This thesis explores the integration of gamification into the Software Development Process (SDP) at Saab, a defense and aerospace company. The thesis aims to address some of the complexities of the SDP standard used in the industry, DO-178C. The research primarily focuses on how gamification principles can enhance the usability of software development processes in aerospace. The method includes a pre-study, an inception phase, and two sprints, where a gamified tool is designed, implemented, and revised based on feedback from developers at Saab. The results of interviews after these sprints, along with insights from the inception phase, are discussed to evaluate the effectiveness and impact of the gamified tool.  The findings indicate that gamification can make the SDP more approachable and engaging for developers, with elements like real-time progress tracking, quizzes, and certificates being well-received. However, the effectiveness of these gamification elements varies among individuals, underscoring the importance of tailoring these elements to user preferences and the specific context of aerospace software development. This research contributes to the understanding of gamification's role in improving SDP usability in the aerospace industry, highlighting the need for careful customization of gamification to individuals and the context. Although the study provides valuable insights, it also acknowledges limitations, including the hypothetical nature of the gamified tool used and the reliance on user feedback, suggesting future research should involve more practical implementations and a focus on long-term impacts on productivity and user satisfaction.

<p>Advanced computer simulations will play a more and more important role in future aircraft development and aeronautic research. Hardware-in-the-loop simulations enable examination of single components without the need of a full-scale model of the system. This project investigates the possibility of conducting hardware-in-the-loop simulations using a hydraulic test rig utilizing modern computer equipment. Controllers and models have been built in Simulink and Hopsan. Most hydraulic and mechanical components used in Hopsan have also been translated from Fortran to C and compiled into shared libraries (.dll). This provides an easy way of importing Hopsan models in LabVIEW, which is used to control the test rig. The results have been compared between Hopsan and LabVIEW, and no major differences in the results could be found. Importing Hopsan components to LabVIEW can potentially enable powerful features not available in Hopsan, such as hardware-in-the-loop simulations, multi-core processing and advanced plotting tools. It does however require fast computer systems to achieve real-time speed. The results of this project can provide interesting starting points in the development of the next generation of Hopsan.</p>

Advanced computer simulations will play a more and more important role in future aircraft development and aeronautic research. Hardware-in-the-loop simulations enable examination of single components without the need of a full-scale model of the system. This project investigates the possibility of conducting hardware-in-the-loop simulations using a hydraulic test rig utilizing modern computer equipment. Controllers and models have been built in Simulink and Hopsan. Most hydraulic and mechanical components used in Hopsan have also been translated from Fortran to C and compiled into shared libraries (.dll). This provides an easy way of importing Hopsan models in LabVIEW, which is used to control the test rig. The results have been compared between Hopsan and LabVIEW, and no major differences in the results could be found. Importing Hopsan components to LabVIEW can potentially enable powerful features not available in Hopsan, such as hardware-in-the-loop simulations, multi-core processing and advanced plotting tools. It does however require fast computer systems to achieve real-time speed. The results of this project can provide interesting starting points in the development of the next generation of Hopsan.

