WEBVTT 00:00.000 --> 00:12.840 all right welcome everyone to breakout room three let's give everyone about a minute or two 00:12.840 --> 00:19.400 to to come in i think there's still some people in the main lobby before we get started 00:30.000 --> 00:47.200 perfect i have received the green light so once again a warm welcome we have an action-packed 45 00:47.200 --> 00:52.800 minute session ahead focusing on two distinct challenge statements coming from royce royce 00:52.800 --> 01:00.920 my name is still johannes and i will be moderating the session today and ensure we stay on track 01:00.920 --> 01:09.080 as we explore the opportunities in more detail in this particular room we will cover two challenge 01:09.080 --> 01:16.400 statements royce royce is seeking scalable training solutions that sustain high confidence assembly 01:16.400 --> 01:21.880 skill across multiple engine variants despite high turnover and equipment constraints 01:21.880 --> 01:30.000 and the second challenge focuses on modular mro enabling non-linear engine handling so technicals 01:30.000 --> 01:37.080 technicians sorry can handle specific components as needed rather than follow rigid disassembly lines 01:37.080 --> 01:44.400 our speaker from royce royce will give a high level insight sharing regarding standard engine disassembly 01:44.400 --> 01:50.280 today before diving into specifics of both challenge statements they have launched as part of this 01:50.280 --> 01:59.780 innovation challenge to kick things off for royce royce it is my pleasure to introduce raj he is the 01:59.780 --> 02:07.180 technology strategy lead for engine disassembly and reassembly at royce royce and leads the regional 02:07.180 --> 02:14.280 aftermarket services and repair technology team in singapore he has spent over 11 years with royce royce 02:14.280 --> 02:20.280 in singapore and during this period he has led multiple technology programs with regional ecosystem of 02:20.280 --> 02:30.280 research centers like ntu artc to deploy in global mro basis and industrialize new aftermarket capability raj holds a 02:30.280 --> 02:37.280 bachelor degree in aerospace engineering from singapore's ntu and he'll walk us through the operational needs and the 02:37.280 --> 02:43.280 vision for royce royce's two challenge statements and a gentle reminder we'll have about 10 to 15 minutes 02:43.280 --> 02:48.780 before the sharing before moving on to the q a section but if you do have any questions throughout the 02:48.780 --> 02:55.280 segment please use the q a feature at the bottom and then at the end of raj's sharing i will enable 02:55.280 --> 03:01.280 you to unmute yourselves as well to raise your questions with that raj the floor is yours 03:01.280 --> 03:13.280 the floor is yours thank you so much johannes uh morning afternoon evening everyone um so i think uh 03:13.280 --> 03:19.280 johannes gave a very flattering presentation introduction to me so thank you for that uh 03:19.280 --> 03:29.280 before i dive into yep i think johannes covered quite a bit of this uh i look after a team of technology uh 03:29.280 --> 03:36.400 introduction engineers within the mro world in rolls royce in singapore and i also look after the 03:36.400 --> 03:44.240 technology strategy for engine disassembly and refurbishment i have been in rolls royce since october 03:44.240 --> 03:53.200 2013 uh it's my first job i'm still here uh but it's definitely not my first role uh i have spent some 03:53.200 --> 04:00.560 time in manufacturing i have then spent some time looking at bliss repair and i have also led a 04:00.560 --> 04:09.920 joint program with rolls royce sazel and a star for advanced mro development it brings me great pleasure 04:09.920 --> 04:16.160 to participate in this and uh this is the first time rolls royce is participating in it and we are 04:16.160 --> 04:24.880 genuinely very excited we have uh done quite a bit of uh technology development and this is going to be 04:24.880 --> 04:33.760 another challenge that fits into our long-term technology strategy so the way i will do this 04:33.760 --> 04:43.040 presentation is uh first i will just quickly walk you guys through our standard engine disassembly steps 04:43.040 --> 04:51.200 uh the reason for doing that is because both the problem statements are based on the standard engine 04:51.200 --> 04:59.520 disassembly today so this uh introduction covers both the problem statements and then i will spend five 04:59.520 --> 05:07.200 minutes on each of the problem statements to go into a bit more details uh i will have to apologize 05:07.200 --> 05:13.680 that there are certain details we can't share at this moment a because it's a global audience so 05:13.680 --> 05:20.720 