Apr. 8 - Apr. 10
Boeing, Fujitsu to Offer Airlines a Holistic RFID Solution
The system will include all hardware, middleware, software and integration required by airlines or other customers to track aircraft components in five unique use cases.
Dec 30, 2010—Boeing announced a partnership with Fujitsu to develop a full turnkey RFID solution known as the Automated Identification Technology (AIT) Retrofit Package, designed for managing aircraft parts through repair, maintenance and inspection processes. The system, which Boeing will sell to its new and existing customers, such as airline companies, is expected to be made commercially available in 2012, following a year of testing by the two partner companies.
The solution will provide customers with Fujitsu's EPC Gen 2 RFID tags, designed specifically for aerospace applications, as well as RFID readers from Fujitsu, Motorola or Intermec; middleware; a software solution to manage the data on a company's own back-end system, or on a server hosted by Boeing; and integration and maintenance services from Fujitsu and Boeing. The aerospace company will determine which software firm it will work with in order to provide the software and middleware portion of the solution by February 2011, says Phil Coop, the program manager of Boeing's AIT business.
Boeing's Flight Plan for Dreamliner Tags), though the plans were ultimately delayed. "Our focus right now is on completing the flight test program and successfully delivering the 787 to our customers," he adds. "RFID remains a consideration for Boeing airplanes, and a team within the Boeing Commercial Airplanes group, led by Sudhakar Shett, is currently working with the airplane programs to determine the appropriate platform and future production cut-in target."
Boeing's original RFID plans for the 787, however, captured the interest of the firm's customers—commercial airlines. Although the companies liked the idea of radio frequency identification and its ability to automate the tracking of parts as they are inspected—or removed, repaired and returned to an aircraft—they lacked experience with RFID, Coop says, or the resources to gain that experience. Regarding the technology's importance, he adds, "the customer was saying to us, 'We get it, but how would we implement it?'"
At that time, in early 2008, Boeing had already been working with Fujitsu, which had been able to provide the 64-kilobyte ultrahigh-frequency (UHF) Gen 2 RFID tag that Boeing had sought for the 787 tagging project (see Boeing Approves Intelleflex Chip, Weighs Higher-Memory Fujitsu Tag). Therefore, Coop explains, he directly extended his customers' concerns to Fujitsu, suggesting that a more holistic solution was something end users wanted. Within 24 hours, he says, Fujitsu had responded with a recommendation to develop the partnership with Boeing.
That idea was shelved due to the economic recession, but reopened in February 2010, at which time Boeing established the AIT department and began planning the system offering. "Boeing and Fujitsu have conducted a lot of workshops with aviation companies," says Toshiya Sato, the general manager of Fujitsu's Global Solution Business division, "and the benefits of AIT implementation to aircraft maintenance operation were already verified and proved, in terms of cost and time reduction, process improvement, and so on."
According to Coop, Boeing isolated five priorities among the 33 identified use cases for RFID in the airline industry. Those primary use cases involve the management, maintenance or repair of five different types of equipment, components or tasks: emergency equipment, such as oxygen generators and life jackets; system portables, which require regular maintenance; structural rotables, which are components not related to "systems"; reparables management, such as items removed from an aircraft for repair; and lastly, the structural repair and management of airframe degradation. Customers could purchase an RFID system to address one or more of these use cases, or all five.
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