Before GKN Aerospace decided to focus on the aerospace and defense side in the early 2000s, it had three major business areas: Automotive, Powder Metallurgy and Aerospace. But in the years that followed, the business focus on the aviation side became increasingly apparent, not least after the acquisition of Volvo Aero in 2012, and since 2024, basically everything that was not in aerospace has been sold off.
All The Major Aircraft Manufacturers On The Customer List
Today, GKN Aerospace is exclusively active in the commercial aviation, defense and space technology industries. Its customer list includes basically all the major aircraft manufacturers and space players, and the company has developed into one of the world’s largest global suppliers of advanced components, aerospace and rocket systems for both civil and military applications. In 2024, GKN brought in nearly 3.47 billion pounds and had about 16,000 employees with manufacturing at 36 facilities in 12 countries, of which around 2,200 in Trollhättan, Sweden, which makes the facility the largest on the aircraft engine side.
Concentration on one area, then, with a focused aerospace bet containing three divisions:
- AEROSTRUCTURES (structure-related parts such as windows, hatches, rudders, cabling, etc.): On the defense side with a lot around the American fighter jet F35 and, for example, the Black Hawk helicopters, etc. Headquarters in Pappenrecht, the Netherlands. On the civil side with Airbus as the main customer, but also a little for Boeing. It also produces wing spars and larger structural details.
- ENGINES, which is the division Pettersson works for, with the facility in Trollhättan as the HQ and with a focus on engine systems. But there are a number of other sites in the division, including Mexico, the USA, Malaysia, India and Norway.
- EWIS (Electrical Wiring Interconnection Systems) which develops and supplies electrical wiring systems for commercial and military aircraft and engines.
Integration of Siemens and Ansys Simulations in Teamcenter
”My background is from the design side where I worked for 38 years in Trollhättan with a strong focus on design and simulation,” says Karl-David Pettersson adding that today they have Siemens Teamcenter as their PLM backbone, design in NX CAD, and use Simcenter and Ansys in the simulation and analysis area.
”A major point here is that we are now integrating the simulations in the Teamcenter environment where we have planning, programs, project management, systems engineering, DFEMEA (Design Failure Mode and Effect Analysis), requirements, verification and the linked EBOM (engineering BOM, ’design BOM’). When you do a verification, you can request a ’verification request’, which triggers a simulation and you can then link the simulations back into Teamcenter.”
“In terms of software, there are of course also Siemens solutions in the area of simulation, such as Simcenter STAR-CCM+ for CFD (Computational Fluid Dynamic), but we also run a lot in Ansys where we have most of the solutions for CFD, FEM (Finite Element Method) and other things. When it comes to material-data, Ansys Granta applies. In the latter case we have primarily used the solution when building up our own material databases, life calculation and other things.”
In total, around 120 employees work with different types of simulations in Trollhättan. In general, Karl-David Pettersson states that S&A technology is crucial for optimizing complex production processes for low-volume aircraft engines, validating design and material flow, predicting the behavior of new additive manufacturing techniques, improving production capacity, reducing costs and waste, and supporting the development of sustainable aircraft engines by minimizing environmental impact.
“So it is, and it’s a good indication of how important the CAE side is. Simulation and analysis is a large part of what we work with on the development side, from the system level of engines down to individual components. In this, we simulate, for example, service life, which is of course of utmost importance when it comes to aviation. But notably also the manufacturing area has become simulation-heavy today. For example: We weld together many small parts to form larger units; processes where you can get different types of distortions, material that buckles, and other things. This is an important piece of the puzzle when it comes to being able to figure out how, for example, to get tolerances to end up exactly where they should be. In this, we have built our own codes.”
It is clear, he continued, that S&A has continuously grown in importance, not only because the technology has been sharpened and given more functionality, but also because the processing capacity of computers and the ability to handle the large volumes of data that complex simulation involves via HPC and technical platforms such as the cloud, have gained a completely different capacity for processing gigantic volumes.
How has the Simulation Side Developed?
“When I started in the 80s, we were running VAX computers,” says Pettersson. “The capacity of these systems was extremely limited, which is a disadvantage in simulations, since they are very CPU intensive. Back then we had a limit of only 100 megabytes that I could consume, but the capacity grew when UNIX workstations came along. They were twenty times faster and much cheaper. Moving on to the early 90s capacity exploded, a development on the simulation side that has since continued at a rapid pace and everything also points to this continuing.”
