Este trabalho objetiva projetar uma rede logística, por meio da elaboração de um modelo de transbordo multiproduto, com o intuito de verificar, através dos custos logísticos, quais produtos seguirão diretamente dos fornecedores para a unidade consumidora e quais produtos sofrerão uma etapa de transbordo. Nesta análise serão comparados também cenários tributários que podem impactar os custos de operação. A aplicação do modelo é realizada em empresa com atividades internacionais sendo implementadas em Harbin, norte da China. Paralelamente, um novo regime aduaneiro, denominado RECOF Aeronáutico, está substituindo o atual regime especial de Drawback, o que é avaliado neste trabalho. Os resultados permitem concluir que os regimes aduaneiros influenciam fortemente os custos logísticos e a consolidação dos materiais. Assim, o adequado conhecimento dos impactos destes regimes no projeto logístico é de grande importância, sob pena de desenvolver uma rede logística sub-otimizada. / This research intends to propose a logistics network by designing a multi-product transhipment model. The purpose is to examine, through logistics costs, which products will be sent directly from suppliers to the consumer unit and which will be transhipped once. This research also includes the comparison between tributary scenes and their impacts on operation costs. The application of the proposed model has been put into practice by a company undertaking international activities in Harbin, northern China. In parallel to those operations, a new tax regime, named Aeronautical RECOF (Industrial Bonded Warehouse), is under implementation in order to substitute the current customs system regime of Drawback. The results show that the tax regime significantly affects logistics costs and goods consolidation. Thus, it is crucial understanding the referred tax regimes, to avoid severe logistics network system sub-optimization.

This dissertation focuses the attention toward inventors and key actors involved in product development projects. The study focuses on how a new product development process is carried out operationally and strategically in small, technology-driven firms. The study is based on findings from four case studies among small aircraft manufacturers, two from Sweden, one from Germany, and one from northern Finland. By using one of the Swedish cases as a platform, issues concerning the development process emerged and were summarized in sixteen statemens. The statements were then used as themes and checkpoints when gathering information from the three additional cases. The analysis has been made in two steps; first, a comparison between the platform case and the additional case were made based on the statements, second, issues emerging from all four cases are discussed. The dissertation introduces perpetual product development as a terminology suitable for explaining the behaviour found in the studied firms. A foundation for perpetual product development is presented based on both actor and process characteristics. The actors are technology devotees with numerous ideas to pursue. Their technological interest result in a preference for the first part of the development process since they experience a higher degree of technological freedom from start. Once the product starts to materialize, the actors' possibility of incorporating new technical gadgets diminishes. As a consequence, a weaker interest for the exploitation/launch phase is present. The actors also have a time conception that differs from what is normally assumed. They do not consider speeding-to-market important, since the actors prefer a superior product than being first out on the market. Their attitude toward speeding-to- market also demand actors with a high degree of stamina, since it often involves projects carried out over a long period of time. Due to the individual characteristics described above, the process is technology-driven. The process also experience a fuzzy start and culmination. The actors will continue to make adjustments to the construction even after the product has been launched, if they believe it can be technically improved. A consequence regarding the way the actors are managing their firm is that there is a tendency to regard the product development as a leisure-time activity. In view of the findings, it can be established that each case has to be evaluated on its own merits, with regard to the central actors' personal objectives. / digitalisering@umu

No description available.

This dissertation is a study of strategy in thin industries, a class of industries whose members include the aircraft industry, jet engines, heavy electrical equipment, and diesel locomotives. These industries have a number of common features which inter-relate to produce a unique configuration. Foremost among the attributes that make up this configuration is the sparsity and magnitude of transactions on which the industry must subsist. The decrease in the number of transactions, and the increase in their size, results in a "thin" industry. The sparsity and size of transactions combine to produce complex, unstable, and highly interconnected environments. These environmental conditions motivate firms to develop external linkages with other organizations. The successful management of external linkages will frequently depend on knowledge and experience obtained in previous relationships. Many of the problems created by external linkages can only be resolved once they are formed. At the same time, the knowledge required to resolve these problems calls for previous experience. / The dissertation is divided into two parts. In the first three chapters we explore thin industries as a type and as an environment. In the remaining three chapters we look at the ramifications of interorganizational learning on the management of external linkages. In the concluding chapter we discuss the implications of thin industries to the study and practice of strategic management. Three issues in particular are singled out: the decline of organizational autonomy, the limits of competition, and new directions for theory building. (Abstract shortened by UMI.)

Thesis (Ph.D.)--RAND Graduate School, 1993. / Includes bibliographical references. Also available on the Internet.

