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Aviation History
1979
1979 - 4582.PDF
2012 FLIGHT International, IS December 1979 \ V - •*fa£vtouxiwt**-« Hyfi.: y^l;y;::-::H?:S::::is The first prototype Ecureuil 2, now joined by the second, has the optional lower window in the main door. The chin window is of the new enlarged type with a small cut-out in the floor. With these the pilot can see the far skid on the ground before flying and rig trials will continue until after certifi cation. The intakes have successfully survived bird and hail tests. Handling qualities testing has started and Aero spatiale is sure there are no skeletons in the cupboard. For 15 years the Marignane factory has been developing new working methods aimed at improving the satisfaction and motivation of the worker. Most advanced example of this trend is to be seen in the specially built assembly hall for the single and twin Ecureuils. Fuselage carcases and tail booms are made by Aerospatiale's Socata light aircraft division. Many of the instruments, oil coolers, door stays and similar fittings are bought direct from the motor industry. Some gears are cut in Germany. Plastic components and blades are made by Aerospatiale at La Courneuve and Marignane. All are brought to the Marignane line where major sub assemblies such as the cabin and the .power train and engines are assembled in side bays. Airframes are painted in a shop at the start of the central final-assembly line. Fini: parti All the 70 workers in the plant work in small teams on flexi-time, in spect their own work and answer for it to the next stage. Aerospatiale has introduced the concept of fm.%~. parti— work as you will and when the work is done, you may leave. A team of two skilled men picks up a structurally finished carcase at the start of the final line, installs all equipment, the powerpiant and rotors and takes the machine right through to engine runs in five days. There are eight such two- man teams. Normal Marignane work ing week is 4112hr, but the Ecureuil programme aims at about 35hr. The man-hours needed for a job are agreed in advance and renegotiated as the learning curve takes effect. For ex ample, the fitting of all doors and panels to a cabin section was esti mated originally at 20hr. The job was first negotiated at 16hr and is already taking 14hr. The workers know that the next batch will probably be negotiated at 12. The key is that both sides must be seen to benefit from the system. Four-day week The teams of men can organise their work virtually as they like, though they must not work more than ten hours in a day and not between 2000hr and O600hr. Teams have to stay together and the sub-assembly output has to satisfy the appetite of final assembly. Teams generally seem to manage to achieve a four-day week. The entire engine/transmission/ firewall/rotor head assembly is put together and hung under a fixture, which is then transferred by overhead rail to the assembly line and attached to an airframe in only 30min. Oil sumps are already full. Main-rotor blades are attached in minutes by their root-pins. Before attachment of the powerpiant, the airframes are on roll over fixtures so that controls and wir ing can be installed at waist level. The two-man final-assembly teams are composed of a fitter and an electrician, though the boundaries between the two skills are not necessarily strictly observed. There are two final-assembly lines at Marignane, one for the Arriel-powered Ecureuil and the other for the LTSlOl-powered AStar. The latter are sent to the USA "green" and painted there. The twin Ecureuil will simply be integrated with the other models on the line. §3 The rear view shows the twin exhausts of the Allison 250s and the central exit for oil-cooler air :*"; ??. W§:MMSM-SMWMM^M0&-!i%
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