Section l Secir.ion 2 Section 3 See'l",ion 4 Sec·tion 5 Section 6 Section 7 TOOLING AND MANUFAC'roRING POLICY CF-105 Table ot Contents CF-105 Tooling and Manufacturing Policy Engineering Presentation and Contour Co~ by Master Model. Sheet Metal Detail Part Manufacture. Machine Shop Detail Part Manufacture. Sheet Metal and Major Sub-Assemb~ Manufa~. Component Assembly Manufacture. Interchangeability Control. ----- ,,- liffitC M:EJ,-JOR...'ili"DUJ.: TO .ALL CONCERNED May 2, 195.5 FROM: E.A.RVEY R. SMITH, VICE PRESIDENT - JI.ANUFACTU.RING SUBJECT: TOOLING All1) MAWLIFACTUJUNG POLICY FOR :BUILDING CF-105 COMPOli":ENT TEST SECTIONS AND b'IRST .AND SlJ:BSEOtiENT .1\.I::EPL.lL.m;S Relative to many discussions on this subject, a~.d with full understanding of the views of DDP and RCJ.F, the CF-105 program has been reviewed in fine detail with the following men: H. F. Young Chief Production Engineer T. :Bragg Ass 1 t Chief Production Engineer w. Rack Chief Tool Engineer w. :a. Biggs Production Shop Manager s. L. Wilson Industrial Engineering Manager R. W'nittington Tool Room Superintendent To preface the tooling and Ms.nufacturing policy covering each }4"1ase of this program, I !eel it necessary to call attention to the original basic tooling and manufacturine policy, which was established for the CF-105 program last year. That policy was esta·olished at a time when we were considering the proper ways and. means of producing the first several airplanes only, and aosUl!JinG that there would be a sizeable gap between the first several and subsequent :production airpla.nes. Consequently, this policy gave rise to the terms "?base 1 and Phase 2 Tooling 11 • It has occured to me roa.ny times th,.1.t the terms "Phri.se 1 and Phase 2 Too1ing 11 have been rnisu..'1derstood by members of our organization, a.nd subseq_uently by me□ber~ of DDP and RCAF. consequ.ently it see~s necessary to put this matter straight at this time. If -we were to build several CF-105 air-planes onl:v. and then allow a sizeable number of months to elapse before resu.oi~ additional production then the :policy .,..hich developed into the terms 11 :Phase 1 and Phase 2 Tooling" would still be in effect, as established at that time. Ho~~ver. when considering thP..t rno~e than several airplanes !!!Ust be built ~nd :followiIJG eo.ch other in clorse ?Seq_ueJlce, then the terms "Phase 1 and Phase 2 Toolir..g" become entirely superfluous, and the use of these -~------ -2- terms sh ould be discontinued n.t once by all parties concerned. It appears, the orie,ina.l misunderstandine on t his subject came as a result of the Engineering Depa.rtment 1 s recom..~end..a.tion that approximately eleven airplanes should be built as quickly as possible, in order thRt all p..~ases of design and develo;rnent be proven silinlltaneously. This reco~~enQ~tion of the En&ineering Department was concurred, by all membGrs of this company, the RCiiF, and DDP. Rowever 1 it has since become apparent t.l.1.at all parties concer11ed, mttst :nave assumed thr, t 11 Phu:.e l Toolingll would suffice for the building of more than the first several airplFJ.ne s. as long as the rate refilained at approxir:iately one (1) per month. Thi~; is not correct, and it would. be cle.n{;erous for this thinking to continue a.ny longer. To dat.e, no harm has resulted .from this sli,:-;ht misunderstanding, to this cori:pr.:.ny, the RCAF or DD:P, consequently no great concsrn shm:ld re.s,.llt from ther;e preface statements. Facts relative to the CF-lOS program. as they appear tone, and as concu:ned by the men listed above, are as :follows: To :fulfill the requirements esta'blis:C.ed by Avrc Aircraft Limited, which was, and still is, in agreer.:E:ln t with RCA.F, DD:P and all mer:bers of this com~a~_y, we must r,rod~ce the first eleven (11) airplanes at a rate of approximately one (l) per month. To so produce these airplanes, it in necessaTy tc follow ou.r ori~inal tooline and manufacturing policy, genera.llJ'· within its entirety, w:2ich for all purposes can be construed as meanin~ a ccmbination of 11 Pha.se 1 and :Phase 2 Tooling". However, a.t t.