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Ask any aerospace manufacturer about their biggest challenge, and one word comes up again and again: speed. For quality, this is in constant tension between maintaining uncompromising precision and meeting production demands.

Automotive manufacturers have long relied on end-of-line testing to catch defects before vehicles leave the plant. Increasingly, that approach is giving way to something more proactive.

Every vehicle begins as a simulation. Before a single tool is built or a single part is pressed, engineers model how materials will behave, how components will form, and how structures will perform under load.

In highly automated facilities today, a familiar scene plays out with frustrating regularity. 

The Supreme Court ruled in February that the Federal Government had illegally collected tariffs from importers in the United States using the International Emergency Economic Powers Act (IEEPA). 

It’s called the principle of two weaknesses. It is a strategy in chess. It was developed by Grandmaster Aron Nimzowitsch and detailed in the book, “My System,” back in 1925 and still considered a core strategy in chess to this day.

Quality giants like Joseph M. Juran, W. Edwards Deming and Armand V. Feigenbaum ushered in the era of total quality management (TQM) movement about seven decades ago.

You’ve been here before. A defect surfaces and brings a critical project to a halt. 

For more than seventy years, David B. Kirk’s illustrated lecture, Introduction to Principles of Pneumatic Gaging, existed in an unusual place in the history of manufacturing—quietly influential, widely practiced, yet almost entirely absent from the modern technical record.

The American Society for Quality (ASQ) has witnessed a transformative year for the Certified Construction Quality Manager (CCQM) program.