Detta examensarbete har utförts vid Ekonomiska institutionen på Linköpings tekniska högskola. Uppdragsgivare har varit Kongsberg Automotive AB och Saab Training Systems AB. Syftet med detta arbete har varit att undersöka om värdeflödesanalys inom produktutveckling kan hjälpa företag att effektivisera utvecklingen av produkter. Metoden för värdeflödesanalys som vi valt att prova har tagits fram av MIT. Arbetets syfte var att pröva denna metod, detta gjordes genom att utföra två studier. Modellen föreskriver att en kartläggning görs i tre steg: först genom ett ganttschema, därefter flödesschema och till sist en DSM. Datainsamlingen är gjord med hjälp av intervjuer och en enkät, enligt Millards rekommendation. Med hjälp av metoden och stöd av litteratur kartlades och analyserades flödet. Bland annat framkom följande åtgärdsförslag: Tydligare ansvarsområden och klara rutiner Utför FEM-beräkning mer parallellt med konstruktionsarbetet Tydligarepull event för att klargöra varje aktivitets syfte. Vi kan konstatera att resultaten av värdeflödesanalysen har tagits väl emot av företagen, både när det gäller kartläggning och åtgärdsförslag. Detta leder oss fram till vår slutsats att modellen har varit till hjälp för företagen och därmed får anses fungera.

This degree project has been made in cooperation with engineers working for GM Engineering/Saab Automobile AB in Trollhättan. The given name by Saab for the project is “Fuel efficiency improvements in All Wheel Drive(AWD)-system”. The main tasks of this thesis work were to investigate the size of the power losses in different parts on the propeller shaft, to design a computer program that calculates coordinates and angles on a propeller shaft and to investigate the possibilities to put together a simplified formula that calculates the natural frequencies on a propeller shaft. The main parts of this report are a compilation of the theory about AWD and mostly about the parts on the propeller shaft, and also a description of the developed computer program called Propeller Shaft Calculator. This report doesn’t concern power losses in the different joints because there were no such general equations to be found. The most common way to calculate the power losses inside a joint is to do tests were the power loss is measured at different angles, torque and speed and then use that data to put together an approximated equation. Most of the work on this project has been on theory studies and on programming. The main result of the project is the program Propeller Shaft Calculator. Propeller Shaft Calculator is a program that is designed in Microsoft Excel. All the menus are programmed in the visual basic editor in Excel. The program is supposed to be used as a help while designing new propeller shafts. Propeller Shaft Calculator can calculate all the coordinates, lengths, angles and directions on a propeller shaft. It also calculates natural frequencies, plunge, estimated power loss on the second shaft and angles in the joints. In the program you can choose to do calculations on four different configurations of propeller shafts but can quite easy upgrade the program with more choices. Basically the program works like this: First you choose the right propeller shaft in the main menu. Then you fill out the indata sheet with coordinates, lengths, material data and so on. As you type in the input data the output data will appear in the out-data sheet next to the in-data. Every propeller shaft has also a calculations sheet were more detailed calculations can be found. The program also has a built in help function and a warning function that lights a warning sign next to the values if they are outside the limits.

<p>This degree project has been made in cooperation with engineers working for GM Engineering/Saab Automobile AB in Trollhättan. The given name by Saab for the project is “Fuel efficiency improvements in All Wheel Drive(AWD)-system”. The main tasks of this thesis work were to investigate the size of the power losses in different parts on the propeller shaft, to design a computer program that calculates</p><p>coordinates and angles on a propeller shaft and to investigate the possibilities to put together a simplified formula that calculates the natural frequencies on a propeller shaft.</p><p>The main parts of this report are a compilation of the theory about AWD and mostly about the parts on the propeller shaft, and also a description of the developed computer program called Propeller Shaft Calculator. This report doesn’t concern power losses in the different joints because there were no such general equations to be found. The most common way to calculate the power losses inside a joint is to do tests were the power loss is measured at different angles, torque and speed and then use that data to put together an approximated equation.</p><p>Most of the work on this project has been on theory studies and on programming. The main result of the project is the program Propeller Shaft Calculator.</p><p>Propeller Shaft Calculator is a program that is designed in Microsoft Excel. All the menus are programmed in the visual basic editor in Excel. The program is supposed to be used as a help while designing new propeller shafts.</p><p>Propeller Shaft Calculator can calculate all the coordinates, lengths, angles and directions on a propeller shaft. It also calculates natural frequencies, plunge, estimated power loss on the second shaft and angles in the joints. In the program you can choose to do calculations on four different configurations of propeller shafts but can quite</p><p>easy upgrade the program with more choices.</p><p>Basically the program works like this:</p><p>First you choose the right propeller shaft in the main menu. Then you fill out the indata sheet with coordinates, lengths, material data and so on. As you type in the input data the output data will appear in the out-data sheet next to the in-data. Every propeller shaft has also a calculations sheet were more detailed calculations can be</p><p>found.</p><p>The program also has a built in help function and a warning function that lights a warning sign next to the values if they are outside the limits.</p>

