service part release process and required supplier …web.purinfo.ford.com/supqualport/docs/fcsd...

Vol. 37 3rd Quarter June, 2017

Service Part Release Process and Required

Supplier Actions

Supplier Recognition Corner

Questions or Comments? Contact your FCSD STA listed in the Supplier Improvement

Metrics Website (SIM). Do not reply to this e-mail.

Ford Customer Service Division (FCSD) North American Quality Office Newsletter

Suppliers with 1550 Q1

Points!

Southco Inc. (S400D)

Q1 Achievement 2nd

Quarter 2017

THK Rhythm Automotive

(HB3MA)

Flextronics International

(FUBCF)

Congratulations!

1. Introduction:

All suppliers are aware of the PPAP submission and approval requirement before shipping parts to their customers. This article covers specific FCSD PPAP requirements associated with correct release of service parts, and it prescribes steps the suppliers’ engineering communities need to take to reduce the likelihood of quality and delivery concerns that are often a direct result of incorrect WERS releases. These FCSD specific requirements include requiring the supplier’s engineering team to review a number of WERS and DDL screens and concur with the Ford Design & Release engineer’s official engineering direction regarding the service interchangeability between old and new engineering levels. Oftentimes, missing these key elements results with service QRs, delivery rejects, unnecessary obsolescence cost, back orders, and customer dissatisfaction. By following the guidelines in this article, suppliers can work with Ford engineering to prevent costly rejects and ensure timely delivery of service parts.

This newsletter article explains WERS and DDL screens associated with releasing service parts and defines the roles and responsibilities of suppliers, D&R engineers, and the FCSD Product Analysts in the service part release process by covering the following:

• Two WERS screens associated with releasing parts for service

• DDL (Direct Data Link) SXEA screen usage to show part interchangeability between the old and new engineering levels

• DDL UAFA screen that lists product effective-in date

• Proper WERS alert documentation to allow deviation from FCSD releases

• SNC and DDL alignment prior to filling orders

An Omnicraft

unique link was

launched on the

ePPAP site May

31st. The link allows

suppliers to submit

PPAP for Omnicraft

specific part

numbers. For

training please visit

the ‘Training’ link on

the ePPAP site, at

https://

web.ppap.ford.com/

training/

or contact your

STA.

Omnicraft PPAP

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Questions or Comments? Contact your FCSD STA listed in the Supplier Improvement Metrics Website (SIM). Do not reply to this e-mail.


2. What is WERS?

WERS (Worldwide Engineering Release System) is the Ford corporate engineering change control and bill-of-material system. Ford developed and launched WERS as a common system for worldwide use replacing numerous unique regional systems. FCSD recognizes WERS as the only approved method for receiving official engineering direction, and the Product Analyst within FCSD is the subject-matter expert that receives and interprets official engineering direction regarding serviceability and service interchangeability of new and modified parts.

3. Pertinent WERS Vocabulary:

Interchangeability: The ability to substitute an old and new part in place of each other

Old Part: A replaced or deleted engineering level part

New Part: A new or replacing part

FCSD: Ford Customer Service Division

PPM: Program and Pre-Production Management

Service Interchangeability (SI) Field: Applies only to the part being replaced or affected-out and indicates if service repair is affected by the change, and if it is, what design level is to be used to repair the customer’s vehicle.

(Note: based on SI direction, WERS default codes Service-Stock-Disposition and Continue-For-Service fields)

Service-As-Release (SAR) Field: Directs FCSD whether or not to sell the part to the dealer to repair the vehicle.

Service-Stock-Disposition (SSD) Field: Directs FCSD on what to do with existing warehoused inventory when a serviced engineering part is replaced or deleted.

Continue-For-Service (CFS) Field: Directs manufacturing on whether or not to retain tooling capability to produce the old part for service.

Service Part Release Process and Required Supplier Actions

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4. Service Number Relationship to Engineering Number:

The Ford service number is a catalog number that the Product Analyst links to the Ford engineering

number. Dealers use catalog numbers to order serviceable components when repairing customers’

vehicles and internal FCSD systems are set-up to link the service and various engineering number

levels.

The following is a highlight of the service part number creation process:

• Ford D&R engineers work with suppliers’ design engineers to release a new component or to

modify an existing one. When modifying an existing design, the Ford D&R engineer is required to

bump the engineering part number suffix in order to create a clean breakpoint between the two

design levels.

• D&R engineer decides part serviceability and provides direction to FCSD via WERS.

• The FCSD Product Analyst reviews the D&R engineer’s direction in WERS to create a service

number that will be linked to the engineering number.

