Interview Dmitry Bloschinsky

Interview of Komsomolsk-on-Amur branch "Sukhoi Civil Aircraft" Dmitry Bloschinsky "Gazeta.ru"

 

 What is now the production cycle SSJ-100 in Komsomolsk-on-Amur branch of the SCA?

— In the modern world the concept of aircraft manufacturing "cycle" — the internal process. The aircraft can be built upon five years, seven years or ten months, but it really does not matter much: no matter how much time the machine spends in a particular shop, it is important to plant what period it produces. So today we are talking primarily about ticks.

World leading aircraft building enterprises organize production on the basis of the assembly line, where every certain period of time to produce aircraft. If, for example, to talk about his plane and Boeing 737, the standard cycle of five years ago for this series — one aircraft a day. Now Boeing at the expense of building a second line to increase production and, consequently, reduce the cycle.

By tact and we judge the performance of the enterprise. For us the most important thing — not how much time the aircraft spent in the shop, and the tact with which we manufacture airplanes. Today we have reached a stroke 15 days, that is, two aircraft per month.

— Reached this tact when?

— At the end of 2012.

— So this year you release 24 aircraft?

— About 30 aircraft. Our challenge is to reduce the cycle of production, and by the end of the year we should have to work with tact 10 days.

— How are you going to do?

— Of course, the first thing that comes to mind — to increase production capacity. But our company does not rely on a simple extensive development, so we're not going to clone a plant, put another one next to the existing one. We focus mainly on the intensification of production. That is an increase in productivity through the introduction of various measures: and on the process of work organization, and motivation, and technical fields.

Do not rule out an extension method of production space, but it's not so much the expansion of area under production itself, as new areas for infrastructure and maintenance. If you look at the standard modern aircraft factory, surprised: the very place in the production of the aircraft is about a third of the shop, the rest — the place under the complete set, organization, storage, and so on. After assembly line suggests that working in the area should be exempted from unnecessary work.

The extra work is usually for hiking tools, documentation, a warehouse for materials, to the chief of the report. And if you draw a diagram of movements per working day on the standard Russian factories, the workers can only feel sorry: there is a tangled web, and mileage.

Final assembly. In the photo: 1st, 2nd and 6th workplace

The current organization of production suggests that all that is needed for working, before it is delivered to the changing area, and walk behind it is not necessary anywhere. The area of our final assembly shop does not allow us to place the service area of land immediately adjacent to the aircraft. Nothing critical in this, but all of this — the loss of which eventually add up losses in bars. Therefore, we are now beginning to build out additional space to shop — in fact, the body grows in breadth — and in these new areas are planning to organize the pre-deployment training replacement jobs for the workers.

In addition, the fuselage assembly plant we now have four jobs — one seat and three seats docking assembly jig. In addition to direct mechanical work to build the fuselage in this shop is working on installing piping systems, wiring, that is filling the fuselage. And today we see that for a 10-day cycle to us four jobs in the assembly shop fuselage little. According to our calculations, you need seven. Therefore, plan to rent from KnAAPO additional space in the same building, where is our shop, and set there jobs. And it will do the same for the extension of workflow, as we do in the final assembly shop.

— Seven jobs in the assembly shop fuselage and six jobs in the final assembly shop, and by the end of 2013 you will be let out on one plane in 10 days. But if one of the jobs in the final assembly shop, for example, do not have time to keep the beat goes crashing around the pipe ….

— Now, in principle, shop in time 15 days fit. If work on the production site is not finished, it is already a special committee decides what to do. If it's a small thing: for example, the worker did not have time to screw the nut and he needed half a day, well, finish. If the question relates to a lack of components and it is clear that today the problem in any case is not resolved, then, of course, makes no sense to keep the whole line. In this case, a large package of documents signed, where the commission confirms that decided to shift it to the work in progress on such aircraft due to the condition that this cause will be eliminated until a certain date and the aircraft will return to the production site.

At the end of February in the shop were planes to companies Interjet (Mexico), Sky Aviation (Indonesia), Aeroflot, Lao Central (Laos) and "Gazpromavia" (version LR)

But I tell you what, put the plane in the work in progress in line assembly — this is the worst thing that you can imagine. In 2012, we did not maintain the declared cycle of 15 days, were forced for some reason to take a decision on the suspension of the assembly line. Since the beginning of this year we saw two clock cycles. While the declared stand a rhythm.

— And in terms of the production of 60 aircraft per year turns, you have to enter the 2014 cycle 6 working days. That is accelerated almost tripled. I just do not understand how this is possible due to the increase in labor productivity.

— In 2014, 40 aircraft will be produced, but in the same year, the rate of production will be achieved, allowing us to make 60 aircraft per year. This is quite a realistic goal. The most difficult was the measure 30 days 15 days pass, and further understand the methods and mechanisms. This task will be implemented through the introduction of a variety of activities — design, technology, including productivity … you do not consider the increase in labor productivity as the need for the worker to three times faster than twist nut wrench. Of course not. The same nut can twist a regular key, and you can use the automatic wrench but still with a trimmer, with the fixation on the Wi-Fi settings on the server and automatically tightening the issuance of the report as a document confirming the action.

— This will you have?

