{"id":11734,"date":"2026-06-09T11:36:04","date_gmt":"2026-06-09T03:36:04","guid":{"rendered":"https:\/\/www.cncmachiningshops.com\/?p=11734"},"modified":"2026-07-15T22:15:28","modified_gmt":"2026-07-15T14:15:28","slug":"cnc-machining-aerospace-parts","status":"publish","type":"post","link":"https:\/\/www.cncmachiningshops.com\/de\/cnc-machining-aerospace-parts\/","title":{"rendered":"CNC-Bearbeitung von Luft- und Raumfahrtteilen: Was zeichnet die Fertigung in der Luft- und Raumfahrt aus?"},"content":{"rendered":"
\n

Quick Answer:<\/strong> CNC machining aerospace parts differs from standard industrial machining in three compounding ways: tolerance requirements are an order of magnitude tighter (\u00b10.002\u20130.010 mm on critical interfaces, compared to \u00b10.020\u20130.050 mm for general industrial parts), the primary materials \u2014 titanium Ti-6Al-4V, Inconel 718, and high-strength aluminum alloys 7075 and 2024 \u2014 are substantially harder to machine than standard engineering metals, and every dimension, material certificate, machining parameter, and inspection result must be documented and traceable for certification. A precision-machined part that lacks traceability documentation is rejected in aerospace supply chains regardless of its dimensional accuracy. The combination of these requirements makes aerospace CNC machining approximately 3\u201310\u00d7 more expensive per part than equivalent industrial machining, justified by the safety-critical environment where dimensional failure, material defect, or process non-conformance can produce catastrophic outcomes.<\/p><\/blockquote>\n

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Why Aerospace CNC Machining Is Fundamentally Different<\/h2>\n

The distinction between aerospace and industrial CNC machining is not a matter of degree \u2014 it is a difference in the manufacturing system required to produce parts that are acceptable for use.<\/p>\n

The tolerance difference has physical consequences:<\/strong> A bearing bore in an industrial pump specified at \u00b10.025 mm allows the bearing’s outer race to seat within that tolerance range. The bearing performs acceptably across the full tolerance envelope. The same bore in an aircraft main landing gear specified at \u00b10.005 mm must be controlled to that level because the bearing preload and stress distribution at the critical joint are calculated against that dimension. Producing the bore at \u00b10.018 mm \u2014 which would pass in industrial machining \u2014 produces a different stress state than the designer calculated, potentially reducing fatigue life below the aircraft’s designed service interval.<\/p>\n

The material performance requirement extends through the machining process:<\/strong> Titanium and Inconel are specified in aerospace not for machinability but for their mechanical properties under the operating conditions (titanium for strength-to-weight and fatigue resistance; Inconel for retention of strength at temperatures above 600\u00b0C). The machining process must preserve these material properties \u2014 avoiding excessive heat input that causes microstructural damage, avoiding tool-induced residual stress that reduces fatigue life, and maintaining surface integrity at the finishing operations. Standard industrial machining practice optimizes for cycle time; aerospace machining practice optimizes for surface integrity and material property preservation.<\/p>\n

The traceability requirement has no industrial equivalent:<\/strong> Every aerospace part must be traceable from the raw material billet (with mill test report confirming chemical composition and mechanical properties) through each manufacturing operation to the final inspection record. This is not bureaucratic overhead \u2014 it is the means by which the aerospace supply chain can identify whether any part in service is affected by a specific material defect, a specific tooling problem, or a specific process deviation that is discovered later. An aircraft part without this traceability is not legally usable regardless of its measured dimensions.<\/p>\n

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Standard vs Aerospace CNC Machining: Key Differences<\/h2>\n\n\n\n\n\n\n\n\n\n\n\n\n\n
Factor<\/th>\nStandard Industrial CNC<\/th>\nAerospace CNC<\/th>\n<\/tr>\n<\/thead>\n
Dimensional tolerance<\/td>\n\u00b10.020\u20130.050 mm typical<\/td>\n\u00b10.002\u20130.010 mm on critical features<\/td>\n<\/tr>\n
Surface finish requirement<\/td>\nRa 1.6\u20133.2 \u00b5m general<\/td>\nRa 0.4\u20131.6 \u00b5m; surface integrity per spec<\/td>\n<\/tr>\n
Primary materials<\/td>\nAluminum, mild steel, stainless<\/td>\nTi-6Al-4V, Inconel 718, 7075-T6, 2024-T3<\/td>\n<\/tr>\n
Inspection<\/td>\nSampling-based dimensional check<\/td>\n100% inspection on critical features; CMM<\/td>\n<\/tr>\n
First Article Inspection<\/td>\nOften omitted<\/td>\nMandatory (AS9100 \/ customer-specific)<\/td>\n<\/tr>\n
Material traceability<\/td>\nNot required<\/td>\nMill test report required; batch traceable<\/td>\n<\/tr>\n
Machining parameter records<\/td>\nNot retained<\/td>\nRetained per quality plan<\/td>\n<\/tr>\n
Quality system<\/td>\nISO 9001 or none<\/td>\nAS9100 minimum; customer-specific additions<\/td>\n<\/tr>\n
Failure consequence<\/td>\nProduction cost<\/td>\nFlight safety; litigation; regulatory action<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n
\n