Thesis (Ph. D.)--RAND Graduate School, 1993. / At head of title: Dissertation. "RGSD-106." Includes bibliographical references.

A indústria de construção aeronáutica se caracteriza pelo elevado montante de recursos movimentados, pela utilização de tecnologias avançadas e trabalho qualificado, bem como pela sua forte vocação exportadora. O atendimento à rígidos padrões de confiabilidade do produto e a exigência de atendimento pós venda em nível mundial associadas às demais características mencionadas estabelecem barreiras significativas à entrada de novos concorrentes. Esses fatores vêm sendo utilizados como fundamentação para a defesa de políticas governamentais de incentivos, gerando diversas contendas internacionais ao longo das últimas décadas. O mercado de construção de aeronaves comerciais é dominado por quatro empresas: BOEING, AIRBUS, EMBRAER E BOMBARDIER. Criada em 1969 como sociedade de economia mista, a EMBRAER é um dos únicos casos (no setor) de entrante com sucesso, ao longo das últimas décadas. Após uma fase inicial, impulsionada, entre outros, por encomendas governamentais, a empresa acumulou capacitação técnica, de organização da fabricação e gerencial, tornando-se um competidor importante nessa indústria. Após obter sucesso com vários produtos, a EMBRAER passou a enfrentar dificuldades crescentes, decorrentes não somente da queda de demanda, como também de sucessivos prejuízos causados por projetos equivocados. A empresa, privatizada em 1994, ajustou sua estrutura, expandiu sua base comercial e industrial, passando a atuar em mais de 60 países. A indústria de construção aeronáutica, com foco no mercado de aviação civil e o desempenho da EMBRAER, antes e após a privatização, ocorrida em 1994, são o objeto deste trabalho. / The aircraft manufacturing industry is characterized by the high amount of resources involved in the activity, the use of advanced technologies, skilled work, and for its strong export vocation. In addition to these characteristics, the attention to rigid standards of reliability and the need of post-venda attendance worldwide provide significant barriers to entry for new competitors. These aspects have been used by governmental authorities to justify incentive policies and subsidies, resulting in several international commercial disputes over recent decades. The market is dominated by four companies: BOEING, AIRBUS, EMBRAER and BOMBARDIER. Created in 1969 as public-private company, EMBRAER is one of the few cases (in the industry) of successful new competitor, over the last few decades. After an initial period of relevant governmental orders, the company acquired technical knowledge, good manufacturing organization and business management, becoming a major competitor in the industry. Although obtaining success with several products, EMBRAER faced growing difficulties, related not only to a weak demand period, but also from successive losses caused unsuccessful projects. Privatized in 1994, the company has adjusted its structure, expanded its commercial and industrial base, operating nowadays in over than 60 countries. The aircraft manufacturing industry focusing on the market of civil aircraft sector and the performance of EMBRAER, before and after privatization occurred in 1994, are the object of this work. / Dissertação (mestrado) - Fundação Getulio Vargas, Escola de Pós-Graduação em Economia, Mestrado em Finanças e Economia Empresarial, Rio de Janeiro, 2008. / Bibliografia: p. 106

Este trabalho objetiva projetar uma rede logística, por meio da elaboração de um modelo de transbordo multiproduto, com o intuito de verificar, através dos custos logísticos, quais produtos seguirão diretamente dos fornecedores para a unidade consumidora e quais produtos sofrerão uma etapa de transbordo. Nesta análise serão comparados também cenários tributários que podem impactar os custos de operação. A aplicação do modelo é realizada em empresa com atividades internacionais sendo implementadas em Harbin, norte da China. Paralelamente, um novo regime aduaneiro, denominado RECOF Aeronáutico, está substituindo o atual regime especial de Drawback, o que é avaliado neste trabalho. Os resultados permitem concluir que os regimes aduaneiros influenciam fortemente os custos logísticos e a consolidação dos materiais. Assim, o adequado conhecimento dos impactos destes regimes no projeto logístico é de grande importância, sob pena de desenvolver uma rede logística sub-otimizada. / This research intends to propose a logistics network by designing a multi-product transhipment model. The purpose is to examine, through logistics costs, which products will be sent directly from suppliers to the consumer unit and which will be transhipped once. This research also includes the comparison between tributary scenes and their impacts on operation costs. The application of the proposed model has been put into practice by a company undertaking international activities in Harbin, northern China. In parallel to those operations, a new tax regime, named Aeronautical RECOF (Industrial Bonded Warehouse), is under implementation in order to substitute the current customs system regime of Drawback. The results show that the tax regime significantly affects logistics costs and goods consolidation. Thus, it is crucial understanding the referred tax regimes, to avoid severe logistics network system sub-optimization.

