WEBVTT 00:00:00.680 --> 00:00:04.080 STEVE MILES: So in the interest of time and to keep going, 00:00:04.080 --> 00:00:07.980 our next speakers are in the aeronautic space. 00:00:07.980 --> 00:00:10.830 And we have Alan Thorne, who's the manager 00:00:10.830 --> 00:00:14.790 of the Manufacturing Automation Program at Cambridge 00:00:14.790 --> 00:00:20.730 University, who will be our next speaker. 00:00:20.730 --> 00:00:24.330 And as I think was mentioned-- and Ken, actually, 00:00:24.330 --> 00:00:28.290 do you want to come up and sit on the panel here? 00:00:28.290 --> 00:00:31.170 As was mentioned in the beginning of the session, 00:00:31.170 --> 00:00:34.620 this is the example of a market opportunity 00:00:34.620 --> 00:00:37.620 that looks like it's going to require a higher 00:00:37.620 --> 00:00:41.970 level of academic collaboration, and then with our standards 00:00:41.970 --> 00:00:46.170 organization and so on, to ensure that the aircraft parts 00:00:46.170 --> 00:00:49.200 industry comes up to meet the kinds of requirements 00:00:49.200 --> 00:00:51.020 that the OEMs are placing on the industry. 00:01:06.892 --> 00:01:09.050 ALAN THORNE: Hello, everyone. 00:01:09.050 --> 00:01:10.158 My name is Alan Thorne. 00:01:10.158 --> 00:01:11.950 I'm actually one of the associate directors 00:01:11.950 --> 00:01:15.820 at the Cambridge Auto-ID Lab in the UK. 00:01:15.820 --> 00:01:18.217 I'm afraid one of my colleagues, Duncan MacFarlane, 00:01:18.217 --> 00:01:20.050 was going to be here today and speak to you, 00:01:20.050 --> 00:01:21.370 but he couldn't make it. 00:01:21.370 --> 00:01:24.760 So making up for that in [? gray ?] [INAUDIBLE] 00:01:24.760 --> 00:01:27.880 is Ken Porad from Boeing, who's going 00:01:27.880 --> 00:01:30.130 to be talking at the end of my presentation 00:01:30.130 --> 00:01:32.860 about some of the industrial requirements in this area. 00:01:39.090 --> 00:01:40.840 So the kick off in this [INAUDIBLE] today, 00:01:40.840 --> 00:01:42.465 basically I'm going to go over the aim. 00:01:42.465 --> 00:01:46.290 What we've been doing is putting together a research forum 00:01:46.290 --> 00:01:49.217 to help with the adoption of RFID in the aerospace sector. 00:01:49.217 --> 00:01:51.300 So I'm going to go over the aim of that work, some 00:01:51.300 --> 00:01:53.070 of the background work we've been doing, 00:01:53.070 --> 00:01:55.710 the development of the research consortium, 00:01:55.710 --> 00:01:57.900 the research themes that we've been looking at, 00:01:57.900 --> 00:02:01.230 and then we'll move over to Ken to get Ken's view on some 00:02:01.230 --> 00:02:04.530 of the industrial requirements and how the research program is 00:02:04.530 --> 00:02:07.770 feeding into his work. 00:02:07.770 --> 00:02:11.910 So the aim of the program is to remove barriers to widescale 00:02:11.910 --> 00:02:14.340 automated ID deployment in the aerospace sector 00:02:14.340 --> 00:02:16.620 through timely and effective R&D-- 00:02:16.620 --> 00:02:17.473 a noble goal. 00:02:17.473 --> 00:02:19.890 And that's one of the things I do want to point out here-- 00:02:19.890 --> 00:02:21.910 is we're looking at ID technology. 00:02:21.910 --> 00:02:24.187 So we're not specifically looking at RFID, 00:02:24.187 --> 00:02:26.520 because one of the things we have found in the aerospace 00:02:26.520 --> 00:02:29.100 sector is there's going to be a number of ID solutions 00:02:29.100 --> 00:02:31.030 that we'll be using. 00:02:31.030 --> 00:02:34.810 And we have to think about which appropriate ID technology works 00:02:34.810 --> 00:02:36.060 for which particular solution. 00:02:39.510 --> 00:02:41.510 So if we look at the background, I mean, 00:02:41.510 --> 00:02:43.790 the Cambridge Auto-ID Lab is based at the engineering 00:02:43.790 --> 00:02:46.880 department in Cambridge, we have a lot of work going off 00:02:46.880 --> 00:02:48.800 into the aerospace sector. 00:02:48.800 --> 00:02:51.080 And there's been a lot of requests 00:02:51.080 --> 00:02:53.990 to understand how our RFID work could 00:02:53.990 --> 00:02:58.030 impact some of the aerospace work that's been going on. 00:02:58.030 --> 00:03:00.460 And the aerospace companies we've been speaking to 00:03:00.460 --> 00:03:02.920 over the last few years have been thinking quite broadly 00:03:02.920 --> 00:03:07.000 about how RFID would affect their business 00:03:07.000 --> 00:03:10.600 across a wide scale, all the way from the production level, 00:03:10.600 --> 00:03:14.020 right through to end-of-life information about products. 00:03:14.020 --> 00:03:15.520 So that made it quite exciting to us 00:03:15.520 --> 00:03:18.220 as a research area to be tackling. 00:03:18.220 --> 00:03:22.690 There's been many one-off trials using 1D and 2D barcodes, 00:03:22.690 --> 00:03:24.670 and RFID as well. 00:03:24.670 --> 00:03:28.240 And really, it was recognized quite early 00:03:28.240 --> 00:03:32.170 on that it wasn't going to be just a simple case of taking 00:03:32.170 --> 00:03:35.320 knowledge from the fast-moving consumer goods area, 00:03:35.320 --> 00:03:37.900 and moving out of into the aerospace sector. 00:03:37.900 --> 00:03:40.240 There were some definite differences there. 00:03:40.240 --> 00:03:42.220 And one of the quick ones you can see here 00:03:42.220 --> 00:03:45.370 is the aerospace industry is very much interested in what 00:03:45.370 --> 00:03:47.410 happens to a product during its life phase, 00:03:47.410 --> 00:03:49.490 rather than up to the point of sale, 00:03:49.490 --> 00:03:52.990 which we find in the retail area. 00:03:52.990 --> 00:03:55.030 So there's been numerous industrial trials 00:03:55.030 --> 00:03:59.050 and activities going on, and I've listed just a few here. 00:03:59.050 --> 00:04:01.720 But you can see that Boeing, Airbus, General Electric, BAE 00:04:01.720 --> 00:04:05.780 systems to name a few, have been really diving into this work. 00:04:05.780 --> 00:04:07.870 And of course, the standards development area 00:04:07.870 --> 00:04:09.430 is really pushing ahead as well. 00:04:09.430 --> 00:04:12.550 We've got EPCglobal looking at how the EPC network will 00:04:12.550 --> 00:04:16.370 support this area, as well as organizations, such as ATA, 00:04:16.370 --> 00:04:18.550 [? SETA, ?] and IATA. 00:04:18.550 --> 00:04:21.279 And of course, there's been a number of industrial forums, 00:04:21.279 --> 00:04:26.980 such as the Aviation RFID Forum run by Boeing and Airbus, 00:04:26.980 --> 00:04:30.660 as well as RFID Journal. 00:04:30.660 --> 00:04:33.540 So it was recognized that there was really 00:04:33.540 --> 00:04:36.420 a need for a research program to help 00:04:36.420 --> 00:04:38.250 with the adoption of this work. 00:04:38.250 --> 00:04:41.400 And really, it was to add some research rigor behind some 00:04:41.400 --> 00:04:44.640 of the activities that were going on, 00:04:44.640 --> 00:04:46.980 as well as provide an independent research 00:04:46.980 --> 00:04:51.000 body to support solutions and development of some 00:04:51.000 --> 00:04:58.050 of the standards for work to go towards the standards area. 00:04:58.050 --> 00:05:01.830 So I've just listed here a few of the key differences 00:05:01.830 --> 00:05:06.790 that you can find between the retail sector and the aviation 00:05:06.790 --> 00:05:07.290 sector. 00:05:07.290 --> 00:05:09.840 If we look at product lives, you find 00:05:09.840 --> 00:05:12.340 that in the retail sector, most of our products, [INAUDIBLE] 00:05:12.340 --> 00:05:14.970 we can measure in months. 00:05:14.970 --> 00:05:16.500 Whereas in the aerospace sector, we 00:05:16.500 --> 00:05:17.917 find that many of the products are 00:05:17.917 --> 00:05:20.200 going to be out there between 20 and 50 years. 00:05:20.200 --> 00:05:21.825 So we're going to actually be capturing 00:05:21.825 --> 00:05:25.395 a lot more information about the way these products are used. 00:05:25.395 --> 00:05:26.770 And of course, the technology has 00:05:26.770 --> 00:05:29.180 to last the lifetime of that product. 00:05:29.180 --> 00:05:31.750 So we're looking for much more robust technologies 00:05:31.750 --> 00:05:33.580 to be used there. 