there are some export control ratings and also there are some ip stuff however rest assured that as we 05:20.720 --> 05:27.520 go in further into the program and if there is a proposal that's selected we will then ensure we have the 05:27.520 --> 05:35.200 right agreements and ndas in place that allows us to have a much more detailed sharing so that uh 05:35.200 --> 05:45.200 whoever of you uh selected can have a proper in-depth understanding of the processes okay so standard engine disassembly 05:45.200 --> 05:52.720 today uh i have just put an example of an engine but effectively it can apply to any other engines as 05:52.720 --> 06:03.440 well for rolls-royce our main business is civil aerospace but for those of you are that unfamiliar we also 06:03.440 --> 06:12.480 have uh business aviation so all your private jets we do marine applications we also do land-based gas 06:12.480 --> 06:21.840 turbines this specific one is for aerospace however that means both business jets as well as the very 06:21.840 --> 06:31.280 well-known trend engines so the rolls-royce has some of the core trend engines like trend xwb on the a350s 06:31.280 --> 06:41.840 as well as trend 1000s trend 700s and the brand new trend 7000 and trend 1000 xc regardless of which trend 06:41.840 --> 06:50.720 engine we are talking about when the engines come in for disassembly this is the orientation that is on 06:50.720 --> 06:57.440 the picture that the engine is on the aircraft so this is what we call horizontal orientation 06:58.400 --> 07:07.520 when the engines come in we have to flip it 90 degree through gantry system and ceiling mounted cranes 07:08.480 --> 07:16.960 and then as the engine is vertically placed we do a sequential front to back disassembly 07:17.520 --> 07:28.160 so that means in our engine structure it is structured from module one to module seven uh fives at the bottom we 07:28.160 --> 07:36.320 take out module one from the top first followed by module two module three so on and so forth one of the 07:36.320 --> 07:44.080 the core reasons for doing that is because uh where rolls-royce engines differentiate from uh some of our 07:44.080 --> 07:53.600 competitors is what we have a three shaft engine so we have three systems the low pressure system 07:53.600 --> 08:01.200 which is at the two furthest ends the compressor and the turbine the intermediate pressure system and then 08:01.200 --> 08:10.160 the high pressure system each of these systems consists of a shaft and a compressor stage and a turbine 08:10.160 --> 08:17.520 stage so they are all stacked up accordingly so first we take out the low pressure compressor 08:17.520 --> 08:25.520 then the shaft so that's why we do the vertical way now obviously their vertical way provides us with some 08:25.520 --> 08:35.120 significant advantages for one gravity is working for us because it's easier to stack up if you can imagine 08:36.160 --> 08:46.000 however what that also means is because we are doing it sequentially when we have mro operations 08:47.040 --> 08:53.440 not all the time we need to take a look at each of the seven modules 08:53.440 --> 09:04.800 our module o4 and o5 are our hottest modules number four and number five a lot of the degradation that 09:04.800 --> 09:13.040 happens happens in those modules and there are a lot of mro operations and refurbishments that we need to 09:13.040 --> 09:23.360 do that are in module o4 and module o5 however in order to access o4 and o5 we still have 09:23.360 --> 09:34.720 to take out one two and three and then we get to four and then we get to five the one big disadvantage 09:34.720 --> 09:43.840 for that the very obvious one is time it takes a lot of time to remove that stacking and as i have put 09:43.840 --> 09:49.760 here it takes two to three weeks servicing time and it's just for your info that two to three weeks is 09:49.760 --> 09:57.440 not uh the entire engine is serviced within that time that two to three weeks is just on taking the engine 09:58.240 --> 10:04.880 modules apart then and obviously with a large number of technicians per engine as well 10:07.040 --> 10:13.520 now the problem statements we'll be talking about one of them is this very fact that we are doing it 10:13.520 --> 10:24.000 in this top to bottom stacking fashion the second bit is a lot of the mro processes obviously is 10:24.000 --> 10:34.160 standardized it's very sop standard operating procedure driven however there also is a significant level of 10:34.160 --> 10:43.200 tacit knowledge in the system what that means is because these engines go through significant amount of 10:43.600 --> 10:52.800 wear and tear as in operation the standard operating processes sometimes have to be 10:53.600 --> 