JPRS ID: 10190 WEST EUROPE REPORT SCIENCE AND TECHNOLOGY

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• Content Type: REPORTS

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JPRS L/ 10190
15 December 1981
West Euro e Re ort
~ p
SCIENCE AND TECHNOIOGY
CFOUO 16/81 ~
Fg~$ FOREIGN BR.7ADCAST INFORMATION SERVICE
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~7PRS L/10190
15 December 1981
WEST EUROPE REPOR~
SCIENCE AND TECHNOLOGY
(FOUO 16/81)
CONTENTS
TRANSPORTATION
F~al~}r Integrated Mini Metro Factory at British Leyland
- (vDI-z, No 18, 1981) 1
U~,date on Current Airbus Sales, Deliveries
(Regis Noye; AIR & COSNiOS, 19 Sep 81) 4
First Airb us A-310 To Fly in Maxch 1982
(AIR & COSMOS, 19 Sep 81) 9
_ a_ [III - WE - 151 S&T FOUO]
F(1R (1RFI('T s i. f 1CF (1Ni .Y
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'f IZANS PORTAT ION
FUI.LY INTECRATID MINI METRO FACTORY AT BRITISH LEYLAND
Duesseldorf VDI-Z in German No 18, 1981 pp 772-773
[Text] A fully integrated manufacturing plant for the new Mini Metro auto model
has been put into operation by British Leyland at Longbridge. The largest, com-
pletely new complex in this plant is the Longbridg;e West works, in which the body
sh~lls for the Mini Metro are built.
In addition, Metro production also required the construction of automated storage
for pressed parts, access roads and loading facilities for trucks and trains,
extensive modernization of paint plants and the attendant preparation areas, storage
Cor painted bodies, elevated conveyor belts for fitting, modernized assembly lines
for engines and transmissions, new final assembly tracks, dynamometers and water
test equipment, stands for emissions tests and a new final delivery check.
The pressed parts needed for the body are stored in a new, high-shelf storage area,
from which they are fed to assembly. The storehouse is equipped with an electronic
management system. This computer system supervises the inventory and its individual
positions as well as movements in the assembly areas. Data storage starts with the
- suppliers, whose small computers are in constant communication with the main works
computer. Cach pallet with pressed parts is identified at the time of delivery to
the central storehouse and reported to the computer by a controller with a"light
pencil."
The computer then automatically checks weight and dimensions to ensure correct lo-
cation in the storehouse. When the pallets are to be fed into the production stream,
they ~ire picked up by forklift tiucks at the storage area's delivery ramp.
'Ct~e body subassemblies, such as sides, front ends, subflooring, etc, are built on
special lines. The prefabricated body parts are then fitted together in automatic
framin~; jigs (Fig 1) and welded into a body shell--also automatically (Fig 2).
Ar? important part of the preparations for large-scale production of the Mini Metro
was t}~e modernization and expansion of the facilities for corrosion protection and
= painting. A completely new facility was built for the preparatory treatment of body
shells, a second one for cataphoresis dip priming and additional facili~cies for
priming, paint spraying, undercoating and the protection of blind box sections with
- a wax spray.
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In the priming booth, the outside of the body is automatically sprayed in one
operation. In the next booths, only a few finishing operations have ta be carried
out manually. Electrostatic proces~es ensure that the maximum amount of paint is
applied to the metal. The new paint facility is designed to process heat-hardeaing
acrylic paints.
Taking 2 years to complete, the huge final assembly hall at the Long bridge works
was completely rebuilt, and the f loor area of the building was expanded by 25,000
m2. An adjoining bullding contains new ritti?zg lines. The five old assembly lines
were re~~laced by three 335-meter-long, raised lines, each with about 60 stations
(Fig 3). The bodies, complete with their interior fittings, are taken to final
assembly on a ceiling conveyor.