<p>Bakgrund: När individer från olika kulturer möts och arbetar tillsammans uppstår det ofta missförstånd och konflikter. Ett sätt att uppnå förståelse för hur nationell kultur påverkar ett företag, är att studera ett team. Ledaren är mycket viktig för teamet och i ett mångkulturellt team kan hans arbete bli komplicerat pga. olika värderingar etc. som finns i olika kulturer. </p><p>Syfte: Syftet med denna uppsats är att undersöka om ledaren för ett svensk- engelsk team bör anpassa sin ledarstil efter de nationella kulturella skillnaderna i teamet, och i sådana fall hur. Vår avsikt är även att undersöka vilka styrkor och svagheter som är förknippade med ett svensk-engelskt team. Avgränsningar: Vi avgränsar oss till nationell kultur. </p><p>Tillvägagångssätt: Vi har genomfört en kvalitativ studie, baserad på åtta intervjuer. </p><p>Resultat: De viktigaste skillnaderna mellan svenskar och engelsmän är: beslutsfattande, kollektivism vs. individualism, och auktoritetsacceptans. Ledarstilen påverkas av ledarens och teammedlemmmarnas kulturella bakgrund. I situationer när teammedlemmarnas motivation kan förbättras, tycker vi att ledaren bör anpassa sin stil efter kulturella skillnader i teamet.</p>

Today, many small aerodromes have a hard time surviving economically, and amongst the largest cost is air traffic control. Airlines are cutting costs where they can, and many times this affects the aerodromes as well, e.g. when airlines decide to park remotely instead of at the gate. The project called Remotely Operated Towers, initiated by SESAR and run by Saab and LFV, is aiming to address this problem. The project revolves around remotely providing ATS to aerodromes where it is deemed suitable. A big challenge in this project is how to assign aerodromes to remote tower modules in the remote control centre. There are many ways to do this, but there is only a few ways to do it to achieve the least amount of modules. This thesis aims to find an optimal solution to the challenge mentioned above. The thesis resulted in a model where the user can provide the input of choice, i.e. aerodromes with associated ATS operating hours and movements, for a specific period – and receive the assignment schedule for the modules, saying exactly which aerodrome are to be controlled by which module at what time.

Idag byter många företag ut sina gamla informationssystem mot nya, standardiserade affärssystem. Detta görs för att man ser stora framgångs- och konkurrensfaktorer i att ha ett standardiserat system, att anpassa ett affärssystem mot verksamheten blir dessutom väldigt kostsamt. På Saab Aerosystems införde man under 2006 just ett standardiserat affärssystem, IFS Applications 2004, där man tidigare hade använt sig utav 59 olika system. Syftet med denna uppsats är att undersöka vilka möjligheter och utmaningar man såg på Saab Aerosystems i och med införandet av det nya affärssystemet. Det utfördes en fallstudie där det samlades in empiri från ett antal kvalitativa intervjuer för att kunna jämföras mot den teoretiska referensram och på så sett kunna besvara frågeställningarna; vilka möjligheter uppstod i samband med införandet av det nya affärssystemet? Hur tog dessa tillvara på? Vilka utmaningar uppstod i samband med införandet av det nya affärssystemet? Hur hanterades dessa? Många av utmaningarna respektive möjligheterna kan ses som nära relaterade, i denna studie presenterar vi hur olika aktörer inom verksamheten upplevt dessa, samt hur de relaterar till existerande teori på området. Resultat visar att följande kategorier: förändring, anpassning av och gentemot affärssystemet, strategi, utbildning och hjälpresurser utgjorde stora utmaningar. Integration och informationshanteringen, processutveckling, digitalisering, kunskapsutveckling samt förändring upplevdes som stora möjligheter i och med införandet. / Today many companies are replacing their old information systems with new, standardized enterprise systems. This is done because great success and competitive factors are seen in having a standardized system, to adapt an enterprise system to your business is also very costly. In 2006 Saab Aerosystems implemented a standardized ERP, IFS Applications 2004, whereas they had previously used 59 different information systems. The purpose of this paper is to examine the opportunities and challenges that could be identified at Saab Aerosystems, with the introduction of the new ERP system. It conducted a case study where empirical data was collected from a number of interviews, to be compared against the theoretical framework and thus seen to answer the questions: what opportunities arose in connection with the introduction of the new ERP system? How were these seized? What challenges arose in connection with the introduction of the new ERP system? How were these handled? Many of the challenges and opportunities can be seen as closely related, in this study we present how the various stakeholders in the business have experienced them, and how they relate to existing theory in the field. Results show that the following categories: change, adaptation of and to the business system, strategy, training and support resources were major challenges. Integration and information management, process development, digitization, knowledge and change were seen as great opportunities with the implementation.

