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CAMAQ 2015-2016

Product Development &

Systems Integration

Pylon for installation of the

PW305A engine on the

CRJ-700

Executive Summary

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ACKNOWLEDGMENTS

Bombardier Aerospace École Polytechnique de Montréal Marco Beaulieu Nour Aimène Warren Hall

Normand Bonhomme Benedict Besner Martin Leclerc

Olivier De Melo Roy Martin Cardonne Grant McSorley

Jean-Marc Leclerc Martine Gagnon

André Montpetit

Alexandre St-Jean

Bell Helicopter Pratt & Whitney Canada

Daniel Carrier François Brophy

Pat Spina Frank Caruso

David Kafshbarghi

CAMAQ Mario Laliberté

Maryse Bélanger Hubert Marcotte

Éric Edstrom François Provencher

Nathalie Paré Michel René

Richard Ullyott

École Nationale d’Aérotechnique Transport Canada Dominique Gonthier Jean-Pierre Francoeur

Louis-Philippe Tousignant José Martin

This project required a huge amount of work, research and dedication. The

successful completion of the project would not have been possible if we did

not have the support of many individuals and organizations. Therefore,

Pyloneers would like to extend its sincere gratitude to all the partners.

1

PROJECT SCOPE The Product Development and Systems Integration (PDSI) Project is a simulation of integrated product

development from the Requirements Review to the Production Readiness Review. A team of 16

aerospace engineering students were tasked with the design, manufacturing, testing and certification

of a pylon to retrofit the P&WC’s PW305A engine on the Bombardier CRJ-700 aircraft.

In order to complete the eight month design process, the team adopted concurrent engineering

methods to deliver a solution fulfilling clients’ requirements as well as certification regulations. The team

completed specific deliverables for the proposed solution within time, budget and resource constraints.

Main activities included designing the pylon structure and systems, testing a critical component and

developing a complete production plan.

Requirements

Review

Advanced

Concept

Review

Preliminary

Design

Review

Critical

Design

Review

Production

Readiness

Review

TABLE OF CONTENTS 1

2-3

4

5

6-7-8

9

10-11

12

13

14-15

16-17

PROJECT SCOPE

TEAM PRESENTATION

FINAL PRODUCT

PROJECT PHASES

DESIGN OVERVIEW

ANALYSES

MANUFACTURING

TESTING

CERTIFICATION

PROJECT MANAGEMENT

LESSONS LEARNED

2

Ma

na

ge

me

nt

Antoine Cadotte Project Manager

Canada

Romain Grard Vice Project Manager

France

Carlos Gajardo Configuration Manager

Structure Specialist

Spain

In charge of leading 16 team members, the project management team's responsibilities include

risk mitigation, budget and time management, cost and weight optimization, as well as the

establishment of a business case to evaluate the company’s profitability.

Configuration management supports the implementation of Integrated Product Development

(IPD). It involves different methodologies to control the evolution of the Bill of Material (BOM) by

defining and tracking engineering changes.

Str

uc

ture

Julien Kuzdzal Team Lead

Communication Manager

France

Renaud Logre Structure Specialist

France

Jérémi Roussel Structure Specialist

Canada

The structure department is responsible for the design of the whole structure of the pylon, which

links the engine to the aircraft and accommodates the embedded systems. The scope of the

design ranges from the primary structure—engine mounts, structural spars—to the secondary

structure—skins, leading edge and trailing edge—to the firewall and the choice of fasteners.

Sy

ste

ms

Sébastien Lortie Team Lead

Canada

Ronak Lakhani Systems Specialist India

Antonio Gajardo Systems Specialist

Certification Specialist

Spain

The main responsibility of the systems department is to design the systems from the fuselage

interface to the engine interface, both defined by Interface Control Drawings. Considering the

large quantity of systems, the primary challenge is to respect minimal clearances and

accessibility requirements in the design.

TEAM PRESENTATION

3

Ma

nu

fac

turi

ng

Karine Gaulin Team Lead

Structure Specialist

Canada

Mohamed Irfan Ali Manufacturing Specialist

India

Gaurangna Tiwari Manufacturing Specialist

India

The main responsibility of the manufacturing department is to ensure that every part in the pylon is

manufacturable and can be produced. Also, the department is in charge of planning all the

activities related to the production of the pylon such as: process plans, assembly plans and a

complete production plan including a 2D layout of the plant and a production schedule.