In the final assembly area the suppl;~ of engines, chassis components, wheels and
other parts is controlled completely electronically. When the finished cars roll
off the line (Fig 4), ttiey are first subjected to a test of safety-related compon-
ents, such as steering and brakes. This is followed by checks of exhaust emissions,
the electrical system and various other functions. An electronic diagnostic system
speeds up the correction of possible faults.
The final delivery hall has a f loor area of 7,500 m2. Paint damage is attended to
in a special facility, which has its own pai,zt oven and conveyor belt. The touched-
~ip cars are then put back on the line leading to the final check. Along the way, at
several stations, decorative paint stripes are applfed and special equipment ordered
by the customers is installed (fig 5). After the cars have their final cleaning and
insp~�ction, the conveyor belt take s them through spray booths in whlch they are
given a protective wax coat on the outside and the underside.
~
~ig. 1 Automatic holding fixture
for body shells.
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COPYRICHT: VD1-Verlag GmbHs Duesseldorf 1981
9581
CSO: 3102/30
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TRANSPORTATION
UPDA'I'E ON CURRENT AIRBl1S SALES, DELIVERIES
E'aris AIR 5 COSMOS in French 19 Sep 81 pn 21, 23, 25, 27
(Article by Fegis Noye: "Airbus Industrie Delivers Its 150th A-30G"]
~Textl Un 7 October, when Airbus Industrie delivers to Eastern Airlines the 15Clth
A-30U, there will still be 319 planes to deliver--i.e., more than double--since 469
orders have been taken so far. This means that in a little more than 7 years, since
the deiivery of the first A-300 to Air France, tti2 European GIE [Economic Interest
~roup) t~as become the Western world's second-ranking supplier of commercial trans-
port planes, Eehind Boeing but ahead of Lockheed and McDonnell Douglas. A~rbus In-
- dustre's market share with the A-300 and A-310 programs alone--that is, the big
- short-range and medium-range planes--is about 50 percent today; it only drops to
3U percent if the long-range market is added in. This indisputahly represents a re-
markable performance, achieved in a period of economic recession in a market long
do?ninated almost entirely by American builders. Out of some l0u companies ap-
- proa~hed, 40 have already signed firm order contracts, and with the delivery of the
first A-300 to the Australian company TAA (Trans-Australia Airlines] on 1 July, the
European airplane is now in service on the five continents.
We note briefly that Mr Lathiere stated during the Le Bourget Salon that as of Air-
bus No 360 (which is to come off the line toward the end of 19$4), Airbus Industrie
will f~ave repaid to the member states the loans granted for development of the
A-300. 7'aking into account the further expenaes of manufacturing and costs relating
to tl~e A-31U pro~ram, the break-even point for the Airbus program is now at around
90U E~lanes--a total very close to the estimated needs of the 40 companies that have
- already ordered A-300/310's. The slowdown presently to be observed in the rate of
orders announced is explained by the fact that Airbus Industrie's commercial efforts
- were initially concentrated mainly on those companies that had not yet made their
choice and whose needs were urgent. Moreover, there is nothing disturbing about
this if one considers that the preser.t order book represents a work load until the
end of 1985, at which time the first customer companies will begin to think about
replacing the first planes delivered (the average lifetime of an A-300 is 15 years).
We note also that this slowdown is entirely independent of the present problems of
the American companies due to the recent air-traffic controllers' strike; because
its involvement in the United States is still weak, Airbus Industrie has felt no re-
percussions.
The two current preoccupations of the European GIE, which demands big investments
from its partners, are, on the one hand, increasing the rate of production, and on
~
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the other, development of the A-310, the manufacture of which has largely been
started, as we shall see (see article "First Airbus A-310 to Fly in March 1982").
'The present rate is 4.1 to 4.Z A-300's per month; it will reach 5 next year, and
the will gradually rise to 10 in 1985-1986. At that time, the A 300-600 will al-
, ready have replaced the a-300 on the line, since integration of it into the line is
planned for the second quarter of 1983. Finally, let us not forget that the near
Eutura is also reserved for the A-320 program, the launching of which was officially
announed at Le Bourget and which has already received 25 conditional orders plus 25
options for Air France.
