Quality of the Boeing 737



Southwestern College of Professional StudiesQuality of the Boeing 737Quality Management & Statistical AnalysisBryant Devine8/18/2013The Quality of the Boeing 737Brief History of the 737The Boeing 737 is a popular, twin-engine, short- to medium-range airplane renowned by its reliability, simplicity and low maintenance and operating costs. The 737 has developed into a family of nine passenger models with a capacity of 85 to 215 passengers, with a maximum range of “3,235” nautical miles(Boeing, 2013). The first 737, a 737-100 model, was delivered to Lufthansa in 1968. Since then, more than 11,000 737s have been ordered by airlines all over the world. In 1968, Boeing delivered the first 737-200 to United Airlines. The Boeing 737-500 is a shortened version of -300 models with seating capacity for up to 132 passengers in all-economy configuration. The first -500 model was delivered to Southwest airlines in 1990. The last first generation 737, a 737-400, was delivered to CSA Czech Air in 2000.In February 2006, the Boeing Company and its 737 program achieved an important milestone following delivery of the 5,000th 737 aircraft – a 737-700 model – to Southwest Airlines, and Boeing has delivered more than 7,600 737s overall as of Aug. 12, 2013. In parallel Boeing estimated that there were more than 4,100 737s in service all over the world at that time (Deagal, 2013). Counting all variants, the 737 program now stands at 11,000 orders, with 737-800 orders to Iraqi Airways, further cementing the 737 as the undisputed best-selling jetliner in the world (Michael, 2013). Simplicity of DesignBoeing wanted a true short-haul jet to compete with the Caravelle, BAC One-Eleven & DC-9 but was way behind them. The designers kept cost and reliability in mind during the creation of the 737. The designers used features and from the 727 to design the 737, i.e., fuselage cross-section, doors, leading edges, nacelles, cockpit layout, avionics, components, and other fittings. Altogether, the 737 and 727 share 60 percent of their parts. Nonetheless, this gives Boeing cost saving in tooling commonality and production.Most of those 737 created are still flying, with variations included, which means that these aircraft have lasted well over 45 years. The engineers, when they first created the 737, only expected the aircraft to last through 75,000 flights, or takeoff and landing cycles. However, the 737 has exceeded those expectations and can last as long as 195,000 cycles. The 737 has wing-mounted engines that provide less interference drag, better center of gravity, and more usable cabin space at the rear of the plane. These also allow bending relief from the lift of the wings. The similarities of the cockpit design allow pilots to transfer from cockpit to cockpit. This increases flight safety because the pilots are already familiar with the aircraft controls and avionics during emergencies. This also cuts back on training costs, which would prevail if the cockpits did not have this commonality. Maintenance of the 737These aircraft are maintained so that they will last indefinitely. They are systematically inspected, cleaned, repaired, reinforced, and resealed. This maintenance exceeds the original standards and protects the aircraft from deterioration from wear, tear, and corrosion. As the 737 ages, the maintenance cost per flight increases, by the time it hits 25 years old it will double the cost compared to a new aircraft. The accessibility of the wing-mounted engines allows for better access to them during maintenance and requires less fuel pipework. The mean life of these jet engines is approximately 15, 000 hours. These engines are capable of being rebuilt, overhauled, or replaced to prolong the life of the entire jet. Furthermore, pilots can reduce engine wear by decreasing the amount of engine thrust by 3 to 4 percent; thus, enabling the engine to run 30 to 40 degrees cooler (Summers, 2010). This diagram highlights the causes of engine wear, and if unchecked cause damage to the engine.Redundant/Fail-safe Features of the 737There are redundant and fail-safe systems built into the 737. The two engines are designed to support two electrical systems. The aircraft is able to continue flying if one of the two engines fails during flight. The rudder of the aircraft is designed to include three hydraulic rudder control devices, the aircraft was originally designed with two, and this allows for better rudder control if one fails during flight. The 737 has an emergency backup oxygen system in case if there is a loss of pressurization while the aircraft is at high altitudes. These fail-safes prevent an overall system failure, which allow the aircraft to return to the ground. Boeing has added these features throughout the lifespan of the 737, and has improved the reliability of the aircraft and provides a safer product to its customers. Without them, the aircraft would be deemed unsafe and grounded from service.Manufacturing Methods at BoeingAssembling a 737 is a complex job. Factory employees must take 367,000 parts, an equal number of bolts, rivets and other fasteners, 36 miles (58 kilometers) of electrical wire and then put them all together to form an airplane. Production methods have evolved enormously since the first 737 was made in 1966. The main difference is that instead of the aircraft being assembled in one spot (static production bays ‐ traditional manufacture) they are now on a moving assembly line similar to that used in car production. The Aircraft subassemblies are outsourced to numerous other facilities and companies throughout the world. Upon completion, they are shipped to Renton Washington for final assembly. Since the late 1990's the company has continuously improved production, becoming a lean enterprise (Kelly 2009).For example, the fuselage, or body of the airplane, is produced at the old Boeing plant in Wichita, Kan., through