Orientador: Jesus José Ranieri / Tese (doutorado) - Universidade Estadual de Campinas, Universidade Estadual de Campinas, Instituto de Filosofia e Ciências Humanas / Made available in DSpace on 2018-08-21T20:00:04Z (GMT). No. of bitstreams: 1 Moraes_LiviadeCassiaGodoi_D.pdf: 6583806 bytes, checksum: 794871b76c302cd34b81729818413893 (MD5) Previous issue date: 2013 / Resumo: O objeto de análise desta tese é a empresa líder em aeronáutica no Brasil, a EMBRAER. Empresa Brasileira de Aeronáutica S.A, hoje, apenas EMBRAER S.A. Trata-se da terceira maior produtora de aviões comerciais do mundo, cujo patamar de concorrência a faz primar por tendências organizacionais hegemônicas em âmbito mundial. Ela já nasce no contexto de crise estrutural do capital, na década de 1970, e procura, ao longo de quatro décadas de existência, constantemente, dar respostas à crise para não ser absorvida por ela. O objetivo da tese é analisar como foram realizadas essas transformações, principalmente a partir da década de 1990, quando a empresa foi privatizada, e, posteriormente, de forma mais determinante, nos anos 2000, com a produção de aviões comerciais da família EMBRAER 170/190, com a posterior pulverização de capitais, em 2006, e, por fim, mudança de razão social para fins de ampliação de áreas de atuação da empresa, em 2010. O contexto em que se dão tais mudanças é o de mundialização do capital e prevalência de acumulação fictícia de capital. Segundo nossos estudos, capital fictício e capital produtivo estão profundamente imbricados e cada reestruturação societária vem acompanha de nova reestruturação produtiva. A investigação também demonstrou que quanto mais o capital é pulverizado, mais se intensifica o uso da força de trabalho através de mudanças organizacionais, terceirizações, imposição de padrões de governança corporativa, reorganização do layout da empresa, mudança no perfil de contratação, internalização de padrões comportamentais toyotistas entre outros. Procura-se, ademais, apontar as diversas contradições que acompanham tais movimentos e impactam diretamente os trabalhadores da empresa, na perspectiva da relação entre particularidade da EMBRAER e totalidade social / Abstract: The subject of this thesis is the EMBRAER - Empresa Brasileira de Aeronáutica S.A, which nowadays is just called EMBRAER S.A. It is the third largest producer of commercial aircraft in the world, whose level of competition excels the company for hegemonic organizational trends worldwide. It was created in the context of the structural crisis of capital in the 1970s, and over four decades of existence, it has sought responses to the crisis for not being crashed. The aim of the thesis is to analyze the way in which these changes happened, especially starting from the 1990s, when the company was privatized. The next stage, which was more determinant, started from 2000 due to the production of commercial aircraft EMBRAER 170/190. Subsequently, there was a process of spraying capital in 2006 and, finally, the change of corporate name for the purpose of expanding the areas of actuation in 2010. The context in which these changes occurred was characterized by the globalization of capital with the prevalence of the accumulation of fictitious capital. According to our studies, fictitious capital and productive capital are deeply related and every corporate restructuring has been accompanied by a new restructuring of production. The research also demonstrated that the more the capital is sprayed, the more it intensifies the use of the workforce's labor through organizational change, outsourcing and imposing standards of corporate governance, reorganization of the company's layout, changes in the types of hiring, internalization of toyotists standards behavioral, etc. Moreover, we intend to point out the contradictions of these movements that directly impact the company workers, always having as perspective of analyses the relationship between the particularity of EMBRAER and the social totality / Doutorado / Sociologia / Doutora em Sociologia