11:01.760 uh added on with tacit knowledge of experienced engineers on certain things so if there is a specific 11:01.760 --> 11:10.160 talk that's given sometimes that tacit knowledge lies in how exactly do you place the wrench or the top and 11:10.160 --> 11:19.040 untalkit which might not be there in the sop and in singapore with a pretty evolving workforce 11:19.920 --> 11:29.120 retention of this tacit knowledge in such a complex task becomes quite challenging so this i hope gives you a 11:29.120 --> 11:39.680 very broad introduction to the disassembly process that we have today right uh now i will jump into 11:40.080 --> 11:49.600 the first problem statement which is augmented training and disassembly uh i am assuming all of you have 11:49.600 --> 11:56.640 read these words before because this is on the domain so the whole point of this problem statement 11:57.760 --> 12:04.960 goes back to what i mentioned previously in terms of tacit knowledge retention but also 12:05.600 --> 12:15.680 for expedited training and augmenting now i want you guys to uh keep in mind that i want to be very 12:15.680 --> 12:26.960 emphatic on the word augmenting what we are looking for is not an alternative method to train but an augmented 12:26.960 --> 12:33.360 method method to train which means we will obviously have all the certification requirements that goes 12:33.360 --> 12:40.400 through the training what we are looking for is augmenting that training and the disassembly process 12:41.200 --> 12:52.000 that allows us to a capture this tacit knowledge so that when we have workforce that's uh refreshing we do not 12:52.000 --> 13:02.000 start from base ground zero and the second thing is how can we augment the task of training and retraining 13:02.000 --> 13:10.400 and the actual disassembly task through any form of new technologies right so let's get into it a bit more in 13:10.400 --> 13:26.400 the next slide so this is the challenge for any new technician that joins in rolls royce it takes 13:26.960 --> 13:34.800 between six to nine months of full certification and when i say full certification i mean the entire engine 13:34.800 --> 13:44.560 in front to back of which two to four weeks are very very focused on the external assembly of the training 13:44.560 --> 13:53.840 per engine time so what do i mean by external assembly uh in the picture you can see that external of the 13:53.840 --> 14:04.320 engine is all the things from we have something called line replaceable units so uh units that are mounted 14:04.320 --> 14:12.640 on the external of the engine this includes things like fuel pumps fuel oil heat exchangers and the eec which 14:12.640 --> 14:21.280 is effectively the brain of the engine but on top of these units we also have tons of harnesses 14:21.280 --> 14:34.160 pipings tubings tubings and wirings this entire process is extremely time consuming and more importantly 14:34.880 --> 14:42.160 it is on the critical path because firstly you cannot go inside the engine until you take these out so you 14:42.160 --> 14:49.920 cannot be running this in parallel so it's the first out and also once the engine has been built back up 14:50.560 --> 14:58.400 these are the last operations to happen so they lie on the critical path for each engine it requires roughly 14:58.400 --> 15:07.680 10 to 12 technicians per shift and obviously it is a skilled task knowing exactly which pipe in which 15:07.680 --> 15:15.920 orientation do we place what are the p clips and the bolts that go in and there definitely is a lot of 15:15.920 --> 15:24.880 tacit knowledge in it today's operations we have some level of digitization we do have our instructions 15:24.880 --> 15:31.920 on tablets but at the end of the day it is still a tablet driven instruction where we are the workers 15:31.920 --> 15:41.520 are going up and down the pdf sheet looking for part numbers matching them to the process step and then 15:41.520 --> 15:47.680 matching them to the exact dimensions and then placing it on bolting it on and so on and so forth 15:49.200 --> 16:00.400 there are certain uh nuances to it where even though the process steps say a b c d e so for assembly so for 16:00.400 --> 16:12.400 this assembly it will be reverse e d c b a but in certain cases we know that doing e d c a b might be 16:12.400 --> 16:18.640 better for certain engines because of the way the pipes are placed and this kind of things are tacit 16:18.640 --> 16:26.160 knowledge and a lot of these critical knowledge exists in the muscle memory of experienced technicians 16:26.160 --> 16:35.440 given the variations of not only different engine types so like trend 700 versus trend 1000 but also 16:35.440 --> 16:45.440 within an engine