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Maintenance disassembly that involves separating failed components from an assembly or system plays a vital role in line maintenance of civil aircraft, and it is necessary to have an effective and optimal sequence planning in order to reduce time and cost in maintenance. The purpose of the paper is to develop a more effective disassembly sequence planning method for maintenance of large equipment including civil aircraft systems.

The methodology involves the following steps: a component‐fastener graph is built to describe the equipment in terms of classifying components into two categories that are functional components and fasteners; interference matrix is developed to determine the removable component, and a disassembly sequence planning of functional components is proposed based on Dijkstra's algorithm; the disassembly sequence planning including fasteners is presented based on particle swarm optimization.

An application case, which takes the nose landing gear system of a regional jet as a study object, shows that the disassembly sequence planning method proposed in the paper can reduce the calculation complexity greatly, and its effectiveness is greater than that of a genetic algorithm‐based method, in most situations.

The method proposed herein can acquire the optimal maintenance disassembly sequence, which can reduce the cost and time for maintenance of large equipment.

A novel and effective disassembly sequence planning solution for maintenance of large equipment is presented, which can be applied to the line maintenance of civil aircraft.

TO say that the Twenty‐fourth S.B.A.C. Show was an unqualified success is perhaps to gild the lily. True there were disappointments— the delay which kept the TSR‐2 on the ground until well after the Show being one—but on the whole the British industry was well pleased with Farnborough week and if future sales could be related to the number of visitors then the order books would be full for many years to come. The total attendance at the Show was well over 400,000—this figure including just under 300,000 members of the public who paid to enter on the last three days of the Show. Those who argued in favour of allowing a two‐year interval between the 1962 Show and this one seem to be fully vindicated, for these attendance figures are an all‐time record. This augurs well for the future for it would appear that potential customers from overseas are still anxious to attend the Farnborough Show, while the public attendance figures indicate that Britain is still air‐minded to a very healthy degree. It is difficult to pick out any one feature or even one aircraft as being really outstanding at Farnborough, but certainly the range of rear‐engined civil jets (HS. 125, BAC One‐Eleven, Trident and VCIQ) served as a re‐minder that British aeronautical engineering prowess is without parallel, while the number of rotorcraft to be seen in the flying display empha‐sized the growing importance of the helicopter in both civil and military operations. As far as the value of Farnborough is concerned, it is certainly a most useful shop window for British aerospace products, and if few new orders are actually received at Farnborough, a very large number are announced— as our ’Orders and Contracts' column on page 332 bears witness. It is not possible to cover every exhibit displayed at the Farnborough Show but the following report describes a wide cross‐section beginning with the exhibits of the major airframe and engine companies.

In the February issue of this Journal a leading article commented on the problem of ‘fasteners’ and the unsightly corrosion which can occur on some structures and equipment due to poor selection of material. This article prompted a look into the literature (if any) on the corrosion of fasteners. With the possible exception of fasteners for use with aluminium it would appear that, at the moment, the most active workers in the fastener field are Dr. D. N. Layton and Mr. P. E. Wright of the GKN Fasteners Corrosion Laboratory, Birmingham, who have written several papers specifically related to this subject. These papers have been used in the preparation of this article.

D. Electrical Continuity and Lightening Strike Protection In metallic structure aircraft, much of the structure is often interconnected electrically via special grounding straps. One would think the grounding would be accomplished automatically via the aluminum rivets or titanium fasteners in the structure. Aluminum rivets, however, are anodized for corrosion protection and titanium fasteners are often coated with an aluminized paint as a barrier protection against galvanic corrosion of the structure. Both of these coatings are non‐conductive and other means such as periodic cadmium plated stainless steel fasteners or grounding straps are used. But why all the concern about electrical continuity? The reason is to avoid large differentials in electric potential between components when lightening strikes an airplane. If there is a large difference because there is no conductive flow path, the electricity will arc to the lower potential member and cause damage in the process. If this occurs within a fuel tank it could be catastrophic. Once the structure all has the same charge it proceeds to dissipate the charge back into the atmosphere.

Automated installation of fasteners makes special demands both on their design and on their reliability.

IN the two years since the last Farnborough Air Show was held by the Society of British Aerospace Companies the aircraft industry has achieved an almost complete metamorphosis from the body blows in the form of major programme cancellations that almost felled it in 1965 to the very healthy position that it holds today.

THIS presentation on fastening of composite structures includes material characteristics, hole generation parameters and methods, types of fasteners available and automation equipment and approaches.

This paper aims to investigate the effects of country‐of‐manufacture (COM) and country‐of‐design (COD) on industrial brand equity.

A conceptual framework to assess how international buyers evaluate industrial brand equity when confronted with a single cue and multiple cues is proposed. Data for testing the hypotheses are collected through fax, e‐mail, and online surveys of managers from 102 industrial buyers of Taiwanese fasteners. A quantitative study is undertaken of 64 respondents using PLS analysis.

The main finding is that the single‐cue framework produces more statistically significant COM and COD effects on industrial brand equity than does the multiple‐cue framework. The current results confirm previous findings that the country‐of‐origin effects based on single‐cue and multiple‐cue studies produce conflicting and inconclusive results.

These findings underscore the findings that the impacts of COM and COD on industrial brand equity are jointly determined by study characteristics, research designs, and the nature of the dependent variable being investigated.

A clear implication for managers responsible for branding and communicating B2B products in international markets is to continue to create clear awareness of the offering and to provide appropriate imagery for consolidating the reputation of firms in both their internal (product) and external (country‐of‐origin) dimensions.

While country‐of‐origin and consumer products have been widely studied in the literature, the paper examines the effects of COM and COD on industrial brand equity in analyzing the process by which international buyers evaluate brand equity when confronted with a single cue and multiple cues.

This study aims to investigate how bricolage and improvisation increase the opportunities for supply chain integration of contract manufacturers. Connecting bricolage/improvisation with resource dependence theory offers an appropriate theoretical lens with which to understand the increasing focus on the view that bricolage and improvisation are feasible ways to create desired resources for contract manufacturers. Such resources can then enhance the autonomy of contract manufacturers in supply chain by building contract manufacturer–supply chain partner relationship interdependencies.

Given that the primary focus of the study was whether and how contract manufacturers respond to resource constraints, namely, bricolage and improvisation and environmental uncertainty as a moderating effect of fastener contract manufacturers' supplier/buyer integration, only firms that had contractual agreements involving manufacturing services for original equipment manufacturer and/or original design manufacture data were included in this population. This study selected a population from a list of 674 fastener firms provided by the Taiwan Industrial Fastener Institute in 2020 using a mailed survey to test the hypotheses. By the beginning of 2022, 165 completed questionnaires were returned, and the total useable sample was 158.

Hypotheses are tested using 158 contract manufacturers of the Taiwanese fastener industry. Results show that bricolage can lead contract manufacturers to initiate supplier and buyer integration. The moderating effect of environmental uncertainty further strengthens the above positive relationships. Without the moderating effect of the environmental uncertainty, improvisation leads contract manufacturers to initiate only supplier but not buyer integration. However, when the moderating effect of environmental uncertainty is included, improvisation leads contract manufacturers to initiate only buyer integration.

This finding highlights the importance of the environmental uncertainty when contract manufacturers adopt bricolage/improvisation to initiate supply chain integration.