The Order Book
We presE~nt on the following pages the tables, established by Airbus Industrie as of
31 AuKust, summarizing the orders for the A-300/310. The grand total is thus 465
airplanes (3l8 firm sales + 151 options) placed with 40 customers, plus one not yet
announced. It breaks down as follows:
--A-"3U0: 316 planes (239 firm sales + 77 options) placed with 32 companies;
--A-310: 153 planes (79 firm orders + 74 options) placed with 11 companies, three of
which have ordered both A-300's and A-310's (Air France, Lufthansa and Kuwait Air-
ways).
The only news since the Le Bourget Salon is the recent conversion by Indian Airlines
of two of its options for A-300 B2-100's into firm orders for two A-300 B4-200's to
be delivered in Summer 1982. ~urthermore, Kuwait Airways has changed 3 of its 12
orders for A-310's into orders for A-3~0 C4-600's, thus becoming the first customer
to order the convertible version of the A 300-600.
W~~ nute also that while a decision in principle has indeed been taken by Middle East
Airi~nes for 19 A-310's (S + 14), the signing of the contract has been postponed un-
til the end of Se~~tember, which prevents the order from appearing in the table.
'I'he companies tha[ are the biggeGt customers at present are Eastern (60 A-300's),
[.uf'tl~ansa (61 planes, including 11 A-300's and 50 A-310's), Air France ~50 planes,
includin~; 35 A-300's and 15 A-310's), and then KLM (20 A-310's) and Swissair (like-
wise 2c) n-31U's).
As regards choice of engines, the following breakdown is noted:
--A-300 (all versions, including the A 300-600): out of 310 airplanes identifiedl
(236 + 74), 269 (202 + 67) have General Electric engines, and 41 (34 + 7) have Pratt
and Whitney engines;
" --A-310: out of 133 airplanes identifiedl (69 + 64), 95 (46 + 49) will have General
t~:lectrics, and 38 (23 + 15) will have Pratt ~nd Whitneys.
'f'hi5 makc~s a total of 364 (248 + 116) sirplanes equipped with General Electric en-
~;inc~s ancl 79 (57 + 22) equipped with Pratt and Whitneys; or as percentages, 82 per-
cenl for Ceneral F.lectric and 18 percent for Pratt and Whitney. There are nine com-
E~anirs that have chosen Pratt and Whitney so far: Austrian Airlines, China Airlines,
1. 'I't~at is, the airplanes for which the engines have been chosen.
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Airbus A-300/A-310 Orders as ~f 1 September 1981
aq~.. cwiw.yM.. Z v�.kw M.eo.+.a. coe.~..e.. p~an T.1d
eholslr, !~a
RK A~~ Atnque A30084-200 G.E. 3 3
AF A~r Frenee A.'lOOB4-100
84.100/200 O.E. 23 12 ~6
IT A~r Inror '~~0 G.E. 5 10 15
Il'i0082�tOp G.E. 8 - 6
AZ Alial~s A300B4~00 G.E. 8 S 11
OS Au~tn~n Afrlln~t A3f0 P. ~nd W. y Q ,
ER Bnush Celedoni~n A~rway~ q3~0 G.E. g 3 8
Ct Ch~na Airlin~~ A3pp84.20p P. ~nd W. 4 - 4
SC Cruze~ro Do Sul q,'~ppB4.20p G.E. Q - 2
EA Esetern A~rline~ � � . . . qBppBy.2pp
AAS E ptair ~~'10QIE00 G.E. 94 28 ~ � .
