Get 20M+ Full-Text Papers For Less Than $1.50/day. Start a 14-Day Trial for You or Your Team.

Learn More →

Groundwork

Groundwork Aircraft Engineering THE MONTHLY SCIENTIFIC AND TECHNICAL ORGAN OF THE AERONAUTICAL ENGINEERING PROFESSION makes up his mind exactly how his part of the operation is to be performed. After this a series of conferences is held during which E publish in this issue another of the articles which have these individual decisions are discussed and a schedule drawn up appeared from time to time in AIRCRAFT ENGINEERING on laying down precisely by whom and at what time—and this matter of W the organization of the maintenance and repair of aero­ timing may be said to be the crux of the whole operation—each job planes, the principal examples of which it is perhaps interesting to is to be done. It is not difficult to see the enormous amount of time recall here. The subject was dealt with at some length in the course of and wasted effort that can be saved over the alternative method of an exhaustive series entitled 'Air-Line Engineering Management' by letting loose a horde of workers simultaneously all over the aeroplane. M R IVOR LUSTY which, although they date back to 1942 and 1943, are Incidentally, a secondary advantage of this detailed breaking down still looked upon as something in the nature of a 'classic' by those and planning is that it has enabled A.M.S.D.U. to make use of a qualified to know and remain available in our reprint form. considerable proportion of National Service short-period, and there­ There was not, naturally, much publishable on the matter during fore at best only semi-skilled, personnel on the work. the war years but we returned to it during 1948 with 'The Planning of Aircraft Maintenance' by R. E. J. WHITE (January), 'German Aircraft Varying Conditions Maintenance' (April), 'Aircraft Maintenance in the Netherlands' (December) and 'An Airline Maintenance Base in the U.S.A.' by The chief difference between the problems confronting British H. W. PERRY (also December). During 1949 our Technical Editor European Airways Corporation and the Royal Air Force—which wrote 'The B.E.A.C. Maintenance Organization' as a result of a has led to detailed variations in the procedures adopted by the two— number of visits to Northolt and Prestwick. In addition to these is in the periodicity of the coming in of the aeroplane for servicing, general articles of broad outlook, during 1946 and 1947 a number arising from the differences in the operational schedules. Also, and dealt with more detailed aspects of maintenance and repair, this is the reason for the amount of time initially spent on a close from which we may pick out for mention, for a reason which will examination of the aeroplane purely from the servicing point of appear shortly, 'Servicing Advantages of the Jet-Propulsion Engine' view, is that, at any rate with the types so far being operated, by S. COOPER; while 'Design Defects that lead to Failures' (July A.M.S.D.U. come in at an earlier stage on the prototype aeroplane 1945) emphasized the danger of ignoring during the initial design and their report on its serviceability is acted on during the develop­ stage the effects of the subsequent life in service of an aeroplane. ment stage and, indeed, is one of the factors affecting the decision to adopt, or reject, a new type for use in the Royal Air Force. Blazing a Trail This detailed consideration during design and development of There is no doubt whatever that this matter of the planning and the eventual problems of the maintenance personnel When servic­ organization of aeroplane maintenance from the economic point of ing an aeroplane after it comes into use is, of course, just as view is one in which British operators, whether service or civil, are important for the civil as it is for the service operator. In the ahead of those of any other country. One has only to read in the initial period of turning over to commercial flying since the war most cursory way the accounts of the detailed servicing schedules it has not been possible, but we understand that steps are now prepared by the British European Airways Corporation and the Royal being taken by the Corporation to see that this aspect is brought Air Force to gain a vivid picture of careful study and well thought- directly to the notice of the firms concerned during the develop­ out organization which reflects infinite credit on those responsible. ment of a new type for them. It should have notable effect on They also provide evidence of real enthusiasm among the personnel their finances. in seeking out the most efficient and best way of setting about the maintenance of a machine as an end in itself and not only as part of a Unnecessary Spadework plan aimed at the achievement of the maximum utilization of the aeroplane and the most economical operation of it. One of the points that was brought out in the graph published with the article on 'Servicing Advantages of the Jet-Propulsion Engine' The Root of the Matter (to which we referred earlier) is that considerable unserviceability of an aeroplane is caused by the removal of parts at inspection times The whole art of planning the detailed servicing of a given aero­ merely to check that they are all right, when in fact it is frequently plane is so to arrange it that each individual operative can be put to work at a definite place in the machine at the moment when he can found that they are in perfect condition. To overcome this un­ work efficiently and uninterruptedly on a specific part without inter­ necessary disturbance, and avoid the aeroplane being withdrawn from service on account of it, a system of card-indexing such as that being fering with, or being obstructed by, others. To ensure this the operated by A.M.S.D.U. is necessary, on which a detailed record is aeroplane must be 'broken down', very similarly to the procedure kept of how often a given item of equipment really needs attention followed in production assembly, into a number of sections or components. On the care and foresight with which this is worked out so that in course of time precise information may become available the whole efficiency of the operation depends. The undoubted success as to how often it is actually necessary to examine it. This analysis is one of the most fruitful steps towards the full economic utilization of the AIR MINISTRY SERVICING DEVELOPMENT UNIT is due to the of an aeroplane. We shall be illustrating next month some examples amount of initial work put into the preliminary stage during which of how inaccessibility of equipment can also affect this point. each tradesman studies the aeroplane from his own point of view and http://www.deepdyve.com/assets/images/DeepDyve-Logo-lg.png Aircraft Engineering and Aerospace Technology Emerald Publishing

Groundwork

Aircraft Engineering and Aerospace Technology , Volume 22 (1): 1 – Jan 1, 1950
Download PDF
1 page

Loading next page...
 
