JPRS ID: 10504 WEST EUROPE REPORT SCIENCE AND TECHNOLOGY

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• Collection: JPRS
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00850R000500060017-2
• Release Decision: RIF
• Original Classification: U
• Document Page Count: 14
• Document Creation Date: November 1, 2016
• Sequence Number: 17
• Content Type: REPORTS

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- JPRS L/ 10504
10 May 1982
~
West Euro e Re ort
p ~
SCIE~i~E AND TECHNOLOGY .
~FOUO 8/82)
. FBIS FOREIGN BR~OADCAST INFORMATION SERVI~E
~ FOR OF'FICiAL USE ONLY
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_ I~~JTE _
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JPRS I,/10504.
10 May 1982
WEST EUROPE REPORT
SCIENCE AND TECHNOLOGY
� (,F.OUO 8./82Z
CONTENTS -
ELECTRONICS
Advanced EquiFment for Production of Semiconductors . ~
- ~VDI-Z, No 3, 1982) 1
INDUSTRIAL TECHNOLOGY
French Firm Producea Au*omatic Driller-Riveter
. (Nico le Beauclair; AIIt & COSMOS, 27 Mar 82) 2
Briefs
French Machine Tool Induetry 5
TRANSPORTATION
Airbus I~dus trie Predicts Good Market for Airliners
(AIR ~ COSMOS, 13 Mar 82) 6
Various Groups Expresa Support for Airbus Program
~ (AIR 8 COSMOS~ 3 Apr 82) 8
Aeroapatiale Committee
Me ta lworkera
' FRG Government
- g- [III - WE - 151 S&T FOUO]
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ELECTRONICS
ADVANCED EQUIPMENT FOR PRODUCTION QF SEMICONDU~TORS
Duesseldorf VDI-Z in German No 3, 1982 p V
[TextJ Kleockner-Moeller, manufacturer of IC devices in Bonn~ hae set up a
semiconductor pilot line in its research and testing center which will enable
~hem to manufactu~re special-purpose semiconductors in the future. The pilot
line is so design~:d that almost $11 manufacturing processes covering the
spectrum from b~polar to silicon gate MOS technology can be realized. An
important equipment item is the ion implanter. The photo shows the vacuum
chamber loaded with thin silicon wafers which will be doped with P and N
materials
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'1 An investment for the future
9160
CSO: 3102/202
COPYRIGHT: VDI-Verlag GmbH, Duesseldorf 1982
. 1
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INDUSTRIAL TECHNOLOGY
FRENCH FIRM PRODUCES AUTOMATIC DRILLER-RIVETER
Paris AIR & COSMOS in French 27 Mar 82 pp 19, 21
[Article by Nicole Beauclair: "Aeronautical Hardware and Bolts an~~ Nuts.
Automatic Driller-Riveter"]
(Te:tt] Until recent years, the aeronautical industry had
~ to rely almost exclusively on the U.S. market for its
hardware. This trend is gradually disappearing and French
manufacturers are ir~creasingly emerging on the domestic
market. However, there remained a gap to be filled in
Europe, that of the au~cmatic ass~~,ffibly machine. A French
company, Recoules, is picking up t'he challen~e.
Over the years, Recot.les & Fils, a company created in 1948, has specialized
in the production of:cutting tools for the air~~ace manufacturing industr;;
during the 1960's, it oriented itself toward the design and productioi~.of
countersink-bit holders.
Recoules & Fils was already a~upplier to the aeronautical industry when it
perceived the necessity to fill the gap which remained with respect to riveters;
it started studying thE problem in 1978 and a prototype was ready by the end of
1980. This prototype was then tested for three months at Dassault and improve-
ments were made, as is usually required whenever a:new machine is placed in
service. This agproach led to the deve?.~pr~ent of a series of. machines based
on the: same principle .(C-shaped frame m~y.chines) but having different
capabilities. ~ ~
This series, called Preca, inclsdes three standard machines, one of which taas
a fixed lower riveting=di.e hulder, while the other two (Preca 500 and. 600) have
an added-on lower knee-bracket. These various configurations are a function
of the panels to be assembled; the opening width of the C-shaped frame of. each '
of the: models is respectively of 1,200 m~m (Preca 300 S), 400 mm (Preca 500)
and 6n0 mm (Preca 600) fur depths of 1,800 mm on the Preca 300 S and 1,550 mm
on the Preca 500 and 600.