-iie. point, I ask that a.11 :references to "Phase l and. Phase 2 Tooling'1 be discontim.:wd, inasnruch as I belie,;e fu.rther mis u..'ld.erstandin,s en this subject co;:.ld result in extre~e embarrassnent. I:f the staten,entn contc.ined in the raragra.pr.. above are understood, and agreeable to all conc8rned, it theri a:ppea.:rs thr;;.t the polic;;- which has resulted :fron our ccr.u:;-rehensive consideration:, :i.s :pro-per and in o:rder. The philosophy which r.ias been e>.do1;ted. co,rt:rin6 our a.p1,roach to the CF-10.5 air:plane toolinf; and :tr,anufacturinr; };hases iR as follows: The CF-105 a.irpla.ne is fully recocn ized by 1:!.ll cuncernec:. to be an extremely advanced t:n, e cf air:plane. The role wnich this a.ir:pla"le rr.a.y be called. upon to :fi 11 is of n::.aj or in•J_)orhmce to ,lvro .-\ire raft Limited, the RC:J\ and DDP. With full realization of this fact, but also bearing in mind tlie position of the customer, regard.ing ex-pendi tures consistent &!,h nece!::.si ty, the :philosophy covering our approach has been, and c ontinues to -~------ -J- be, one which is "predicated on producing the best possible product for the purpose :intended. consistent ,.Jith good ma..'1B.ge;:;ent of funds, la.bor. tooling, l!'.a t eria.1, etc. 11 This philosophy can also be termed, "one which at all times is concurrer1t with the state of the a.rt, and altho striving for the accuracy which is mandatory, we do not exceed in quantity. the number of tools. machinery, and material needed, to satisfactorily perform our commi troenttr. In addition, the evaluRtion of tooli?¥:, methods, rates of production etc., whi.ch is to be described in more detail within the policy description of each phase~ is based on certain fund,,;.111ental factors, such as: (e.) Avro Aircraft Limited 1 s co~plete understanding oi the desire of the cu.stc-mer, th, .. -;.t the product be tooled properly and efficiently, for the rate of production yresently cor:.ter.1rlatec., which is, at a rate not to e:xceed one (1) per month. However, ;"t a.11 times we a.re aware that t:1is rate may be increased. Conse quently, our planning, procesf,j_ng, tool design, and tool work orders will be in such condition that, should the rate be increased, the time necessary to so increase will be ea.ual to the time required to build, and put into prod,iction those tools, mach5.nes, etc. P necessr,.:ry in increased quantities. While it is not :i::ossible to d. efirdtize to the e.:xact ciay. bow ::iuch time would be needed ns lead time to provide for an increase, unless the rates cf pro duction are known, it can be aesv...