00:05:33.580 --> 00:05:36.520 Product characteristics-- we find in the retail sector 00:05:36.520 --> 00:05:40.300 most of the products are low value, low complexity items, 00:05:40.300 --> 00:05:42.460 whereas in the aviation sector, we 00:05:42.460 --> 00:05:45.520 find that they're high value, high complexity items, where 00:05:45.520 --> 00:05:48.490 we can start to look at using more expensive technologies, 00:05:48.490 --> 00:05:51.010 such as expanding into some of the active technologies 00:05:51.010 --> 00:05:54.580 and the more sophisticated tag classifications that 00:05:54.580 --> 00:05:58.180 will give us more information about these products. 00:05:58.180 --> 00:06:01.300 Key application areas-- in the retail sector, 00:06:01.300 --> 00:06:04.090 it's mainly been focused in the logistics area. 00:06:04.090 --> 00:06:06.010 In the aerospace sector, we're really 00:06:06.010 --> 00:06:08.080 looking at how the product's being used-- 00:06:08.080 --> 00:06:11.650 lifecycle information, repair services, 00:06:11.650 --> 00:06:15.460 [? spares ?] management, as well as the logistic services. 00:06:15.460 --> 00:06:17.348 And of course, environmental conditions-- 00:06:17.348 --> 00:06:19.390 the environmental conditions in the retail sector 00:06:19.390 --> 00:06:22.600 are actually quite nice compared to in the aerospace sector. 00:06:22.600 --> 00:06:25.200 It is quite a harsh environment that these parts 00:06:25.200 --> 00:06:26.200 are going to be used in. 00:06:28.910 --> 00:06:32.840 So we went about setting a research consortium together 00:06:32.840 --> 00:06:34.890 to support some of this work. 00:06:34.890 --> 00:06:38.600 And we started it off in December of 2004. 00:06:38.600 --> 00:06:40.280 And this was really going around, 00:06:40.280 --> 00:06:43.520 getting industrial consultation to understand 00:06:43.520 --> 00:06:45.620 what the requirements were. 00:06:45.620 --> 00:06:48.527 So in April 2005, we announced that we 00:06:48.527 --> 00:06:50.360 were going to be putting together a program, 00:06:50.360 --> 00:06:52.110 and then we started on the background work 00:06:52.110 --> 00:06:53.090 for that program-- 00:06:53.090 --> 00:06:55.980 background investigations, membership process. 00:06:55.980 --> 00:06:58.580 So this is an industry-sponsored program, getting members 00:06:58.580 --> 00:07:00.830 to join the program, and of course, 00:07:00.830 --> 00:07:04.560 forming a core research team that would be working on it. 00:07:04.560 --> 00:07:06.050 The program has just been launched. 00:07:06.050 --> 00:07:10.940 It was launched on [? the ?] 9, 2005, basically, at one 00:07:10.940 --> 00:07:12.470 of the Boeing facilities. 00:07:12.470 --> 00:07:13.850 And really since then, we've been 00:07:13.850 --> 00:07:16.760 moving into initial scoping activities 00:07:16.760 --> 00:07:19.563 to understand the research area more widely. 00:07:19.563 --> 00:07:21.980 Those research scopes are going to be delivered, actually, 00:07:21.980 --> 00:07:23.188 at the beginning of February. 00:07:23.188 --> 00:07:26.228 Our next meeting's in London on the 1st and 2nd of February. 00:07:26.228 --> 00:07:28.520 Then we'll be launching into the full research program. 00:07:31.183 --> 00:07:32.600 And of course, the important thing 00:07:32.600 --> 00:07:35.360 is to make sure that these industrial requirements are 00:07:35.360 --> 00:07:40.350 getting fed back into the program as it continues on. 00:07:40.350 --> 00:07:43.190 So to give you an idea, the industrial consultation 00:07:43.190 --> 00:07:46.550 meetings that we've been having, the initial one 00:07:46.550 --> 00:07:49.610 was in Cambridge in December 2004, 00:07:49.610 --> 00:07:52.972 with [? MBNA ?] in Germany and DaimlerChrysler in 2005. 00:07:52.972 --> 00:07:54.680 And of course, we did quite a lot of work 00:07:54.680 --> 00:07:55.970 at the Paris Air Show. 00:07:55.970 --> 00:07:58.850 So this is really consulting with the industry 00:07:58.850 --> 00:08:02.240 and finding out what their needs were and requirements. 00:08:02.240 --> 00:08:04.730 And the kind of people we've been working with are airframe 00:08:04.730 --> 00:08:07.760 manufacturers, parts suppliers, airline organizations, 00:08:07.760 --> 00:08:10.730 aerodefense organizations, the Ministry of Defence, 00:08:10.730 --> 00:08:12.590 maintenance service organizations, 00:08:12.590 --> 00:08:14.780 and some light aircraft manufacturers, 00:08:14.780 --> 00:08:17.460 so as to get a broad feel of the kind of requirements that were 00:08:17.460 --> 00:08:17.960 needed. 00:08:20.630 --> 00:08:23.790 The kind of organizations we're involving in the program-- 00:08:23.790 --> 00:08:25.940 again, it is an industry-funded program. 00:08:25.940 --> 00:08:28.760 We have end user membership to the program. 00:08:28.760 --> 00:08:31.140 We have technology membership to the program. 00:08:31.140 --> 00:08:34.549 And of course, we have standards bodies involved in the program, 00:08:34.549 --> 00:08:37.130 as well as the research side, where we are using 00:08:37.130 --> 00:08:38.675 the Cambridge Auto-ID Lab. 00:08:38.675 --> 00:08:43.190 It is primarily managing the program as such 00:08:43.190 --> 00:08:47.060 and adding its research activities to it. 00:08:47.060 --> 00:08:49.610 Auto ID labs-- the rest of the auto-ID labs 00:08:49.610 --> 00:08:52.430 are supporting us in this work, and providing their research 00:08:52.430 --> 00:08:54.950 skills as they fit the needs of the program. 00:08:54.950 --> 00:08:56.450 And of course, what we're also doing 00:08:56.450 --> 00:08:58.370 is looking for other research organizations 00:08:58.370 --> 00:09:00.770 to help us out, where they got specific skills 00:09:00.770 --> 00:09:02.690 or add to our activity. 00:09:05.380 --> 00:09:07.130 So to give you an idea of some of the labs 00:09:07.130 --> 00:09:10.430 that are helping us out at the moment, 00:09:10.430 --> 00:09:13.640 the Korean Auto-ID Lab is keen to get involved, 00:09:13.640 --> 00:09:15.380 as well as the Japanese Auto-ID Lab 00:09:15.380 --> 00:09:18.140 has been very hard at work on this program. 00:09:18.140 --> 00:09:20.090 And we've got two other labs that 00:09:20.090 --> 00:09:23.000 are becoming pushed by the sponsors, if you like. 00:09:23.000 --> 00:09:28.520 So UNICAMP in Brazil is a university 00:09:28.520 --> 00:09:31.340 that is sponsored by Embraer, an aviation 00:09:31.340 --> 00:09:34.370 organization in Brazil, who are keen to work with us, 00:09:34.370 --> 00:09:38.720 as well as Magdeburg, one of the front [INAUDIBLE] in Germany 00:09:38.720 --> 00:09:39.890 who works with Airbus. 00:09:42.463 --> 00:09:44.380 So to give you an idea of who our sponsors are 00:09:44.380 --> 00:09:48.400 at the moment, the user sponsorship, as you can see, 00:09:48.400 --> 00:09:50.980 technology membership, and the standards bodies involved. 00:09:54.540 --> 00:09:56.520 So the way we've been moving forward 00:09:56.520 --> 00:10:00.118 with this is, each member that joins the program 00:10:00.118 --> 00:10:02.160 gets a vote on the themes and the way the program 00:10:02.160 --> 00:10:03.960 goes forward. 00:10:03.960 --> 00:10:05.970 And basically, everyone, what we do 00:10:05.970 --> 00:10:08.220 is we take these initial themes that we found. 00:10:08.220 --> 00:10:09.330 We present on them. 00:10:09.330 --> 00:10:11.153 We allow the membership to vote on 00:10:11.153 --> 00:10:12.570 how they would like to go forward, 00:10:12.570 --> 00:10:14.580 and which themes will be taken on. 00:10:14.580 --> 00:10:16.590 What we do have is a governing body 00:10:16.590 --> 00:10:19.013 to ensure that any disputes get resolved. 00:10:19.013 --> 00:10:21.180 And the governing bodies really been pulled together 00:10:21.180 --> 00:10:23.545 from the end user membership of the program. 00:10:23.545 --> 00:10:25.170 So that's to make sure that we're still 00:10:25.170 --> 00:10:27.503 [? in there ?] meeting the requirements of the aerospace 00:10:27.503 --> 00:10:29.790 sector, and not necessarily just meeting 00:10:29.790 --> 00:10:30.990 technology vendors' needs. 00:10:34.050 --> 00:10:37.440 So the program structure is, we have a bunch of research teams 00:10:37.440 --> 00:10:40.020 that we're working on, and we're pulling organizations in 00:10:40.020 --> 00:10:43.100 to support the research work in those different areas. 00:10:45.800 --> 00:10:48.700 So the kind of research themes that we're working on 00:10:48.700 --> 00:10:52.630 come out as ID lifecycle management, application 00:10:52.630 --> 00:10:55.990 matching, sensor fusion, security, track and trace, 00:10:55.990 --> 00:10:57.520 and data synchronization. 