There are many factors in aviation that have influenced this development, not least regulatory requirements.
“Absolutely, take our engine mounts for example, the FAA is very careful about them and it is the same thing for engine blade-out simulations. You do tests, certify the engine simply using simulations. But you have to realize that not everything can be tested physically. You have to be able to trust your digital calculations. The lifespan is calculated and it is based on simulation data; then you have to have traceability all the way to things like which model was used, what loads, what material data was there and if you get new material data you always need to be able to handle the difference.”
The Engine Blade-Out simulation that Pettersson talks about deals with what happens if a turbine blade in an engine is knocked out. It is a virtual analysis and testing method used in aircraft engine design to predict how the engine containment casing will behave if a rotating fan or turbine blade breaks during operation.
The Crucial Importance of Materials in Aviation Development
If you look at the accident statistics, there are a number of examples of how sensitive this area of materials can be. Several incidents have originated in, for example, material fatigue in metal components, which can start with a seemingly insignificant crack. But when it comes to flight safety, on the other hand, nothing is insignificant.
“Yes, the materials area is of enormous importance. At the beginning of my position as head of design on the engine side of GKN, I had a couple of incidents with aircraft accidents in the air force that were linked to the engine on Viggen, Saab’s single-engine fighter and attack aircraft. Today, this is no longer a problem, but as you say, there is not much that needs to be lacking in precision for there to be a risk of something going wrong. For example, it could be that you drill a hole a little too close to an edge which can create stress that can lead to problems. But often it is combinations of small errors that are behind problems. Or incorrect maintenance during repairs.”
With this as a backdrop, the importance of inspection in connection with the manufacture of, for example, system components appears to be critical. What does it look like here?
“Inspection is crucial. You inspect in the process, and the more complicated the processes we have are, the more demands on process control increase; in short, you have to know that it will be done right. Some things are difficult to check afterwards. When you have welded parts together, for example, you can’t always see everything, but you have to be sure that the process covers the quality requirements everywhere. Which means that you have to monitor the process even more carefully. Still, special inspections are required, for example, we often take x-rays afterwards to ensure the quality, or check with ultrasound. We are actually great at making x-rays,” says Karl-David Pettersson with a smile.
Generally, GKN Aerospace uses digital inspection software for 3D scanning and comparison with digital models in inspection work, but there are also examples of AI-driven analysis in the development of projects such as the ARM-funded Automated Defect Inspection for complex metal parts, which involves automated visual inspection and AI for quality control.
Speaking of materials: How is it on the composite side, the area has grown strongly due to the lightness of the material paired with good properties in terms of material strength?
”We are getting more and more into it, absolutely. On our research side, we have also looked at composites. We have some products running today, but we believe composites will move increasingly into the engine side. There is good potential in reducing weight and increasing stiffness.”
”Siemens Understood Early On the Importance of Connecting the Systems”
Karl David Pettersson has been involved in the entire period that GKN has used and developed Siemens’ PLM tools in everything from design in NX and the growing importance of the simulation side, to model-based design in manufacturing and connecting the PLM tools to Opcenter. What are his views on Siemens’ solution development?
“The obvious thing is that Siemens understood early on the importance of building systems together under communicative openness. In our world, this is precisely what I need when I, for example, have 72 hours to find all the data connected to a specific product if an accident happens or something goes wrong. This means that you have to produce all the documentation from production, all possible deviations from the standard have to be on the table, as well as design documentation and how the engine is certified. All within a limited time frame. At the same time, all this documentation has to be kept alive and available for 40-50 years. This means, for example, that the data for what we are designing now must be able to be retrieved in 2080. Suppose you have CAD data and manufacturing data, but that these are not linked, then it will be a huge amount of manual and digital detective work to try to put together what is needed, find references, read documents, etc. Having Teamcenter as an umbrella in this on the S&A side–with the NX connections ready, where you can consume requirements or specifications–and how you can then directly track which inspections we did, which machine it was used in, which tools were used, etc, is a huge help.”
How does this work today?