Materials Used in Aerospace CNC Machining<\/h2>\n

The materials used in aerospace are selected for performance under the operating environment \u2014 high temperature, high cyclic stress, corrosion exposure, radiation \u2014 without regard for machinability. This creates the core machining challenge: the better the material performs in service, the harder it is to machine.<\/p>\n

Titanium Ti-6Al-4V<\/h3>\n

Ti-6Al-4V is the standard titanium alloy for aerospace structural and engine components: tensile strength approximately 1,000 MPa, density 4.43 g\/cm\u00b3 (approximately 57% of steel), excellent fatigue resistance, and corrosion resistance that does not require surface treatment.<\/p>\n

The machining problem:<\/strong> Titanium’s thermal conductivity is approximately 7 W\/m\u00b7K \u2014 approximately 4% of aluminum’s 170 W\/m\u00b7K. Heat generated at the cutting edge cannot dissipate into the workpiece or chip. It concentrates at the tool-workpiece interface, rapidly elevating tool temperature and causing tool edge failure. Cutting speeds for titanium are typically 30\u201380 m\/min, compared to 300\u2013600 m\/min for aluminum \u2014 a 5\u201310\u00d7 cycle time penalty per unit material removal.<\/p>\n

Additionally, titanium’s strong reactivity with cutting tool materials (especially carbide binders at elevated temperature) causes adhesion and diffusion wear. Diamond-coated and CBN tools \u2014 effective for other hard materials \u2014 are not appropriate for titanium because of chemical reactivity at cutting temperatures. TiAlN-coated carbide tools with high-pressure coolant (70+ bar at the cutting zone) are the standard approach.<\/p>\n

Thin-wall implications:<\/strong> Thin-section titanium components (walls below 2.0 mm) are at risk of thermal distortion during machining and elastic deflection under cutting forces. The low modulus-to-strength ratio of titanium (relative to its strength) means thin walls deflect more under cutting forces than equivalent steel walls, requiring reduced cutting engagement and multiple light finishing passes.<\/p>\n

Inconel 718 and Nickel Superalloys<\/h3>\n

Inconel 718 is used in aircraft engine components exposed to temperatures above 600\u00b0C \u2014 turbine discs, combustor casings, and fasteners in high-temperature zones \u2014 because its nickel-chromium-molybdenum composition retains yield strength above 1,000 MPa at temperatures where titanium and aluminum have lost most of their structural capability.<\/p>\n

The machining problem:<\/strong> Inconel work-hardens severely during cutting \u2014 each cutting pass leaves a surface harder than the bulk material, requiring the next pass to cut through this harder zone. The combination of work hardening, high material strength, and low thermal conductivity (13 W\/m\u00b7K) produces the highest specific cutting forces and the most rapid tool wear of any common engineering alloy. Carbide tool life in Inconel 718 rough turning is typically 5\u201315 minutes before the edge degrades beyond acceptable dimensional control. Ceramic and CBN tools allow higher cutting speeds but are sensitive to shock loads.<\/p>\n

Process implications:<\/strong> Inconel machining requires rigid setups to minimize vibration (which accelerates tool wear and can cause tool fracture), careful feed rate control to maintain chip load above the minimum that prevents rubbing and work hardening, and high-pressure coolant to prevent thermal damage.<\/p>\n