The machines are designed to drill and rivet at the same work-staCiona In the
standard version, they are equiped with a light spot which engures that the
axi.sof the drilling unit will coincide with a line previously drawn on the
' panels to be assembled. Howe�~er, it is known that aeronautical ~ssemblies
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; INSTALLATION VIDEO-EMDOS~OPIQI~
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YLE ~ FACE , n~eo,oo.i (7 )
~ Workin; head of the Preca 600 with Prirciple of a machine equipped with
its positioning light-spot an endoscopic system
Key:
~ 1. Riveting machine
~ _ 2. Camera output
3. Optical fiber input
4. TV objective
_ 5. Q~ptical fiber light-source
6. Adjustable setting
_ 7. Endoscope
8. Front view
9. Video-endoscopic system
Video screen enabling an easy position- .
ing even if *_he operator is kept at a
distance because of panel dimensians
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involve bulky panels and th�t workers sometimes encounter difficulties in
- positxoning the flanges correctly. This is why Recoules & Fils, in collabo- .
ration with EFER 3 B, have developed an endoscopic positi~n system which is
offered as an option on the machine.
' The glass-fiber lighting er.do~cope has a sight angle of 90� and a field of
vision of approximately 35�; it is connected to an elbowed TV objective. This
assembly is connected to a camera ourput with a Newvicon tube; the camera, its
control unit and its power supply are French-made (Aaton). The whole thing is
connected to a video-screen (Thomson) to enable an easy visualization of the
machine/dri~.ling axis positioning `to be achieved.
- The Preca machines can handle wing panels up to 10 meters in length (or even
more), which is still onlq an averagE dimension for this type of parts but
nevertheless requires five axes to follow the evolved shapes of the panels.
Tirie machines, which are provicied with digital control only as an~option, make
it possible to follow sucn evolved snapes: the machine has two axes, X and Y,
and the ta.ble moves accordi~g to three axes, Z(vertical), Z1 and Z~, the
latter two being axes of inclination at the ends of the table; a sixth rota-
tion axis can rESUlt frcm a simultaneous motion accarding to axes Z1 and Z2.
� The machines can be eq~pped with tables measuring either 8,000 mm x 1,500 mm
or 1, 20C~ mm x 2, 500 mm. ~
As far as technica2 specifications are concerned, an~1 as an example, the
Preca.50a is equipped with a hydraulic~notor spindle the speed of which can
be adjusted from 500 to 8,OOQ rpm,witY? an adjustable speed of 0.02 to 0.4 mmn
per revolution. The maximum depth of drilling of the Preca 500 is 25 mm with
" a precision 0.02 ~n of the countersink depth in the extreme positive position.
It was designed for riveting with titanium or aluminum rivets having a dia-
- meter ranging from 2.4 to 6.35 mm and a length of 25 maa, and either a flat or
a button head. The. compression strength of this machine is 6 tons; the hydrau-
lic unit has a capacity of 250 liters for a power of 7 kW.
- The Preca machines are equipped with a control console which also includes
control and safety lights: saf ety system making it possible to remove the
drill-bits without risking to start the machine (air-supply interruption),
detection cf broken drill bits, autcmatic shutdown in case of a failure of
the campressed air supply, detection of failures or anomalies, etc.
This series of macr~ines designed from existing European equipment ~ffers there-
fore a considerable advantage as far as machine maintenance is concerned. In
addition, these machines, which are primarily intended for drilling and rivet- ~
ing, can in the future be used for other types of attachments, such as the
installation of Huc'~.'s GP systems to ~ention only one examplt~.
Th~refore, this series of French machines seems promised to a bright future;
four are already in service at Dassault (Biarritz and Boulogne plants), at
Reims Aviati.on and at SNIAS [National Industrial Aerospace Company (Aerospa-
tiale)] (Meaulte plant).