Test

ing

Anshika Srivastava Team Lead

India

Ramon Montero Testing Specialist

Systems Specialist

Venezuela

Testing department is responsible for tests required to demonstrate compliance with certification

requirements. Major tasks are to develop a test plan and execute a structural test. A prototype of

the front engine mount was tested to validate the analysis methodology used by structure

department. Also, testing must develop Requests for Test (RFT) for systems such as: engine fireX

certification test and bleed air components qualification tests.

Ce

rtific

atio

n

Alexandre Guay Team Lead

Manufacturing Specialist

Canada

Roja Tabar Certification Specialist

Iran

The main responsibility of the certification department is to ensure that the solution complies with

all the certification regulations of Transport Canada, the FAA and EASA. The department is in

charge of developing a complete certification plan, to support the subsequent certification

process of the pylon.

4

Structure Systems

1. Front Mount 6. Bleed air duct 10. Thrust Reversers

2. Rear Mount 7. Fuel lines 11. FADEC

3. Firewall 8. Hydraulic lines 12. PC & Starter-Generator

4. Leading edge 9. FireX system 13. Fire detection

5. Trailing edge

WEIGHT

The final weight of the pylon is 191.1 lbs, respecting

the NTEW requirement of 200 lbs. The weight of

every component was tracked weekly with a level

of uncertatinty that decreased over time,

reaching a level of only 2% at the end of the

project. Targets were set each week to reduce the

overall weight.

FINAL PRODUCT

COST

The cost to produce one shipset is $201,500

including a 17% margin. It was first estimated with

a top-down approach, followed by an estimation

of the manufacturing, assembly and procurement

cost for every part.

Pyloneers’ final product has to respect strict requirements that were provided at the beginning of the

project in the form of a Statement of Work (SOW) and a Technical Requirements Document (TRD). The

present design is the result of many trade-off studies to ensure compliance with all the requirements.

The driving factors taken into consideration were minimizing changes to facilitate retrofit, the rotor-burst

zones and weight reduction.

TOTAL WEIGHT : 191.1 LBS

Structure:

154.7 LBS

Systems:

36.4 LBS

SELLING PRICE : $250,000

5

RR

ACR

PDR

CDR

PRR

Requirements Review Definition of the requirements and

agreement on the scope

Creation of team structure

Development of project schedule

and budget

Creation of the Roadmap

PROJECT PHASES

Advanced Concept Review Exploration of pylon concepts to

address requirements

Risk mitigation strategy

Preliminary test plan

Definition of Certification Basis

Preliminary Design Review Preliminary Digital Mock-Up

Analysis of design elements

Production proposal with schedule

for critical items

Preliminary Certification Plan

Detailed testing proposal

Critical Design Review Detailed pylon design

Cost & Weight analysis

Production Plan proposal

Initial test results

Functional Hazard Analysis and

Systems Safety Assessment

Production Readiness Review Final pylon solution

Complete Production Plan

Final Certification Plan with means

of compliance

Life Cycle Assessment

Final drawing package

6

DESIGN OVERVIEW

PRIMARY STRUCTURE

The primary structure links the engine to the aircraft

fuselage. It is composed of two engine mounts: the

front mount bears 100% of the longitudinal loads

and 80 % of the vertical loads. The rear mount

sustains one third of the inertial loads; but bears no

load in the longitudinal direction, the thrust axis. This

load distribution is ensured by a pivot connection at

the rear mount, using two vertically aligned

spherical bearings. The mounts are titanium 6Al-4V

STA since it is the fireproof material which provides

the best compromise between allowable stress and

weight.

Both mount assemblies present the same general

configuration: the yoke is attached to a

supporting spar, linked to the fuselage, and, on

the other end, two lugs join the pads to support

the engine. The lower lug has a bottom link with a

pivot connection to accommodate for thermal

expansion and movements of the engine. Key

driving elements for the layout were the existing

interfaces with both fuselage and engine, and

minimizing the exposure of critical systems and

mounts to the rotor-burst zones.