Aerospace Aluminum Alloys: 7075-T6 and 2024-T3<\/h3>\n

Aerospace aluminum alloys machine approximately 5\u201310\u00d7 faster than titanium, but are specified for structural applications where weight is the primary design driver (density 2.77 g\/cm\u00b3 for 7075 vs 4.43 g\/cm\u00b3 for Ti-6Al-4V). 7075-T6 achieves tensile strength of 500\u2013570 MPa with good fatigue resistance. 2024-T3 achieves 440\u2013470 MPa with better fatigue crack propagation resistance, making it the standard for fuselage skin, wing structure, and fatigue-critical panels.<\/p>\n

The machining advantage:<\/strong> High cutting speeds (300\u2013600 m\/min), low cutting forces, and good chip formation make aerospace aluminum machining efficient. The primary precision challenge is thin-wall distortion in weight-optimized structures with wall thickness below 2.0 mm and the dimensional stability implications of residual stress from the T6\/T3 temper when material is removed asymmetrically.<\/p>\n

The corrosion vulnerability:<\/strong> Unlike titanium, 7075 and 2024 are susceptible to corrosion \u2014 7075’s high zinc content makes it prone to stress corrosion cracking; 2024’s copper content makes it susceptible to galvanic corrosion in contact with dissimilar metals. Surface treatment (anodizing, chem film, primer) is specified on virtually all exposed aerospace aluminum surfaces, and the machining process must leave a surface condition compatible with the subsequent treatment process.<\/p>\n

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5-Axis Machining in Aerospace Production<\/h2>\n

5-axis CNC machining (simultaneous control of X, Y, Z, and two rotational axes) is disproportionately important in aerospace for three reasons:<\/p>\n

Setup consolidation reduces tolerance accumulation:<\/strong> In 3-axis machining, features on different faces of a complex component require separate setups. Each re-fixturing introduces positional error \u2014 typically 0.010\u20130.030 mm per axis depending on fixture quality. For an aerospace bracket with features on five faces, a 3-axis machining sequence with five setups can accumulate 0.050\u20130.150 mm of positional error between features on non-adjacent faces. 5-axis machining consolidates all faces into one or two setups, reducing this accumulated error to the single-setup fixturing error (typically 0.005\u20130.015 mm).<\/p>\n

Short, rigid tools for deep and angled features:<\/strong> In 3-axis machining, features at angles to the vertical require either long-reach tools (with reduced stiffness) or multiple setups. 5-axis machining tilts the spindle to approach angled features with short, rigid tools, maintaining the tool length-to-diameter ratio below approximately 4:1 even for features that would require a 10:1 ratio tool in 3-axis. Lower tool overhang means less deflection, less vibration, and better dimensional accuracy.<\/p>\n

Functional surface quality on contoured geometry:<\/strong> For aerospace surfaces with aerodynamic or structural requirements (turbine blade profiles, airframe contours, compound-curved brackets), 5-axis machining maintains a consistent tool engagement condition relative to the surface normal, producing more uniform surface finish and reducing the scallop height variation that 3-axis barrel finishing produces on curved surfaces.<\/p>\n

The 3+2 vs simultaneous 5-axis distinction:<\/strong> “5-axis capability” on a machine can mean either 3+2 (two rotary axes that position the workpiece statically, then machine with three linear axes \u2014 essentially a multi-station 3-axis operation) or simultaneous 5-axis (all five axes move concurrently). For complex aerospace geometry, simultaneous 5-axis provides better surface quality and fewer tool changes; for multi-face prismatic components, 3+2 may be adequate and more economical.<\/p>\n

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Precision and Traceability: The Two Non-Negotiable Requirements<\/h2>\n

Precision Verification<\/h3>\n

Aerospace inspection uses CMM (coordinate measuring machine) as the standard for verifying dimensional accuracy on critical features. A CMM probes the part surface at defined locations and computes actual dimensions, form errors (flatness, roundness, cylindricity), and position errors (true position of holes, parallelism, perpendicularity) against the drawing’s GD&T specification.<\/p>\n

For aerospace CNC parts, CMM inspection is typically:<\/p>\n

    \n
  • First Article Inspection (FAI):<\/strong> 100% of all drawing features verified on the first production unit. The FAI report documents the measured value of every dimension, confirming that the manufacturing process is capable of producing parts within all tolerance specifications.<\/li>\n
  • In-process gauging:<\/strong> Critical dimensions verified during machining at key stages, before operations that would make them inaccessible to re-measurement.<\/li>\n
  • Statistical sampling on production:<\/strong> After FAI is completed, production batches are inspected on a defined sampling plan with capability studies (Cp\/Cpk) confirming that the process remains in statistical control.<\/li>\n<\/ul>\n

