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Remote monitoring technology (RMT) is widely acknowledged as an important enabler of servitisation however, there is a dearth of understanding about how RMT is used by manufacturing firms to support servitised strategies. The purpose of this paper is to contribute to this important yet somewhat ignored topic in servitisation research. It attempts to address the following questions: what has constrained, and what has enabled the exploitation of RMT in the context of servitised strategies?

The research adopts an exploratory multiple-case study design. Four in-depth descriptive case studies of companies operating in aerospace, industrial equipment, marine, and transport sectors were conducted. The collected data were analysed and synthesised, drawing out conclusions.

The study describes how four manufacturers are using RMT and identifies ten factors that have enabled and constrained the realisation of expected outcomes. The enabling factors identified include: skills, experience, and knowledge; support from customers and other complementary data sources, processes, and structures; operations centres; historical data; and presence of in-house knowledge and capabilities. While the constraining factors include: defining benefits of RMT; limitations of RMT; limited understanding about true capabilities of RMT; knowledge management; and lack of alignment between services and manufacturing strategies.

While considerable attention and effort have been invested in designing and conducting the research and analysing the data from the case studies, more empirical work is required to validate and enrich findings and conclusions. For this purpose several research questions to guide further theory development in this area are formulated.

This paper is an in-depth study examining the role of RMT in supporting servitised strategies. In particular, it explores how this technology is used in practice to support service-oriented value propositions of manufacturers and identifies the factors that are key to successfully executing this strategy. As such it qualifies as one of the first studies of this kind.

The paper proposes a framework for the successful deployment of Industry 4.0 (I4.0) principles in the aerospace industry, based on identified success factors. The paper challenges the perception of I4.0 being aligned with de-skilling and personnel reduction and instead promotes a route to successful deployment centred on upskilling and retaining personnel for future role requirements.

The research methodology involved a literature review and industrial data collection via questionnaires to develop and validate the framework. The questionnaire was sent to a purposive sample of 50 respondents working in operations, and a response rate of 90% was achieved. Content analysis was used to identify patterns, themes, or biases, and the data were tabulated based on specific common attributes. The proposed framework consists of a series of gates and criteria that must be met before progressing to the next gate.

The proposed framework provides a feedback mechanism to review minimum standards for successful deployment, aligned with new developments in capability and technology, and ensures quality assessment at each gate. The paper highlights the potential benefits of I4.0 implementation in the aerospace industry, including reducing operational costs and improving competitiveness by eliminating variation in manufacturing processes. The identified success factors were used to define the framework, and the identified failure points were used to form mitigation actions or controls for inclusion in the framework.

The paper provides a framework for the successful deployment of I4.0 principles in the aerospace industry, based on identified success factors. The framework challenges the perception of I4.0 as being aligned with de-skilling and personnel reduction and instead promotes a route to successful deployment centred on upskilling and retaining personnel for future role requirements. The framework can be used as a guideline for organizations to deploy I4.0 principles successfully and improve competitiveness.

The 1980s saw a resurgence of the notion that transferring assets from the public sector to private enterprise would raise both allocative and technical efficiency, leading to greater economic well‐being. This resurgence led in the UK and elsewhere to privatization and the transfer of state activities from Government departments to separate agencies. Tests arguments that performance is linked to ownership by considering ten organizations which underwent relevant status changes in the post‐war period. Results confirm that, in general, a political to private change in ownership is associated with improved performance, but that this performance improvement is not guaranteed. Thus the link between ownership and performance is apparently more complex than many commentators have assumed. Findings suggest that further research is needed to address the factors that determine performance.

Air connectivity network is an important part of the overall connectivity network of any country. This becomes even more crucial for the interior regions, which have no access to sea routes and have inadequate road and rail connectivity. In India there is uniform distribution of airports throughout the country but only a few of them are currently used because of poor infrastructure availability at these airports. Any aircraft operating from these airports, having minimal infrastructure, need to have efficient high‐lift systems for short takeoff and landing ability as one of the key requirements. The purpose of this paper is look at the performance of a new high‐lift airfoil configuration for application to a general transport aircraft.

The present study deals with two‐dimensional analyses of a high‐lift system for general transport aircraft. The JUMBO2D, a multi‐block structured viscous code has been used to make preliminary analysis of the proposed high‐lift system. The configuration consists of three elements, namely, the main airfoil with nose droop, a vane and a flap.

In the present work the code has been revalidated by computing for NLF (1) 0416 airfoil (clean) and NACA 1410 airfoil with double‐slotted flap. The computed results compare very well with the experimental data. The proposed high‐lift configuration of general transport aircraft has then been analyzed in detail for both takeoff and landing conditions with and without nose droop. The effect of gap between main element and vane on the aerodynamic performance has also been investigated.

This computational study looks at the performance of a new high‐lift airfoil configuration for application to a general transport aircraft.

Britannia's and Europe's first Boeing 767 (G‐BKPW) has been named “The Earl Mountbatten of Burma”.

The growth in air mobility, rising fuel prices and ambitious targets in emission reduction are some of the driving factors behind research towards more efficient aircraft. The purpose of this paper is to assess the application of a blended wing body (BWB) aircraft configuration with turbo-electric distributed propulsion in the military sector and to highlight the potential benefits that could be achieved for long-range and heavy payload applications.

Mission performance has been simulated using a point-mass approach and an engine performance code (TURBOMATCH) for the propulsion system. Payload-range charts were created to compare the performance of a BWB aircraft with various different fuels against the existing Boeing 777-200LR as a baseline.

When using kerosene, an increase in payload of 42 per cent was achieved but the use of liquefied natural gas enabled a 50 per cent payload increase over a design range of 7,500 NM. When liquid hydrogen (LH2) is used, the range may be limited to about 3,000 NM by the volume available for this low-density fuel, but the payload at this range could be increased by 137 per cent to 127,000 kg.

The results presented to estimate the extent to which the efficiency of military operations could be improved by making fewer trips to transport high-density and irregular cargo items and indicate how well the proposed alternatives would compare with present military aircraft. There are no existing NATO aircraft with such extended payload and range capacities. This paper, therefore, explores the potential of BWB aircraft with turbo-electric distributed propulsion as effective military transports.

The purpose of this paper is to apply a factorization‐based control system design procedure to design of auto‐pilot systems.

The design approach is based on a previously developed factorization‐based control system design procedure. The design approach requires a stable coprime factorization of the plant, a set of stable coprime factors that are solutions to the Bezout identity, the linear model of a desired response, and the desired frequency range of interest. When all this information is provided, the developed automated software outputs a candidate auto‐pilot whose performance should be verified.

For a specific class of aerospace vehicles, it is found that the described factorization‐based auto‐pilot design procedure may replace the presently complicated auto‐pilot design procedures. The final design is simpler than other techniques that are based on classical, robust, adaptive, QFT, gain scheduling, or interpolation techniques, and the total required man hours for the design loop is less than the mentioned alternative approaches.

There are two basic limitations – time variations of plant parameters must not be very large as is the case with the agile aerospace vehicles, and specification of the desired closed‐loop system behavior is not systematic.

The major outcome of this research is that complicated autopilots of a class of aerospace vehicles may be replaced by simpler systems with competitive performance.

This is the first paper in the area of autopilot design that is based on the application of a simple factorization‐based design procedure.