00:10:57.520 --> 00:11:00.160 So these are key areas that have been identified 00:11:00.160 --> 00:11:03.370 by the aerospace organizations as being important research 00:11:03.370 --> 00:11:05.270 tracks that should be solved to help 00:11:05.270 --> 00:11:09.010 with the adoption of this technology. 00:11:09.010 --> 00:11:12.100 So lifecycle ID management, the background of this 00:11:12.100 --> 00:11:15.370 is we're finding that a product can have 00:11:15.370 --> 00:11:16.960 a number of identities in it. 00:11:16.960 --> 00:11:19.540 It can have a number of databases or data repositories 00:11:19.540 --> 00:11:21.597 within a system holding information on it. 00:11:21.597 --> 00:11:23.680 So for example, it can have production information 00:11:23.680 --> 00:11:24.340 about it. 00:11:24.340 --> 00:11:26.360 It could have maintenance information about it, 00:11:26.360 --> 00:11:28.510 and it could use this information about it. 00:11:28.510 --> 00:11:29.890 As components in that product get 00:11:29.890 --> 00:11:32.770 changed, how do we thread together this information 00:11:32.770 --> 00:11:35.440 to maintain information throughout the product 00:11:35.440 --> 00:11:38.457 lifecycle of that part, which is quite an important issue. 00:11:38.457 --> 00:11:40.540 And we've got a number of industrial collaborators 00:11:40.540 --> 00:11:43.250 that are working on that program. 00:11:43.250 --> 00:11:47.390 ID application matching-- again, as I said before, RFID is not 00:11:47.390 --> 00:11:48.295 the only ID solution. 00:11:48.295 --> 00:11:49.670 And there is actually going to be 00:11:49.670 --> 00:11:53.220 a number of ID solutions used in the aerospace sector. 00:11:53.220 --> 00:11:55.730 If we look at people like Rolls-Royce, 00:11:55.730 --> 00:11:58.485 they're very keen-- they use data matrixes on fan blades 00:11:58.485 --> 00:11:59.360 for identifying them. 00:11:59.360 --> 00:12:02.790 It's a way in which they can uniquely identify fan blades. 00:12:02.790 --> 00:12:05.690 So we've got to deal with a mix of IT technologies. 00:12:05.690 --> 00:12:07.160 What this work here is looking at 00:12:07.160 --> 00:12:09.740 is different processes within the aerospace industry 00:12:09.740 --> 00:12:12.710 and understanding which ID technologies fit most 00:12:12.710 --> 00:12:14.820 appropriately to those needs. 00:12:14.820 --> 00:12:16.290 Once we can do that, we can start 00:12:16.290 --> 00:12:18.380 to understand the different ID technologies 00:12:18.380 --> 00:12:22.010 that we use in different areas within a particular process. 00:12:22.010 --> 00:12:24.620 And we can work out which would be appropriate technology 00:12:24.620 --> 00:12:26.600 or best match across the different processes 00:12:26.600 --> 00:12:30.180 that that part or product has to go through. 00:12:30.180 --> 00:12:32.923 And again, we have a number of industrial collaborators 00:12:32.923 --> 00:12:33.590 working on that. 00:12:37.960 --> 00:12:42.850 Sensor fusion-- this is coming through health care monitoring 00:12:42.850 --> 00:12:44.800 on aircraft. 00:12:44.800 --> 00:12:47.740 So we're very interested in knowing how we can best 00:12:47.740 --> 00:12:50.680 use sensory information that comes from aircraft systems, 00:12:50.680 --> 00:12:53.245 as well as ID information that comes from parts that 00:12:53.245 --> 00:12:57.370 are in that aircraft to make best decisions on has there 00:12:57.370 --> 00:13:00.700 been a problem with the aircraft or future maintenance that 00:13:00.700 --> 00:13:02.050 has to happen on an aircraft? 00:13:02.050 --> 00:13:03.840 Or is there a failure mode about to occur? 00:13:07.760 --> 00:13:10.870 Data synchronization-- we're finding 00:13:10.870 --> 00:13:12.820 that, on many of the applications, 00:13:12.820 --> 00:13:15.610 it may be that the product might not 00:13:15.610 --> 00:13:17.810 be in a networked environment. 00:13:17.810 --> 00:13:20.050 So we might have to store information locally 00:13:20.050 --> 00:13:22.390 on the tag for a number of processes, 00:13:22.390 --> 00:13:24.880 or it might be that it's a safety-critical kind 00:13:24.880 --> 00:13:27.580 of information that has to be stored on the tag. 00:13:27.580 --> 00:13:29.260 So how do we deal with products that 00:13:29.260 --> 00:13:31.750 are moving in and out of networked environment, 00:13:31.750 --> 00:13:35.050 and making sure the data is updated in an appropriate way, 00:13:35.050 --> 00:13:36.850 and the correct synchronization processes 00:13:36.850 --> 00:13:40.330 are happening so that's another very important research topic 00:13:40.330 --> 00:13:42.990 that's been brought forward. 00:13:42.990 --> 00:13:44.820 And of course, track and trace-- 00:13:44.820 --> 00:13:46.800 as in many different areas, track and trace 00:13:46.800 --> 00:13:48.840 is very important in the aerospace sector. 00:13:48.840 --> 00:13:50.760 I mean, it's a legislative requirement 00:13:50.760 --> 00:13:54.630 to provide good track and trace of aerospace parts. 00:13:54.630 --> 00:13:57.293 So currently, we've got some scoping activities, 00:13:57.293 --> 00:13:59.460 understanding what the legislative requirements are, 00:13:59.460 --> 00:14:02.760 as well as the business needs in the aerospace sector for track 00:14:02.760 --> 00:14:05.010 and trace, and thinking about what the future will 00:14:05.010 --> 00:14:06.750 be of track and trace. 00:14:09.390 --> 00:14:11.070 And everyone's in agreement. 00:14:11.070 --> 00:14:13.170 Basically, the security is an enormous here 00:14:13.170 --> 00:14:14.340 that has to be covered. 00:14:14.340 --> 00:14:16.950 And really, this hit all of our research areas 00:14:16.950 --> 00:14:18.700 that we've been looking at. 00:14:18.700 --> 00:14:20.940 So we can see here, in this diagram 00:14:20.940 --> 00:14:24.180 here, I've tried to show from right down at a hardware level 00:14:24.180 --> 00:14:26.490 up to the business level on the left-hand side, 00:14:26.490 --> 00:14:29.007 and the different research topics we're working on. 00:14:29.007 --> 00:14:30.840 You can see that there's quite a good match. 00:14:30.840 --> 00:14:33.720 We're hitting quite a few of the areas with the research topics 00:14:33.720 --> 00:14:34.780 that we're looking at. 00:14:34.780 --> 00:14:37.830 And you can see on the far right that actually, security 00:14:37.830 --> 00:14:40.260 goes across a whole bunch of those research teams 00:14:40.260 --> 00:14:43.122 that we were investigating. 00:14:43.122 --> 00:14:45.580 And actually, our security work team is working quite well. 00:14:45.580 --> 00:14:47.470 That's now moved into an industrial work 00:14:47.470 --> 00:14:51.970 team that are actually looking into that work right now. 00:14:51.970 --> 00:14:55.180 So deliverables are coming out of the program-- 00:14:55.180 --> 00:14:57.520 tools to support deployment analysis, 00:14:57.520 --> 00:15:00.400 guidance on pilot results, guidelines 00:15:00.400 --> 00:15:03.010 on complex requirements, demonstrations 00:15:03.010 --> 00:15:07.060 to clarify applications and issues, software prototyping, 00:15:07.060 --> 00:15:09.890 and white papers. 00:15:09.890 --> 00:15:13.310 And for our next meeting that's going on on the 1st and 2nd 00:15:13.310 --> 00:15:15.962 of February, we've got a number of industrial white papers 00:15:15.962 --> 00:15:18.170 that are coming out on each of these research topics. 00:15:18.170 --> 00:15:20.960 And these are basically the scoping activities 00:15:20.960 --> 00:15:22.990 that have been going on for the last few months. 00:15:25.910 --> 00:15:29.120 So to give you an idea of some of the current research 00:15:29.120 --> 00:15:33.320 team that's involved in the program, 00:15:33.320 --> 00:15:35.720 basically what we're looking for here 00:15:35.720 --> 00:15:37.993 is really to find research organizations that 00:15:37.993 --> 00:15:39.410 are interested in getting involved 00:15:39.410 --> 00:15:40.400 in some of these areas. 00:15:40.400 --> 00:15:43.943 And it'd be very good if you could get in touch with me 00:15:43.943 --> 00:15:45.860 to talk further about how we could collaborate 00:15:45.860 --> 00:15:48.370 on this program. 00:15:48.370 --> 00:15:51.300 So that covers what we're doing as putting together a research 00:15:51.300 --> 00:15:52.680 program for this area. 00:15:52.680 --> 00:15:55.620 What I would like to do is move over to Ken 00:15:55.620 --> 00:15:59.220 to allow him to talk about some of the requirements that Boeing 00:15:59.220 --> 00:16:01.590 and his vision for where some of the commercial aircraft 00:16:01.590 --> 00:16:02.540 activities are going. 