COPYRIGHT: A. & C. 1982
9294
CSO: 3102/223
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INDUSTRIAL TECHNOLOGY
BRIEFS
FRENCH MACHINE TOOL INDUSTRY--French imports of expensive numericallq contro~~.led
machine tools will be cut back from today's 60 percent market fraction to abaut
- 30 percent by 1984. Minister of Industry Pierre Dreyfus will purF::~ t?:is goal
through govemment subsi~ies and contracts to the Fxench machine tool builders;
in response, they are expected to increase their international competitive
capability thY~ough cooperative arrangeffients. The branch will concentrate speci-
fically on top-grade NC machines whose sales are ~xpected to inerease bq a
factor of 4 to about F4.6 billion by 1985. The most important of the nearly
' 150 companies will be organized in 3 pools around the 15 branch leaders to
_ bring dowa the cost of research, development and manufacturing. Consideration
is being given to the eatabiishment of a special #inance company to assure the
' reauired level of financing for the manufacturers of, machine taola and industrial
- robots. The government is coupling its offering to the willingaess of the
private firms to commit themselves to independent research and development
- contracts amounting to 5 percent of sales. As compensation, the goverumeat wi11
_ award ths industry contracts amounting to F1.2 billion over the next 3 years.
With regard to pool formation, it ia agreed that the industry leader, Renault
Machine Outil, will remain independent. In line with the plan Ernault-Souma,
an Empain-Schneider subsidiary, will be pooled with Hure (Suez Group) and
Graff enstaden (Citalcatel); they will concentrate on top-of-the-line machines.
Another pool concentra~ing on building special-purpose machines is proposed to
be formed arotind Line-PSM, Tmi-Forest and Berthiez. A third cent~r will be
formed around Cazeneuve, Dufour-Profel, Ramo, Innovations Mecanique and others.
[Text] [Duesseldorf VDI-Z in German no 3, 1982 p IV] [COPYRIGHT: VDI-Verlag
GmbH, Duesseldorf 1982] 9160 .
CSO: 3102/202 .
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TRANSPORTATION ,
AIRBUS INDUSTRIE PREDICTS GOOD MARKET FOR AIRLINERS
Paris AIR & COSMCS in French 13 Mar 82 p 9 .
[Arti~le: "Airbus Industrie: Relatively Optimistic Forecasts for the Airliner
Market;
[Text] Airbus Indt:strie has just published the results of an airliner market
. survey according to which 8,550 aircraft will be delivered to the 200 prin-
cipal airlines of the non-communist world before the end of this century,
assuming that no radical economic and social cha.n�;es take place. Of this
total, 7,100 aircraft will be short/medium-range aircraft and 1,450 long-
- . range aircraft.
These prospects include the replacement of over 3,500 narrow-fuselage short/
medium-range aircraft, of some 700 large-capacity long-range aircraft, and of
over 400 large-capacity short/medium-range aircraft. In addition,,70 percent
of the. B 707 and DC-8 of the previous generation now operated on lraisons of
up to 4,500 km will have tc~ be replaced by more economical and less noisy
large-capacity aircraf t of the A 300/310 class.
Airbus Industrie hopes that t1-.e economic conditions which resulted in losses
for the airlines and in decreased orders for the marnifacturers will gradually
disappear during the second half of this year, which would enable the airlines
to improve their financial situation and revive the market.
Even if the high growth rates experienced by air transportation during the
1960's are not sustai.ned, traffic can still be expected to increase from
- 1,000 billion passenger-kilometers in 1980 to 2,500 billion in 1995. With
an annual growth rate of 6 percent, traftic in the year 2000 should therefore
amount to three times the present traff ic.
Markets such as those of the Middle and Far East, which are develaping rapid-
ly, will see their ra~e of growth decrease to a level co~nparable to that of
fully developed m~lrkets (North America, Europe). On the other hand, Atrica
and Latin America should experience accelerated rates of expansion.
~ Apart from the requiremer..ts for large-capacity short/medium-range aircraf t
such as the A 300, A 300/600 and A 310, Airbus Industrie anticipates a].arge
- demand for high-te~hnolagy fuel-efficient aircraft, such as the A-320, during
. the second half of the present decade, while the replacement of large--capacity
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long-range aircraft of thE~ first geneiation will start only in the late 1980's
or the early 1990's and will then requir_ e aircraf t such as the A 310-300 and .
the TA-11/TA-12. The replacement of large-capacity medium-range aircraft
~uring 1990-1995 will open the way to aircraft like the TA-9, an Elongated
version of the: A 300.
