FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1974
1974 - 0073.PDF
FLIGHT International, I / January /y/4 Aerospace rides the short week The effects of the British three-day working week on the aerospace in dustry have so far been mixed, but there is a clear indication that as yet no major delays in deliveries have been caused or forecast for the im mediate future. Co-operation from the workforce in attempts to maintain production in the crisis has been excellent in some areas, though this has to some extent depended under standably on whether the three work ing days basically allowed have involved weekends. Whether or not a factory can con tinue to work a five-day week depends largely oh whether the work concerns continuous processes. Hawker Sid- deley's position varies within the group, with some factories working three days and others having nego tiated with local electricity boards to be able to maintain a five-day week using company generators to supple ment the cut grid-electricity consump tion. At Hatfield these are understood to be dual-source, solid fuel and oil. Divisions at present on a three-day week are still negotiating to try to get an exemption. Rolls-Royce says that it is main taining upwards of 60 per cent of normal production, with about 10 per cent of its total 60,000 employees laid off for two days a week: 5,000 staff are affected at the Industrial and Marine Division at Coventry, but only about 1,500 at Derby. The Bristol and Scottish factories are working five days, and production at Bristol, where the company has its only substantial generator, is nearly at 100 per cent. Rolls thinks that it is in a better-than- average position regarding materials and components, having reserved de livery positions some time ago. It is nevertheless looking overseas for al ternative supply sources for some specialised materials if the situation worsens in the coming months, which it is expected to do as British sup pliers find themselves unable to meet full demand. The production of engineering firms like Sperry is difficult to quantify, but essential functions (e.g. servicing and use of the clean rooms) are being maintained at five days a week, with the help of company generators which have been installed for some time. Fuel supplies are such that the company believes that it could continue satisfactorily on this basis for some weeks yet. Electricity consumption has been cut by 40 per cent compared with November last year. Stocks of raw materials are "fair", but the components situation is being looked at with some concern for the future—there are no real problems yet. Shorts are working a full five-day week, as the three-day ruling does not at the moment apply in Northern Ireland, although the reduction of power consumption to 65 per cent of last month's level is in force. No over time is being worked by the company but the night shift is continuing, and schedules (including production of the SD3-30 prototype) are not slipping. The company generates some of its own power and is reducing its most power-consuming processes. Stocks of raw materials are good, so the pinch in that area is not being felt for the time being. British Aircraft Corporation is similarly on a full week with power reductions. Overtime is much curtailed and the small amount of shiftwork which is normally operated has been re-arranged, but there has been no lay-off of labour. The company gener ates power in some factories and this is being increased in certain areas; the Commercial Aircraft Division at Weybridge has natural-gas space heating, which reduces electrical con sumption. Production has been affec ted to some extent, although this is not easy to quantify. Small supplier companies have for some time experi enced difficulties in meeting schedules because of the energy situation, and this is being overcome by re-arranging SENSOR One of the bright spots in British industry's three*day week is the news of magnificent co-operation by the aerospace-industry unions to maintain production at the highest possible rate. The manag ing director of one West Country systems supplier claims that his factory is achieving almost normal output, with workers taking short breaks and working longer hours to make the best Use of available power. Pilots of the Westland-Aerospatiale Lynx believe that the rotor repre sents something completely new in helicopter control, allowing almost fighter-like manoeuvreability and a life which promises to be as long as that of the airframe. Lynx de velopment work remaining includes Aerospatiale endorsement of the automatic flight control system and increasing the Gem's overhaul life. General-aviation operators in the UK are losing patience with the voluntary ban on Sunday flying. Pilots are unhappy about observing a voluntary total Sunday ban when private motoring—including some sport—continues, and while the 50 m.p.h. road speed limit—which is actually statutory—appears to be widely ignored. forward planning to take account of mutual inconvenience. Marshall of Cambridge is another company which is maintaining five-day working by the use of standby diesel generators. Everything is dependent on their continued serviceability and on the supply of materials which the company expects to become increas ingly difficult. There has been full co-operation from the staff with some changes in working hours. As an air field operator the company has noted a sharp reduction in the movements of executive aircraft. The activity at Scottish Aviation is classified partly as new production, which is subject to three-day working, and partly as overhaul and mainten ance which is permitted to continue on a five-day basis at reduced electri cal load. By the maximum use of company-owned generators all parts of the Prestwick plant have been able to continue five-day working. Co operation from the workforce has been good with a general willingness to make do being apparent. The company is nervous about the future of component and material supplies but reports that so far there have been no major problems. Westland Aircraft has advised all its customers that by a combination of special licences to use electricity for continuous-process work on other days, the use of standby generating equipment and the wholehearted co operation of trade union representa tives in accepting changes in working conditions, it has been able to avoid the serious loss of production implied by a three-day working week. The company's suppliers have given assur ances that they have taken similar action. The company and its suppliers intend to hold delivery delays to a minimum. While Dowty Boulton Paul is work ing a three-day week, the rest of the Dowty Group is receiving 65 per cent power and working five days. Pro duction has been affected but the change has not yet been quantified. A system of priorities among cust omers is now being looked at but the company says that co-operation be tween management and employees has allowed production to advance "on a broad front". Overtime has been trimmed but there have been no redundancies. Production has been organised so that tasks like assembly take place when little power is avail able. The supply of raw materials and bought-out components has not yet been a problem. Output from the Aviation Division of Dunlop is down some 15 per cent. Employees are working a three-day week as the company is not classed as operating a continuous process. Adequate stocks of raw material are in hand and the flexible use of man power has allowed the company to meet delivery dates. A backlog of deliveries could build up gradually if the present situation continues and the situation is under continuous review.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