type there are different uh mods so you have trend 1000 a b c d e f g it is actually 16:46.080 --> 16:55.200 quite challenging to codify and standardize this is where this problem statement comes from where we are 16:55.200 --> 17:07.680 looking to use next generation digital capabilities to first help in the training element of technicians 17:08.640 --> 17:18.240 focusing on the externals and then using some form of digital capability to augment the actual task of 17:18.240 --> 17:27.040 this assembly as well as reassembly right so if i go to the next slide that kind of talks about some of the 17:27.040 --> 17:35.040 key requirements so in terms of requirements as i mentioned we want to focus on the external engine 17:35.040 --> 17:45.280 components harnesses looms fuel pipes hydraulic tubings brackets fasteners we are not looking for internal 17:45.280 --> 17:55.760 assembly for this just the externals uh there will be a element of teaching complex routing so there is 17:55.760 --> 18:04.080 harnesses have to be routed in a certain orientation and direction in constrained spaces uh the sequencing 18:05.040 --> 18:14.720 is critical because there are certain dependencies in some cases the tasking is always sequential but in some 18:14.720 --> 18:22.560 tasks the sequential nature is critical because of the dependencies whereas in other tasks it is 18:22.560 --> 18:29.200 not critical it's just we need to have a sequence and we have a sequence but they can do can be done in 18:29.200 --> 18:37.360 parallel uh one of the other key things is as we are talking about in terms of doing the training when we 18:37.360 --> 18:45.200 we want to go into application and assisting actual disassembly real-time error detection 18:45.200 --> 18:53.680 is significantly valuable because we focus on something called right first time rft and if you do something 18:53.680 --> 19:02.000 wrongly and you only find it out much later you have to undo all the tasks a bit like control z function on excel 19:02.800 --> 19:08.880 so we would want to have real-time error detections when something is done out of order as well as 19:09.920 --> 19:15.920 the element of simulation of common error modes and this comes from some of the tested knowledge 19:15.920 --> 19:21.120 that oh these are some of the common errors that happen because that will give people learning from 19:21.120 --> 19:28.480 experience without actually having to make that mistake first uh from our performance metrics we have 19:28.480 --> 19:32.800 put certain performance metrics but obviously there's a lot of dependency on the final solution 19:33.440 --> 19:43.600 we want to have uh this not a very very complicated process but we want to have trainees complete the 19:43.600 --> 19:52.000 onboarding of whatever platform we pick within two weeks and we want to have uh seventy percent 19:52.000 --> 19:59.600 uh actively using within six months which means it's scalable and deployable across uh different 19:59.600 --> 20:06.560 sites we have in different parts of the world uh for i know we are going to talk about questions later 20:06.560 --> 20:12.720 but i'm very sure it's a very relevant question that just popped up so i will touch on it uh as part of 20:12.720 --> 20:20.960 this pilot we are not expecting a fully deployable solution as part of this pilot we are and this 20:21.600 --> 20:27.440 is applies to both the problem statements as part of this pilot we are looking for a prototype to tell 20:27.440 --> 20:35.120 us what is the art of possible what kind of platforms can be used and uh in single demo of how it will 20:35.120 --> 20:44.320 work but not a final scalable solution uh and to start off for this we want to just focus on five 20:44.320 --> 20:51.360 distinct engine types and not all the different variants within these engine types and we also want 20:51.360 --> 20:58.400 to make sure that when we add on as we go into so our engine can have a modification we don't have to do 20:58.400 --> 21:04.400 a complete system redevelopment which means we should be able to teach the system any modifications that 21:04.400 --> 21:12.160 come in without having to go back to square one okay so that covers the first problem statement uh 21:12.160 --> 21:17.520 yoannes do you want to do the questions and then go on to the next one because they are two separate or 21:17.520 --> 21:26.560 should i just i think we can continue great so given that all of that i said the second one 21:27.360 --> 21:34.160 is a lot more focused on handling the engine so i again go back to my introduction i said 21:34.160 --> 21:41.360 we flip the engines 90 degree to make it into a vertical orientation and then we take it out uh 21:41.360 --> 