Loads determination for external stores on fighter aircraft is an important task for manufacturers in ensuring the safe operation of their aircraft. Due to the large number of possible store combinations, wind tunnel tests – the primary approach to obtaining loads data – cannot be performed for all configurations. Instead, supplementary techniques to estimating loads are necessary. One approach is to use information from another store and adapt it, using so-called scaling methods, to the non-tested store. In this thesis, a scaling method combining the results of computational fluid dynamics (CFD) simulations, for both a non-tested and a reference store, with existing wind tunnel data for the reference store, is thoroughly examined for a number of different stores, angles of attack, sideslip angles and Mach numbers. The performance of the proposed scaling method is assessed in relation to currently used scaling methods, using non-parametric and multivariate statistics. The results show no definitive improvement in performance for the proposed scaling method over the current methods. Although the proposed method is slightly more conservative, considerable variability in the estimates and an increased time consumption for scaling leads the author to advise against using the proposed method for scaling aerodynamic loads on external stores. / Lastbestämning för yttre utrustning på stridsflygplan är en viktig uppgift för att tillverkarna ska kunna garantera säkerheten för sina flygplan. Då antalet möjliga utrustningskombinationer är mycket stort, kan inte vindtunneltester – normalt den främsta metoden för att erhålla lastdata – utföras för alla konfigurationer. Således behövs kompletterande metoder för att skatta laster. Ett alternativ är att använda data från en annan utrustning och anpassa den, med hjälp av så kallade skalningsmetoder, till den icke-testade utrustningen. I detta examensarbete behandlas en skalningsmetod som kombinerar resultaten från numeriska strömningsberäkningar – så kallade CFD-simuleringar – för både en testad och en icke-testad utrustning med befintliga vindtunneldata för den testade utrustningen. Metoden undersöks grundligt för ett antal olika utrustningar, anfallsvinklar, sidanblåsningsvinklar och Machtal. Prestandan hos den föreslagna skalningsmetoden utvärderas i relation till nu använda skalningsmetoder, baserat på icke-parametrisk och multivariat statistik. Resultaten visar inga definitiva förbättringar av prestanda för den föreslagna skalningsmetoden jämfört med de nuvarande metoderna. Även om den föreslagna metoden är något mer konservativ, så föranleder betydande variationer i skattningar och en ökad tidsåtgång för skalning författaren att avråda från att använda den föreslagna metoden för skalning av luftlaster på yttre utrustning.

This thesis explores and compares traditional and reinforcement learning (RL) methods of performing 2D flight path planning in 3D space. A wide overview of natural, classic, and learning approaches to planning s done in conjunction with a review of some general recurring problems and tradeoffs that appear within planning. This general background then serves as a basis for motivating different possible solutions for this specific problem. These solutions are implemented, together with a testbed inform of a parallelizable simulation environment. This environment makes use of random world generation and physics combined with an aerodynamical model. An A* planner, a local RL planner, and a global RL planner are developed and compared against each other in terms of performance, speed, and general behavior. An autopilot model is also trained and used both to measure flight feasibility and to constrain the planners to followable paths. All planners were partially successful, with the global planner exhibiting the highest overall performance. The RL planners were also found to be more reliable in terms of both speed and followability because of their ability to leave difficult decisions to the autopilot. From this it is concluded that machine learning in general, and reinforcement learning in particular, is a promising future avenue for solving the problem of flight route planning in dangerous environments.

Radar signals are used for estimating location, speed and direction of an object. Some radars emit pulses, while others emit a continuous wave. Both types of radars emit signals according to some pattern; a pulse radar, for example, emits pulses with a specific time interval between pulses. This time interval may either be stable, change linearly, or follow some other pattern. The interval between two emitted pulses is often referred to as the pulse repetition interval (PRI), and the pattern that defines the PRI is often referred to as the modulation. Classifying which PRI modulation is used in a radar signal is a crucial component for the task of identifying who is emitting the signal. Incorrectly classifying the used modulation can lead to an incorrect guess of the identity of the agent emitting the signal, and can as a consequence be fatal. This work investigates how a long short-term memory (LSTM) neural network performs compared to a state of the art feature extraction neural network (FE-MLP) approach for the task of classifying PRI modulation. The results indicate that the proposed LSTM model performs consistently better than the FE-MLP approach across all tested noise levels. The downside of the proposed LSTM model is that it is significantly more complex than the FE-MLP approach. Future work could investigate if the LSTM model is too complex to use in a real world setting where computing power may be limited. Additionally, the LSTM model can, in a trivial manner, be modified to support more modulations than those tested in this work. Hence, future work could also evaluate how the proposed LSTM model performs when support for more modulations is added. / Radarsignaler används för att uppskatta plats, hastighet och riktning av objekt. Vissa radarer sänder ut signaler i form av pulser, medan andra sänder ut en kontinuerlig våg. Båda typer av radarer avger signaler enligt ett visst mönster, till exempel avger en pulsradar pulser med ett specifikt tidsintervall mellan pulserna. Detta tidsintervall kan antingen vara konstant, förändras linjärt, eller följa ett annat mönster. Intervallet mellan två pulser benämns ofta pulsrepetitionsintervall (PRI), och mönstret som definierar PRIn benämns ofta modulering. Att klassificera vilken PRI-modulering som används i en radarsignal är en viktig del i processen att identifiera vem som skickade ut signalen. Felaktig klassificering av den använda moduleringen kan leda till en felaktig gissning av identiteten av agenten som skickade ut signalen, vilket kan leda till ett dödligt utfall. Detta arbete undersöker hur väl det framtagna neurala nätverket som består av ett långt korttidsminne (LSTM) kan klassificera PRI-modulering i förhållande till en modern modell som använder särskilt utvalda beräknade särdrag från data och klassificerar dessa särdrag med ett neuralt nätverk. Resultaten indikerar att LSTM-modellen konsekvent klassificerar med högre träffsäkerhet än modellen som använder särdrag, vilket gäller för alla testade brusnivåer. Nackdelen med LSTM-modellen är att den är mer komplex än modellen som använder särdrag. Framtida arbete kan undersöka om LSTM-modellen är för komplex för att använda i ett verkligt scenario där beräkningskraften kan vara begränsad. Dessutom skulle framtida arbete kunna utvärdera hur väl LSTM-modellen kan klassificera PRI-moduleringar när stöd för fler moduleringar än de som testats i detta arbete läggs till, detta då stöd för ytterligare PRI-moduleringar kan läggas till i LSTM-modellen på ett trivialt sätt.

