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The A380 wing production line is broken down into
four key areas—skin panel assembly, structural
wing assembly, wing equipping and paint. When the
facility receives a wing skin, which is the wing’s
outer surface, it is a flexible piece of aluminum
about 100 feet in length. Wing “stringers,” or
stiffening beams, are then placed inside the surface
of the skins and riveted and bolted together. Four
low-voltage electromagnetic riveting (LVER)
machines are used to rivet and bolt about 60,000
fasteners to each of the 12 panels that make up a
wing. WITNESS has provided advanced forecasts for
further purchases of these huge riveting machines.
After the skin panels are assembled, the wings are
loaded into four-story high jigs, along with other
wing parts—the leading and trailing edges, ribs and
spars—for structural wing assembly. This is the
most time-consuming stage in the process; it takes
28 days to produce a structurally sound wing “box.”
Because of this low turnover and the high cost of
automation, the stage continues to be a manual
work area, so process optimization at this point is
largely a labor resource issue. But that’s not the
only challenge the stage presents. Since the wing is
manufactured with its leading edge pointing up, a
six-story building is required to house the structural
wing assembly area. “This is more the scale of
shipbuilding than car making,” Marshall points out.
“Despite that, we’ve used many of the methods that
the car industry has pioneered, such as lean
manufacturing, to accelerate our cycle times.”
Once the wing is transformed into a structurally
sound box, it goes to the wing equipping stage,
where all the hydraulics, pneumatics, fuel systems
and wiring are added, and finally to the painting
stage. One of the big challenges in transporting the
wing to the building that houses these two stages
involves taking the wing out of its vertical aspect in
the assembly jig and turning it horizontally. This
activity has had a significant impact not only on the
design of the facility, but also on the design of the
process. Since the wing must move from a six-story
building to a lower building, a different crane
system needs to be used and space has to be
allocated for laying the wing down on a floating,
hovercraft-like platform.
Low-voltage electromagnetic riveting machines are
used to rivet and bolt about 60,000 fasteners to each
of the 12 panels that make up a wing. WITNESS has
predicted that 10 of these huge riveting machines
may be required at rate 4 production.
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CASE STUDY
Finding solutions before problems arise
Marshall’s initial WITNESS model focused
exclusively on defining the ground-based production
activities. This made for a reasonably complex
model involving 38 machines, 10 sets of labor and
16 buffer areas. However, there was a whole other
dimension of the production process that was
missing: the elaborate crane system that would
transport parts around the factory. Airbus spent
several months working with a crane manufacturer
to explore options for a system that the building
could physically handle without pulling the roof
down. An $8 million crane system was initially
considered, but WITNESS showed Airbus that a
$6.2 million system could do the job.
Once Marshall overlaid the crane system onto the
ground-based production process, the WITNESS
model became considerably more complicated—and
a number of issues soon became apparent. After
the wing moves out of the structural assembly
stage in the six-story building and is turned
horizontally into its flying aspect, it goes onto a
separate crane system in the smaller building that
houses the wing equipping and paint stages. Once
in the low-level building it must then be transported
over active work areas. In simulating this aspect of
the process, Marshall realized that anyone working
on the shop floor would have to clear out from
under the wing as it was transported into the
equipping area as a safety precaution.
Marshall modified the model so that, depending on
where the wing was being delivered, it would
　
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