9Y A30084-200 G.E. 5 2 7
OA Geru~e IndoneNan Alrw~y~ A3pp84-2pp P, ~nd W. g 3 12
HF MaPap Lloyd Flup A300B4-tOq/CA-20p G.E. 7 - 7
IB Iberia A30pB4.100 P. and W. 6 - 8
IC Ind~an A~rllnes A300BT�fOD G.E. 8 1 9
A300B4-200 2 2
IR Iran Air A30082-20D G.E. g 3 9
KL KLM A310 G.E. 10 10 20
K� Koreen A~rl~nes A.'i0084-10p G.E. 8 - 8
KU Kuwa~t Airweys A3f0 P. ~nd W. 8 - 8
3 - 3
GK Leker Airvvaye l~OOB4200 G.E. 10 - 10
LH LuNhanse A300B2�100/B440p C.E. 11 - 11
A3t0 (3.E. 25 25 5p
MH Meleye~an Airl~ne Syetem A300B4200 G.E. 4 - 4
M P Mart~neir A310 C.E. ~ 1 4
WT N~gena Alrways A310 4 ~ 8
OA OIymP~c Avweys A300B~-100 G.E. 8 2 10
PK Pekieten International Airllnet A300B~-20D G.E. 4 8 10
PR Ph~l~pplne A~rlinee A.'lOOBI�200 G.E. S - 5
SN Sebena A310 P. end W. 3 3 6
SV Saud~ Rrabier Afrl~nee A300B4-~0 P. ~nd W. 11 - 11
SK Scand ms~+s~ AiN~nee System A30082-300 P. ~nd W. ~ 4 8
SO S~ngeporo A~rlmea A300B4-200 G.E. 8 6 12
SA South Afncan A~rways A300
B2-T00/84-200IC4 G.E. 7 1 8
SR Swieaeir . A310 P, md W. 10 10 20
TG The~ Interneuond A300B1-10q120p/BOD G.E. 12 2 14
JO Tua Domest~c AulmeB A30082-200 O.E. 9 9
TN TrenB Austral~e A~rl~nea A300Bt-200 C.E. 5 2 7
HE Trane Europeen A~iweye . A300B1 O.E. 1 - 1
TU Tunia Air A300B1-200 G.E. 1 1 2
fiG vari9 Avlinea A300B1-200 G.E. 2 - 2
VP VnSP A30o82-2J0 Q.E. 3 - 3
WD Warda~r Interne onel Ltd A310 6 Q 12
Non ennoncAe ~ A300 - S $
Toul 916 151 ~
Key:
l. ID letters 4. Firm orders
2. Companies 5. Not announced
3. Engines chosen
Caruda, Iberia, Kuwait Airways, Sabena, S$udi Arabian Airlinea, SAS and Swissair.
'1'he E~lanes for which the choice does not seem to have been made yet are: the three
a-300 C4-600's of huwait Airways (though it can be supposed that it will be for
Pratt and Whitney), the eight A-310's of Nigeria Airways, the 12 A-310's of Wardair,
and the A-300's of the unannounced company--i.e., a total of 26 planes (I3 + 13),
including 20 A-310's.
State of U~liveries
In 2 years, the number of planes in service and the number of users have more than
doubled, going from 67 to 148 planes and from 13 to 28 companies.
Since the Le Bourge Salon, when 140 A-300 B2's and B4's were in sPrvice with 26 car-
riers, 8 planes have been de'ivered, including the first A-300 B4��200's to Varig on
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Airbus A-3~U DeliverieP ae of 1 September 1981
Slglss 1 f'omp~pnl~t 2 Mbtwn 3 I V~OM . T~
RK Air atr~que . G.E. _ t 84-200 ~
2 84-100 2
� qH A~r Algene G.E.