SECONDARY STRUCTURE

The secondary structure includes the spars, the skins,

and all the components that are not part of the

primary load path. For retrofit considerations, spars

are designed to minimize any changes from the

existing structure. One spar—at fuselage station

FS1070—is totally redesigned to simplify the design as

it is no longer structural. The other spars are slightly

cut or trimmed to accommodate the firewall. The

skin closing the pylon’s box is permanently attached

to the spars with rivets and hi-lite fasteners, and is

made of ten panels. Those in the fire zone are

titanium, while the others are aluminum. Stress

analyses have been performed to

ensure that the upper skin can support 250 lbs for maintenance purposes. Five access panels allow

easy accessibility and maintainability to the pylon’s systems from below, and one from above. The

leading and trailing edge assemblies of the pylon are removable. The pylon is sealed and is resistant to

bird impact and lightning strikes.

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FIREX SYSTEM

The purpose of the fireX system is to be able to

extinguish any fires that occur in the engine. The

nozzles are located and designed to maximize

agent dispersion in the nacelle: located towards

the front to favor flow dispersion towards the back

and pointing up and down to favor dispersion

around the engine. A ground test will be made to

confirm that the current configuration is viable.

Space reservation for a third line is provided in

case the test indicates this to be necessary.

FUEL SYSTEM

The fuel system is made of two different lines: the

engine feed line and the motive flow line. Both

CRES 321 pipes are double shrouded to maximize

segregation with potential ignition sources. The

pipes are routed under the bleed air to avoid

flammable fluid leakage on the hot surface of the

bleed air duct. Other parameters are kept from

the previous design, ensuring that certification is

achievable.

BLEED AIR SYSTEM

The purpose of the bleed air system is to bring hot

air to the fuselage, to supply the Environment

Control System of the aircraft. The material selected

is CRES 321, a fireproof material able to sustain air

temperature up to 860°F. To minimize the risk of fire,

a 0.125” thick glass fiber insulation is installed around

the pipe to lower the touch temperature under the

fuel auto ignition point. The final design has a

diameter of 2.00” to respect the various

requirements specified by Bombardier and the

Certification Authorities. A bleed leak detection

system is routed alongside the bleed air to detect

any leakage event that would occur during flight.

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HYDRAULIC SYSTEM

The purpose of the hydraulic system in the pylon is to connect to

the Engine Driven Pump (EDP) in order to provide primary

hydraulic power to the airplane. All three pipes are made of

titanium to minimize risks of fire in this area. Those lines are also

routed under the bleed air to avoid flammable fluid leakage on

the bleed air pipe.

ELECTRICAL SYSTEM

The electrical system is composed of the FADEC, the thrust

reversers and the starter-generator power cables. The power

cables are AWG 00 to fit the working temperature vs current

requirements in order to be able to start the engine. A voltage

drop analysis was performed to ensure that the correct voltage

would be given to the starter-generator during engine start.

FIREWALL

The firewall’s role is to prevent propagation of

fire between the engine and the fuselage. It is

also the break point for the systems passing

through the pylon. Its position and layout

FIRE DETECTION

The fire protection system is made of two independent loops that are routed on the firewall. The wires

are routed around the potential ignition sources and flammable fluids in order to ensure the detection

of fires. There are also two other loops located in the engine’s

hottest zones since they are the

zones with the highest risk of fire.

have been defined for maintenance and accessibility purposes. It is a non-structural element made of

0.025 inch thick titanium plates, complying with the fireproof requirement, and is attached to the skin

using brackets. Seals around the front mount and nacelle close the fire zone, while the rear mount’s

design accommodates the firewall’s design.

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SYSTEMS ANALYSES

To justify the design, the team performed key analyses on the

characteristics that were driving the design. For example, the

touch temperature analysis performed on the bleed air

assured that the surface temperature is under the fuel auto

ignition temperature (~400°F). A performance analysis

proved that the minimum pressure at the fuselage interface

is above 20 psi as required per Bombardier. Also, an

expansion analysis is performed to select and position the

bellows that allow for thermal expansion of the duct.