The number of flights have increased by 80% between 1990 and 2014, and the demand for air travel continues to increase. Even though the aviation sector contributes to economical and social benefits, it still affects the climate change [1]. A first step to minimize the environmental impact is to develop more electric aircraft (MEA), where the idea is to maximize the use of electricity and improve the overall energy effciency [2]. In most of today's aircraft, large mechanical transmission shafts with a lot of components are driven by central power units, termed centralized drive systems. By the use of electromechanical actuators (EMAs), a distributed drive systems can be used instead, which increases functionality, reduces mass, maintenance and energy consumption, as well as improves manufacturing and assembly [3].  When designing electromechanical actuators, one must take into account a lot of parameters that affect each other in various ways. It is often a time-consuming job to find the most optimal choice of architecture. Parameters such as temperature, load, lifetime and effciency to mention a few. This master thesis offers a new analytical tool for EMAs of primary and secondary flight control systems for Saab Avionics Systems. The aim of the analytical tool is to characterize the parts of the system and identify important parameters in order to find the most optimal choice of architecture. The tool focus on the main mechanical components such as the three-phase synchronous permanent magnet motor, power-off brake, two-stage planetary gearbox and ball screw. The tool developed in this project generates an initial design of the EMA with optimized dimensions in order to minimize both mass and energy consumption. It functions by identifying three main groups of parameters: The input parameters: fixed values defined by the customer demands The design parameters: variables that the user can change to find the optimal choice of architecture The output parameters: resulting values of either performance or dimensions By defining few design parameters for each component, and implementing multidisciplinary design optimization (MDO), the analytical tool can find an optimized solution for each specific project in a time-efficient way. The final values of the parameters characterize the performance of the EMA.

This diploma thesis cover with the management of aircraft maintenance, one specific airline which operating with aircraft SAAB 340. Especially I dedicated to the maintenance and troubleshooting on the aircraft found during the operation. Contents diploma thesis consists of three parts. The first part describes the basic elements and concepts in the field of aircraft maintenance and related regulations. The next part describes the company which operating the aircraft for commercial transport, approach to the maintenance of its own fleet, together with the methodology for recording faults or malfunctions found during the operation. In the last part, I am cover with assessment of the system recording and troubleshooting.

Service parts sometimes break down unexpectedly and require maintenance. The irregular nature of the need for this type of maintenance makes forecasting difficult and unreliable. Saab currently experiences problems with long delays when performing unplanned maintenance of service parts used in the two models of Gripen aircraft, Gripen C and Gripen D. These delays are source of monetary waste, as late delivery of maintained service parts results in Saab having to pay penalty fines to the customers. The purpose of this master thesis was to analyze data collected during a case study at Saab in Linköping, and suggest improvements for how to reduce these delays. This study focused on analyzing what caused the delays, and how the information provided by the customers can be used by the operative planners at the Maintenance, Repair \&amp; Overhaul (MRO) workshops in order to be more efficient. The data was collected during the case study using semi-structured interviews of 16 people working with the current system, as well as by collecting historical data from an internal database at Saab. This data was analyzed in parallel with a literature study of relevant research related to service parts supply chains, MRO workshops, and unplanned maintenance operations. The analysis showed that there were four types of interruptions of maintenance; Internal stock-out of spare parts, internal stock-out of sub-units, external delays at the Original Equipment Manufacturer (OEM), and internal equipment breakdowns. A root cause analysis found that the four root causes of delays were: Saab does not have any contracts that incentivizes their OEM's to deliver on time. The  data from the technical report is not used to provide the operative planners with information about incoming orders. The MRO workshops do not have a standardized system for prioritizing maintenance of service parts. The MRO workshops currently lacks a method for predicting certain types of machine breakdowns.

The demand for turbofan engine performance development is high in the military industry. However, to develop the engine, it is necessary to predict its performance, and engine testing is both time-consuming and costly. Therefore, simulation is an effective approach to predicting the engine’s performance. During this thesis, a low bypass ratio turbofan engine is created in the simulation tool Simulink to investigate the engine performance throughout different flight conditions and maneuvers. The engine model is constructed for the future fighter aircraft at SAAB Aeronautics. The development of a design point has received particular attention throughout the work. After that, the development of proven methods for estimating engine performance of other parts of the flight envelope, resulting in increased model fidelity and enabling simulations of the same engine type but under different conditions and flight cases. To summarize, the tests of the engine model are successful under various design characteristics, conditions, and flight cases. In addition, simulations of the performance evaluation of fighter aircraft engines have been accomplished.