~ed that: (b) if the completed airple.ne rate was at this date increased to several uir:planes per r.wnth, then it automatically Qeans the building of additional tools, and procurement of materials would :have to be put in. process as of this dute. ( c) if the 1·a.te were to be increased, to five (5) :per month (from the y,reGently planned rate of one (1) airpJ.ane per month.) after a7,:i,;rc::di;ia.tely ten (10) or twelve (12) are col:lpleted~ the decision to d~ so, (d) and action on additional toolin{;. machinery, and =t~~ial would J"l&ve to tiQ in ~:f:f'...c;, Prod.uctio:i and Ins1iection 1.ersonnel tfl.e best poi:;si ble r,,eans of :proceeding with the CF-1O5 airplane pro,-;ra.n with confidence. '\ii'hile these ma.ste:r models can not be e:q,ected to eliminate r,11 discrepa.ncies and resulting confusion, t:1ey will. without q_uer,tion, elirninate the crea.t r,,.ajori ty cf misfits, mis r..lienments, etc., v!hic:-1 otherwise could only be found du:rins the actual constructiun of nur.1erous air-planes. Obviously. this latter r;iet:-:od. al;,!ays occurs after toolinc 1;.nu. -parts are on hand, and cannot be tolerated. on the C?-105 :pro1.::ram. -lim!------ -6- Jo Process Planning Production En1;ineering will proceed wit}1 the complete plannine breakdown of the airplane through ell.eh cooponent. ~~b-component, sub-assembly, detail parts, equipment, etc., to the extent, thc.t as scheduled drawing releasGs from the Design E.i.·1gineering Department are completed, the a.irpla.ne will be fully }Jlanned, and operation sheets established for the rr;ost efficient production, consistent with the ~rccra~ involved. Included in this complete l)la.nning rro!::ram will be all ins?ection call-outs, establishnent of function 01-~er;;_t ions to be performed in factory, c,.ncl those required during flight test operations. These itsr:is will be establi:;hec. by Production ~ineering in close collaboration with Inspection Department and Desi6"l'l Enr:ineeriDt":· This principle of planning within the Production EncineerinG Depart rient will be predicnted on the u..':.derstandinr:; that as the first :preproduction airpla:ne is cor:1::pleted., operation sheets, met:i::o.:ls, rr.anu.facturing sequence, etc., is correct Rnd current. Should a given :rart, sub-assembly or component req_uire alteration due to rig tests re:mlts, first fli~ht etc., Production .En:-:ineerini:; will t';1en be ;,.ble to :::rovi1le for the cba1:ces which may arise, and will not be in the q_uestio:v:>J:ile position of not 'bein:; completely in control of the situation. 4. Gauges In conjunction with Items 2 ar.d. J above, all ,~uges necessnry to assure interch.P..n!;eability of conri;ionents, and. prop~r settine and checkin;: of nss~nbly :::'ixtu.rc~ will be cor.1?lctely _plr--..nned., di:si::, .. ned, and built in adYance of the com:yletinn of parts and/or a.sser:ibly fixtures. 5. Tool Desi;P;n The Tool Design Section of Prod\lction J!;ngineering will COI:l:plete all tool desie:,n necessary for the production of all detail parts, sub assemblies, 1:ia.jor assem'bliell, components, final aircraft, flight tests, etc .. , in }'..lRrallel with the Process Plannitt:?, as out:i!J.ed in Iten 3 a-00..,e. This tool design effort will also 'be 1,redico.ted. on achie"lri!!:: the !I!Ost efficient procl'J.ction methods, consistent with modern aviRtion ty-pe t.ooli~ met.i:loa.s. and. in 'keeping ""ith the nu:.lb.-.,rs of airplanss likely to be required, and consistent with the int~rcha.~eE.i.bilit:,, requirement;:; a.s outlined. 6. Tooling Work Orders Subsequent to the coz;;plction of Process Planning, Operation Sheet, ;;.nd Tool Desi: ::;n of each detailed p::-.rt, m1b-<1.~se:-:ibly. rrajor assembly, cor.i:r,onent ar..d final aircrc:.ft, a tool work order complete with estimated la:)or hours, material, etc., will be w.ri tten, recorded, and availa."ule for issuance. Tool work orders will 1:;,e!'