks. “Well, it’s forouter space. We have position transducersmonitoring a bellows system on theInternational Space Station.”

While the company’s products aredecidedly high-tech, their manufacturingprocesses were decidedly low-tech in thebeginning. In the early days, the companyhad 15 manual mills that were used to makethe transducers and air data booms. But asmore and more companies began using theirproducts, it became necessary for SpaceAgeControl to reconsider its operations. “We gotto the point with the manual machines thatwe couldn’t keep up with production,” saysAnderson. “So we chose to subcontract workto nearby job shops, while using the manualmachines for prototyping and custom work.

“In about 1998,” Anderson continues, “I was looking at the books and noticed wehad spent more than four hundred thousanddollars on outside machined parts. Wedecided then to get our own CNC machines inhere. The bottom line is that having our ownmodern machine shop saves us money.”

It has also saved production time andeliminated a number of problems, saysAnderson. “We were complying with ISO 9001standards, which made it hard to work withsome job shops. We had to get three quotes,so I would have to call the shops and ask themwhen we were going to get their quote. Thereis no way you can measure the headacheswe’ve avoided by having our own machineshop. The fewer people you have to deal with,the fewer problems you’re going to have.”

It didn’t take long to realize substantialsavings of both time and money. “Before,”says Anderson, “it would sometimes take upto 90 days to get parts, because our vendorshad larger orders to fill. If they got an orderfor a thousand parts from someone else,then my parts would get set aside. Now,parts production better matches thedemands of assembly.”

The decision to switch to CNC was a no-brainer for SpaceAge: It was necessary tokeep up with demand and remain competitive.The decision to purchase Haas CNC machines,Anderson says, was just as easy. First, hetalked with the people at the job shops thatwere already making his parts. Then he didfurther homework by visiting trade shows.The Haas name kept coming up. “We wereHaas fans before we had our own, becausethe job shops we used all had Haas machines.We did some research and continued to heargood things,” Anderson relates. “No matterwho you are or what you make, there is oftena little dirt some place, but I’ve never heardanything bad about Haas.”

WINTER 2003 25

“There is no way you can

measure the headaches

we’ve avoided by having our

own machine shop. The

fewer people you have to

deal with, the fewer problems

you’re going to have.”

Machine shop manager Robert Curtis,who has only six months experience on theHaas machines, echoes Allain’s opinion. “Mybackground was with Japanese machines andFadals,” he says. “It was an easy conversionfor me to come in here and start using theHaas machines. The programming is in manyways easier than on other machines, and theediting is a piece of cake. We have multipleprograms loaded into the memory, and sinceour parts are very similar to one another, weoften do the editing right at the control.”

“We all like using the Quick Code toprogram,” adds Allain, “because sometimesyou don’t remember everything. It gives us allthe information we need right there at thecontrol.” He also likes the background editfeature. “With long cycle times, I’m able toedit one program while another is running.That feature keeps me ahead.”

Although some of the more complexparts are programmed offline using CAD/CAMsoftware and loaded into the machinethrough the floppy disk drive, many parts,such as the drum for a position transducer,are programmed right at the control.

“The drum is the part of the transducerthat the cable wraps around,” explains Curtis.“The other end of the cable is then attachedto whatever you want to measure. The drumhas two sets of identical pockets – three largeand three small – that have to be milledaround the center. With the Haas control, I’mable to program just one of the pockets ineach set, and then use the G68 rotationfeature to move the pocket to the two otherpositions without having to write all the codeover again. The G68 just makes theprogramming much easier.”


SpaceAge Control’s first purchase was aVF-2 in 1999, and four more Haas machineswere added over the next three years. “It wasimportant to standardize the machines,” saysTom Anderson IV, application developmentmanager and son of the general manager.“We might have been able to save money bybuying used machines, or machines fromdifferent manufacturers, but we wanted tostandardize the controls.”

That turned out to be a good choice,notes the elder Anderson. “Haas hasdemonstrated time and again that if we havea technical problem, we pick up the phone,call them and get an answer. If it’s amechanical problem and we can’t correct itourselves, they’re out here in a heartbeat,” hesays. “I’ve become a firm believer. If I needmore machines, I don’t have to lookanywhere else.”

The shop began with two machinists andtwo machines, and has since grown to itscurrent size of 9,000 square feet with fiveHaas machines, including an SL-20 lathe. “Byhaving our own shop, we can prioritize ourown work; we can control our own destiny,”says Tom Anderson III.