Spirit Aero systems in the American Midwest. At that facility, employees attach the nose section of the airplane's fuselage to the center and tail sections. When the fuselage is complete, it is strapped aboard a railroad car for a 2,175-mile (3,500-kilometer) train ride across the United States. As with the plant in Wichita, KS, and the advent of globalization, many components are not built by Boeing but are outsourced to other manufacturers both in the US and increasingly around the world. This may be either for cost savings in production, specialist development or as an incentive for that country to buy other Boeing products. Here is a list of some of the outsourced components:Fuselage, engine nacelles and pylons - Spirit Aero Systems (formerly Boeing), Wichita.Slats and flaps - Spirit Aero Systems (formerly Boeing), Tulsa.Doors - Vought, Stuart, FL.Spoilers - Goodrich, Charlotte, NC.Vertical fin - Xi'an Aircraft Industry, China.Horizontal stabilizer - Korea Aerospace Industries.Ailerons - Asian Composites Manufacturing, Malaysia.Rudder - Bombardier, Belfast.Tail section (aluminum extrusions for) - Alcoa / Shanghai Aircraft Manufacturing, China.Main landing gear doors - Aerospace Industrial Development Corp, Taiwan.Inboard Flap - Mitsubishi, Japan.Elevator - Fuji, Japan.Winglets - Kawasaki, Japan.Forward entry door & Over wing exits - Chengdu Aircraft, China.Wing-to-body fairing panels and tail cone - BHA Aero Composite Parts Co. Ltd, China. (Brady, 1999)Nonetheless, this has the effect of accelerating production, which not only reduces the order backlog and waiting times for customers but also reduces production costs. The line moves continuously at a rate of 2 inches per minute; stopping only for worker breaks, critical production issues or between shifts. Timelines painted on the floor help workers gauge the progress of manufacturing. The current rate that Boeing produces aircraft is at 38 per month, they expect to move that rate to 42 per month in next year’s second quarter. They need to improve this rate in order to compete with Airbus who currently exceeds this rate. The following force-field analysis helps illustrate this point:Force-Field Analysis for Production RateThis analysis is used to increase the production rate from 38 aircraft produced per month to 42 per month. Driving Forces ( + )Restraining Forces ( - )To keep up with AirbusReduce late ordersIncrease ProfitsRequires Faster Interaction between Departments.Requires more efficient logisticsRequires the acquisition of new land Requires new facilitiesThe need for new employeesEmployee trainingBudget constraintsPlan Of Action:Review and revamp the amount of time that it takes to acquire parts. Streamline information for faster communication between departments.Redesign and refit older facilities to produce more aircraft.Hire and Train employees in thier respected areas, along with lean principles.Identify key information by using input from employees.Maintenance RecordsAs with all aircraft, the pilots log all flights and information pertaining to the length of flight, weather conditions, systems failures, or repairs. The logs provide Boeing with information about maintenance, warnings, and failures. Boeing has used these records to make changes in design, modify quality checks, and to select components that are more reliable. Nonetheless, the information gathered through these records allows Boeing to increase system reliability and add new design features to the munication FactorsCommunication factors have improved the speed and production of the aircraft. On the production floor - where it takes 11 days to make a 737 – engineers, who once never set foot inside the factory, now see what is happening. When a mechanic encounters a problem, which once took days or weeks to solve, is now often solved within the hour. A system of green, yellow and purple lights visually displays the status of production on the line and helps communicate when urgent issues require attention. Engineers come down from a mezzanine, above the production floor, to offer help. Huddles form around a bottleneck, and allow production to move faster. There are even cases of engineers anticipating issues and arriving before a problem arises.After production, pilots and mechanics have communicated effective ways to reduce engine wear and prolong the life of the aircraft. Pilots also communicate with other pilots, especially on technical issues during flight, to ensure that they are aware of any issues that the aircraft might be experiencing. This allows everyone involved to understand the aircraft on technical and training issues.Boeing 737 ReliabilityOverall, the 737 has been a reliable aircraft, with over 45 years of active service, with few accidents over the years that have resulted in a great loss of life. Several key factors have led to this reliability. The structure of communication allows Boeing to fix issues during production and after delivery. Their commitment to fix the issues before and after they arise allows Boeing to produce safer products for their consumers. Boeing’s ability to introduce lean manufacturing techniques has allowed them to manufacture aircraft in a fast yet controlled environment, one without excessive waste. The use of information from flight logs has allowed Boeing to make improvements to the 737, in turn making it safer for pilots to fly. ReferencesBoeing. (2013, August 17). The boeing 737-900er . Retrieved from . (2013, August 17). Boeing 737-500. Retrieved from , S. (2013, August 12). Boeing delivers first next-generation 737-800 to iraqi airways. Boeing Media. Retrieved from , P. (2009). Lean enterprise boeing 737. Retrieved from Cases/Chapter 38 - Video Case Study 65.pdfBrady, C. (1999). Production: Outsourcing. Retrieved from , D. C. S. (2010). Quality. (5th ed., pp. 366). Upper Saddle, NJ: Prentice Hall. ................
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