Electromagnetic compatibility (EMC) is an essential part in today’s society and there are more products around us that emit electromagnetic waves than ever before. To make sure that all these products function properly under all circumstances EMC testing is needed. One test that is conducted is radiated immunity testing. A susceptibility antenna is needed to perform immunity testing. This thesis aims to show that a tuneable antenna could be used for immunity testing in the frequency band 26-150 MHz and in the future replace the current antenna, which is not tuneable, used at SAAB Support and Services EMC in Östersund. A simulation program called EZNEC+ was used to simulate different antennas that were tested in the semi-anechoic chamber at SAAB. Two antenna types showed better efficiency and reached lower in frequency than SAAB’s current antenna. These antennas were a bowtie antenna and an x-shaped antenna, both extending in only two spacial directions instead of the normal three. Their drawback was a less uniform E-field at the lowest frequencies, where the E-field was much stronger to the sides compared to straight in front of the antenna. This results in a narrow lobe width, but if this drawback could be accepted or mitigated both antennas are possible replacements for the current antenna at SAAB and should be further investigated.

<p>För att kalibrera väderradarna i Sverige finns en miniräknare med program som styr kalibreringen. Deluppgiften ”Program för kalibrering” innebär att överföra dessa program till en PC. Då ingen dokumentation finns om hur kommunikationen sker mellan radar och miniräknare, är första steget att analysera och jämföra programkoden från miniräknaren med informationen från en linjelyssnare. Därefter skrivs programmen i det grafiska programmeringsspråket Agilent Vee. Programmen läser av radarns svar på signaler med olika dämpning från en signalgenerator, beräknar en radarkonstant, skapar en kalibreringstabell, samt programmerar kalibreringstabellen i radarns signalprocessor. Datorns mätvärden och beräkningar jämförs med miniräknarens, och det kan konstateras att programmen överensstämmer med varandra.</p><p>Deluppgiften ”Automatiserad kontroll av dämpsteg” innebär att med en spektrumanalysator läsa av effekten på en signal med varierande dämpning från en signalgenerator. Detta görs för att kontrollera dämpstegen, då man på Saab Aerotech upptäckt problem med signalgeneratorn. Ett program skrivs för att automatiskt styra både signalgenerator och spektrumanalysator. Den avlästa effekten vid varje dämpsteg sparas och en graf med dessa värden genereras automatiskt av programmet. I grafen återfås en linjär kurva, vilket är det förväntade utseendet vid fungerande dämpsteg. För en ytterligare kontroll läses effekten av vid varje enskild dämpare. Även dessa värden ligger inom accepterade gränser, vilket innebär att problemet ligger på annat håll i signalgeneratorn, än i dämpstegen.</p> / <p>A calculator is used to calibrate all the weather radars in Sweden. One part of this thesis is to transfer the programs on this calculator to a PC. There is no documentation on how the calculator communicates with the radar, so the first step is to analyze and compare the code from the program with the information shown on a protocol analyzer. When the communication is known, a program is written in the language Agilent Vee. One program reads the response from the radar of a signal with different attenuation. Others calculates the radar constant, generates a calibration table and programs the table to the signal processor in the radar. By comparing the result from the programs on the PC and the corresponding results from the calculator it is verified that the programs run correctly.</p><p>Saab Aerotech have found that the signal generator in not working correctly. The other part of this thesis is to automatically control the signal generator and a spectrum analyzer. The spectrum analyzer reads the power of a signal with different attenuation from the signal generator and presents the values in a graph. The curve of the graph is linear which means that there is no problem with the attenuation.</p>