ANALYSES

GLOBAL FINITE ELEMENTS METHOD

A GFEM is carried out to study the general

behavior of the whole pylon’s structure. The

structural geometry is inserted into the model, and

the output is the load distribution at each

element. This is used for the sizing of the

components such as the spars. The GFEM is also

used to study the pylon’s response to vibrations. A

total of 85 limit and ultimate load cases—provided

by the OEM, corresponding to various flight

conditions—have been run through this model.

The extracted loads are used as inputs for further

detailed stress analyses.

ACCESSIBILITY AND MAINTAINABILITY

For the pylon to be a viable design, PY has to

make sure that every part of it can be accessed

and removed quickly by a technician. To facilitate

this, access panels are placed at strategic

locations to provide access to all of the systems

and structural components. To demonstrate the

accessibility, manikins in CATIA V6 are used to

show that there is enough space for a hand and

a tool to fit in the required space, which also

accommodates movement.

DETAILED FINITE ELEMENTS ANALYSES

Critical load cases are identified for each component. Using the GFEM

internal loads as inputs, a finite element analysis is completed on the

two engine mounts, as well as the spars and skins, to verify the stress

levels. This analysis was part of an iterative process used to optimize the

part geometry and save weight. The front mount’s mass was thus

decreased by 18 % (55 lbs to 45 lbs), while the rear mount went from 12

lbs to 6 lbs. Final margins of safety are 3% for the front mount and 15 %

for the rear mount.

10

MANUFACTURING

PRODUCTION PLAN STRATEGY

To satisfy customer requirements, Pyloneers developed a

complete production plan strategy to demonstrate its ability

to produce between 55 and 60 new shipsets and 5 to 20

retrofit shipsets per year. A learning curve was used in order to

model the production schedule. Human factors, a pace

factor and repairs and maintenance were key elements

considered for a realistic schedule. Moreover, parallelism of

tasks allowed Pyloneers to reduce its lead time for one shipset

from 8 days to 3 days in a steady-state production. The plant

is expected to operate 3 shifts per day, 5 days per week.

RETROFIT

Retrofit was considered very early in the design process as one of the main driving factors for the design

and manufacturing. As requested by Bombardier Aerospace, the team proposed a pylon with a

minimum of design changes and no interface changes. For the retrofit pylon, the trailing edge assembly

and selected spars remain the same.

MANUFACTURING AND ASSEMBLY

Pyloneers will manufacture critical components,

such as the front & rear engine mounts and the

spars, in-house. Other elements will be bought

directly from certified suppliers as custom orders

(systems elements) or standard parts (bolts, plates,

rivets, etc…).

The plant will be equipped of two CNC machines

for the manufacturing of titanium and aluminum

components. Anodizing, the application of a

topcoat, and finishing procedures will be

performed on all aluminum parts. Manufacturing

process plans were produced for all components

produced in-house.

Pyloneers developed a layout for its plant, measuring 13,000 ft2. This layout was defined considering

space requirements for machines, jigs, automated forklifts, and tools to produce the components. The

main objective for the layout was to minimize the displacements from one station to another on the

production floor while respecting the process flow defined.

To reduce the lead time for the overall production of the pylon, the assembly process is defined with

multiple sub-assemblies, which enables workers to perform tasks in-parallel. Assembly process plans

were produced for each sub-assembly and contain tool information, operations to perform, time and

human resources required and parts to assemble.

11

FIRST FLIGHT READY PROTOTYPE

The first flight ready prototype is the first pylon which will be produced by Pyloneers and delivered to

Bombardier so that ground and flight testing can be performed to support the certification process.

For the first prototype, the same manufacturing and assembly processes will be used, although they

will take more time to account for workers’ experience. It is scheduled to be manufactured once

Pyloneers’ plant is fully equipped and functional.

First article inspection is also considered for the first prototype. The cost for the production of the first

flight ready prototype (one pylon) is estimated at $297,808, which is approximately three times that of

the steady-state production cost.

PROTOTYPES

As one of the most critical components of the pylon, two

prototypes of the front engine mount were manufactured at École

Nationale d’Aérotechnique. Those prototypes were scaled down

to 40% and made of aluminum alloy. Constant communication with

the manufacturer ensured exchange of valid component

specifications and a common schedule.