    A dimension that is 0.003 mm outside its \u00b10.005 mm tolerance on an aerospace drawing is a non-conformance that requires documented disposition \u2014 either engineering review and formal acceptance (with documented rationale), rework if possible, or scrapping. The informal “it’s close enough” acceptance that is common in industrial manufacturing is not part of the aerospace process.<\/p>\n

    Material and Process Traceability<\/h3>\n

    Every aerospace part must be traceable from raw material origin to final delivery. The traceability chain includes:<\/p>\n

    Material certification:<\/strong> Mill test report (MTR) from the raw material supplier confirming chemical composition and mechanical properties for each heat (production batch) of the material. The MTR must cover all specified properties for the applicable material standard (AMS 4928 for Ti-6Al-4V, AMS 5662 for Inconel 718, AMS 2770 for aluminum heat treatment).<\/p>\n

    Batch control:<\/strong> Parts must be segregated by material heat and production batch so that if a material defect is identified, all potentially affected parts can be identified and recalled regardless of whether they have been shipped to the customer.<\/p>\n

    Process records:<\/strong> Documentation of machining parameters (operator, machine, tool changes, inspection results at each stage) is retained and linked to each part number and serial number. This enables root-cause analysis when a part fails in service \u2014 identifying whether the failure is related to a specific material batch, a specific machining operation, or a specific operator\/machine combination.<\/p>\n

    \n

    Comparing Manufacturing Processes for Aerospace Components<\/h2>\n\n\n\n\n\n\n\n\n\n
    Process<\/th>\nBest Application<\/th>\nLimitation for Aerospace<\/th>\n<\/tr>\n<\/thead>\n
    CNC machining<\/td>\nPrecision parts with tight tolerances; prototypes; low-to-medium volume<\/td>\nHigher cost per part at high volume<\/td>\n<\/tr>\n
    Investment casting<\/td>\nComplex internal geometry; high volume; near-net shape<\/td>\nDimensional tolerance typically \u00b10.1\u20130.3 mm; porosity risk requiring NDT<\/td>\n<\/tr>\n
    Additive manufacturing (DMLS, EBM)<\/td>\nTopology-optimized shapes; complex internal channels<\/td>\nSurface finish; material property variability; qualification cost<\/td>\n<\/tr>\n
    Sheet metal fabrication<\/td>\nThin panels, brackets, enclosures<\/td>\nLimited to constant-thickness formed geometry<\/td>\n<\/tr>\n
    Forging + CNC finishing<\/td>\nHigh-strength structural parts; production volumes<\/td>\nTooling cost; lead time for forging dies<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

    The standard aerospace production sequence for structural components:<\/strong> Forging or billet material \u2192 rough CNC machining \u2192 heat treatment \u2192 semi-finish CNC machining \u2192 surface treatment \u2192 final CNC machining of precision interfaces \u2192 CMM inspection \u2192 surface treatment of machined interfaces (if required). This sequence uses CNC machining for the precision features where dimensional control matters, while forging provides the base microstructure and material properties that determine fatigue life.<\/p>\n

    \n

    Selecting a CNC Machining Supplier for Aerospace Parts<\/h2>\n\n\n\n\n\n\n\n\n\n\n\n
    Evaluation Criterion<\/th>\nWhat to Verify<\/th>\nWhy It Matters<\/th>\n<\/tr>\n<\/thead>\n
    Quality system certification<\/td>\nAS9100 Rev D minimum; customer-specific additional requirements<\/td>\nEnsures controlled manufacturing system, not just machining capability<\/td>\n<\/tr>\n
    Material handling experience<\/td>\nTitanium, Inconel, aerospace aluminum (7075, 2024) \u2014 demonstrated process records<\/td>\nThese materials require specific parameters; experience gap causes scrap<\/td>\n<\/tr>\n
    5-axis machining capability<\/td>\nTrue simultaneous 5-axis machines, not just 3+2 positioning<\/td>\nComplex aerospace geometry requires simultaneous multi-axis control<\/td>\n<\/tr>\n
    CMM inspection capability<\/td>\nCMM with appropriate measurement range, probing system, and GD&T reporting<\/td>\nCannot verify aerospace tolerances without metrology-grade measurement<\/td>\n<\/tr>\n
    First Article Inspection process<\/td>\nDocumented FAI procedure aligned with AS9100 \/ AS9102<\/td>\nFAI is mandatory before production approval in aerospace supply chains<\/td>\n<\/tr>\n
    Traceability system<\/td>\nMaterial batch control, process records, serial number traceability<\/td>\nAerospace parts cannot be used without demonstrated traceability<\/td>\n<\/tr>\n
    Engineering\/DFM capability<\/td>\nDemonstrated ability to review drawings for manufacturability and tolerance feasibility<\/td>\nPrevents discovering tolerance impossibilities after tooling is committed<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