Continuous technological development and increasing efficiency demands are driving products toward becoming more and more complex. For the aerospace industry - where the requirements for performance, safety and low environmental impact already are substantial - this means that more extensive quality assurance measures must be taken to ensure the fulfillment of the requirements of each individual component.However, to avoid that the work with quality improvement become too extensive and increase the product cost to unbearable levels it is necessary to have methods to prioritize and focus improvement efforts on the product features that matters most for fulfilling customer requirements. Therefore, the concept of Key Characteristics is used today, both in the aerospace and other industries; a term for those characteristics that have a significant impact on requirement compliance and whose outcomes at the same time are expected to vary considerably in manufacturing.The concept itself is similar among those who use it but the purpose of and methodology for identifying and managing Key Characteristics vary, even within the same industry. This thesis is therefore aimed to create a view of which factors that characterize an effective and efficient way for companies in the aerospace industry to work with Key Characteristics. The thesis involves a case study to create a framework for how companies within this industry work with Key Characteristics, a literature review to see which approaches are advocated by previous research and two benchmark studies to see examples of how Key Characteristics are used and handled in practice in industry.The results show that the work of Key Characteristics should meet three main criteria in order to be effective and efficient: • it must be clearly focused on the characteristics that have critical impact on customer requirements and at the same time considerable variation in production, • it should be initiated early in the product development process and then performed iteratively during the process of continuously reducing variation problems in manufacturing, and • it should identify Key Characteristics using both qualitative and quantitative tools to best capture all different kinds of requirements on the product.Finally a practical example is given of how the work with Key Characteristics should look like at GKN Sweden AB, the case study company in the aerospace industry, to effectively minimize the costs associated with production variation, and yet satisfy all customer requirements. / <p>Validerat; 20140811 (global_studentproject_submitter)</p>

Within process or manufacturing industries, the production of goods and services or the products themselves may have negative side effects such as pollution. An important task for environmental policy is to control and limit these pollutions, for example via regulatory measures. Although, the efficiency of such measures vary greatly between different industries and an increasingly important task for environmental policy is then to encourage companies to engage in environmentally motivated innovation. Governments can utilize other measures than regulation to indirectly decrease pollution. This thesis aims to analyze such activities and how it affects the innovativeness of wastewater treatment, refrigeration and automobile manufacturing industries. The aim is also to investigate how environmental policy is shaped by opinion, technology and relationships within and to an industry. In each of the cases, the current technical system was a major determinator for what could be accomplished in an industry. This was more or less dependent on foreign conditions, such as market, opinion and policy, but the domestic level of technical advancement was critical. The geographical breadth of the issue at hand was a major factor. Also, all three cases showed that each industry has, for good or bad, dominating players that either dictates or largely influences the pace of adoption of environmentally motivated innovation. Government agencies must understand these facts, inventively use the array of policy tools at hand and include both industry representatives and foreign piers to speed up environmentally motivated innovation.