The first prototype was representative of the preliminary design and

was used for the structural bench test executed at École

Polytechnique de Montréal. Following the weight optimisation

process and the resizing of key elements during CDR, a second

prototype was produced to present the final design of the front

engine mount.

Step 1

Step 2

Step 3

• Goal and Scope of Analysis • Impact Categories and LCIA

Method • Selection of LCA Tool

• Definition of Product • Definition of Life-cycle Phases • Definition of Processes involved • Build Model in LCA Tool

• Generate results • Analyse relevance of each phase • Interpretation of results • Recommendations

LIFE-CYCLE ASSESSMENT

In order for Pyloneers to propose solutions to its clients

that are respectful of the environment, a life-cycle

methodology is developed. As an example, the

environmental impacts of the manufacturing processes

to produce the aluminum spar at FS1098.2 are

assessed. OpenLCA – a professional LCA and footprint

software – is used to perform the analysis.

Results show that 75% of the total CO2 emitted to the

atmosphere comes from the machining process

selected to produce the spar. Based on this, Pyloneers

recommends that during the first years of production, the company performs further design

optimization to decrease the weight of the component, which will reduce the manufacturing lead

time.

3D printed prototypes were presented to the clients at each design review throughout the project. The

team used a 3D printer – MarkerBot 2X – with fused deposition modeling technology and produced

25% scaled prototypes of the mounts.

12

The aim of the engine fireX discharge test is to demonstrate a proper level of agent concentration in

the fire zone. This is a ground test where critical flight conditions will be simulated by changing the

ventilation regimes. The agent concentration will be recorded by probes positioned at strategic

locations around the nacelle.

STRUCTURAL TEST – FRONT ENGINE MOUNT PROTOTYPE

The aim of the test is to validate the analysis methodology of the

structures department for certification. The prototype is a scaled

down (40%) model of the preliminary design of the front engine mount.

The material used for the prototype is Al 6061-T651 and a coupon test

is performed to obtain material properties.

The test is conducted in Ecole Polytechnique’s Civil Engineering facility

supported by engineers and technicians. The fixture is reused from

previous years to save time and money, where certain new parts are

manufactured to adapt the fixture to the testing machine.

The test is conducted in two configurations. The first

configuration in the forward axis represents the limit

load case in critical thrust during flight. The second

configuration in the downward axis represents the

ultimate load case in critical landing. The loads are

applied in cycles to reach limit and ultimate load.

For data acquisition during the test, strain gauges are

used. Also, Pyloneers uses a digital image correlation

3D data acquisition system to record detailed

deformation and displacement of the prototype during

the test.

The results from the test are analyzed using confidence

levels (CL) which show how close the test

SYSTEMS TEST

Requests for Test (RFT) are developed for systems to

demonstrate compliance with certification requirements.

The RFTs are qualification tests on bleed air components and

an engine fireX discharge test.

For the bleed air system, two components (duct couplings

and bellows) are selected as test articles. Proof of pressure

and burst pressure tests are selected as the qualification

tests.

TESTING

results are to the analyses’ predictions. The confidence level in the elastic domain for both test

configurations is calculated to be between 10 to 20%. Positive confidence levels, like the ones

obtained, verify the conservatism in the design analysis methodology.

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CERTIFICATION

CERTIFICATION PLAN

The team’s main design consideration is to ensure that the product will be certifiable. Therefore,

Pyloneers followed the typical industrial certification process, starting with the definition of the

certification basis following the changed product rule of Transport Canada. The certification

department then identified relevant official documentation such as advisory circulars, ARP standards,

guidelines and best practices for each requirement. Moreover, Pyloneers implemented a delegation

system to easily communicate certification requirements and official documentation amongst team

members. This led to the elaboration of a complete Certification Plan, which includes the means of

compliance that were defined and accepted by authorities.

Constant communication with transport authorities, as represented by Bell Helicopter Textron, ensured

that the pylon complied with regulations at all times.

FHA & SSA

The Functional Hazard Analysis (FHA) was performed on five

critical systems. All hazards which are classified as major and

above – in terms of severity – were further analyzed in the

Systems Safety Assessment (SSA). Pyloneers has agreed with

authorities to use fault-tree analysis as the method to show

compliance to the requirements. All probabilities of

occurrence for the failure conditions identified meet the

requirements.

