Interchangeability
     With interchangeability designed into the Arrow Quality Control has played ap important part in its successful application.
     Maurice Cobb, Chairman of the Company Interchangeability Committee, reported in October of 1954 that a start had been made on the Interchangeability Report. That first report of a few pages is today a volume of more than two hundred pages today. To Quality Tool Inspection and others this report is "the bible" since it details fully the tool features to be inspected so that acceptable interchangeable parts and components can be produced by the manufacturing division.

Besides compiling the Interchangeability Report, Maurice Cobb is responsible for devising, setting-up and guiding the Quality Control functions so far mentioned. He also superintends Quality Tool Inspection.
     Consider the significance of the Arrow wing sections going together in the marry-up jig and later in the wing final assembly jig, and again later when the fuselage components and the complete wing went together. These marry-ups indicated a terrifically high degree of jig and jig-reference accuracy. It speaks well of Quality Tool Inspection, that so few snags showed up and that components went to-gether with the ease they did.
     This group under John Trollope passed off the first Arrow jig reference in February, 1955, and the first assembly jig 12 days later. Since then some 235 tools have been passed and 331 jig references, and these include the largest assembly jigs now in the plant. The main concern of Quality Tool Inspection is interchangeability tooling. However, in June of last year they took over the proving of sheet metal press form and stretch forming tools and since then have cleared through some 10,000 tools.

Quality Tool Inspection also look after tools which produce classified "complex" machined parts and a variety of other tools which by arrangement with the RCAF can be used as checking media to ensure correctness of the part produced.

Inspection Innovations
    Using innovations on inspection, such as accepting profile machined ribs and spars off the machine set-up, and machined castings for canopies and windscreens off the production tooling, has playing a big part in speeding production to the point it is today. At the same time it has meant headaches for many.
     Take, for instance, Gordon (Andy) Anderson in Receiving Inspection, who has found his section loaded with many parts which were larger than anything handled before. In many cases Andy's men have had problems in discovering what to inspect the parts with. For example, no surface table of sufficient accuracy was available, so it was necessary to have a 30-foot table re-surfaced to an accuracy of plus and minus .0008 in. A custom made universal angle computor had to be obtained because existing and available equipment was not large enough for Avro's purpose.

Pioneering . . .
     Evidently the cockpit canopy castings have presented the biggest difficulties, these involved many hours of hand lay-out both before machining and after.
    These castings are made from a magnesium alloy not previously used on this continent and this caused Receiving Inspection to get involved pretty deeply in the pioneering work.
     Dave Couperthwaite and his men in Machine Shop Inspection had to contend with similar problems, but primarily with machined skins and profiled structural parts such as ribs, spars and formers.
     Machined skins produced by the big Kearney and Trecker receive some twelve or more separate inspection operations,
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