00:16:07.540 --> 00:16:08.540 Thank you. 00:16:08.540 --> 00:16:12.040 [APPLAUSE] 00:16:14.040 --> 00:16:16.210 KEN PORAD: Are we going to take a break first? 00:16:18.856 --> 00:16:20.570 ALAN THORNE: What did he put here? 00:16:44.580 --> 00:16:46.880 KEN PORAD: Good afternoon, everybody. 00:16:46.880 --> 00:16:48.310 My name is Ken Porad. 00:16:48.310 --> 00:16:50.290 I'm the Boeing engineering representative 00:16:50.290 --> 00:16:53.890 to the Air Transport Association [INAUDIBLE] 00:16:53.890 --> 00:16:56.710 automated identification and data capture. 00:16:56.710 --> 00:16:59.470 And I'm leading the effort at Boeing Commercial Airplanes 00:16:59.470 --> 00:17:04.089 to get RFID-enabled shipping labels all over our factory 00:17:04.089 --> 00:17:07.420 to reduce unit cost, cycle time, and defects, and also 00:17:07.420 --> 00:17:12.220 on shipping labels and packing slips, and on airplane parts. 00:17:12.220 --> 00:17:16.210 And Alan asked me to talk about some of the progress 00:17:16.210 --> 00:17:18.725 on deploying RFID on the airplane parts, 00:17:18.725 --> 00:17:21.100 because it's the most exciting and it's the most complex. 00:17:24.800 --> 00:17:27.380 I want to start with how we do business today. 00:17:27.380 --> 00:17:30.350 In commercial aviation, we have barcoded nameplates 00:17:30.350 --> 00:17:32.630 to identify products on the airplane. 00:17:32.630 --> 00:17:34.220 And typically, there's three elements 00:17:34.220 --> 00:17:36.740 of data that are on these nameplates that 00:17:36.740 --> 00:17:38.450 are a pointer to a global database 00:17:38.450 --> 00:17:40.370 of unlimited information about the life cycle 00:17:40.370 --> 00:17:42.080 history of that product. 00:17:42.080 --> 00:17:43.790 And we use a unique serial number 00:17:43.790 --> 00:17:46.460 within a manufacturer's code and a part number. 00:17:46.460 --> 00:17:49.040 Those three elements today define uniqueness 00:17:49.040 --> 00:17:50.930 to an airplane part. 00:17:50.930 --> 00:17:52.770 And there's a problem with that. 00:17:52.770 --> 00:17:54.760 The problem is that's a static device. 00:17:54.760 --> 00:17:56.330 So once it's printed, that barcoded 00:17:56.330 --> 00:18:00.170 name plate, that's the way it is for 20 or 30 years. 00:18:00.170 --> 00:18:02.690 And in my industry, we change our numbers 00:18:02.690 --> 00:18:04.310 to make it more complicated. 00:18:04.310 --> 00:18:07.010 Any time that we add a service bulletin or a mod kit 00:18:07.010 --> 00:18:09.500 to improve reliability of an airplane part, 00:18:09.500 --> 00:18:11.780 if we change form, fit, or function of that part, 00:18:11.780 --> 00:18:13.950 we have to roll the part number. 00:18:13.950 --> 00:18:17.130 So you can imagine, what's up on the screen, 00:18:17.130 --> 00:18:20.330 if this identifies the product on an airplane, that lower 00:18:20.330 --> 00:18:22.040 nameplate, that's good for 30 years. 00:18:22.040 --> 00:18:23.917 That's the Social Security number of a part. 00:18:23.917 --> 00:18:26.000 And you'll see that there's a unique serial number 00:18:26.000 --> 00:18:27.110 and a manufacturer code. 00:18:27.110 --> 00:18:29.420 That's in human-readable text in English, 00:18:29.420 --> 00:18:31.040 and it's also in a barcode. 00:18:31.040 --> 00:18:34.160 That upper nameplate has the supplier's part number. 00:18:34.160 --> 00:18:36.480 That supplier's part number of changes over time-- 00:18:36.480 --> 00:18:39.360 sometimes many times over the years. 00:18:39.360 --> 00:18:42.620 So what we do today is we have to install a revised 00:18:42.620 --> 00:18:45.740 upper nameplate in a service bulletin or mod kit, 00:18:45.740 --> 00:18:48.170 so any third-party maintenance provider worldwide 00:18:48.170 --> 00:18:51.020 could install this on any Boeing customer's airplane 00:18:51.020 --> 00:18:54.550 without linking it to a specific serial number to end item. 00:18:54.550 --> 00:18:57.470 So you can imagine the logistics challenge it is. 00:18:57.470 --> 00:19:01.370 You can imagine the benefits for RFID. 00:19:01.370 --> 00:19:03.480 Let's talk about benefits. 00:19:03.480 --> 00:19:06.020 A lot of times, when we present, we have Airbus with us. 00:19:06.020 --> 00:19:08.690 Airbus, as you know, is our major competitor. 00:19:08.690 --> 00:19:10.520 But they're not our competitor to implement 00:19:10.520 --> 00:19:12.560 standards initiatives. 00:19:12.560 --> 00:19:14.270 You may not know that Boeing and Airbus 00:19:14.270 --> 00:19:17.360 share 70% common suppliers. 00:19:17.360 --> 00:19:20.600 So to provide inconsistent requirements and direction 00:19:20.600 --> 00:19:22.820 to common suppliers would be costly and foolish 00:19:22.820 --> 00:19:24.650 for Boeing and Airbus. 00:19:24.650 --> 00:19:27.398 And what's worse would be to have an inconsistent solution 00:19:27.398 --> 00:19:29.690 to a common customer that flies a mixed fleet of Boeing 00:19:29.690 --> 00:19:31.610 and Airbus Jets. 00:19:31.610 --> 00:19:34.070 So we've been working with Airbus for 10 years 00:19:34.070 --> 00:19:40.632 now, first to deploy barcoded nameplates, and now on RFID. 00:19:40.632 --> 00:19:42.590 Without spending a lot of time on the benefits, 00:19:42.590 --> 00:19:45.230 this is worth a lot of money to Boeing. 00:19:45.230 --> 00:19:48.890 As I said, we're going to be putting RFID-enabled shipping 00:19:48.890 --> 00:19:51.440 labels on packages incoming to Boeing. 00:19:51.440 --> 00:19:54.830 Just in Boeing Seattle, we get 50,000 packages 00:19:54.830 --> 00:19:58.100 per day incoming to support the production of an airplane 00:19:58.100 --> 00:19:59.430 program. 00:19:59.430 --> 00:20:00.407 So 50,000 per day. 00:20:00.407 --> 00:20:02.240 If you want to know about the business case, 00:20:02.240 --> 00:20:05.870 today, we have nine linear barcodes on each box. 00:20:05.870 --> 00:20:11.060 So nine times 50,000, that's 450,000 times someone 00:20:11.060 --> 00:20:13.490 has to read a barcode. 00:20:13.490 --> 00:20:16.970 In Wichita, Kansas, we set up a portal that incoming receiving, 00:20:16.970 --> 00:20:19.820 and we pushed palleted shipments from all of the logistics 00:20:19.820 --> 00:20:22.925 providers like FedEx and UPS and DHL. 00:20:22.925 --> 00:20:25.550 They'd all just come right into our incoming or receiving door, 00:20:25.550 --> 00:20:29.150 or at our dock door, and go right into our ERP system. 00:20:29.150 --> 00:20:30.740 That was worth millions right there. 00:20:30.740 --> 00:20:32.750 I'm not allowed to tell you the exact numbers, 00:20:32.750 --> 00:20:34.910 but they're huge. 00:20:34.910 --> 00:20:38.240 Also in our factory, reducing cycle time unit costs 00:20:38.240 --> 00:20:39.560 and defects. 00:20:39.560 --> 00:20:42.800 You probably know there's six million parts on a jetliner. 00:20:42.800 --> 00:20:44.990 We're not going to be putting RFID tags on all six 00:20:44.990 --> 00:20:49.340 million parts, but I will show you what we have planned for. 00:20:49.340 --> 00:20:51.208 Another major benefit for Boeing is 00:20:51.208 --> 00:20:53.000 that this information that we're exchanging 00:20:53.000 --> 00:20:56.550 with our partners, our airline customers and our suppliers, 00:20:56.550 --> 00:20:59.240 this is helping us reduce the cycle time to solve problems 00:20:59.240 --> 00:21:00.560 that occur. 00:21:00.560 --> 00:21:03.650 The airplane is one of the most complex products ever created 00:21:03.650 --> 00:21:04.850 by man. 00:21:04.850 --> 00:21:06.260 And as there's growing pains when 00:21:06.260 --> 00:21:07.718 we introduce a new product, there's 00:21:07.718 --> 00:21:09.560 a lot of technical problems. 00:21:09.560 --> 00:21:11.810 And before, it would take up to 18 months 00:21:11.810 --> 00:21:14.660 to fault isolate why these problems are being caused 00:21:14.660 --> 00:21:17.960 and to get a technical fix deployed into the field. 00:21:17.960 --> 00:21:20.810 With RFID, we think we'll get sharing of information 00:21:20.810 --> 00:21:24.430 to reduce that cycle time down to three months. 00:21:24.430 --> 00:21:26.470 All these other benefits up on the screen 00:21:26.470 --> 00:21:28.780 provide accurate as-delivery configuration helps 00:21:28.780 --> 00:21:31.000 us with warranty claim processing, 00:21:31.000 --> 00:21:33.940 helps airlines track their rogue units, 00:21:33.940 --> 00:21:36.010 helps reduce the risk of suspected unapproved 00:21:36.010 --> 00:21:37.540 and counterfeit parts. 