. issued to th-3 Tool Rool:l in accordance with a detailed and. priority seq_ucnced index schedule.. This detailed schedule will be ;;,re1,ured from t:1e Master Plan. -7- RiJ;L'F: ,',.SE OF MODELS, G.,':.i.JG.SS, TOOLS, FIXTURES, EQUIPHEl·fT, ETC • BY TOOL •110R.X: ORIJ:ERS TO TEE TOOL BOOM As ex:plained l-)ri:vi<>usly, all Process Plannint;, Tool Ded;;n, Tooling Work Orders will have 'been accorn:.olished in s€quence with the scheduled release of J?roductionized, 1md detailed drawings from the Desicn Enr,ineerine Depart ment. The release of tooling work orders for build, a.s outlined for production of the test components and subse~uent production Rirpla.nes is as follows: a) Master Models to be released by tool work order and completed as rapidly as possible. 'b) Ga~es All ga:u,t;int'.~ to be released by tool work order in accordance with :priority schedule, but in all cases anea.d of detail and assembly toolir.ib. c) Tools for Sheet Metal Parts to be released by tool work order, for all such parts, in accordance wi t!l the rriority seq_uence schedule. These tools for sheet metal part'J will not be temporary in any sense, o.nd will ,,__ suffice for a reasona1)1e production run, consistent with modern a.ircrRft tooling practices. T'.nis is 11ot to be r.iisconRtrue::d. as elaborate tooling, such as would be considered for several thousand airplanes, or automotive ty··.i?e tooling. d) Tools for Detailed ¥..achined Parts will be released by tool work order ior tha first test cor.iponents and several pre::;,roductio11 r--.irplanes. As stated above, all :plar..ning, tool d.esicn, anc'. vork ordern will 'have been completed for these particular tools. However, it is understood th~t, due to s:>iortages of tool lead tine, develop:raent of for;;ir..gs, castings, etc., it appears necess~ry to obtain the first several m::.chined sets of parts by tool room r:ethor~s, w.'1.ile these tools are beil'lG built. Obviously, this r.ru.st be a eeneral ?olicy, ana not restrictive in any sense. Due to time and a.,r~.ilability of proper castings and forgines. lead ti:ne for suitable tooline, etc., it appears necessary for us to make by tool room methoo. s the first several sets of rn;-..chined })arts for the first several airpla.nee, However, t;i.is is strictly due to the .reasons st,'.ded. This is not {;Oo:i }Jractice and it is U...""l.econorn.ical in every sense, regard.less of cl'l.a."1.ges in design, which may and })robably will occur du:rin~: the baginnini~ of this progra.m. It must be re:ne1.1ber9d th..-.t =ki:l:l,c-; m:-..cl;.ined :2a.rto by tool room :rnathode and. 11ho~:;gingtt intricate parts out of blocks of metal is extremely costly a.nd will not generalJ.y provide for the interchangea'ble requirements. Also by the time several sets of parts have been produced in t.his n;anner. the cost incurred will generally be equal to having built the necessary fixtures in the first place. Consequently. while we are l)Ossibly justified in making the first several sets by tool room methocls, we wo"l!ld not be Justified in allowing this excessive practice to continue any long0r then is absolutely necessary. _}fflu! _____ _ l'ORM ,7,11 A -8- Therefore, du.ring the :pericx:l we ;:,.re J118king the first several sets by tool rooli1 metboo.s, I feel we mu.st relense 2...nd build the nece:;sary ::::a.chine tool fixtures to provide for the subseQuent sets contemplated and ai:ain keeping consistent with the rates of prod.ucti ,m as established. by the customer. However, on tDis subject, the type of fixture necessary for 4, 11, JO or 200 air:ple1.nes is equal to accepted 11 a.ircra:ft type tooling" and does not consider utilization of laree qua.'rlti ty aircraft, or automotive t~'J)e • progressive tooling. e) Sub-Assembly Fixtures S-..i.b-Assembly fixtures will, as noted, have been :fully :Planned, tool designs and tool work orders :i:rep;;.red as a r>.ormal course of the tooling l)lannin~ operation, The release to the tool room to build imb-n.ssenibly fixtures will be confined to those sub-assembly fixtures w::ich are necessary to acco!