“Basically good. Of course there are certain difficulties, such as effectively building together design and production preparation, but I have a good and fruitful dialogue with Siemens about how we should proceed.”
On Closing the Loop Between Design and Manufacturing
An important element in a facility that manufactures metal components is of course CAM work. What do you use on the CAM side?
“NX CAM is used for programming and machining jobs, but we also use the system for robot programming.”
One aspect of this is particularly interesting: For several years now, suppliers have been claiming that products can be designed for manufacturing already in the CAD system during the product design phase. When the design is simulated and ready, you should, roughly speaking, only have to press a button to have automatic handling and control of the part in the CAM preparation and manufacturing in the machine. Does this work in reality?
“Well, theoretically maybe and then in slightly simpler production, but in reality when it comes to complex parts that are included in aircraft engines, it looks a little different. This is about our own core competence. We make complicated products and the bridge to manufacturing is really our competitive advantage. We have spent a lot of time developing the processes for how to lift things from product development and into manufacturing. The design group understands to a very high degree what can be manufactured and what the capabilities of the production apparatus look like. Actually, this is the same thing as you need to connect back to what we inspect. The data from the production floor, which properties get which tolerances and possibly how many errors we make – all of this is something that has to go back to design, be fixed and then out into manufacturing again. It is a loop that has to be closed and I think we have succeeded very well in that. But in the end, this still means that manual transfer occurs today.”
More to Get on the Automation Side
This suggests a potential for enhanced automation functionality. What can be done about it?
“I would like to see more automation in this, yes, and I believe that the BOM structures – EBOM, MBOM (Manufacturing BOM) and BOP (Bill of Process) – play key roles here. During the Realize LIVE event in Amsterdam this summer, Siemens Digital Industries Software’s PLM manager, Joe Bohman, also spoke about this. Knowledge and logic in how to set up systems are essential in this. I am also convinced that the systems actually have more intelligence than what happens when we use them. One secret here is that Siemens manages to communicate all the intelligence that has actually been built into the systems, so that we can fully utilize their potential. Their tools have definitely evolved a lot, but I think there’s still more for us to learn – like long-term archiving of data.”
So, what was Joe Bohman talking about in Amsterdam? The integrated BOM.
“The key question is:” he said on stage, “How do you ensure seamless integration of engineering work on the design side and that in manufacturing, and at the same time effectively manage change in complex products throughout their entire life cycle when you’re producing hundreds of variants of them?”
Challenging, of course, but Bohman pointed to Siemens’ latest mantra in his answer to the question: “Turn complexity into a competitive advantage,” he said. How? “We’ve developed a BOM innovation concept that connects the DesignBOM, the EngineeringBOM, and the ManufacturingBOM; there’s even a connection to the SalesBOM in the concept.”
It is a solution that delivers amazing results with everything on one platform, Bohman claimed:
- 20X faster BOM performance
- It has one configurator for part, plant and sales that is independent of the BOMs
- It handles all changes across the enterprise.
“Putting these pieces together, we have customers who have saved 30 percent in cycle times end-to-end,” Bohman concluded.
It is easy to understand that customers and users, such as GKN, are very happy with it. And that they want more of this type of solution.
What Can AI do to Make Things Easier?
The most explosive technology development in recent years is about AI – can AI help with what we have discussed above?
“Absolutely, we already use some AI today. For example, we have looked at how all the data we have from the RM12 Gripen engine can be used to learn how the engine behaves. Knowledge management is another area we are looking at where we can think of solutions that help us choose the right, optimized manufacturing methodology. You can imagine that when drilling holes, you potentially have 15-20 different ways to do it, where maybe three of them are optimal. But how do we convey this knowledge? The system can currently identify features, yes, but in a developed version it could suggest a good manufacturing sequence: Suggest cutting tools, feed speed, coolant pressures, based on knowledge of how good different variants can be, how fast it can be done and also based on the ‘own’ history of individual machines. But the technology is not really the problem in any of these questions. It is instead the availability of quality-assured data and our own ‘mental’ change processes.”