GENERAL

CERTIFICATION

PROCESS

INSTRUCTIONS FOR CONTINUED AIRWORTHINESS

Supplemental Instructions for Continued Airworthiness (ICAs)

are provided to Bombardier Aerospace as updates to the

existing maintenance manuals for the bleed air system

passing through the new pylon of the CRJ-700. Supplemental

tasks will guide technicians to implement removal/installation

procedures. Related exploded views of the system,

containing lists of part numbers and assemblies, are also

provided.

14

PROJECT MANAGEMENT

The Management department is in

charge of ensuring the completion of

deliverables fulfilling the client’s

requirements, within the given time,

budget and human resource constraints.

The solution satisfies the company’s

profitability according to the seven year

contract developed with Bombardier.

RESOURCE MANAGEMENT

Earned Value Management has been the main process used to manage resources. The project has

been completed on schedule with a cost of $716,000, 2% over the $700,000 allocated budget.

REQUIREMENTS MANAGEMENT

A list of requirements has been transmitted at the beginning

of the project through a Statement of Work and a Technical

Requirements Document. A total of 209 requirements has

been agreed upon at the Requirements Review and

incorporated into a Compliance Matrix tool. The

requirements management method consisted of the

complete identification of every requirement by the team

at the beginning of the project and the tracking of their

completion and compliance status along the phases.

Throughout the project, Pyloneers Inc. proposed 16

modified compliances that have been formally approved

by all partners.

Structure

Certification

Testing

Manufacturing

Systems

Requirement Management

Business Case

Cost & Weight Human

Resources

Management

Configuration

Management

Communication

Management

In order to complete all the specific deliverables required for a phase, resources have shifted between

departments, particularly from design departments to manufacturing, as the project focus went from

being design-oriented to production-oriented during the PRR phase.

15

CONFIGURATION MANAGEMENT

A configuration management plan is created and

a systems engineering process is implemented to

establish and maintain consistency of the product

while using concurrent engineering methods. This

includes a DMU creation methodology and a

BOM evolution control system using CATIA v6 and

ENOVIA, respectively. To ensure the

communication of technical information among

the team, an engineering change process is also

established. As a result, an Integrated Product Development system is applied to develop the pylon.

COMMUNICATION MANAGEMENT

With the importance of close communication between Pyloneers Inc. and its partners, a

communication management system is developed to ensure that all critical information passes through

one official channel. As such, a Coordination Memorandum process is implemented and their

management, as well as all aspects of meetings with partners, is managed by the Communication

Manager.

RISK MANAGEMENT

One of the key management tools used by

Pyloneers Inc. is the Risk Assessment Cube.

Throughout the project, risks are carefully

monitored on a weekly basis. Critical project risks

are identified and evaluated using this tool. For

each of these risks, mitigation plans are

developed to minimize their consequences and

their probability of occurrence. Examples of high

risks encountered include a delay in the prototype

manufacturing and a cost overrun on the budget.

BUSINESS CASE

A financial analysis is completed on the basis

of a contract negotiated with Bombardier, the

main client. A ceiling price of $250 000 per

shipset is agreed upon. Based on production

costs and initial investments, including the

engineering effort, machinery and equipment,

Pyloneers’s business presents a Net Present

Value of $2.6M at the end of the seven year

contract.

Low

Medium

High

32

9

2

16

TESTIMONIALS

“This project was a challenging experience. We were faced with a real aerospace problem and had to design

a solution as one unified team very quickly. Overall, the project is a great way to learn about integrated product

development, which is central in the industry and not specifically taught in school. This project truly taught me

how to communicate and interact in a multidisciplinary team.” Alexandre Guay “The CAMAQ project gave me a great opportunity to experience engineering challenges in the aerospace

industry. It improved my problem solving skills, and besides the technical knowledge I gained, working in an IPD

team and multicultural environment helped me in all around development as a professional. The experience that

I gained through this project will help me throughout my career.” Anshika Srivastava