~plish t;ood. workman.like sub-a.sse1,1blies and to ensu.re proper interchangeability and so forth. These sub-assembly fixtures will only be ordered in quantity to sustain ap:proxit1a.tely one (1) airpl~ne j~er month. The mu.1 ti tu.de of rrease of use 11 t~']?e of sub-assembly fixtures, which beco1::i.e very necessary when incren.sed q_uantities of airpla.neo a.re desired, will not be ordereQ at this time, but will be developed during the !)reduction of the first eleven airplanes D.D.d subneq_uent, should it be dee~ed they will be needed. f) Major Assembly Fixtures ¥.ajor assembly fixtures, havint: been completely planned. and designed., ',.rill be released. by too) work order to ➔,he tool root: :for co1;1pleti on and used in acconlar..ce with the schedule. T218se releases will include all fixtures neceGsnry to ens·u.re that each major component is properly built and will allow for the desired final a.s;;embly of the ,".!.ir:plane. The nunber of each of these fixtures, to be built d1.arinc; this pericxl, will r-:eneral'.l.y be con.fined. to one (1) each. Con seq_uently • if accelerated. nu.~becrs of air1,l~nes are dei;ired r,ubr.eo_uent to the first ele,ren air-..i,"lh,.nes, additional amounts of these m,,jor fixtures will be necessary. It is to ·oe noted that these major a~,ser.1bly fixtures as nescrioed , will be production ty:pe fixtures anc1. net in ,my ~ense temi)ora.ry tooling. However, this is not to be misconstrued as nea.ning high J_)roduction aircraft, or auto~otive type tooling. g) Equipment .Equipment for use in sub-asseinbly, major assembly, final line operations, and flicht test op -., rc.tic,nr, will h;:.,re been fully ~'la.".l.ned, desiened c..nd. tool orners p:repa.red. However, for the :first eleven airplanes, only l3- strict minimUI:J. of these ite;-;s will be constructeo.. Items in tl1is catecory can be better rccoc;nized a.s, testin;.:~ ur:its for electrics, hydrauJ.ics, pressurization. ~enerntors 1 etc •• etc. h) Production Control Production Control will cont:l.nue, tbro1i.p:h t heir presently devised systems, to receiYe from the Industrial Engineerint Depn.rt nent, 1:1:..ster schedules from which they will be cuided in ;:rep:-:.rinr, the cleta.iled work order release dates for production µ~rts. The work orders issued by Pro~uotiou Control to th~ Shop~ will bo, a~ ~t F~e~ent, tho operaticn sheets as J_::•re:i;.'-"-red by Production Enc;ineering in accor,ii'l.nce with priority sefl_uence planning. -~------ ,.,..... l'OlltM 17Ali A -9- i) Production Pro(l..1ction of .ller arnou.11t of corrections nece~s:-~ry du:::.1"::,: the toolini:~ i:1nd firnt, ;production !)h,rne, and I believe will hasten the fin;t a.iry,1ane:,, rather than delBy. ' Hhile it is fu.lly recoGnizecl by Hll ccnurned. ' thr.t per:fectior( in tl:is field nn.y never be cor.:,plete, ne·rerthe le:30, our concentratecl effort:s towarcl~ 1Jerfect.icn, can only re :mlt in r..;-i·ef.1.tly reducing the ever prenent problem in this 5.nclustry, :rrovidefnctory c oriditions r.re co:-rected on 2;ar,er. 'before tools nnd :parts a.re ir:i1,ro}:erly produced.. 