Thus, the range of Airbus Industrie's products is developed so that the air-
craft which will be in ~Qmand-are available in due time.
COPYRIGR~: A. & C. 1982
9294
CS0:3102/223
~
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_ TRANSPORTATION
VARIOUS GRC~UPS EX~RESS SUPPORT FQR AIRBUS PROGRAM
Aerospatiale Committee
Paris AIR & COSMOS in French 3 Apr 82 p 11 ~
[Article: "Aerospatiale: A CCE 5ratement on the A. 320"]
[Text~ At its 23 March meeting, the CCE [Central Enterprise Committee] of
Aerospatiale studied the problems related to Che employment of women by the
company, reviewed job training and solidarity agreements, adopted its own
budge.t and noted that tl~e company's results wi~l show a prcfit before tax fpr
the year 1981. The CCE also took note of the observations of the company's
president, JacqueQ Mitterrand, who expressed his concern about the state of
European cooperation which is now at a standstill both for political an~
budgetary reasons, at a time when certain large projects are tied to European
programs. National Defense budgets are insufficient to remedy inadequate
workloads. The civilian aviation market is in a decline. The market for
helicopters in the United States has last strength. Certain African marKets
are vulnerable. Airbus Industries has had to a~.ter its production programs.
Its production objective, however, remains set at eight airplanes per month.
Importance of the A. 320 Program
In a stat.ement on the A. 320, the CCE of Aerospatiale underline.s th~ct this pro-
gram is a nece~sity for its engine~ering and design department. If the A. 320
were not introduced, the activitq of thi s departn:ent would s1ovT .down as
early as next summer, anC. manufacturing activities next year. The CCE under-
' linE:s that the A. 320 and ATR 42 programs camplement each other and that the
ATR 42 cannot replace the A. 320. Under these conditio~a, Aerospatiale must
shooT as strong a commitmer�.t to the introduction of the A. 320 as it did to
th~.t of the ATR 42.
The introduction of the: A. 32Q would confirm Aerospatiale's supremacy when it
comes to designing and manufactsring an entire plane. (The company must not
er.�.gage into a specialization which could on~.y~be detrimental to then~~~ati nnt
development of our industry. ) It w+~uld also strengttien ,,NECMA s p
The
" on the market of civilian turboje+~~, which started with the CFM 56.
(elected) members ot the CCF request that SNECMA be the principal partner in
manufacturing the a~rplane engines. In this respe~t, considering the
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experience SNECMA has already acquired with the CFM 56 programs, its participa-
tion should inWOlve an engine which would enable this national enterprise to
achieve new progress in mastering the: design, engineering and manufactur~ng
of complete engines for civilian use. Beyond the interest shown ~y Air France
and Delta Airlines, the international market f or a 140-160 seat airplane is
estimated ta range from 1,U00 to 2,000 planes for the period 1985-2000; there-
fore, we must be represented on this market. For its part, the French govern-
ment has stressed its determination tc do all it can to introduce the A. 320.
It has demonstrated it by allocating some 300 million francs of credits for new
_ airplanes in 1982. To translate the goverrnnent's determination into facts, the
members of the CCE asked the management of Aerospatiale to pre5s and do
all it can for the implementation of the A. 320 program. Also, the design and
enginE:ering of the new TA 9 and TA 11 must be continued.
In a more general statement, the CCE expressed the wish that the authorities in
charge will decide to introduce the A. 320, even if this implies a broadening
of European cooperation.
The ATR 42 Is Introduced at the Right Mament
The CCE noted tha.t the ATR 42 program has effectively started and stated that
- it ccmes at the right time since the wo r k resulting from the subcontracting
agreement with Dassault-Breguet may rever*_ to the latter company, in whicl-s case
the ~orkloads of Aerospatiale facilities and subsidiaries affected by these,
measures would have to be adjusted.