“Beyond providing a realistic insight of how the aerospace industry works, this truly unique experience allowed

me to grow into a much better leader, as I faced challenging moments. From giving a direction to the team

when the path was unclear to managing seemingly unsolvable issues, the CAMAQ project showed me what it

truly was to be a manager.” Antoine Cadotte

“Looking forward, it becomes clear how truly valuable this insight into product development is for my career, as

I faced real challenges from the aerospace industry. Through this multidisciplinary project I had the opportunity

to develop integrated solutions in a multidisciplinary environment and to learn lifelong skills related to

teamwork, communications and time management.” Antonio Gajardo Gonzalez

“This simulation is an immersive and challenging experience. In only a few months we have dealt with different

technical problems which arise along all the phases of development of an aerospace product. In addition to

finding a solution for them, we have been placed in several challenging situations, such as time or budget

constraints. In this context we have learnt how to implement IPD, the key to the success for a large project.”

Carlos Gajardo Gonzalez

“The CAMAQ project provided me with the experience of a fast paced and intensive project in the aerospace

industry. I had the opportunity to work with a team of fifteen top notch aerospace engineering students with

multicultural backgrounds. I learnt how to handle difficult situations and always move towards solutions. I learnt

that both engineering and management go hand in hand and a successful aerospace engineer is a good

manager in herself/himself.” Gaurangna Tiwari

“The CAMAQ project is the perfect way to gain experience while being in school. This virtual professional

environment gives you the opportunity to communicate with partners from major aerospace companies and,

above all, to learn from them. This project has already given us some interesting professional opportunities and I

am sure that there are more to come.” Jérémi Roussel

“Working as the communication manager, I became an expert in formal engineering communications

processes. It also showed me how much internal communication is essential in such a project. My experience in

the structure department makes me feel like I gained so much more experience in aerospace design practices

than I could have ever acquired so rapidly at school.” Julien Kuzdzal

“During the project, I improved all my engineering skills (technical, communication, leadership, etc.). I learned

how to be efficient in an IPD team in order to respect schedule and budget constraints. I am now able to

understand both sides of a design as I worked in both the manufacturing and structure departments. I feel that

there is no challenge insurmmountable now.” Karine Gaulin

“This project has been pivotal in my transformation from a student to an engineer. The experience garnered from

working in an IPD environment is incomparable to any that I have had previously. The transformation I have

undergone has been astonishing, and I can vouch that no internship in an organisation would equip one with

such skills, experiences or the confidence that I now possess." Mohamed Irfan Ali

17

“I will strongly recommend for those who are expecting to shift their aerospace careers to get involved in this

project, taught by aerospace experts and driven by the state-of-art of aerospace product development. As a

test engineer and electrical system integrator, I improved my engineering skills, addressing the design

requirements necessary for the delivery of an aerospace product within safety, time, quality and cost

specifications expected by our clients.” Ramon Montero Rodriguez

“CAMAQ project is the perfect opportunity for finishing students to boost their background, and prepare

themselves before a first job. We had to take on responsibilities, and we developed tools to help us make the right

decisions. The goal of this project is to learn what cannot be taught in class, and ensures students leave university

with the relevant skills and knowledge.” Renaud Logre

“This project was a simulated environment of my future job. I learned how to develop deliverables shared

between different departments, and influenced by their specific outputs and inputs. It was an enjoyable

experience. Furthermore, I encountered real aerospace problems, worked with different people from several

countries, and became familiar with their cultures.” Roja Tabar

“The project is a real lesson in team work. It is filled with turnovers and surprises that you must face, and does not

allow you to turn your back on any difficulty you may encounter: each has to be solved carefully, every time. As

a manager, I faced what it was to lead people under pressure and within strict time constraints. A really enriching

experience.” Romain Grard

“The project is very intense and includes aspects that are impossible to learn from any academic course. It taught

me to perform under extreme pressure, while respecting the budget and schedule. I believe any professional

challenge can be tackled if one completes the project successfully. The skills I developed here will definitely be

useful in my entire career. Pyloneers for life!” Ronak Lakhani

“This project really teaches you everything that cannot be learned in school. Aspects like teamwork and time

management are two important dimensions of engineering that I succeeded in developing through this project.

Also, having the chance to get regular feedback on your work is a great opportunity to learn how the aerospace

industry really works.” Sébastien Lortie

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