ATA approved Spec 2000 RFID data structure

Spec 2000 was launched in 1970 and is a specification for sharing electronic data interchange (EDI) information for parts orders between airlines and manufacturers. In 1990, this set of specifications expanded to include standards for bar code identification and component tracking. In 2004, as another method of component identification, RFID was also included in the specifications. Since then, ATA has been working hard to promote consensus among aircraft manufacturers, component suppliers, airlines, and maintenance teams regarding what shared data should be stored in RFID tags.

ATA has now approved a tag data structure. The high-memory tag (which can store 64 kilobytes of data) will store the “birth record” of each part, which is a string of codes representing the production company, manufacturing date, country of manufacture, part number, and serial number. High-memory tags will also include the current data of the attached objects. For example, if a component is repaired and new software is added, this information will be stored in the tag. In addition, there will be a part of the open area in the tag memory for users to add the information they need, such as the records made by the mechanic who handles the part. If a low-memory tag is used, the tag will only be programmed into the factory record and limited current information.

As ATA has been committed to maintaining technology neutrality, although it does prefer passive UHF tags based on the ISO 18000-6C standard, the revised RFID standard does not require the use of a fixed RFID protocol. Passive high-frequency tags (Spec 2000 does not specify a specific air interface protocol) can be used for non-specific applications, and other automatic identification technologies can also use the same data structure, such as contact memory buttons. The standard requires that the existing serial number of the component must be written into the user memory of the tag.

However, the standard does not specify how the data should be shared. Based on the current version of Spec 2000, the tag stores the information of the component repair company so that supply chain partners looking for other information can contact the company directly. The specification drafting committee did consider the Electronic Product Code Information Service (EPCIS) standard-a set of standards and protocols for sharing electronic product code data over the Internet-however, some ATA member companies believe that the EPCIS system is not cost-effective in data sharing in the near future.

“This is a very important milestone,” said Carlo Nizam, head of Airbus Value Chain Visibility and RFID. “All participating companies in the industry come together-including competitors-to interoperate and standardize low- and high-memory tags. Agree on the data structure.”

“This is a new opportunity for software companies to use tag data to write related applications,” said Paul-Antoine Calandreau of Airbus. “In general, it improves industry efficiency.”

In order to meet the needs of the aviation industry, Spec 2000 will continue to improve. In order to adopt this standard, Boeing and Airbus must require the next-level component manufacturers to label their products. But before that, there must be a unified data standard, and the industry has reached a consensus on the type of data stored by the tag.

“The introduction of the upgraded version of Spec 2000 means that the industry has taken a positive first step, because before sharing component data, you must implement component identification,” said Boeing technician Ken Porad. “Now the industry agrees to adopt the same data structure. The CAGE (commercial and government agency) code contains a unique serial code.

The unification of RFID tag storage data types laid the foundation for the industry to use RFID technology to track components. Allegedly, Boeing and Airbus began to require suppliers to label parts next year. According to ATA, several airlines have expressed interest in piloting the new label structure.