    The AS9100 certification question:<\/strong> AS9100 is not a guarantee of machining quality, but it is a documented system that defines how quality is controlled. A shop without AS9100 may be capable of producing acceptable parts, but lacks the system that ensures consistent repeatability, documented traceability, and auditable compliance. For aerospace prime contractors and Tier 1 suppliers, AS9100 certification or equivalent evidence of system compliance is a minimum qualification requirement.<\/p>\n

    \n

    Key Takeaways<\/h2>\n
      \n
    • Aerospace CNC machining requires tighter tolerances, harder materials, and mandatory traceability simultaneously<\/strong> \u2014 the combination of these three requirements is what defines aerospace manufacturing, not any single factor alone.<\/li>\n
    • Titanium Ti-6Al-4V and Inconel 718 require 5\u201310\u00d7 longer machining cycle times than aluminum<\/strong> due to low thermal conductivity, work hardening, and rapid tool wear \u2014 this is the primary reason aerospace machining is more expensive per part than industrial machining.<\/li>\n
    • 5-axis machining is essential for complex aerospace geometry<\/strong>: setup consolidation reduces accumulated positional error from 0.050\u20130.150 mm (multiple 3-axis setups) to 0.005\u20130.015 mm (single 5-axis setup), and shorter tool overhang improves dimensional accuracy.<\/li>\n
    • A correctly dimensioned part without traceability documentation is not acceptable in aerospace supply chains<\/strong>: the traceability requirement is not bureaucratic \u2014 it is the mechanism for managing risk across the aircraft’s service life.<\/li>\n
    • AS9100 certification is the minimum quality system evidence for aerospace suppliers<\/strong>: it does not guarantee machining quality on its own, but provides the documented system for process control, inspection, and traceability that aerospace programs require.<\/li>\n
    • The most common aerospace sourcing failure is selecting suppliers based on price without verifying quality system, traceability capability, and material experience<\/strong>: a supplier that cannot produce AS9100-compliant documentation cannot deliver aerospace-acceptable parts regardless of machining accuracy.<\/li>\n
    • For OEM procurement and design teams<\/strong>: when issuing RFQs for aerospace CNC parts, include the material specification (full AMS or ASTM designation, not just alloy name), required quality documentation (FAI per AS9102, material certs, inspection reports), and applicable standards. Suppliers quoting without access to this information cannot assess the full scope of their obligations, and initial quotes without this context are not meaningful for aerospace programs.<\/li>\n<\/ul>\n
      \n

      Frequently Asked Questions<\/h2>\n

      What makes aerospace CNC machining different from standard machining?<\/h3>\n

      Aerospace CNC machining differs in three compounding ways. Tolerance requirements are substantially tighter \u2014 critical interfaces are specified at \u00b10.002\u20130.010 mm, compared to \u00b10.020\u20130.050 mm for typical industrial parts \u2014 and these tolerances have direct physical consequences for safety-critical assemblies. The materials (titanium, Inconel, high-strength aluminum) are specified for performance in extreme environments, not machinability, producing 5\u201310\u00d7 longer cycle times and rapid tool wear. Finally, every part must be documented with material certification, process records, and full dimensional inspection in a format that allows traceability throughout the aircraft’s service life. Any one of these requirements would distinguish aerospace from industrial machining; all three together make it a different manufacturing discipline.<\/p>\n

      What materials are most commonly CNC machined for aerospace applications?<\/h3>\n

      The four primary aerospace CNC machining materials are: titanium Ti-6Al-4V (approximately 1,000 MPa tensile strength, density 4.43 g\/cm\u00b3, dominant in structural and engine components requiring high strength-to-weight with fatigue resistance); Inconel 718 (nickel superalloy retaining >1,000 MPa yield strength at 600\u00b0C+ for high-temperature engine components); aluminum 7075-T6 (500\u2013570 MPa tensile, 2.77 g\/cm\u00b3, for airframe structure and housings where maximum weight reduction drives design); and aluminum 2024-T3 (440\u2013470 MPa with superior fatigue crack resistance for fuselage panels and wing structure). Each material presents specific machining challenges: titanium’s low thermal conductivity concentrates heat at the tool tip; Inconel’s work-hardening causes rapid tool wear; aluminum’s thin-wall designs create residual stress and distortion challenges.<\/p>\n