Another important element in the product development work where AI is present is about systems engineering solutions. GKN Aerospace uses them to develop autonomous systems and complex products. In this, they use, among other things, advanced digital tools such as 3D visualization and AI-driven analysis to support the systems engineering process in product development. The company’s commitment to developing sustainable aeronautics also requires a systemic perspective to manage multiple factors simultaneously, which is a fundamental aspect of systems engineering. The benefits of this approach are visible at all stages of the product development process. By applying systems engineering methodology, you gain a comprehensive understanding of the organization of the product’s life cycle from design to manufacturing and even into the operational phase, which is crucial for customized aircraft components. But the methodology also helps ensure that complex technical solutions meet all relevant customer, regulatory and airworthiness requirements. By applying these principles, GKN Aerospace can analyze and optimize complicated processes, which ensures highly reliable production and efficient resource use in the development of advanced products, is the essence of the company’s Engineering VP’s view on the matter.
The Battle Between ”IF” or ”IF NOT” You Can Compromise
Accuracy is the be-all and end-all of all aerospace operations, as is how to maintain this qualitatively. In some perspectives, this stands in contrast to the fact that what is produced should be produced quickly and with a good ROI.
“Yes, there is something of a paradox in this,” says Pettersson. “It’s important to constantly understand what you can’t compromise on, versus what you can compromise on. There’s a risk in our industry that this culture of everything having to be so fantastically right and correct all the time is permeating all areas. Maybe even where it doesn’t serve a good function and then we become slow instead. It’s important to know when something has to be as optimally precise as possible and when there’s less room for error, while at the same time learning from the errors. It’s a delicate balance. My job is a lot about helping to sort this out. Not everything has to be ‘just’ right all the time.”
Then, looking at the manufacturing pieces and the connections to PLM, GKN’s Engineering VP states that they have now invested almost fully in Siemens Opcenter.
“We have just invested in starting to use larger parts of Opcenter, where we previously had partial solutions such as SBC, online inspection, and for example things related to how to upload software to the machines. But now we have the whole of Opcenter.”
“Releasing Data Locked in Old Applications Can Revolutionize Us”
“The important thing in our continued digitalization journey is to set up a template for Opcenter. We currently have old solutions on some sites, on others nothing at all. The old solutions have customized MES functionalities and some PLM functionality. When we switch to SAP HANA, which is in the process now, we can connect Opcenter to the ERP side. We have a Teamcenter support that ‘talks’ to the ERP system and can thus connect to the PLM pieces. Integration, then, and setting up a good template for Opcenter – that is where important steps forward lie. The first rollout is happening now and then we will go live in the spring.”
“Just as we went live last spring with our Teamcenter update, we have set up systems engineering, program management, requirements management in Trollhättan in parallel with this happening in India. We are therefore working between Sweden (Trollhättan) and India with the same system, so there will be close collaborative connections there. As for the other sites, they often have other systems which provide collaboration across other platforms, such as Teams and less intelligent digital tools. An exciting objevtive, as we move towards the new tools and a standard, is that we will be able to seamlessly design in one place and manufacture at any other site. Everyone should have and will then have access to the same quality-assured data.”
But as he mentioned above – this requires extremely good order and quality in the data structures.
“Absolutely, if we don’t have that and a sharp PLM system, it will also be difficult to introduce effective AI solutions, for example. The now connected world, where we can consume a lot of information, is the key to success if we just navigate it correctly. Then structure and quality are generated in the data, which makes it possible to create these digital products that we talked about today. I am convinced that there is a lot of valuable information that is currently locked in old applications and difficult-to-access structures. Releasing these data can revolutionize us.”
Overall, high levels of complexity, where legacy solutions meet new ones and new solutions require new PLM functionality. The solutions to manage this complexity and navigate through these challenges and issues lie in digital transformation, a path that GKN Aerospace has already taken some time on. As the journey continues, the tricky task of navigating the digital tools that A&D companies can use to optimize their design and production processes is daunting.
According to Siemens Digital Industries Software’s Todd Tuthill, VP of Aerospace & Defense, the foundation of a successful Aerospace & Defense mission lies in the comprehensive digital twin, which is the virtual representation of a product throughout its entire lifecycle. “This approach ensures end-to-end data continuity between product owners and collaboration across multiple domains from the earliest design phase to operations,” he says.
GKN Aerospace is well on its way to this.