Although the CNC machine shop is still in its infancy – its most veteran member hasworked there for just 13 months – the user-friendly Haas control has allowed thecompany to maintain production levels,despite a turnover in machinists. “People who have previous experience with CNCdon’t have any problems picking up the Haascontrol,” says Sergio Allain, who is theveteran of the shop. “When they say friendly control, they mean it; the Haas is a friendly control.”

“We have multiple programs

loaded into the memory, and

since our parts are very

similar to one another, we

often do the editing right at

the control.”

Position transducers from SpaceAgeControl are used by countless industries incountless ways. Railroads are now usingtransducers to monitor displacement andvibration. The collected information is used todesign better suspension components and totroubleshoot reliability issues. A recreationalequipment company has used transducers tomonitor the effects of high winds on its tents,to determine their structural integrity underextreme conditions. And transducers havebeen used to monitor flight control surfaceson today’s latest unmanned aerial vehicles,such as the Northrop Grumman Global Hawkand Fire Scout.

NASA has also used the company’s airdata booms and position transducers since1993, to improve thrust redirecting of engineexhaust on the F-15, as well as for otherprograms. “A new project they’ll be using ourcomponents for,” says Anderson IV, “is aninvestigation into reducing the noise level ofsonic booms, so that business aircraft can bemade to go supersonic without disruptingsurrounding communities.”

“Last year, aerospace was our biggestmarket for transducers,” adds Anderson III,“but the year before that it was theautomotive sector.” Which brings us back tothe crash test dummy. “We have all seen theads with a car hitting a barrier. They set uptransducers on the chest cavity of the crashtest dummy to check deflection of the ribcage. We also have units in the knees andshoulders.” The transducers are able toconvert the movement from the jarring crashinto electrical signals for detailed analysis,allowing engineers to improve the safety of automobiles.

While it’s unlikely you’ll ever see aposition transducer or an air data boom fromSpaceAge Control, there’s little doubt thatyou’ll benefit from their use. The datacollected from these high-tech devices hashelped test some of the most innovativemachines of the past, the present and the future.

SpaceAge Control

661-273-3000


Machined out of 303 stainless, thefinished drum is only 0.080" thick at the 1.5"outer diameter. It is first turned to size on theSL-20 lathe, and then moved to a VF-0 forthe milling operations. The larger pocketsare roughed out first, using a 3/16" endmill.Then a 1/16" endmill cuts the three smallerpockets before a number of 0.041" diameterholes are drilled.

Curtis says he’s pleased with thepositioning accuracy of the Haas. “Themachines at my previous job had a bit of aproblem holding the accuracy; I don’t havethat problem with the Haas.” He’s alsopleased with the change from working in ajob shop to managing a machine shop in aproduction environment. “It’s wonderful forme to be able to walk over and talk with theinspector and the engineer about anyproblems we might have in machining apart,” he says. “The feedback is great.”

This not only improves the quality of theparts, but also makes handling special jobsquick and easy. “If we get a call from acustomer who needs something right now,even though we have a backlog, we can shutdown the current order and hammer out theparts we need the next day,” says Anderson.“We couldn’t do that when we were sendingparts out to a job shop.”

The same is true of prototype parts,especially with the newest addition to thecompany’s machine tool arsenal: a Haas MiniMill equipped with a Haas 5C collet indexer.“The original reason for the Mini Mill wasthat it would be nice to do prototype workon,” says Anderson, “but we’ve used it forproduction work, too.” And as the demandfor the company’s products continues togrow, the added capacity is welcome.

“With the Haas control, I’m

able to program just one of

the pockets in each set, and

then use the G68 rotation

feature to move the pocket to

the two other positions

without having to write all the

code over again.”

One feature that attracts students tothe PRL is its location. Situated right inthe center of the Stanford campus, itbrings in students from all walks of life.There are the expected ones, of course,such as the mechanical engineeringstudents taking required lab courses.Then there are the graduate studentswho are specializing in manufacturingengineering. But there are also thosewho just hear that great things are goingon at the PRL and decide to give it a try.“Students walk by and wonder whatthose crazy engineers are doing inhere,” says Kuchenbecker. “They hearabout what we’re doing, and before youknow it, they’re signing up for classes.”

“For the students, this lab is anattractive place,” says Beach. “It’s rightacross the street from the student union.There’s a lot of natural light in here, andthere’s a strong sense of community,with students working together to solveproblems and create things.”