AF Air France . . G.E 9 82-100 11 84-10Q1'!00 8
IT Air Inter G.E. 7 82-i00 1 B+100 ~
,qZ Alitalla G.E. - 7 B.L200
. 2 B4-l00 2
SC Cruze~ro Do Sul G.E. - 19
EA Eaetem Anlines G.E. Y 84-200 ~S 84~100/'100 5
' MS E9YP~a~~ G.E. 4 84-100
HF HePs9 Lioyd Flug G.E. - 1 C6200 S
IB ' P. ~nd W - 4 84.100 4
IC inana A A~riines..... G.E. 2 B2-T00 - 6
IR . G.E. S B4-t00
KE Korean A~rlmes . � g g~{.j~p 3
GK Laker A~rweyc G.E. -
LH Lufthanee G.E. 8 82.100 4 84-200 4
MH Malaye~en Alrline Syetem G.E. _ 6 BL10D 8
�
OA OIym p~c A~rways . . . _ . . . G.E. _ 4 84-~0 ~
pK Pakiaten Internat~onel Aulinne G~E� 3 g,~~pp 3
PR P'ulipDlne Airlinss G.E. - 2 84-100 2
� SV Saud~ Arebien Aul~nee G.E. 4 B2�3G0 - ~
SK Scand~~av~an Aul~ne~ System P snd W. 3~.~ 3
SQ S~ngepore Avlmss G.F.. 4 B2-200 1 84~200 5
SA Sauth Ahlcen A~rweye . C' g B4.~pp 9
TG Tha~ Internatlonal . ~i.E. - _ 3
1D Tua Domseuc Aulmce G E 3~'~ 2 B4.~pp 2
1 N T~ane Austrelis A~rhne~ G.E - ~
HE Trens EuroPeen Airweye G.E. 1 B1 1 84~200 ~
RG V.uig G.E. -
~
T~~tal
Air Algerie: the two A-300 B4-100's are planes leased from Lufthansa. Egyptair:
two of the four A-300's are leased from Hapag Lloyd. Saudi Arabian Airlines: the
two A-300 B4-100's are leased from Korean Airlines.
Key:
1. ID letters 2. Companies 3. Engines
15 .June and the first A-300 n4-200 ~o TAA, thus increasing the number of users to
28. As of 15 August, the 1.47 Airbuses in service had flown more than 800,000 hours
and t~ad made 550,000 takeoffs, which represents an average of 1 hour 45 minutes of
fli~;ht per takeoff. Twenty planes had flown more than 10,000 hours, and the maximum
recorded tor a plane was 14,OOU hours. The rate of technical regularity of the
A-300's in service was 98.3 percent for the fleet as a whole, and 99.7 percent for
tt~e top three companies. Of the 148 deliveries as of 31 August (see table above),
46 were A-300 B2's (including 4 with Pratt and Whitney engines delivered to SAS),
and lU2 were n-3oc~134's (also 4 with Pratt and Whitneys, delivered to Iberia).
1'hrr~c~ companies arc~ actually using planes leased from Lufthansa (by Air Algeria),
from liapa}; Lloyd (by F.gyptair), and from Korean Airlines (by Saudi Arabian Airlines.
The 149tt~ plane will be delivered to Thai International on 29 September, and the
150tt~, to Eastern Airlines on 7 October. As of 31 December, 38 A-300's will have
been delivered since the beginning of the year; some 50 will be delivered in 1982,
w}~ict~ enables us to predict the delivery of the 200th in September 1982.
Tt~t~ E>rincipal users at present are Air France (20 p~lnes), Lufthansa (9 planes), and
Thai [nternational (also 9).
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The 150th A-300 Delivered Bears Series Number 152
The 150th Airbus A-300, to be delivered to Eastern on 7 October, actually bears sPr-
ies number 152, b~�cause of the fact that two of. the planes ~uilt at Toulouse have
not been delivered (one prototype and No 3, owned by Airbus Industrie, and presently
being used for flight-~testing). It is an A-300 B4-203 (the first of this type de-
livered to Eastern), equipped with General Electric CF6-50C2 engines. This plane
has in fact, at tt~e request of the American company, undergone structural modifica-
tions so that its takeoff mass can reach 165 t, as against 157.5 t for a standard
R4-200. Its layout is with 245 passenger seats--24 first-class and 221 tourist-
class. Eastern is in fact one of the companies requesting the biggest seat pitch in
tourist class.
