Rcgister-uunra, rngene, ure.,
page 2 Fri., Dec. 21, 1951
Service Appeals
Loyalty Decision
1' Official Challenges
-' Authority of Board
" WASHINGTON VP) John
S. Service, ousted Slate Depart
ment official, appealed to the
Loyalty Review Board Friday to
set aside its finding that there
was "reasonable doubt" of his
loyalty. ,
'.. He challenged the authority of
the board to make the ruling and
asked for full reconsideration of
his case "as an act of simple jus
tice." a Service filed the appeal throush
attorneys a day after loyalty
board Chairman Hiram Bingham
protested the State Department's
Release of the board report that
Jed to the firing of Service,
a Bingham told Secretary of State
lAcheson in a letter the release
Violated President Truman's order
for secrecy on reports dealing
with the loyalty of government
porkers.
The board's decision on Service
Reversed a State Department loy
:alty board which had cleared him.
J Service attacked the ruling on
'that point, contending the board's
authority is limited to the review
,'of cases of employes who have
been recommended for dismissal
by departmental boards.
Aircraft Engine Plant Forced
To Cut Production Schedule
By CHARLES CORDDRY
United Preia Aviation Reporter
EAST HARTFORD, Conn. (U.R1
Three times since the rearma
ment drive started one of the
world's chief aircraft engine man
ufacturers has been forced to cut
back production schedules.
Executives of the Pratt & Whit.
ney aircraft division of United
Aircraft Corp. place the bulk of
the blame on the government's
delay in helping to expand ma
chine tool output and in fixing
reliable priorities "for materials.
Expansion Slowed '
The effects of any slowing of
Pratt ac Whitney s rate of expan
sion are far-reaching. Piston and
jet engines produced here power
air force and navy fighters, B-36
bombers, Navy attack and anti
submarine planes, long-range
transports of the strategic air
command and turblne-propellor
transports now under develop
ment. General Manager William P.
Gwinn says the company is a year
behind. It will reach maximum
capacity in mid-1953 instead of
1952. Gwinn says the company
originally furnished the govern
ment an expansion plan based on
World War II experience and the
assumption of prompt federal aid
on machine tools and materials.
Machine tools both existing
types and wholly new ones needed
for advanced jets have been the
worst problem, according to Gwlnh
who at 44 has 24 years of experi
ence in aircraft engine production.
For example, it took 15 weeks
before the Korean, War to obtain
a 54-inch vertical turret lathe, a
vital tool in machine jet engine
parts. Today deliveries are prom
ised in just under three years.
The damage was done, Pratt &
Whitney men say, when the gov
ernment failed to tackle the ma
chine tool problem until a year
after the Korean war started. Up
to now, at least, everybody has
competed on even terms for scarce
machine tools. Around the Pratt
& Whitney plant a priority is call
ed a "hunting license" and little
more.
Rigid Inspection
Materials, which must be of the
finest and subjected to rigid in
spection, are a mounting problem
here. Gwinn cites these facts:
Alloy steel bar could be had with
in 75 days of ordering in June,
1950. The time now is 240 days.
The respective figures for alumi
num forgings are 90 and 300; for
heat-treated steel, 90 and 270.
The Aluminum Co. of America
strike hit Pratt & Whitney hard.
While ample precision aluminum
forgings now are in hand, the
plant was forced to a 2 '4-day
week during the strike and de
livery of the 3500-horsepower en
gines used in B-36 Supcrbombcrs
and other planes suffered.
Gwinn stays out of the contro
versy about guns and butter other
than to blame government "inde-
icision ' aDour. a rauo Deiween tne
iwu lui uiaiijr ui me aiivini, en
gine industry's problems and shift
ing schedules.
Obsolete production methods
have been an additional impedi
ment in the expansion program,
as Pratt & Whitney frankly con
cedes. The production rates de
manded by the Air Force and
Navy have required new tooling
methods for jet engines. Tools
must be flexible to handle the
great variety of sizes and shapes
in such engines and to be geared
to rapid advances in jet designs.
An aircraft engine, especially a
jet, is a different breed from the
automitive engine. To avoid dam
age to finely finished parts, each
is individually boxed until ready
for assembly. A variation of more
than 11000 of an inch from speci
fication is intolerable for parts
like the housing for a compressor
in a jet.
6 Operations Used
This housing is finished In six
operations requiring 10Vi hours in
a turret lathe. You even have to
be a weather prophet, explains
Robert Coin of East Hartford, a
lathe operator, because the weath
er has an effect on the expansion
of a part being finished.
Farther along the line, Mrs.
Helen Kopp, Colchester, Conn.,
stitchwelds combustion chamber
liners just under five an hour.
"There may be a faster way of
doing this, but we haven't found
it," a factory guide explains.
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