00:21:37.540 --> 00:21:40.000 This is all going to be very wonderful with RFID 00:21:40.000 --> 00:21:41.470 that barcode could not really do. 00:21:44.250 --> 00:21:46.110 The way this is going to work is that, when 00:21:46.110 --> 00:21:49.093 we create the airplane, we develop a birth record. 00:21:49.093 --> 00:21:51.510 That birth record has the serial numbers and part numbers. 00:21:51.510 --> 00:21:53.970 We turn that over to an airline customer. 00:21:53.970 --> 00:21:56.520 That customer has agreed to tell us all of their flight 00:21:56.520 --> 00:21:59.100 hours and landings, their unscheduled component 00:21:59.100 --> 00:22:01.560 removals by part number and serial number, and all 00:22:01.560 --> 00:22:03.540 their dispatch delays-- their air turnbacks, 00:22:03.540 --> 00:22:06.780 their cancellations, their delays, cancellations. 00:22:06.780 --> 00:22:09.270 We keep track of this through a teradata mainframe, 00:22:09.270 --> 00:22:11.430 and it's available 24/7 worldwide 00:22:11.430 --> 00:22:15.570 to Boeing customers using Microsoft Excel as a platform. 00:22:15.570 --> 00:22:18.300 We've actually been doing this since June of 1995 00:22:18.300 --> 00:22:20.640 when we launched the 777 airplane, 00:22:20.640 --> 00:22:23.670 but we were doing it without auto-ID technology 00:22:23.670 --> 00:22:25.690 and it was very inefficient. 00:22:25.690 --> 00:22:28.410 So now with RFID, we're getting very excited 00:22:28.410 --> 00:22:30.555 on the new Dreamliner to launch this. 00:22:30.555 --> 00:22:35.650 And we'll get to what Cambridge is doing for us in a moment. 00:22:35.650 --> 00:22:37.200 First, I wanted to explain, we're 00:22:37.200 --> 00:22:41.040 not putting RFID on six million parts on an airplane. 00:22:41.040 --> 00:22:44.340 It's going to be on the new Dreamliner 2,000 end items-- 00:22:44.340 --> 00:22:45.360 only 2,000. 00:22:45.360 --> 00:22:47.755 You're probably wondering why 2,000. 00:22:47.755 --> 00:22:50.130 Well, they really drive the cost of ownership of a Boeing 00:22:50.130 --> 00:22:52.395 airplane, those 2,000 parts. 00:22:52.395 --> 00:22:54.270 What you see up on the screen is the criteria 00:22:54.270 --> 00:22:57.270 the airlines told Boeing and Airbus that's important to them 00:22:57.270 --> 00:22:59.940 to track through a life cycle-- up to 30 years. 00:22:59.940 --> 00:23:02.820 And they said focus on line-replaceable units. 00:23:02.820 --> 00:23:05.940 Repairable parts-- not consumables or throwaways, 00:23:05.940 --> 00:23:08.280 but parts that are recommended as spare, 00:23:08.280 --> 00:23:10.080 and parts with a high frequency of removal. 00:23:10.080 --> 00:23:11.880 That drives cost of ownership. 00:23:11.880 --> 00:23:13.520 And expensive spare parts-- 00:23:13.520 --> 00:23:16.020 parts that are on what's called the master minimum equipment 00:23:16.020 --> 00:23:16.687 list that means. 00:23:16.687 --> 00:23:18.188 They're dispatch-critical. 00:23:18.188 --> 00:23:20.730 So if they're not working, an airline cannot put the airplane 00:23:20.730 --> 00:23:21.605 into revenue service. 00:23:21.605 --> 00:23:24.780 So they want to manage why they have delays. 00:23:24.780 --> 00:23:27.090 Anything that's a life-limited or time-controlled part, 00:23:27.090 --> 00:23:29.010 like landing gear, that's a great candidate 00:23:29.010 --> 00:23:31.118 to have an RFID nameplate on, because we're 00:23:31.118 --> 00:23:32.910 going to be housing the maintenance history 00:23:32.910 --> 00:23:34.360 right on the nameplate. 00:23:34.360 --> 00:23:36.870 And I'll show you in a moment how that's going to work. 00:23:36.870 --> 00:23:39.240 And also, all of the emergency equipment on the airplane 00:23:39.240 --> 00:23:40.560 will have an RFID tag. 00:23:43.300 --> 00:23:45.060 We've talked to many world airlines 00:23:45.060 --> 00:23:47.610 about this program, even more than depicted 00:23:47.610 --> 00:23:48.360 on this world map. 00:23:48.360 --> 00:23:51.300 And they all said this is of high value to them. 00:23:51.300 --> 00:23:53.340 There's a very big return on investment 00:23:53.340 --> 00:23:54.915 in commercial aviation for RFIDs. 00:23:58.170 --> 00:24:01.170 Unlike in our factory, with supply chain management 00:24:01.170 --> 00:24:03.970 and logistics, when you put these on the airplane, 00:24:03.970 --> 00:24:06.300 you have to worry about continued airworthiness 00:24:06.300 --> 00:24:08.520 and safety of flight. 00:24:08.520 --> 00:24:11.160 And Boeing has to certify to the regulatory agencies 00:24:11.160 --> 00:24:13.140 that we do not impact any installed system 00:24:13.140 --> 00:24:16.380 or equipment on the airplane, because these RFID tags, 00:24:16.380 --> 00:24:19.890 even as to identify a nameplate, the FAA considers 00:24:19.890 --> 00:24:23.340 this a transmitting portable electronic device. 00:24:23.340 --> 00:24:25.320 And as such, typically, we have to demonstrate 00:24:25.320 --> 00:24:27.470 through a failure mode and effects analysis 00:24:27.470 --> 00:24:29.970 that the probability of a single point failure bringing down 00:24:29.970 --> 00:24:33.360 an airplane is 10 to the minus 9th. 00:24:33.360 --> 00:24:35.340 What we've done it Boeing is that we 00:24:35.340 --> 00:24:38.040 decided to do some in-service evaluations instead, which 00:24:38.040 --> 00:24:39.593 I'll show you in a moment. 00:24:39.593 --> 00:24:41.760 But this is the official Boeing engineering position 00:24:41.760 --> 00:24:45.097 on passive RFID on one of our jetliners. 00:24:45.097 --> 00:24:46.680 And this is for an existing, currently 00:24:46.680 --> 00:24:49.560 in-production jetliner, or our new Dreamliner. 00:24:49.560 --> 00:24:51.750 We're saying that for passive RFID technology, 00:24:51.750 --> 00:24:53.640 because there's no on site power source 00:24:53.640 --> 00:24:57.000 and no active transmitter and our schema is to use this 00:24:57.000 --> 00:24:58.800 while the airplane is parked on the ground, 00:24:58.800 --> 00:25:01.830 not on an active taxiway and not in flight-- 00:25:01.830 --> 00:25:04.200 and we have adequate electromagnetic shielding 00:25:04.200 --> 00:25:06.540 on the Boeing airplane today, and we're 00:25:06.540 --> 00:25:11.730 going to use part 15 certified unlicensed use FCC rules, 00:25:11.730 --> 00:25:13.950 we believe that passive devices do not 00:25:13.950 --> 00:25:16.170 impact form, fit, or function of any installed system 00:25:16.170 --> 00:25:18.840 or equipment on a Boeing airplane. 00:25:18.840 --> 00:25:22.470 And we've got already the FAA, JA, EASA, Air Transport 00:25:22.470 --> 00:25:23.670 Canada to agree to this. 00:25:26.740 --> 00:25:30.330 In fact, we received on May 13 a National Policy Memo 00:25:30.330 --> 00:25:33.240 from the FAA allowing passive RFID tags 00:25:33.240 --> 00:25:35.320 we put on Boeing jetliners. 00:25:35.320 --> 00:25:40.920 So that's the basis for the new airplane, the 787 Dreamliner. 00:25:40.920 --> 00:25:43.210 To prove that this worked, we wanted 00:25:43.210 --> 00:25:44.340 to do a proof of concept. 00:25:44.340 --> 00:25:47.430 And we picked one of our good customers, FedEx, 00:25:47.430 --> 00:25:50.400 who had an MD-10 going through the conversion from a passenger 00:25:50.400 --> 00:25:52.080 plane to a freighter. 00:25:52.080 --> 00:25:54.650 And we got to do a science project. 00:25:54.650 --> 00:25:56.400 For the first time in commercial aviation, 00:25:56.400 --> 00:25:59.610 we outfitted the airplane with passive RFID tags 00:25:59.610 --> 00:26:02.340 in all zones-- the flight deck and the wheel well, 00:26:02.340 --> 00:26:05.100 the avionics compartment, the E&E bay, and the cargo 00:26:05.100 --> 00:26:06.570 compartment. 00:26:06.570 --> 00:26:10.020 And we flew this airplane 18 hours per day, multiple flight 00:26:10.020 --> 00:26:12.630 segments per day, out of Memphis, Tennessee, 00:26:12.630 --> 00:26:14.890 for 90 consecutive days. 00:26:14.890 --> 00:26:17.123 And we also left the tags on for one year. 00:26:17.123 --> 00:26:19.290 And I'm here to tell you, there was not one failure. 00:26:22.510 --> 00:26:25.600 Here are the objectives as officially stated. 00:26:25.600 --> 00:26:28.120 We wanted to identify any potential electromagnetic 00:26:28.120 --> 00:26:31.660 interference or any detrimental environmental effects. 00:26:31.660 --> 00:26:34.280 As you well know, there's a lot of changes in temperature, 00:26:34.280 --> 00:26:35.740 pressure, humidity. 