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Essay / Research Paper Abstract
This 6 page paper is an expansion of PGbng5.rtf. It includes one additional long-term objective, further discussion on aerospace innovations, 787 product development, the number of partners, comments about suppliers delivering on time, an action plan for employee involvement and comments regarding the timeline for the project. Bibliography lists 8 sources.
Page Count:
6 pages (~225 words per page)
File: MM12_PGbngep.rtf
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Unformatted sample text from the term paper:
60 percent by 2008. One of the companys goals is to have 100 percent employee involvement (Proctor, 2005). Presently, there are 18,000 employees actively participating in 2,000 teams across the
company (Proctor, 2005). This represents only 10 percent of the entire employee population, which totals 159,000 employees across the world. More active employee involvement would result in more innovative ideas
for the company. Innovation is a critical success factor because it is one of the primary areas for gaining and retaining a competitive advantage in the aerospace industry. Long-Term
Objective of Employee Involvement (related to SWOT in previous paper) Since the companys human resource department has a goal of 100 percent employee involvement and because employee involvement is directly
related to innovation and thus, holding a competitive advantage, the relatively low level of involvement can be viewed as a weakness in a SWOT analysis. Grand Strategy Cluster
- Three Issues Aerospace Innovation In 2005, Boeing and Chorus Motors entered a partnership agreement to develop a new technology "that could eliminate the use of airport tow tugs and
jet engines in moving aircraft when on the ground" (Air Traffic Management, 2005). They have been testing a procedure that involves installing "an electric motor drive on the nose wheel"
(Air Traffic Management, 2005) of the aircraft. Tests have been conducted using an Air Canada Boeing 767 (Air Traffic Management, 2005). The tests included driving in reverse, taxiing forward to
a runway, and moving the plane on different terrains, such as slopes (Air Traffic Management, 2005). Tests were conducted on ramps where the temperature was 120 degrees and also with
fully loaded planes that were up to 94 percent of the maximum weight allowed for takeoff (Air Traffic Management, 2005). So far, the tests have been successful (Air
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