While most universities have amachine shop for engineering, it is oftenhidden away in a basement and usedonly by students taking labs. But thePRL is open 6 days a week for anyone touse, as long as they’re willing to learnand have gone through the safety-training course.

“The lab time is divided intostructured activities and open lab,”explains Beach. “During open lab, weessentially invite the whole universityto come here and play.” The PRL isequipped with a Haas VF-0 and twoHaas Mini Mills; there are also manualknee mills for traditional machining, aswell as woodworking, foundry, plasticsmolding, welding, finishing andmetrology tools. Students get evenmore practical experience with the lab’slaser cutting machine and injectionmolding machine.

While Stanford is known today as apre-eminent research university, it wasnot always that way. “It wasn’t untilafter World War Two that Stanfordbecame a research institution,” saysBeach. “But there have always beenprofessors who wanted to maintain themachine shop.”

The school’s first machine shopwas actually a blacksmith’s shop. In1876, Leland Stanford, who made hisfortune building the Central Pacificrailroad, bought 650 acres south of SanFrancisco and established the Palo AltoFarm. It was here that blacksmithscreated horseshoes for the trottersraised on the farm.

When Jane and Leland Stanford’sonly son, Leland Jr., passed away at theyoung age of 15, the couple decided toopen a university in his memory.Leland Stanford Jr. University openedits doors in 1891.


n machine shops acrossthe country, a jarringcommunication gapoften exists, yet it goeslargely unnoticed.

“I need this part made out ofthis material,” says the engineer.

“How do you want me to millthis?” asks the machinist, notexpecting a response.

“I don’t know, I just need it assoon as possible,” whines theengineer.

”What tools do you want meto use?” asks the machinist, alreadythinking of the possibilities.

“I don’t know, I gotta go. Ihave more important things to do,”says the engineer, abruptly endingthe conversation.

To some, this scenario mightsound frustratingly familiar, but itdoesn’t have to be this way. At leastone learning institution is workingto bridge the communication gapbetween those who design andengineer parts and those whomachine them.

At Stanford University, futureengineers and product designersare moving out of the classroomand into the machine shop in order to get a better grasp ofmanufacturing processes, designmethods and, most of all,communication. On the school’sNorthern California campus is theStanford Product Realization Lab(PRL), a unique machine shopwhere students use the latestvertical machining centers fromHaas Automation to make theirown parts – and find out first handjust what it takes to bring theirdesigns to life.

“Some schools do a great jobwith the analytical,” says DavidBeach, PRL director and teachingprofessor of the Design Division at Stanford’s Department ofMechanical Engineering. “But veryfew schools do things that lead tojudgment and instinct about themanufacturing process. Studentshere have a real edge.”

“Stanford is very researchoriented and very theoretical,” says Katherine Kuchenbecker, aStanford graduate engineeringstudent. “And there are somepeople higher up who don’t realizethe value in learning the practicaltraining. It is so important to comeinto the lab and mill somethingbefore you go off and try to design something.”

Story &

Photos

Scott

Weersing

Stanford University: ImprovingCommunicationThroughHands-OnExperience

Most students gettheir start in the labwith an undergraduateengineering courseon manufacturing.

I

Guiding the students is a team ofteaching assistants, better known asTAs, who oversee the lab and teach thelab sections. “The TAs want to be heroesfor the roughly 500 students a year whouse this facility,” says Beach. “Theywant to be their design coach, mentor,consultant and manufacturing tutor.Our success in getting students excitedabout imagining something and thencreating it physically is largely becauseof the TAs.”

“We aren’t grading papers likeother TAs,” says Kuchenbecker.“Instead, we’re trying to keep studentsfrom breaking tools and crashingmachines.” In the ME 213 course,students learn to use the machines byfirst cutting a license plate out of plasticsign stock. The unique license platesdecorate the walls of the lab and qualifystudents to “drive” the Haas machines.

“Students learn communication inthese classes,” says Beach. “Those whoare becoming design engineers andmanufacturing engineers now mighthave enough sense and experience totalk with whoever is going to build whatthey have designed. And these studentswill have respect for the machinists andpay attention to what they have to say.Students coming out of this class shouldbe able to interact with machinists toboth create parts and have meaningfuldiscussions,” he adds.

But the engineering students aren’tthe only ones using the Haas machines.Students in the graduate design programare also learning to manufacture theircreations using the Haas machines, andother classes have developed a variety ofproducts, including medical devices,model yachts, bikes and jewelry.