~ The CCE called on the authorities to intr~+duce the PAH-2. Also, decisions
should be made as soon as possible concerning the HADES, SATCP, SX and M-5
programs, in order to provide work for the design ~:nd engineering departments ,
and manufacturing f acilities of the divisons involved.
The: CCE is pleased by the financial effort made with respect to investments
and equipment modernization, which should enable the: cempany to assert itself
~ on the international market although its profitability should be enhanced by
new programs; it should also make it possible to improve the working conditions
of the. company's personnel.
COPYRIGHT: A. & C. 1982
~ Metalworkers
Pari,; AIR & COSMOS in French 3 Apr 82 p 11
[Article: "FEM: For an Extension of the Airbus Family'~]
[TextJ Fearing that the situation of the European aerospace industry may become
a cause for ~oncern during the coming years unless firm commitments are
macie soon, the European Federation of Metalworkers in the Comun~nity (FEM), on
the occasion of its executive committee meeting in Brussels, has taken a stand
in favor of the progressive dEVelopment. of the Airbus family. Among other
things, this implies that:
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- the industry will determine precisely under which market conditions the in-
troduction of new airplanes would be justified;
- the governments of the countries involved, while respecting the GATT agree-
ments, will make the necessary financial coumnitments to help introduce new
planes. More than ever, the Airbus group deserves the support of the Euro-
pean states;

, - the industry will increase its participation in venture capitals;
- the cooperation structure can be extended to other countries and manuf actur-
ers, especially to solve f inancing problems;
- the workloads will guarantee medium and very long term employment stability.
The FEM believes that "no single European country possesses today the financial
capability to launch competitive programs. Only if cauntries cooperate will
it be po~sible to put together tl-.e financing and production means required by
large aeronautical. ar~d space programs. As a counterpart, these investments
should create a large number of jobs and bring about technological developments,
not only in the aerospace sector proper, but also in the primary sectors,
and should therefore benefit national an~i regianal economies." ,
"The European metalworkers' unions believe that it is essential to strengthen
cooperation within the civilian aerospaceindustry in order to improve aob
stability--which is much more precarious in military aerospace manufacturing~
still the dominant sector of the industry. In fact, orders from the military
are subject to considerable variations and military export contracts are often
uncertain and often political.ly and morally condemnable."
The FEM calls on the European Communities Commission to contribute t.o the suc-
cess of the Airbus-family development. It asks its affiliates to support the
FEM's position with their respective national authorities.
COPYRIGHT: A. & C. 1982
FRG Government
Paris AIR & COSMOS in French 3 Apr 82 pp 11, 64
[Article: "FRG: Increased Financj~al Support for the Airbus"]
[Text] Following a proposal by the Secretary of State for Economy in charge of
the aerospacesector coordination, Martin Gruener, the c abinet restated its
support to the Airbus program last week, at a meeting chaired by Chancellor
Helmut Schmidt.
The maximum ~.mount of the federal guarantee was increased from DM 2.85 to
DM 4.1 billion, which should enable MBB to purchase the equipment it needs
- to share in the. manufacturing of 8 airplanes per month, and cover the produc-
tion c~f 860 airplanes in 8 years.
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In addition, the amount of repayable loans for the development of the Airbus-
- family airplanes has been set at DM 165 million until 1985; this should make
- it possible to finance the German participation in the development of the
A. 300-600.
Assistance in marketing, which takes the form of advaxe~ageous interest rates
for 48 airplanes, has been set ar DM 288 million. It could total DM 2,044 mil-
lions by 1986. Marketing assistanc.e is limited to an average of DM 6 million
per airplane until 1985; it should not exceed DM 4 million after 1985. For an
_ additional 520 airplanes, the amount of marketing assistance should no exceed
DM 2.4 billion by the year 2004.
Gene.ral.ly speaking, the Gernan government has reaffirmed its.suppor.t to the
expansior., of the Airbus program. t4r Martin Gruener argued that, now that the
design ar~d engineering studies for airplanes like the Alpha Jet and the Tornado
have been completed, new projects muFt be introduced to maintain the workload
of the design and engineering departments, and he asked the manufacturers to
increase their investments in the preparation of future projects.
COPYRIGHT: A. & C. 1982
9294
CSO: 3102/219 END
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