1·/e are also aw~1.re that during the rig te!"ltinl~ of col!lJ)Onents, and flight testine of the fin,t n.irpl,~ncs, changes M'::..y become necessl:iry w.hich were ir::}JOS si ble to forecast d.uri:r..g the program as cutlined previously. Should inot~.nces of this ty])e arise, the :f::>.cilities ,-.t oux disposal, and the potential a.bili t;·: ,:i tl1.in each i\.mcti:;n o:f the J.vro Aircraft Limited will be a"ble to ef:ficicntl;y COlle with thGse chaD.iZ;es fe.r more rea.cUly tlw.n would otherwise be the case. In addition, i,t any 1,oint d·..u-inc this rrogra.n1, this comyany and its customer ~~11 be better able to fore cast the exrendituxe necessary and availability of product ion articles, if co desired. In conclusion, it is mandatory th:,t all depc:..rt:.--!ent hec::.cls, 3U}:>er visors and .::..ffected person.nel 1:.a.in~uin a clea:r un.derstan.d.ing of this 1,olicy hnd .o..re at all times aware of the c-..~ntor:ier 1s desire thn.t we TER. Mooe.L 11-1 TOOLING. FoR Dollt!LE (uRvAilJRESK1!1 Pi TOOLING FOR MACHINE PARTS The following illustrations show three typical machine parts from the centre fuselage component, together with the required tooling. Our basic policy with regard to these and similar other parts is to provide the minimum number of tools, consistent with the quality required for the particular parts in question. Example No.l illustrates a part which is made without special tools using only the standard equipment presently available in the shops. Example No.2 shows a more complex part and the simple type of fixtures provided to maintain the necessary dimensional control. Example No.J illustrates a part where interchangeability is involved. This requires the use of a slightly more complex drill jig to ensure matching of the hole pattern with the mating part. The remainder of' the operations are performed with the simple tool shown, and standard set-ups on existing equipment. To summarize, our approach is to provide only that necessary and•simple tooling for difficult operations; where interchangeabili1 control is required; or where the extensive set-up involved would jeopardize the required production rate. __ ..., ______ __ 0 TY~ICAL MQCl-l!HEO IUM M~ DE F~OM SAC? STOCK w,-r11oyi SPEC1A1.. TOO\.IMGr w,rH ~u· THE !:S5El4TIAL 1"oOLl?:/C. JiQIL.. nm, P~C!T 15 HA~OED BY TuE DEG.er~ Of" TAP!!Q 0 CoMP1..l:~ ~T MME l"llOM 8AR STOCK I TM15 Pl'!i:!T Regt.JIR'fS n!E US~ Of- MOg~ C.Ol!IPLfX TOOL\~ta To Ell~URt: ll!E NU!!S.S~RY ·- · TOOLING FOR ASSEMBLIES Our approach to Assembly Tooling is based on economy, consistent with adequate control of essential points such as interchangeabilitJ points, skin contour and the major pick-up points. The quantity of Assembly Jigs required is held to a strict minimum in line with this policy. Sub-Assembly Jigs are not ordered wherevi the work can be included in the next stage. In addition, the Asseml Jigs that are ordered, while being of a production type, have only 1 essential locators and pick-ups put on at this time. Later, when production warrants, additional locators etc •• may be added. Following are examples of this tooling policy: SIMPLE SUB-ASSEMBLY - ASSEMBLY JIG NOT REQUIRED Finished Assembly ~ ~1\ \11 . ! \ l ~\ jCJ ~ Bare Former Web Q Q The details are pre-drilled a1 assembled in the same fashion as a Meccano Set. ~ o~~ ..... ~ ---·~ Stiffener Angles ""I \._., MAJOR SUB- ASSEMBLY \ \ \ FoR. nm, Ass r E RED To EMSU~!; T IN RELATION T~E JIC. I~ \Ill. T FROM TM lo A$S\I' G.LRSS (t..OTM wtfose wies AR-E "l'llosE OF TME MAST!!"- M9Pi!- MAJOR ASSEMBLY NOTe -- THE J,, (OHTl1suee. THAT THE' 51.iN£D WHll':: THF: ~OINTS "RE COMPLE~ED. ~ ~ •• ~:. ,J.'---,,, ~ ,,,.. ~-~-\,__ -~ ,<~/ ' ,c----~ II' :"'""""":,~ · -m • • • ~ - • . . -~ J re,:~;~, ., I ✓-~~ • - .>:L• . . __ , :>'' ;~ ~y::/ -~ ' "' 9t·2S / 2? '>"' / ,a , •-

Tooling and Manufacturing Policy CF-105

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