Stanford has always had a traditionof providing electives to broaden theeducation of students. “We even offer awood shop class,” says Beach, “becausemany of our students didn’t have anopportunity to work with their handswhile they were in high school.”

It’s this hands-on training that is keyto improving the communicationbetween engineers and machinists. Byknowing what it actually takes tomachine a part, engineers and designersare much more able to tell the people onthe shop floor what they need.

But communication doesn’t, andshouldn’t, stop there. Stanford is alsoworking to improve communication onthe business side of things. To bridge thegap between the entrepreneur and theengineer, the school has developed acourse entitled Integrated Design forMarketing and Manufacturing, wherebusiness students work with engineersto plan and implement the manufactureof a product. “The program is great inthat engineers and business people get toknow each other’s values,” says Beach.

So, while the students at Stanfordmay never machine another part oncethey enter the business world, theirpractical experience in machining willserve them well. Understanding theprocess will allow them tocommunicate better with productionmanagers and machinists.

Stanford Product Realization Lab

650-723-3917


Machine shops were part of theuniversity from the start. Not only didthe founders want students to learn, theywanted students to make things; it had been one of young Leland’s maininterests. Before his death, Leland Jr.wrote in a letter, “Mama and Papa havepromised to give me a complete machineshop at Palo Alto.” When Jane Stanfordvisited the machine shop on oneoccasion, she remarked, “If my boy werestill alive, this is where he would be.”

One of the objectives of Stanforduniversity is to “train students forpersonal success and direct usefulnessin life.” This mission is still carried outin the PRL, as students take what theyhave learned in the classroom and applyit to machining and manufacturing.“The imagination needs to be cultivatedand developed to assure success in life,” Leland Stanford wrote. ”A manwill never construct anything he cannot conceive.”

The machine shop was under-useduntil machining caught up withcomputers and CNC controls. “Our firstCNC machine was a Japanese modelwhich had little memory and didn’thold cutting fluids very well. Youpractically had to wear a raincoat if youwanted to stand in front of it,” reportsBeach. “But then one of our formerstudents, Ken Martin, bought a newHaas VF-2 and asked if we wanted hisold VF-0. We had a grant that wouldmatch donations dollar for dollar, andthe university accepted the value of theVF-0, which gave us the matching fundsto buy two Haas Mini Mills in 2000.

“Since the Haas machines havecome in, we’ve been able to increasethe enrollment in labs and courses,”notes Beach. “Everybody feels that theHaas machines are user-friendly andmore accessible. As the word got out onthe street, the demand started to build,and so the popularity of the lab hasgone off the charts.”

Most students get their start in thelab with an undergraduate engineeringcourse on manufacturing. After that brieftaste of machining, many return to takeME 213: Computer-Aided Prototypingand Design. In this class, students attenda lecture twice a week from ProfessorBeach, and then a 4-hour session in thePRL, where they design and make avariety of things, such as bottle openers,bicycle parts and mold inserts.

For the design stage, the PRL has aloft equipped with personal computersrunning the latest software. Studentsuse the SolidEdge CAD program, aswell as a digitizing device fromImmersion Corporation, to input theirdesigns to the computers. The lab alsohas 12 seats of GibbsCAM 2000. Thefinished programs are then fed into theVMCs through the RS-232 ports.

“The imagination needs to becultivated and developed to assure

success in life. A man will neverconstruct anything he cannot conceive.”

> NEW PRODUCTS

WINTER 2003 35

high-torque gearbox to yield 1,400 ft-lbof spindle torque for heavy cutting, andspeeds to 2,400 rpm for finish work andhigh surface feedrates. On-the-fly wye-delta switching provides the hightorque and wide

constant-horsepower band necessaryfor constant surface speed cuts.

To accommodate large-diametertubing, a Big Bore version of the SL-40Lis also available. This option upgradesthe machine to an A2-11 spindle noseand features a 6.75" through-bore(chuck, draw tube and hydrauliccoupling are not included). To supportextra-long parts through the bore, arear chuck provision is available thatallows an air chuck to be mounted to

the rear of the spindle. An optionalsteady rest platform is alsoavailable to provide increased

support for turning and boringlong shafts. Hydraulic power for the

steady rest is provided by the

lathe, and the gripper (not supplied) isactivated automatically via M code.