• In case of a design change, the FCSD Product Analyst reviews the Engineering

recommendations in the “Functional Base Information” screen and analyzes the changes detailed

in the Notice screens in WERS to determine if a new service number is required:

• A new service number is required if the “SI” code is set to “1” or “3”, which indicates the

engineering change affects fit, form, function, or appearance.

• A new service number is NOT required if the “SI” code is set to “2”, which indicates the

change is transparent to the customer and does not affect fit, form, function, or

appearance. The change is considered two-way interchangeable, and the Product

Analyst links the new engineering level to the existing service number. An example of a

design change that does not require a new service number is changing paint thickness.

Such change is transparent to the customer and does not require issuing a new service

number.

• Once a new service number is released, FCSD systems automatically start ordering the new

service number based on the first technical effective-in date from CMMS and WERS. This date

would be the earliest effective-in date across all programs using the part and can be viewed in

the UAFA screen in DDL.

The supplier’s release engineer should ensure these steps are followed correctly before submitting the

PPAP for approval to Ford or to FCSD. We will explain how to accomplish this in the following sections.




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5. Suppliers’ Role in a New PPAP Review:

As mentioned above, the Ford D&R engineer works closely with the suppliers’ design engineers to determine what final assemblies, or what components of a final assembly need to be released for service. Once the decision is made, the D&R engineer cascades the official engineering direction to FCSD via the “Functional Base Information” or the NPSD “Notice Parts Supporting Documentation” screen in WERS. The Ford D&R engineer sets the SAR (Service as Released) field to “Y” to indicate the part is available for service, requiring the creation of a catalog number by the FCSD Product Analyst. Similarly, whenever the D&R engineer needs to modify an existing engineering design, the D&R and the supplier’s engineers work to release a new engineering part number level and determine the relationship between the two levels.

It is at this point of the release process that suppliers need to be fully engaged to ensure the

D&R engineer chooses the correct interchangeability settings between the two engineering

part number levels. Releasing a new part with the incorrect interchangeability may lead to

delivery concerns, quality rejects, and, in some cases, obsolescence cost, as we will show in the

rest of this article.

6. First WERS Screen: Notice Parts Supporting Documentation:




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The NPSD screen-print shown above is a standard NPSD screen, showing the engineer’s intent to

replace the AC with the AB level. The fields the supplier is expected to validate before PPAP

submission are highlighted above. If errors are detected, the design suppliers’ engineers should be

engaged and required to correct problems before PPAP submission.

We will use this NPSD example to explain the WERS fields that directly affect service part

disposition.

Action Field: Shows the intended action by the Ford R&D engineer. The field in the example

above is set as “RP”, but may be populated as follows:

• AP: Add a new part

• DP: Delete the part

• RP: Replace an old level with a new level, as shown in the example above

• RV: Revise the design without advancing the engineering level

Part Suffix Check: The NPSD screen-print shown on the prior page is a standard NPSD screen,

showing the engineer’s intent to replace the AC with the AB level.

Service as Release (SAR): Indicates the part’s availability for service.

• N: No, part will not be released for service

• Y: Yes, the part is to be released for service (as is) and will be available for repairs

Service Interchangeability “SI” Code: The SI code describes the impact of the engineering

design change on the service repair process. The coding of this field directs WERS to default code

the Service Stock Disposition (SSD) and Continue For Service (CFS) fields. The engineer enters

one of five codes, based on the value in the Service as Released (SAR) field. In the example, the

engineer has selected an SI of 1, which indicates one-way-interchangeability between the new and

the replaced level.




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Please reference the Service Interchangeability SI settings and corresponding explanation in the

figure below:

Service Stock Disposition “SSD”: The SSD code determines the disposition of existing service

parts inventory within FCSD depots. It is well worth noting that this field does NOT address

any existing inventory of the old engineering level part at suppliers’ facilities. WERS automatically

fills this field when value is entered in the Service Interchangeability (SI) field. In the WERS

example above, the engineer has set the SSD field to “U”, but the engineer may modify as follows:




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Available Code Settings:

• “C” Continue the sale of the replaced (old) part to service past applications. The replacing

(new) part cannot be used to service the applications of the old part.

• “M” Mix the service stock inventory of the replaced (old) part with the replacing (new) part.

The old and new parts can be used interchangeably to repair each other's applications.

• “R” Rework the service stock inventory of the replaced (old) part to the replacing (new) part

design level. The applications of the old part are to be serviced by the new part.

• “S” Scrap the stock inventory of the replaced (old) part. Applications of the old part

are to be serviced by the replacing (new) part.