      Why is 5-axis machining important for aerospace parts?<\/h3>\n

      5-axis machining is important in aerospace for three reasons. First, it consolidates multiple faces of a complex component into one or two setups, eliminating the positional error (0.010\u20130.030 mm per repositioning) that accumulates in multi-setup 3-axis machining. For a part requiring five setups in 3-axis machining, this can reduce positional error from 0.050\u20130.150 mm between non-adjacent features to 0.005\u20130.015 mm in a single 5-axis setup. Second, simultaneous 5-axis machining allows the spindle to approach angled and deep features with short, rigid tools rather than the long-reach tools required in 3-axis, improving dimensional accuracy and reducing vibration. Third, for aerodynamic and structural contoured surfaces, 5-axis maintains consistent tool-surface engagement, producing more uniform surface finish than 3-axis barrel milling.<\/p>\n

      What quality certifications should an aerospace CNC machining supplier have?<\/h3>\n

      The minimum quality system certification for aerospace CNC machining is AS9100 Rev D \u2014 the aerospace-specific extension of ISO 9001 that adds requirements for risk management, configuration management, first article inspection, and counterfeit material prevention. Many aerospace primes and Tier 1 suppliers have additional customer-specific requirements (NADCAP accreditation for special processes like heat treatment and non-destructive testing; specific AS9102 First Article Inspection procedures; ITAR registration for export-controlled content). A supplier with only ISO 9001 has a quality system, but lacks the aerospace-specific controls required by most programs. A supplier with neither has no documented quality system and should not be used for aerospace parts.<\/p>\n

      What documentation is required for aerospace CNC machined parts?<\/h3>\n

      The standard documentation package for aerospace CNC machined parts includes: raw material certification (mill test report per applicable AMS or ASTM material specification, confirming chemical composition and mechanical properties for the specific material heat used); First Article Inspection report (100% dimensional verification per AS9102, confirming every drawing dimension was measured and is within tolerance on the first production unit); production inspection records (dimensional reports for each subsequent batch, on a sampling plan with demonstrated Cp\/Cpk \u2265 1.33 for critical dimensions); process records (machining operation records with machine, operator, date, and tool records as defined by the quality plan); and certificate of conformance (signed declaration that the parts were produced in conformance with the specified drawing, material, and process requirements). Missing any of these documents prevents the parts from being used in an aerospace assembly, regardless of dimensional accuracy.<\/p>\n

      \n

      Written by the CMS engineering team with 15+ years of precision CNC machining experience producing aerospace components in titanium Ti-6Al-4V, Inconel 718, 7075-T6, 2024-T3, and PEEK for aircraft structural applications, UAV programs, avionics housings, hydraulic systems, and satellite components. Technical references: AMS 4928 (Titanium Ti-6Al-4V Bar and Billet), AMS 5662 (Inconel 718 Bar), AS9100 Rev D (Quality Management Systems \u2014 Aerospace), AS9102 (First Article Inspection), ASM Handbook Vol. 16 (Machining of Titanium and Superalloys).<\/em><\/p>\n

      \n

      Sourcing Precision CNC Machined Aerospace Components?<\/strong><\/p>\n

      At CMS, we produce CNC machined aerospace parts in titanium, Inconel, and aerospace aluminum \u2014 with 5-axis machining capability, AS9100-aligned quality systems, CMM first article inspection, full material traceability, and documentation packages including mill certs and dimensional reports.<\/p>\n

      [Request an aerospace CNC machining specification review and quote \u2192]<\/p>\n<\/div>\n","protected":false},"excerpt":{"rendered":"

      CNC machining aerospace parts: tight tolerances \u00b10.002\u20130.010 mm, titanium & Inconel machining, 5-axis capability, AS9100 quality, traceability & supplier selection.<\/p>","protected":false},"author":1,"featured_media":11844,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[105],"tags":[],"class_list":["post-11734","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-cnc-machining-guide"],"yoast_head":"\nCNC Machining Aerospace Parts: What Makes It Different?<\/title>\n<meta name=\"description\" content=\"CNC machining aerospace parts: tight tolerances \u00b10.002\u20130.010 mm, titanium & Inconel machining, 5-axis capability, AS9100 quality, traceability & supplier selection.\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" 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