Other options for the SL-40L Long-Bed lathe include live tooling , full Caxis, high-pressure coolant, a chip augerand a tool-presetter system. A numberof control options are also available,including expanded program memory,Ethernet interface, user-definablemacros and Haas’ conversational VisualQuick Code programming system.

Like all Haas machines, the SL-40Lfeatures the powerful and user-friendlyHaas control. Designed and built in-house, it is optimized specifically forHaas machines. The Haas CNC acceptsISO standard G code and is compatiblewith all major CAM systems.

Five-axis machining, once theexclusive realm of high-end machineshops and aerospace contractors, is seeingmuch more common use today as a meansto reduce setup time and increase accuracyfor complex parts. While the benefits areundeniable, investing in a 5-axis machinetool can be prohibitively expensive,especially for smaller shops.

The new TR160, TR210 and TR310dual-axis trunnion rotary tables from Haas Automation, however, put 5-axiscapabilities well within reach of theaverage job shop. These simple bolt-onsolutions for machining complex parts canturn almost any 3-axis mill into a 5-axisworkhorse – and at a fraction of the cost ofa 5-axis machining center. They are idealfor such industries as model making, tool& die and aerospace, where complexshapes, multi-sided machining and 5-axiswork are the norm.

Available in three sizes (160 mm, 210mm and 310 mm platters) to fit almost anywork envelope, the TR series dual-axistrunnions bolt directly to the table of a 3-axis VMC to provide 5-axis motion orposition parts to nearly any angle for multi-sided machining. Yet, like all Haas rotary

tables, they can easily be removedwhen not needed.

All three trunniontables are driven bypowerful brushlessservo motors on bothaxes, and provide ±120°of tilt on the A axis and a full 360° ofrotation on the B axis. Each features aprecision-ground platter of heat-treated4140 alloy steel, with six standard T-slots(0.625") equally spaced at 60 degrees foreasy fixturing. Three servo controlconfigurations are available, making theTR160, TR210 and TR310 easy to interfaceto almost any machine, whether it’s aHaas or another brand.

The smallest of the TR series, theTR160, features a compact footprint of just 39" x 14", and has a maximum part capacity of 80 lb and a maximum partswing of 17.5". The TR210 features a 200 lb capacity and 23.5" swing, and the TR310 handles parts up to 500 lb andhas a 31" swing. Platter speeds for thethree models are 80°/sec, 60°/sec and 50°/sec respectively. Additionalspecification are available online atwww.haascnc.com/products/rotary/.

Like all Haas products, the TR seriestrunnion tables are built entirely in theUSA, from top-quality materials and toexacting specifications. This guaranteesthe exceptional accuracy and reliabilityHaas is known for.

If you’re searching for an economicalsolution to 5-axis machining, look nofurther. The new TR series Trunnion RotaryTables from Haas are the answer.

> NEW PRODUCTS

Long shafts and tubing poseunique challenges for turning centers,especially when deep-hole drilling andboring are involved. To meet thosechallenges Haas Automation, Inc.,introduces the new SL-40L Long-Bedlathe – a machine designed specificallyto handle long parts, from oil fieldcomponents to automotive drive shaftsto machinery rollers.

The Haas SL-40L Long-Bed is anextended version of the company’s

shop-proven SL-40 turning center thatprovides a maximum cutting length of80" (nearly twice that of the standardSL-40) and a maximum cuttingdiameter of 25.5". It also comesequipped with a fully programmablehydraulic tailstock.

In standard form, the machinefeatures a 15" chuck and an A2-8spindle nose that provides a barcapacity of 4.0". A 40-hp (peak) vectordual-drive system combines with a

34 CNC MACHINING

When Haas Automation, Inc., first introduced its line of Minimachines – the Mini Mill, Super Mini Mill and Mini Lathe – ittook the industry by storm. These innovative productsprovided a previously unheard-of combination of highcapabilities, compact footprint and affordable price. Haascontinues that trend with the latest addition to the Mini line –the new Mini HMC.

The Haas Mini HMC is a compact horizontal machiningcenter with a generous 15" x 15" x 10" (xyz) work cube, a twinpallet changer and built-in 4th axis capabilities. The machine isequipped with a 12,000-rpm, 40-taper spindle that features aunique inline, direct-drive system that couples the motordirectly to the spindle rather than using belts. This results in lessvibration, less heat and less noise than other drive systems,providing better surface finishes, extreme thermal stabilityand very quiet operation. Powered by a 30-hp vector drivesystem, the spindle yields plenty of low-end torque, as wellas the speed necessary for high-speed machining operations.