— It's hard to say …. Something that will increase productivity and at the expense of tools, it is clear, but whether this tool in a way, like I said, it is too early to say, consider different options. There is always a question of balance between the economy and production. Because you always have to keep in mind: we do business, our goal — it is making a profit, not just selling aircraft. The tool can be absolutely fine, but if it is too expensive, then the goal to m
ake a profit with it, we can not achieve. While for us that wrench, which I mentioned, is very expensive.

— How is going to work with your suppliers? There are failures?

— Divided into three parts suppliers. We have suppliers of aggregates, of which the plane is going — KnAAZ, NAPO, VACO. The second part — it dvigatelisty. And the third — is suppliers of onboard systems.

By suppliers of components: they're just like us, are in the development stage and exit at maximum capacity. Yes, of course, there are problems, but they are solved. We always find a common language, antagonism we do not, we can get an acceptable solution for all parties. The main thing is I do not see any problems that would have wound up in a dead end. There is no problem.

Engines. Yes, we have, in 2012 there were delays: one could see the finished aircraft, which were waiting for engines. But seriously committed, and today I have to assembly problems with the supply of engines not. I know dvigatelisty plans, our plans are the same, we regularly meet. I think everything will be fine.

As for the other suppliers, there is another situation. It's no secret that the program SSJ-100 is delayed: the timing, claimed 10 years ago, we have, for various reasons were not able to perform. But the vendors on-board systems are ready, and I would even say, here and there, even ahead of us in the stages of development of capacities. Some sharp questions on suppliers of scarce on-board systems now I can not see.

— That is failure rate of increase in production due to suppliers should not be?

— We try preconditions for such problems be detected early and take all necessary actions to compensate for these moments. Of course, no problem on any production does not happen. But you can close your eyes and hope that will carry until the head is not going to hit. And you can feel in advance that the problem may occur, and to take steps to mitigate possible harm from it. GSS professes the second path.

— And that, people?

— People here are wonderful. Honestly. People — this is, I would say, a strong point of our production. The team of young, ambitious to winning team. The average age of our 34 years old, the average age of the head — 36 years. Average wages have 36.2 thousand rubles. This is the average salary in the region. But I want to say we are trying to make this salary is not just receive, but to make money. We have many areas of development is the motivational component of production. Now 65% of our employees (and 100% of those who work in production) are working on the motivational circuit, where about half the salary structure — it is a constant part, half — a premium. And the average salary of these employees is higher than the rest.

SJI — Alenia Aermacchi and the joint venture holding company "Sukhoi", responsible for the promotion of SSJ-100 outside the area of responsibility of SCA

 — The second aircraft for the airline "Yakutia" was painted not in Ulyanovsk, and in the Czech Republic. What has caused a change of contractor? Are you satisfied with their experience of cooperation with Czech experts? Where it is planned to conduct follow-painting aircraft for customers SCAC?

— To reduce the risk of delay in delivery times can take up to several service providers, including the part of contractors for painting aircraft. That's why the second half of 2012 it was decided to paint in the Czech Republic Sukhoi Superjet 100 with serial number 95020 manufacturer.

Despite the fact that the cost of painting in the Czech Republic is lower than in Russia, additional costs for customs clearance, secondments and directly on the flight to eventually lead to a general rise in the cost of aircraft when sending it to the customer. But it reduces the cycle of painting by 2.5 days, paint quality is still acceptable.

Subsequent aircraft will be painted in Russia, in "Spectrum-Air" and in the Czech Republic, the company Eirtech Aviation. In this decision, specifically where it will occur, will be made depending on the requirements of the customer.

— How many aircraft in the full layout plan this year to produce and transmit "Aeroflot"?

— Seven. The first plane full version already flown to Ulyanovsk, where it is installed and interior painting done in the corporate colors of the airline. It is expected that he will be given "Aeroflot" in April of this year. At the same time to produce the aircraft in a configuration full «Aeroflot" will return JSC "Sukhoi Civil Aircraft" aircraft configuration light. Returned to the GHS SSJ100 aircraft in the specification light can be modified in accordance with the requirements of customers who have expressed a desire to buy the aircraft after returning from service airline "Aeroflot".

Rollout of the first aircraft in the full assembly for the "Aeroflot". Serial number — 95025. "Green", as long as no interior and paint

In February, began flight tests of the first extended-range aircraft SSJ100-95LR (aircraft 95032). The shop already is the first production car — on the order of "Gazpromavia" aircraft (95033). The aircraft is scheduled to release before the completion of the tests?

— Of course, wait for the completion of the tests. Different and can not be. SSJ100 aircraft will be certified in 2013. By the way, SSJ100 LR equipped with the base engine SaM146. Its an upgrade for extended range aircraft was not required. Right now the machine is in Zhukovsky on the tests, which will take three to four months, and then in Aviation Register of Interstate Aviation Committee (IAC) will be filed documents for certification.

— How many of this year's plan to make SSJ100-95LR?

— Three aircraft. The first SSJ100-95LR will be delivered to the customer — airline "Gazpromavia" — later this year.

— Recently the shop after a prolonged storage returned the third production aircraft (95009) for "Armavia" is its completion. In what form it will be released?

— On the airplane will be practiced interior layout for the business version of Sukhoi Business Jet (SBJ).

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