Ttie 4~lane started on the assembly line on 5 March 1981. After going through the nor-
mal circuit in the Aerospatiale factory of St-Martin (11 work doors on the line, 1
day of pressurization tests, painting, mounting of engines, runway building), it
made its first flight on 22 June before leaving for Hamburg (interior fittings),
from which it returned on 2 September.
It will leave Toulouse on S October in the hands of two Airbus Industrie pilots; it
will EIy to New York (with or without a stop at Gander), then on to Atlanta, where
it will be officially delivered to Eastern on 7 October. It is only at that moment
that it will become the property of the company. It will then go to Miami--this
time with two American pil~ts in command--where it w:ll be placed in service on that
same day.
It is the 20th A-300 to be used by Eastern, but only the 18th ~elivered by Airbus
Inuustrie, since two other plan~s already in service come from Iran Air. The East-
ern Airlines contract comprises a total of 60 A-300's (B2-200's and B4-100/640's),
including 34 firm orders and 26 options. Six more planes will be delivered between
now ar.d the end of the year.
CUPYKIGHT: A. & C. 1y80 -
- 11267
CSO: 3102/14
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TRANSPORTATION
FIRST AIKBUS A-310 TO FLY IN MARCH 1982
Paris AIR & COSMO5 in French 19 Sep 81 p 29
[Article: "The A-3]0 Will Fly in March 82, the A 300-600 in Mid-83"]
[TextJ While the 150tti A-300 will soon be delivered, the A-300 (220 passengers) and
A 300-600 (improved version of the A-300 B2/B4) programs are proceeding along. and
as we have already had occasion to note at varioua times (cf AIR ET COSMOS, Nos 870
and 872), the A-31() is taking shape very rapidly at Toulouse. We mention first of
allt}iat the manufacture of these planes will be characterized by a phenomenon unique
in t}~e world: the assembly of two big transports on a single line, not just one
plane as usually, even tiiough these two planes have a lot of fuselage in common.
Moreover, it should be stressed that the integration of the A-310 into the A-300
B2/B4 line, and then the A 300-600, will be done simultaneously with a steady but
rapid rise in the rate of fabrication.
A-310
'Che final assembly of the first A-310 is presently taking place in the "Concorde"
- room of the Saint-Martin factory of the SNIAS [National Industrist Aerospace Co].
Following the horizontal tail unit, the two half-wings, which arrived at Toulouse on
30 and 31 August, are now fixed to the fuselage, assembly of which was completed in
the first days of July. After receiving its landing gear, in mid-October the air-
plane will go to the new room (M90) that Aerospatiale has just built for the pur-
pose, in the medium term, of extending the present A-300 assembly line by transfer-
rin~ two work stations to it and in which airplane No 3 is presently under construc-
tion. Ttie mounting of the fin, then of the engines, and finally, "turning on the
current," will de carried out successively in the M90 room. After checkout of the
systems, A-310 No l will leave the shop at the end of January; its first flight is
still ~~lanned for March or April 1982.
AEter its departure from the "Concorde" room it will later be replaced by airplane
No 2, whose wing spar boxes, already delivered to Breme by Britisri Aerospace, are
being equipped, and deliver~~ of which to Toulouse is planned for the beginning of
November. Likewise, the first four or rive A-310's will be assembled separately so
as to break in the various operations perfectly and not impede the production-rate
increase ori the A-300 line. The integration will be done in Autumn 1982, starting
w:_tt~ No 5 or 6. It should be noted in passing that a convertible version of the
A--31O is now being planned.
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The A 300-600
T'he first A 300-6U0 will also be assembled separately, but its integration into the
as~embly line for the B~/B~'s, which it will gradually replace, will be done direct-
ly wi.th No 2, during the second quarter of 1983. Its first flight is planned for
mid-1983, while the first deliveries are scheduled for Spring 1984.
COYYRI~HT: A. & C. 198~
11267 ~
CSU: 3102/14
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