High speed and extreme versatility were the key design criteria forthis innovative machine. The Mini HMC features a twin pallet changer (300 mm pallets) that allows the operator to loadand unload parts on one pallet while the machine mills parts on the other. Once machining is complete, a servo-drivenchanger swaps pallets in approximately 2 seconds to maintain nearly constant spindle time. A built-in 4th axis providesprecise positioning for multi-sided parts and tombstones, or allows simultaneous 4-axis motion for complex geometries.Ultra-fast ballscrews and high-torque servo motors on all axes provide rapids up to 1,400 ipm and accelerations to 0.75 gto reduce cycle times, and a 24-pocket side-mount tool changer swaps tools in just 2.8 seconds.

While gravity helps clear the chips, there is also plenty of coolant available for any machining operation. The MiniHMC features a large-capacity coolant tank and a high-volume coolant pump. The user-friendly Haas CNC systemprovides seamless machine operation and is easy to learn and operate.

The new Mini HMC from Haas Automation, Inc., is a state-of-the-art horizontal machining center that provides high-speed milling capabilities in an affordable package designed to pump up a shop’s parts volume.

Haas Mini Series Expands with Mini HMC

Haas SL-40L Long-Bed Lathe Ready for Big Parts >>

Convert Your 3-Axis Millto a 5-Axis Workhorse

program. The machine will continue onfrom that point I had pulled away at.Can I do that on a Haas mill?

Daniel Grisin

Dear Daniel:

Yes, Haas mills have a run-stop-jog-continue (RSJC) feature that allowsthe operator to interrupt programexecution, jog away from the part toperform a desired task, and then returnto the interruption point and resumeprogram execution. Once RSJC isinitiated, the operator is able to stop andstart the spindle, jog the XYZ axesindividually (axes other than X, Y, and Zcannot be jogged), or command a toolrelease. The following describes theRSJC procedure. (Haas mill controlsoftware version 11.20 and above.)

1) While a program is running,press FEED HOLD. This will stop allmotion (after any canned cycle inprocess has been completed.)

2) Press X, Y or Z followed by theHANDLE JOG key. The control willstore the current X, Y or Z position. Axesother than X, Y, and Z cannot be jogged.

3) At this point, the control willdisplay the message JOG AWAY, andwill tick once each second or so. Theoperator can use the jog handle, remotejog handle, the HANDLE JOGincrement buttons (.0001/.1, .001/1.,.01/10., .1/100.) or the JOG LOCKbuttons to move the tool away from thepart. Now you can use the COOLNTkey to cycle the coolant, and CW, CCW,STOP to operate the spindle. You can

also use the TOOL RELEASE button,and turn Through-Spindle Coolant(TSC) on and off using the AUX CLNTkey. Note that using AUX CLNTrequires that the spindle be rotating andthat the door be closed. At this pointtools can be swapped out and theassociated length and diameter offsetsadjusted. However, when the programis continued, the old offsets will still beused for the return position and anymotion commands already in the queue.It is therefore unsafe to swap out toolsand adjust offsets when the program isinterrupted during a cut.

4) When you’re ready to continue,jog to a position as close as possible tothe stored position, or to a point wherethere will be an unobstructed rapid pathback to the stored position.

5) Return to the previous mode bypressing MEM, MDI or DNC. Thecontrol will only continue normally ifthe mode that was in effect at the time ofthe interrupt is re-entered.

6) Press CYCLE START. The controlwill display the message JOG RETURNand rapid X and Y at 5% to the positionwhere FEED HOLD was pressed; then itwill do the same for Z. The rapid rateoverride keys have no effect during JOGRETURN. Note that the control will notfollow the path the operator used to jogaway. Instead, it will perform simplemoves without regard for obstacles.Therefore, a crash is possible. If FEEDHOLD is pressed during this motion, thecontrol will go into a feed hold state anddisplay the message JOG RETURNHOLD. Pressing CYCLE START willcause the control to resume the JOGRETURN motion. When the motion iscompleted, the control will again go intoa feed hold state.

7) Press CYCLE START again andthe program will resume normaloperation.

Sincerely,Haas Applications

WINTER 2003 37

> the ANSWER MAN

Dear Applications:

When I’m setting up a new job, isthere a way to clear my offsets all atonce? Right now I go through and zeroeach one separately, by pressing 0 andthen F1 for each offset. I would like tobe able to do them all at once.