/lp/emerald-publishing/groundwork-wo3s8RCQz5

References

References for this paper are not available at this time. We will be adding them shortly, thank you for your patience.

Publisher
Emerald Publishing
Copyright
Copyright © Emerald Group Publishing Limited
ISSN
0002-2667
DOI
10.1108/eb031846
Publisher site
See Article on Publisher Site

Abstract

Aircraft Engineering THE MONTHLY SCIENTIFIC AND TECHNICAL ORGAN OF THE AERONAUTICAL ENGINEERING PROFESSION makes up his mind exactly how his part of the operation is to be performed. After this a series of conferences is held during which E publish in this issue another of the articles which have these individual decisions are discussed and a schedule drawn up appeared from time to time in AIRCRAFT ENGINEERING on laying down precisely by whom and at what time—and this matter of W the organization of the maintenance and repair of aero­ timing may be said to be the crux of the whole operation—each job planes, the principal examples of which it is perhaps interesting to is to be done. It is not difficult to see the enormous amount of time recall here. The subject was dealt with at some length in the course of and wasted effort that can be saved over the alternative method of an exhaustive series entitled 'Air-Line Engineering Management' by letting loose a horde of workers simultaneously all over the aeroplane. M R IVOR LUSTY which, although they date back to 1942 and 1943, are Incidentally, a secondary advantage of this detailed breaking down still looked upon as something in the nature of a 'classic' by those and planning is that it has enabled A.M.S.D.U. to make use of a qualified to know and remain available in our reprint form. considerable proportion of National Service short-period, and there­ There was not, naturally, much publishable on the matter during fore at best only semi-skilled, personnel on the work. the war years but we returned to it during 1948 with 'The Planning of Aircraft Maintenance' by R. E. J. WHITE (January), 'German Aircraft Varying Conditions Maintenance' (April), 'Aircraft Maintenance in the Netherlands' (December) and 'An Airline Maintenance Base in the U.S.A.' by The chief difference between the problems confronting British H. W. PERRY (also December). During 1949 our Technical Editor European Airways Corporation and the Royal Air Force—which wrote 'The B.E.A.C. Maintenance Organization' as a result of a has led to detailed variations in the procedures adopted by the two— number of visits to Northolt and Prestwick. In addition to these is in the periodicity of the coming in of the aeroplane for servicing, general articles of broad outlook, during 1946 and 1947 a number arising from the differences in the operational schedules. Also, and dealt with more detailed aspects of maintenance and repair, this is the reason for the amount of time initially spent on a close from which we may pick out for mention, for a reason which will examination of the aeroplane purely from the servicing point of appear shortly, 'Servicing Advantages of the Jet-Propulsion Engine' view, is that, at any rate with the types so far being operated, by S. COOPER; while 'Design Defects that lead to Failures' (July A.M.S.D.U. come in at an earlier stage on the prototype aeroplane 1945) emphasized the danger of ignoring during the initial design and their report on its serviceability is acted on during the develop­ stage the effects of the subsequent life in service of an aeroplane. ment stage and, indeed, is one of the factors affecting the decision to adopt, or reject, a new type for use in the Royal Air Force. Blazing a Trail This detailed consideration during design and development of There is no doubt whatever that this matter of the planning and the eventual problems of the maintenance personnel When servic­ organization of aeroplane maintenance from the economic point of ing an aeroplane after it comes into use is, of course, just as view is one in which British operators, whether service or civil, are important for the civil as it is for the service operator. In the ahead of those of any other country. One has only to read in the initial period of turning over to commercial flying since the war most cursory way the accounts of the detailed servicing schedules it has not been possible, but we understand that steps are now prepared by the British European Airways Corporation and the Royal being taken by the Corporation to see that this aspect is brought Air Force to gain a vivid picture of careful study and well thought- directly to the notice of the firms concerned during the develop­ out organization which reflects infinite credit on those responsible. ment of a new type for them. It should have notable effect on They also provide evidence of real enthusiasm among the personnel their finances. in seeking out the most efficient and best way of setting about the maintenance of a machine as an end in itself and not only as part of a Unnecessary Spadework plan aimed at the achievement of the maximum utilization of the aeroplane and the most economical operation of it. One of the points that was brought out in the graph published with the article on 'Servicing Advantages of the Jet-Propulsion Engine' The Root of the Matter (to which we referred earlier) is that considerable unserviceability of an aeroplane is caused by the removal of parts at inspection times The whole art of planning the detailed servicing of a given aero­ merely to check that they are all right, when in fact it is frequently plane is so to arrange it that each individual operative can be put to work at a definite place in the machine at the moment when he can found that they are in perfect condition. To overcome this un­ work efficiently and uninterruptedly on a specific part without inter­ necessary disturbance, and avoid the aeroplane being withdrawn from service on account of it, a system of card-indexing such as that being fering with, or being obstructed by, others. To ensure this the operated by A.M.S.D.U. is necessary, on which a detailed record is aeroplane must be 'broken down', very similarly to the procedure kept of how often a given item of equipment really needs attention followed in production assembly, into a number of sections or components. On the care and foresight with which this is worked out so that in course of time precise information may become available the whole efficiency of the operation depends. The undoubted success as to how often it is actually necessary to examine it. This analysis is one of the most fruitful steps towards the full economic utilization of the AIR MINISTRY SERVICING DEVELOPMENT UNIT is due to the of an aeroplane. We shall be illustrating next month some examples amount of initial work put into the preliminary stage during which of how inaccessibility of equipment can also affect this point. each tradesman studies the aeroplane from his own point of view and

Journal

Aircraft Engineering and Aerospace Technology – Emerald Publishing

Published: Jan 1, 1950

There are no references for this article.