00:26:35.740 --> 00:26:37.810 There's caustic chemicals, like skydrol, 00:26:37.810 --> 00:26:39.518 which is hydraulic fluid. 00:26:39.518 --> 00:26:41.060 All these can affect the performance. 00:26:41.060 --> 00:26:43.255 There's also quite a bit of metal in the airplane. 00:26:43.255 --> 00:26:45.630 So we wanted to evaluate the integrity of the application 00:26:45.630 --> 00:26:48.610 to make sure none of the data got corrupted over time. 00:26:51.370 --> 00:26:53.240 This was our test coupon. 00:26:53.240 --> 00:26:56.560 You'll see a standard barcoded nameplate with human readable. 00:26:56.560 --> 00:26:59.140 This complies with the Air Transport Association Spec 2000 00:26:59.140 --> 00:27:01.240 chapter 9 standard. 00:27:01.240 --> 00:27:04.060 What you don't see inside is a laminated inlay, 00:27:04.060 --> 00:27:07.390 which is the microchip with the antenna package. 00:27:07.390 --> 00:27:10.930 On the back of this device, we had iron-loaded silicone, 00:27:10.930 --> 00:27:13.250 which is to make this work directly applied to metal, 00:27:13.250 --> 00:27:15.370 so there wouldn't be interference. 00:27:15.370 --> 00:27:17.080 We ran this test twice. 00:27:17.080 --> 00:27:20.530 The first test we did with 13.56 megahertz, 00:27:20.530 --> 00:27:23.620 using an inlay from Infineon technologies in Germany, 00:27:23.620 --> 00:27:26.110 with a 10,000-bit EPROM. 00:27:26.110 --> 00:27:29.620 That test worked fabulously, but it had one limitation. 00:27:29.620 --> 00:27:33.430 The read range was, like, 6 to 8 inches in the airplane-- 00:27:33.430 --> 00:27:35.810 6 to 8 inch read range. 00:27:35.810 --> 00:27:37.540 And that didn't fulfill the vision we had 00:27:37.540 --> 00:27:39.165 of walking through the passenger cabin, 00:27:39.165 --> 00:27:42.040 reading all of the life vests, or reading behind side wall 00:27:42.040 --> 00:27:45.643 panels, devices, or up in the passenger service units, 00:27:45.643 --> 00:27:47.560 where the oxygen masks come down when you lose 00:27:47.560 --> 00:27:49.630 cabin pressure of the airplane. 00:27:49.630 --> 00:27:51.867 So that read range didn't work for us. 00:27:51.867 --> 00:27:53.950 So we decided, let's go back to the drawing board. 00:27:53.950 --> 00:27:56.690 Let's go to ultra-high frequency. 00:27:56.690 --> 00:27:59.470 So we partnered at that time with Intermec Technologies. 00:27:59.470 --> 00:28:01.660 They created some inlays for us-- 00:28:01.660 --> 00:28:06.070 915 megahertz, metal mount-compatible, and we 00:28:06.070 --> 00:28:08.320 ran the test again. 00:28:08.320 --> 00:28:11.770 And at 915 megahertz in a Boeing airplane, 00:28:11.770 --> 00:28:15.040 we got 10 to 12 feet read range, and it worked really 00:28:15.040 --> 00:28:16.015 fabulously. 00:28:16.015 --> 00:28:19.010 We were very pleased. 00:28:19.010 --> 00:28:22.520 Here's our test airplane, tail number N370FE 00:28:22.520 --> 00:28:25.190 We've used it for two tests now-- 00:28:25.190 --> 00:28:27.800 the high frequency, the ultra-high frequency. 00:28:27.800 --> 00:28:29.330 And we have plans this year to do 00:28:29.330 --> 00:28:32.090 the same airplane, the same parts, with active tags. 00:28:34.467 --> 00:28:37.050 I wanted to show you some of the applications in the airplane. 00:28:37.050 --> 00:28:39.780 This is an electronics avionics box. 00:28:39.780 --> 00:28:41.520 It's in a benign application, where 00:28:41.520 --> 00:28:43.312 the temperature, pressure, and humidity are 00:28:43.312 --> 00:28:45.633 relatively constant. 00:28:45.633 --> 00:28:47.800 This is the inertial reference unit of the airplane. 00:28:47.800 --> 00:28:49.540 This is also a temperature-controlled 00:28:49.540 --> 00:28:51.470 environment. 00:28:51.470 --> 00:28:53.180 This controls the flaps of the airplane. 00:28:53.180 --> 00:28:55.520 It's in the left wheel well. 00:28:55.520 --> 00:28:58.910 It's a pretty caustic environment, actually. 00:28:58.910 --> 00:29:00.300 This is the smoke detector. 00:29:00.300 --> 00:29:02.930 This is on the ceiling of the cargo compartment. 00:29:02.930 --> 00:29:06.140 We did every other smoke detector of the airplane. 00:29:06.140 --> 00:29:07.640 This was in the right wheel well. 00:29:07.640 --> 00:29:09.050 This is a Vickers hydraulic pump. 00:29:09.050 --> 00:29:13.220 It runs the hydraulic system on the MD-10. 00:29:13.220 --> 00:29:15.710 This is the handheld products portable data terminal 00:29:15.710 --> 00:29:17.900 that the mechanics at FedEx use to read and write 00:29:17.900 --> 00:29:20.240 to these devices during the test. 00:29:20.240 --> 00:29:21.770 What's interesting about this device 00:29:21.770 --> 00:29:23.510 is that it reads barcodes. 00:29:23.510 --> 00:29:25.580 It reads and writes RFID. 00:29:25.580 --> 00:29:28.970 It takes a digital photograph, and it will send this through 00:29:28.970 --> 00:29:32.450 an 802.11b wireless LAN network. 00:29:32.450 --> 00:29:37.010 The United States Postal Service just ordered 350,000 of these, 00:29:37.010 --> 00:29:39.920 so that's your Insider trading tip of the day. 00:29:39.920 --> 00:29:42.290 I didn't say that. 00:29:42.290 --> 00:29:44.030 Findings of the evaluation-- there 00:29:44.030 --> 00:29:47.300 was no detrimental effects, and there was no suspected 00:29:47.300 --> 00:29:49.520 electromagnetic interference. 00:29:49.520 --> 00:29:51.530 And so the FAA gave us the go-ahead 00:29:51.530 --> 00:29:55.940 as the new basis for our new airplane, the Dreamliner. 00:29:55.940 --> 00:29:58.850 So on October 3, we made the announcement. 00:29:58.850 --> 00:30:01.880 Significant line replaceable units on the Dreamliner-- 00:30:01.880 --> 00:30:06.800 2,000 of them, actually, will have passive UHF RFID. 00:30:06.800 --> 00:30:10.370 We're calling them just ubiquitous term smart labels. 00:30:10.370 --> 00:30:13.790 But it's going to have human-readable barcodes 00:30:13.790 --> 00:30:16.130 and between 860 and 960 megahertz 00:30:16.130 --> 00:30:18.280 a global interoperable frequency. 00:30:18.280 --> 00:30:20.030 And I'll get to a moment the requirements, 00:30:20.030 --> 00:30:23.790 but ISO 18000-6C air interface protocol. 00:30:23.790 --> 00:30:26.870 I'll show you those requirements in a moment, but it's official. 00:30:26.870 --> 00:30:29.420 The Dreamliner will be the first Boeing platform 00:30:29.420 --> 00:30:35.550 to have RFID-enabled smart labels on significant parts. 00:30:35.550 --> 00:30:38.585 We're not just focusing on parts identification. 00:30:38.585 --> 00:30:40.710 Like I said, the shipping labels and packing slips, 00:30:40.710 --> 00:30:43.080 we have a team that are about 90% done. 00:30:43.080 --> 00:30:46.050 That will also be EPC class 1 gen 2. 00:30:46.050 --> 00:30:47.850 We've already decided that. 00:30:47.850 --> 00:30:52.020 Boeing actually joined EPCglobal last quarter. 00:30:52.020 --> 00:30:54.390 I will become the co-chair of the Aerospace 00:30:54.390 --> 00:30:58.200 and Defense Business Action Group for EPCglobal. 00:30:58.200 --> 00:31:02.040 That was announced yesterday by Mike Miranda. 00:31:02.040 --> 00:31:05.010 As far as the total integrated automation of our airplane 00:31:05.010 --> 00:31:07.470 final assembly, we're experimenting right now 00:31:07.470 --> 00:31:09.990 with active tags with real-time locating systems 00:31:09.990 --> 00:31:11.208 in our factory. 00:31:11.208 --> 00:31:13.500 And there will be passive tags on returnable containers 00:31:13.500 --> 00:31:16.290 and tooling also. 00:31:16.290 --> 00:31:18.270 Finally, we have a new aftermarket process, 00:31:18.270 --> 00:31:21.270 which is like what's called power by the hour, which 00:31:21.270 --> 00:31:23.207 will be managing the spare parts business 00:31:23.207 --> 00:31:25.290 and managing the maintenance for airline customers 00:31:25.290 --> 00:31:26.840 after we deliver the Dreamliner. 00:31:26.840 --> 00:31:29.970 And that will be centered around predictive maintenance based 00:31:29.970 --> 00:31:34.530 on information from the RFID smart labels. 00:31:34.530 --> 00:31:37.990 These are the key requirements for the on-airplane tags. 00:31:37.990 --> 00:31:40.650 It's a passive reader talk first protocol. 00:31:40.650 --> 00:31:43.570 It's 860 to 960 megahertz. 00:31:43.570 --> 00:31:45.540 It'll be read/write secure memory. 00:31:45.540 --> 00:31:48.570 It complies with the text element identifiers 00:31:48.570 --> 00:31:51.180 and the data syntax and semantics of ATA Spec 00:31:51.180 --> 00:31:53.860 2000 Chapter 9. 