Walter Stevens

Dear Walter:

Yes, you can clear all of your offsetsat once, with a single button and withverification. To do this, go to the offsetdisplay you wish to clear – tool offsets,work offsets or wear offsets – and pressORIGIN. The control will ask “ZEROALL (Y/N)?” to verify the change. If youpress Y, then all the offsets in that sectionwill be zeroed. If you have the Haasmacro option, this will also work forclearing macro variables. (Haas millcontrol software version 10.02 and above;Haas lathe control ver. 3.00 and above.)


•••

Dear Applications:

I was going through all the settingsI have available to adjust on my newHaas VF-4 and noticed Setting 103, CYCSTART/FH SAME KEY. How do I usethis setting?

Ralph Warren

Dear Ralph:

Setting 103 is really useful whenyou’re carefully setting up and runningthrough a program. When Setting 103 ison, the Cycle Start and Feed Holdfunctions are both controlled by theCYCLE START button. When CYCLESTART is pressed and held in, themachine will run through the program;when it’s released, the machine willstop in a feed hold. This gives you muchbetter control when setting up a newprogram. This feature should be turned

off when you’re done using it. Setting103 can be changed while you’rerunning a program, but it cannot be onwhen Setting 104 is on. (Haas millcontrol software version 9.06 and above;Haas lathe control ver. 4.11 and above.)


•••

Dear Applications:

Is it possible to enlarge the imageon the Graphics display to show moredetail when it is running through aprogram?

Jose Cruz

Dear Jose:

Yes, you can zoom in on thegraphic image to enlarge the sectionthat you’re interested in (the graphicswill also appear to run more slowlywhen enlarged). To do this, first run theprogram in Graphics, then press F2 andthe PAGE DOWN and arrow keys toselect the tool path portion you wantenlarged. Press WRITE/ENTER toaccept the zoom view, and CYCLESTART to run the program again. You’llhave a much better view of the area you selected.

You can also use the SINGLEBLOCK key to step through theprogram line by line, whether in zoommode or overview. Press SINGLEBLOCK, then F3 (to display axispositions), then F4 (to display theprogram G code). Now, each press ofthe CYCLE START button will run oneline of the program.

If Setting 104 (Jog Handle to SingleBlock) is turned on and you press SINGLE BLOCK, then eachcounterclockwise click of the jog handlewill execute one program line. Turningthe jog handle clockwise will cause afeed hold. (Note: You can change Setting104 while a program is running, but it

can’t be on at the same time Setting 103is on.)

If you don’t need to see rapid pathsand drill points, you can simplify thegraphic image by turning off Setting 4(rapids) and Setting 5 (drill points).(Haas mill control software version 9.06and above; Haas lathe control ver. 4.11and above.)


•••

Dear Applications:

Is there a way to use the Haascontrol to delete a program file from afloppy disk?

Gwen Drury

Dear Gwen:

Yes, Haas machines allow you todelete files from a floppy disk. (Note:This requires the latest floppy driverEPROM chip version FV 2.11.) Go to theLIST PROG display page and type “DEL<filename>” (where <filename> is thename of the file you want to delete fromthe floppy disk). Press WRITE/ENTERto delete the file. The message “FLOPPYDELETE” will appear, and the file willbe deleted from the floppy disk. If youneed to see the list of file names on thefloppy, press F4 and then, when the“DISK DONE” message is displayed,press EDIT. (Haas mill control softwareversion 9.63 and above; Haas lathecontrol ver. 3.00 and above.)


•••

Dear Applications:

On another CNC machine, I amable to feed hold in the middle of amilling cut and handle jog away, tocheck the tool and/or the part, and thenpress Cycle Start to continue the

36 CNC MACHINING

> the ANSWER MAN

IN THE TRADITION OF PROVIDING UNCOMMON CAPABILITY AT

COMMON-SENSE PRICES, THE HAAS SUPER VF-2 MACHINING

CENTER OFFERS SUPER FAST METAL PROCESSING WITH A MINIMAL

SPACE REQUIREMENT AND AN AFFORDABLE PRICE.

HAAS – HIGH TECHNOLOGY THAT IS A REAL VALUE.

THE HAAS SUPER VF-2 VERTICAL MACHINING CENTER

Rough. Contour. Finish. Next.

inside! of controlmatterit’s a€¦ · motorsports (hms). back in 1986, he formed the first...

Documents