• “U” Use the service stock inventory until exhausted to repair the applications of the replaced

(old) part. Then, the applications of the old part are to be serviced by the replacing (new)

part.

• “X” Not affected, because the replaced (old) part is not serviced.

Continue for Service Indicator “CFS”: The CFS field code indicates whether tooling

capability must be retained to manufacture this part for service. In the example above, the engineer

set the “CFS” code to “N”, indicating the supplier does not need to retain old tooling. If set to “Y”,

Suppliers are contractually obligated to retain tooling capability for serviceable components that are

required to build an assembly level which is still serviced.

Available CFS Code Settings:

• “N” Tooling is not required to be retained for replaced part, because the new design

level will service all applications of the affected out part.

• “Y” Tooling must be retained for service of replaced part because the new design

level will not service all applications of the affected out part.




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What was the average rate of speed when A.J. Foyt and Dan Gurney drove the Ford GT 40 MkIV to victory in the 24 Hours of Le Mans in 1967?

A—55 mph C—99 mph

B—88 mph D—135 mph

Ford Trivia

7. Second WERS screen: Functional Base Information Screen:

The Functional Base Information Screen shown below supersedes the NPSD screen, and therefore the supplier must check to ensure it matches the directions given in the NPSD screen. The FCSD Product Analyst reviews the Engineering recommendations in the “Functional Base Information” screen and analyzes the changes detailed in the NPSD screen to determine if a new service number is required.

The same set of fields, (SAR, SI, SSD) are used in the same manner as in the NPSD screen to provide the FCSD Product Analyst the official engineering direction regarding the engineering change impact on the service part.

Please note that the SI code determines if a new Service Number is required as per the logic shown in the table below.




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SI Code Service Number Required?

1 Yes

2 No

3 Yes

4 No

5 No




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8. Related DDL Screens: GPMA & SXEA

GPMA Screen: Use to confirm the correct cross-reference between engineering and service number and contact the Product Analyst in case of a discrepancy.

The GPMA screen displays, among other information, the linkage between the engineering and service part numbers. The Product Analyst, also listed, receives engineering direction via WERS and links the service or catalog number to the engineering number. The screen also lists the replaced and the replacing part numbers if any exist. Suppliers need to ensure that the engineering-to-service number cross-reference as listed in the GPMA screen matches the information in their own database, and the order screens in SNC. If a part level discrepancy is detected, the supplier needs to contact the Product Analyst to correct the error before PPAP submission. If needed, the supplier should also contact the STA for help.

SXEA Screen: Use this screen to identify all engineering levels linked to a specific service number. In the example shown below, when the “History” field is set to “Y”, the SXEA screen lists the engineering levels AA, AB, or AC. This indicates that the supplier my ship any of the listed engineering levels to fill FCSD orders for the CV6Z-17526-C.

If the supplier is shipping parts in bulk to a third-party packager, the supplier needs to include a copy of the SXEA screen with the shipment to ensure the packager does not issue a reject against the supplier for shipping the wrong engineering level.

9. Product Promise Date—UAFA Screen:

The “UAFA” screen in DDL lists the effective-in date for the engineering level and is directly fed from CMMS part promise date field. If the supplier can’t meet the initial promise date, the supplier needs to have Ford engineering issue a WERS alert to authorize shipment of the older engineering level to fill FCSD orders for the new level. A WERS alert issued to authorize a deviation to Production may also be used to authorize shipment to FCSD if the service numbers are listed in the alert’s “D” screen.





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10. Summary:

FCSD encourages all suppliers to read and understand this article to ensure streamlined service PPAP reviews. This article will also be supported with a new FCSD online training module that covers this topic in details. We will notify the supplier base once the training module is available and encourage everyone to take the time to complete. Additionally, suppliers interested in obtaining WERS training need to contact 1-888-31-74957 or [email protected] and then register for WERS class through Saba (https://ford.sabacloud.com/Saba/Web_spf/PRODTNT121/local). We encourage you to reference this article in your discussions with your own design engineers and encourage proactive involvement with the Ford D&R engineer during the part release phase. We also encourage suppliers to work closely with the FCSD Product Analyst listed in the GPMA screen in DDL to address any release errors or apparent conflict between DDL and WERS direction.

Analysis of the FCSD quality reject history and some of the delivery rejects shows a high

percentage of costly miss-identification QRs and delivery rejects to be directly related to incorrect SI

code settings. Ford D&R engineers are required to complete more detailed WERS training, but

suppliers can act as partners during the service part release or modification process to ensure

correct product release. Working together to correctly release parts for service will ensure a high

quality part that is delivered on time with minimal effort.





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