00:31:53.860 --> 00:31:54.480 Here's a rub. 00:31:54.480 --> 00:31:57.330 We have to pass the DO 160 environmental tests. 00:31:57.330 --> 00:32:01.020 That's, like, vibration, salt spray, fungus, humidity-- 00:32:01.020 --> 00:32:02.430 pretty severe testing. 00:32:02.430 --> 00:32:05.340 That's going to drive the cost of these tags from cents 00:32:05.340 --> 00:32:07.020 up to dollars-- probably a target 00:32:07.020 --> 00:32:10.290 price of $15 for an integrated smart label. 00:32:10.290 --> 00:32:11.980 That's because of the sophisticated test 00:32:11.980 --> 00:32:14.130 it has to go through. 00:32:14.130 --> 00:32:17.640 The air interface is the EPC protocol. 00:32:17.640 --> 00:32:20.010 These will be metal mount, surface-insensitive packages. 00:32:20.010 --> 00:32:22.800 We're asking for a 10-year data service life, 00:32:22.800 --> 00:32:24.720 and it has to comply with the FAA policy 00:32:24.720 --> 00:32:27.763 memo released on May 13. 00:32:27.763 --> 00:32:29.430 We had a meeting at the Museum of Flight 00:32:29.430 --> 00:32:31.080 in October of last year. 00:32:31.080 --> 00:32:33.540 We had 40 companies attend. 00:32:33.540 --> 00:32:37.500 This was all of the people like Philips and Intel 00:32:37.500 --> 00:32:42.090 and Symbol Technologies and Teleflex. 00:32:42.090 --> 00:32:45.360 Everybody was invited, and we said this 00:32:45.360 --> 00:32:46.920 is what our requirements are. 00:32:46.920 --> 00:32:48.690 Boeing's a requirements holder. 00:32:48.690 --> 00:32:51.330 We're a system integrator, a type 2 certificate holder. 00:32:51.330 --> 00:32:54.060 We do not have a core competency in RFID technology. 00:32:56.460 --> 00:32:57.960 Some of the data elements that we're 00:32:57.960 --> 00:32:59.742 going to be writing to these tags 00:32:59.742 --> 00:33:01.950 is things like the part number and the serial number, 00:33:01.950 --> 00:33:05.550 the manufacturer, the date of manufacture, country of origin, 00:33:05.550 --> 00:33:08.250 the mod level, the weight of the part, 00:33:08.250 --> 00:33:10.500 the lot number, things like this, many more. 00:33:10.500 --> 00:33:12.692 This is all being standardized. 00:33:12.692 --> 00:33:14.400 If you're a supplier to Boeing or Airbus, 00:33:14.400 --> 00:33:16.525 you'll be happy to know that these requirements are 00:33:16.525 --> 00:33:20.070 all the same for Boeing, for Airbus, for Bombardier 00:33:20.070 --> 00:33:22.080 for Embraer, for [INAUDIBLE] Aviation 00:33:22.080 --> 00:33:24.580 and for Cessna-- for everybody. 00:33:24.580 --> 00:33:28.853 ATA Spec 2000 across industry global team-- 00:33:28.853 --> 00:33:30.270 everything's going to be the same. 00:33:33.670 --> 00:33:35.610 What we've accomplished-- we've accomplished 00:33:35.610 --> 00:33:37.720 the passive in-service evaluations. 00:33:37.720 --> 00:33:39.930 We've held global forums with airline customers 00:33:39.930 --> 00:33:41.520 and suppliers. 00:33:41.520 --> 00:33:45.210 They've been held in Hong Kong, in Munich, in Orlando, Florida, 00:33:45.210 --> 00:33:46.080 and Atlanta. 00:33:46.080 --> 00:33:48.420 And this year, it will be held in Chicago, and also 00:33:48.420 --> 00:33:51.660 in Chongming, China, later this fall. 00:33:51.660 --> 00:33:53.640 The FAA has approved it. 00:33:53.640 --> 00:33:57.272 We've got the smart labor requirements defined. 00:33:57.272 --> 00:33:59.730 We've done our internal studies and our planning directives 00:33:59.730 --> 00:34:00.540 at Boeing. 00:34:00.540 --> 00:34:03.180 We've joined EPCglobal We're forming 00:34:03.180 --> 00:34:06.300 an Aerospace and Defense Business Action Group. 00:34:06.300 --> 00:34:08.699 We've joined the Cambridge University Aero-ID research 00:34:08.699 --> 00:34:09.840 program. 00:34:09.840 --> 00:34:13.346 We're especially interested in data synchronization. 00:34:16.920 --> 00:34:20.310 Planned next steps-- continue this effort with Cambridge 00:34:20.310 --> 00:34:23.110 on the data synchronization and the sensor networks. 00:34:23.110 --> 00:34:24.960 We're very interested. 00:34:24.960 --> 00:34:28.139 We're going to be conducting more supplier forums this year, 00:34:28.139 --> 00:34:32.755 continue to develop the smart label, more airline forums. 00:34:32.755 --> 00:34:34.380 We're developing our service-ready plan 00:34:34.380 --> 00:34:37.560 for the Dreamliner, finalizing our certification plan 00:34:37.560 --> 00:34:40.290 with the FAA, finalizing the data content 00:34:40.290 --> 00:34:42.300 and doing an active tag in-service evaluation 00:34:42.300 --> 00:34:43.889 this year. 00:34:43.889 --> 00:34:46.050 But my message to you is that we couldn't do this 00:34:46.050 --> 00:34:48.360 without academia. 00:34:48.360 --> 00:34:51.120 Sanjay started this all at MIT, and now we're 00:34:51.120 --> 00:34:53.020 with Cambridge University. 00:34:53.020 --> 00:34:57.030 And so Boeing, we're a great industrial concern. 00:34:57.030 --> 00:34:59.190 But we don't have the competency that you have. 00:34:59.190 --> 00:34:59.700 I thank you. 00:34:59.700 --> 00:35:01.470 Thank you for inviting me here. 00:35:01.470 --> 00:35:03.327 We're working very closely with you. 00:35:03.327 --> 00:35:05.160 There's lots of opportunities for continuing 00:35:05.160 --> 00:35:07.320 working together. 00:35:07.320 --> 00:35:09.390 We do have time for questions and answers, 00:35:09.390 --> 00:35:12.525 if that allows, for Alan or myself-- 00:35:12.525 --> 00:35:13.650 anything about our program. 00:35:13.650 --> 00:35:16.872 [APPLAUSE] 00:35:20.316 --> 00:35:25.740 AUDIENCE: [INAUDIBLE] [? before we get there. ?] 00:35:25.740 --> 00:35:27.710 Can you talk about the active testing, what's 00:35:27.710 --> 00:35:30.170 the purpose of that, why are you interested in doing that? 00:35:30.170 --> 00:35:33.250 But you said you're using passive labels? 00:35:33.250 --> 00:35:35.330 KEN PORAD: We have a plan for active tags 00:35:35.330 --> 00:35:38.630 on the airplane, where upon demand from the flight deck, 00:35:38.630 --> 00:35:41.510 they'll interrogate the entire airplane in a broad way. 00:35:41.510 --> 00:35:46.790 Active tags in our airplane test will broadcast anywhere. 00:35:46.790 --> 00:35:49.400 They're bouncing off the walls of the fuselage. 00:35:49.400 --> 00:35:51.440 It's really worked well on our static tests. 00:35:51.440 --> 00:35:53.720 We want to do a test on an airplane. 00:35:53.720 --> 00:35:55.130 Then we can send that information 00:35:55.130 --> 00:35:56.720 through a high-speed internet link 00:35:56.720 --> 00:35:58.940 through connections by Boeing to a main operating 00:35:58.940 --> 00:36:00.300 base on the ground. 00:36:00.300 --> 00:36:04.770 We've got all these great plans to use RFID on the airplane. 00:36:04.770 --> 00:36:09.120 That's the next logical step, but we have to get a certified. 00:36:09.120 --> 00:36:11.040 AUDIENCE: [INAUDIBLE] flight or [INAUDIBLE]?? 00:36:11.040 --> 00:36:13.492 KEN PORAD: We're going to do it in flight. 00:36:13.492 --> 00:36:15.700 You'll know that there's actually a supplemental type 00:36:15.700 --> 00:36:19.150 certificate that was given to Savvy Technology on a Boeing 00:36:19.150 --> 00:36:22.510 767-300 for active tags, and they were the ones 00:36:22.510 --> 00:36:24.385 for the ULD monitoring. 00:36:24.385 --> 00:36:26.080 But their supplemental type certificate 00:36:26.080 --> 00:36:27.910 says it has to be turned off in-flight. 00:36:27.910 --> 00:36:30.160 But as you know, they tested that on the United Parcel 00:36:30.160 --> 00:36:32.440 Service airplane, and they did transmit continuously 00:36:32.440 --> 00:36:34.610 for hours in-flight every day. 00:36:34.610 --> 00:36:37.970 So it was a very safe proposition. 00:36:37.970 --> 00:36:38.500 Next. 00:36:38.500 --> 00:36:39.000 Sir? 00:36:39.000 --> 00:36:41.840 AUDIENCE: Yes, concerning the-- 00:36:41.840 --> 00:36:45.596 STEVE MILES: Could the you use the mics, please? 00:36:45.596 --> 00:36:47.060 AUDIENCE: Concerning this direction 00:36:47.060 --> 00:36:51.730 of [INAUDIBLE] that you use RFID [INAUDIBLE] manufacturing 00:36:51.730 --> 00:36:53.360 [INAUDIBLE] flight [INAUDIBLE]. 00:37:01.980 --> 00:37:04.970 That's different from where you [INAUDIBLE] 00:37:04.970 --> 00:37:07.825 consider [INAUDIBLE] where you want to [INAUDIBLE] replaceable 00:37:07.825 --> 00:37:09.805 [INAUDIBLE]. 00:37:09.805 --> 00:37:18.460 So you mentioned [? that ?] 