Submitted by Thiago Ribeiro (thiago.alves@terra.com.br) on 2012-12-31T21:15:27Z No. of bitstreams: 1 Dissertacao Thiago Alves Ribeiro.pdf: 2000492 bytes, checksum: 43183d5942a1488e57808decff67c8e4 (MD5) / Approved for entry into archive by Suzinei Teles Garcia Garcia (suzinei.garcia@fgv.br) on 2013-01-02T12:19:38Z (GMT) No. of bitstreams: 1 Dissertacao Thiago Alves Ribeiro.pdf: 2000492 bytes, checksum: 43183d5942a1488e57808decff67c8e4 (MD5) / Made available in DSpace on 2013-01-02T12:39:55Z (GMT). No. of bitstreams: 1 Dissertacao Thiago Alves Ribeiro.pdf: 2000492 bytes, checksum: 43183d5942a1488e57808decff67c8e4 (MD5) Previous issue date: 2012-12-04 / This work is an empirical study of the contractual practices adopted by Embraer after its privatization in 1994. We also analyze the contractual arrangement used to enable the aircrafts’ projects that were responsible for the company's resurgence in the late 1990s. A fundamental aspect of the contractual engineering efforts was the creation of Risk-Partnerships between Embraer and a selected group of key suppliers to co-develop an aircraft. The analysis of the collected data, points to the epistemological relevancy of using new analytical tools to understand the contractual practices that have been employed and its role in development. Therefore, we adopt the relational contract theory as a theoretical lens to analyze the risk-partnership model and investigate the role played by relational elements in the success of the ERJ 145 and EMBRAER 170/190 programs. The central hypothesis that guides this work states that, in the innovative contractual arrangement involving Embraer, foreign suppliers and BNDES, the contractual relationship was built through promissory and non-promissory mechanisms that have projected the exchange, and the patterns of normativity that were created transcended the written contract. The contribution of relational contract theory to the analysis of such practices is twofold. The first contribution is mainly descriptive, as it provides more comprehensive and powerful theoretical tools to understand the real dynamics of the contractual practices that have been studied. The second contribution, of a normative kind, consists in clarifying the relational aspects that compose, alongside promissory elements, a certain internal normativity to the contract, which regulates the agents’ conduct throughout the relationship. On the ERJ 145 and EMBRAER 170/90 programs, we try to demonstrate that (more) relational contractual arrangements, instead of conventional discrete contractual supplying relationships, were critical to the success of the projects and even for their own feasibility. In this sense, relational contracts theory provides analytical categories that not only offer more adequate theoretical tools to describe relationships such as the one under study, but also provides, through a more rich and comprehensive description, lessons on how to design contracts. This is important to demonstrate how the problem of the implicit dimensions of contracts transcends the field of contract theory and contractual justice and becomes highly relevant to the research agenda in the Law and Development field. / O presente trabalho é um estudo empírico das práticas contratuais adotadas pela EMBRAER posteriormente ao seu processo de privatização em 1994, e do arranjo contratual empregado para viabilizar a realização dos projetos de aeronaves responsáveis pelo ressurgimento da empresa ao final da década 1990. Aspecto fundamental da engenharia contratual empreendida foi a formação das chamadas Parcerias de Risco entre a Embraer e um grupo selecionado de fornecedores-chave visando o co-desenvolvimento das aeronaves. A análise das informações obtidas na pesquisa aponta a importância epistemológica de se utilizar novos instrumentos de análise que permitam compreender melhor as práticas contratuais empregadas e seu papel no desenvolvimento. Assim, utilizamos a teoria relacional dos contratos como lente teórica para analisar o modelo de parcerias de risco e, por meio dela, investigar qual o papel exercido pelos elementos relacionais no sucesso dos programas ERJ 145 e EMBRAER 170/190. A hipótese central que norteia o trabalho é a de que, no inovador arranjo contratual que envolveu a Embraer, fornecedores estrangeiros e o BNDES, a relação contratual foi construída por meio de mecanismos promissórios e não-promissórios de projeção de trocas, e os padrões de normatividade estabelecidos entre as partes transcenderam o contrato escrito. A contribuição da teoria relacional dos contratos para a análise de tais práticas possui duplo caráter. A primeiro contribuição é eminentemente descritiva, ao fornecer um instrumental teórico mais abrangente e poderoso para compreender a real dinâmica das práticas contratuais em análise. A segunda contribuição, de natureza normativa, consiste em explicitar aspectos relacionais que compõem, juntamente com os elementos promissórios, uma certa normatividade interna ao contrato que informa a conduta dos agentes ao longo da relação. Nos programas ERJ 145 e EMBRAER 170/90, procuramos demonstrar como a formulação de um arranjo contratual mais relacional em substituição ao tradicional conjunto de relações contratuais de fornecimento descontínuas, foi fundamental para o sucesso dos projetos e até mesmo para a sua própria viabilização. Nesse sentido, a teoria relacional dos contratos fornece categorias de análise que não apenas oferecem um ferramental teórico mais adequado para descrever relações como a do caso em estudo, mas também fornece, por meio de uma descrição mais rica e abrangente, lições sobre como desenhar contratos. Isto é importante para demonstrar como a problemática das dimensões implícitas do contratos transcende o campo da teoria contratual e da justiça contratual e apresenta-se de grande relevância para a agenda de pesquisa em Direito e Desenvolvimento.