2009 [INAUDIBLE] 00:37:18.460 --> 00:37:24.150 different items that you use [INAUDIBLE]?? 00:37:24.150 --> 00:37:26.330 KEN PORAD: Yes, great question. 00:37:26.330 --> 00:37:28.860 What I showed was the criteria for the on-airplane part 00:37:28.860 --> 00:37:30.360 marking that would last for 30 years 00:37:30.360 --> 00:37:31.770 be on the fly with the airplane-- 00:37:31.770 --> 00:37:33.960 fly away part of airborne equipment. 00:37:33.960 --> 00:37:36.780 We're also going to put RFID tags, typically active tags, 00:37:36.780 --> 00:37:39.030 on large assemblies inside of our factory, 00:37:39.030 --> 00:37:41.880 so we can find them during our final assembly. 00:37:41.880 --> 00:37:43.590 Believe it or not, this Dreamliner 00:37:43.590 --> 00:37:45.510 will only take three days, 72 hours, 00:37:45.510 --> 00:37:47.190 to put together every copy. 00:37:47.190 --> 00:37:48.330 Don't get nervous. 00:37:48.330 --> 00:37:53.060 Today, it takes up to 26 days, depending, like a 747-- 00:37:53.060 --> 00:37:54.960 26 days in final assembly. 00:37:54.960 --> 00:37:57.115 737 is a couple of weeks. 00:37:57.115 --> 00:37:59.490 The Dreamliner, we have a different procurement strategy, 00:37:59.490 --> 00:38:01.860 a different way of building the airplane. 00:38:01.860 --> 00:38:02.970 So we have to stage them. 00:38:02.970 --> 00:38:06.120 You can imagine, coming from Mitsubishi, Kawasaki, and Fuji 00:38:06.120 --> 00:38:08.280 [? have ?] industries in Japan, they make about 35% 00:38:08.280 --> 00:38:09.810 of the airplane. 00:38:09.810 --> 00:38:11.310 Different parts of the airframe come 00:38:11.310 --> 00:38:12.720 from all over-- stuff sections. 00:38:12.720 --> 00:38:15.760 And we're putting the airplane together like a LEGO set. 00:38:15.760 --> 00:38:17.938 And so we have to stage them, so active RFID 00:38:17.938 --> 00:38:19.230 will be all over that airplane. 00:38:19.230 --> 00:38:21.120 But it won't fly on the airplane. 00:38:21.120 --> 00:38:23.250 Today, it's these passive tags with that criteria. 00:38:28.040 --> 00:38:30.940 There was one other question. 00:38:30.940 --> 00:38:31.650 Thank you 00:38:31.650 --> 00:38:35.620 AUDIENCE: So given that Boeing is adopting RFID technology, as 00:38:35.620 --> 00:38:38.230 well as your mention of Boeing and Airbus 00:38:38.230 --> 00:38:42.130 sharing some of their manufacturer supply chains, 00:38:42.130 --> 00:38:45.230 how do you see the NTSB and some of the safety boards reacting 00:38:45.230 --> 00:38:45.730 to it? 00:38:45.730 --> 00:38:47.772 What kind of changes do you foresee in the future 00:38:47.772 --> 00:38:50.895 where I, as an individual, speculate 00:38:50.895 --> 00:38:53.020 more stringent requirements on aircraft maintenance 00:38:53.020 --> 00:38:53.920 and safety? 00:38:53.920 --> 00:38:57.070 But I'm curious what you as the Boeing 00:38:57.070 --> 00:39:01.000 think tank would feel about lawmakers reacting 00:39:01.000 --> 00:39:02.762 to these changes as well. 00:39:02.762 --> 00:39:05.080 KEN PORAD: The FAA is very pleased 00:39:05.080 --> 00:39:06.760 that we're going to have maintenance 00:39:06.760 --> 00:39:09.610 history on the part, as opposed to in a database. 00:39:09.610 --> 00:39:11.630 But I want to mention, it'll also be redundant. 00:39:11.630 --> 00:39:13.960 It will be duplicate in a synchronized database that's 00:39:13.960 --> 00:39:15.640 encrypted and secure. 00:39:15.640 --> 00:39:19.148 So in case a tag is damaged in service, it can be replicated. 00:39:19.148 --> 00:39:21.190 That's one of the things Alan's team at Cambridge 00:39:21.190 --> 00:39:22.390 is helping us with. 00:39:22.390 --> 00:39:25.270 What's the most efficient way to get this every day 00:39:25.270 --> 00:39:27.547 when information around the world 00:39:27.547 --> 00:39:30.130 is added to these tags about a serviceable [? incorporated. ?] 00:39:30.130 --> 00:39:32.590 How does it get back to Boeing? 00:39:32.590 --> 00:39:35.028 And so the information will be in a separate database. 00:39:35.028 --> 00:39:37.570 And to your question about the National Transportation Safety 00:39:37.570 --> 00:39:40.870 Board, they're excited that it helps communicate. 00:39:40.870 --> 00:39:44.170 Anything to help communicate is what they're interested in. 00:39:44.170 --> 00:39:45.760 And they're not legislating this. 00:39:45.760 --> 00:39:49.490 This is an initiative pushed forward by Boeing and Airbus. 00:39:49.490 --> 00:39:51.190 We're not being mandated to do this. 00:39:54.178 --> 00:39:56.668 AUDIENCE: Could I ask one more? 00:39:56.668 --> 00:39:58.660 How is [INAUDIBLE]? 00:40:03.660 --> 00:40:09.464 How is your experimentations going to affect your suppliers? 00:40:09.464 --> 00:40:12.460 KEN PORAD: The suppliers of the affected 2,000 parts, 00:40:12.460 --> 00:40:15.850 and that affects about 65 different suppliers to Boeing. 00:40:15.850 --> 00:40:18.880 Out of our 2,500, it's about 65 suppliers. 00:40:18.880 --> 00:40:20.980 We've already informed them that we 00:40:20.980 --> 00:40:23.440 intend to deploy RFID-enabled smart labels 00:40:23.440 --> 00:40:25.533 on these significant airplane parts, 00:40:25.533 --> 00:40:27.700 and that this would be a condition of doing business 00:40:27.700 --> 00:40:28.900 with us. 00:40:28.900 --> 00:40:30.610 And there's obviously some resistance, 00:40:30.610 --> 00:40:32.652 and there's what they call cost assertions, where 00:40:32.652 --> 00:40:34.120 they want us to pay them. 00:40:34.120 --> 00:40:36.520 And they want some non-recurring engineering money 00:40:36.520 --> 00:40:38.630 to be given back to them. 00:40:38.630 --> 00:40:43.210 So the cost aside, they're all for promoting new technology 00:40:43.210 --> 00:40:45.167 when there's a business case for them. 00:40:45.167 --> 00:40:46.750 We're helping them actually understand 00:40:46.750 --> 00:40:49.690 how this will help them reduce their cost of building products 00:40:49.690 --> 00:40:52.030 and maintaining them in the aftermarket. 00:40:52.030 --> 00:40:54.770 Some of our suppliers, they get it. 00:40:54.770 --> 00:40:56.110 They understand. 00:40:56.110 --> 00:40:58.780 Some of them are not going to be early adopters, 00:40:58.780 --> 00:41:02.260 and they won't be dragged unwillingly. 00:41:02.260 --> 00:41:06.950 But we have a big enough stick, we can do that. 00:41:06.950 --> 00:41:09.660 So thank you for-- one more. 00:41:09.660 --> 00:41:12.190 AUDIENCE: One quick one. 00:41:12.190 --> 00:41:16.390 How many times a day will you read this data? 00:41:16.390 --> 00:41:18.280 You said that-- 00:41:18.280 --> 00:41:20.120 KEN PORAD: Daily if it's updated. 00:41:20.120 --> 00:41:22.870 It'll need to be brought back the same day to us. 00:41:22.870 --> 00:41:26.200 Some of these tags will not be touched for months. 00:41:26.200 --> 00:41:28.960 They'll only be touched in the event there's a failure. 00:41:28.960 --> 00:41:30.550 If there's a no-fault found, there's 00:41:30.550 --> 00:41:33.008 an indication of failure, the part is removed and replaced. 00:41:33.008 --> 00:41:36.070 If there's a mandated inspection from the FAA, 00:41:36.070 --> 00:41:37.900 or if an airline is doing an inventory, 00:41:37.900 --> 00:41:40.870 they might read the tag, but not write to it. 00:41:40.870 --> 00:41:43.150 Typically, if they do a service bulletin or a mod kit, 00:41:43.150 --> 00:41:45.733 or if there's a failure, would be the two most important times 00:41:45.733 --> 00:41:47.480 they would touch this tag. 00:41:47.480 --> 00:41:49.250 May go for months. 00:41:49.250 --> 00:41:50.750 A lot of things on the airplane have 00:41:50.750 --> 00:41:54.470 a mean time between removal of over 10,000 flight hours. 00:41:54.470 --> 00:41:57.290 A typical jet airplane only flies 3,000 flight hours 00:41:57.290 --> 00:41:58.310 a year. 00:41:58.310 --> 00:41:59.930 Based on your quantity per airplane, 00:41:59.930 --> 00:42:02.750 the mathematical model would say that some items won't 00:42:02.750 --> 00:42:06.230 be visited very often, and some items like coffeemakers 00:42:06.230 --> 00:42:09.860 have a mean time between removal of every 80 flight hours. 00:42:09.860 --> 00:42:14.430 And on a 747, there's, like, 12 coffeemakers on an airplane. 00:42:14.430 --> 00:42:18.650 So you do the math and they'll be visited frequently, 00:42:18.650 --> 00:42:20.990 depending on the commodity. 00:42:20.990 --> 00:42:22.140 Thank you for inviting me. 00:42:22.140 --> 00:42:23.015 It's been a pleasure. 00:42:23.015 --> 00:42:24.490 [APPLAUSE]