21:52.080 step by step from one to seven we want to look into a solution that firstly is modular so i will talk 21:52.080 --> 21:58.720 about what modular means but non-linear so what i mean by non-linear is if i want to you tackle module 21:58.720 --> 22:07.600 number four can i keep one two three together take it out and then take module four out on its own do 22:07.600 --> 22:13.520 everything i need to do in module four and put module four back and then put it back together so very 22:13.520 --> 22:20.080 specific in our engine mro so let's go to the next slide that has a bit more details on it 22:20.080 --> 22:29.760 so as i mentioned the engines are rotated from 90 degree which you see in the picture to a horizontal 22:29.760 --> 22:36.640 vertical orientation and we have fixed engine stands uh there are different kind of stands 22:36.640 --> 22:44.400 depending on which part of the mro the engine is at and there are some examples in the pictures itself 22:44.400 --> 22:51.440 the right hand side the blue one is a full complete engine transportation stand on the left hand side 22:51.440 --> 22:59.600 the yellow one is a full engine static stand and the left most orange one is a module stand so we do 22:59.600 --> 23:06.560 have different stands for different parts of the engine but when we do mro we do front to back or 23:06.560 --> 23:15.280 top to bottom and we always have to take out each module one by one we definitely need overhead cranes 23:16.080 --> 23:23.360 and it is a very fixed process that everything we want to do has to follow that specific order 23:23.360 --> 23:30.320 so if there is an issue on one engine like i said it takes about a few weeks to take the engine apart 23:30.320 --> 23:38.080 but for some reason if there is one of the joints that has seized bolts so the bolts are stuck because 23:38.080 --> 23:44.000 of certain distortions or certain heavy landings then we have to put in extra effort to do that task 23:44.000 --> 23:52.000 but it creates a domino effect and delays the tasks lagging behind it and that is due to the rigidity 23:52.000 --> 23:59.280 in the system we cannot deviate from this established sequence and i think the limited flexibility 23:59.280 --> 24:06.480 is a key point because when we want to specifically work on one module we still have to take out rest 24:06.480 --> 24:15.280 of the modules and that means additional time and that also means additional option of finding things 24:15.280 --> 24:20.960 it's a bit like if you have a problem i hope none of you do but if you have a problem in your heart or 24:20.960 --> 24:27.120 lungs you still end up doing an open heart full body scan and you might find a lot more things that 24:27.120 --> 24:34.080 does not need to be fixed at this point in time so we go through undue unnecessary burden on the mro 24:34.080 --> 24:42.560 shops so this is a big problem and it has an impact on the time the engine takes to come out of our shops 24:42.560 --> 24:48.160 which we call turnaround time and we have another thing which is called work scope creep so if the 24:48.160 --> 24:53.360 engine came in to only work on module four but because we have taken the other modules apart we end up 24:53.360 --> 24:59.440 spending a lot more time inspecting those things so what are we looking for as in the requirements 24:59.440 --> 25:07.440 which is the next slide is that we need a solution and i have just given an example right this is an 25:07.440 --> 25:15.680 actual engine stand but if i want to visualize this i have sliced this into four different parts 25:16.640 --> 25:28.720 so if we want a modular base so the engine is still horizontal not vertical but the engine rests on a 25:28.720 --> 25:37.120 platform that is modular so if the engine is made up of one to seven maybe the base platform is also made 25:37.120 --> 25:46.400 up of seven modules and they can have a quick change cradle interface which means we can keep module one 25:46.400 --> 25:53.520 two three together four five six together but then split one two three as one half four five six as one 25:53.520 --> 26:01.200 half and that means we can switch between a whole engine and a module level configuration with relatively 26:01.200 --> 26:08.000 less effort and time uh for this again we are not expecting a full prototype because the full 26:08.000 --> 26:13.520 prototype is going to be a few meters long and very very complicated but we are looking at uh 26:15.040 --> 26:21.040 some finite element analysis to understand the loadings that will be taken a design concept and 26:21.040 --> 26:24.000 overall the conceptual design of how this modular 26:24.800 --> 26:32.000 trace dock how do they interface with each other and how do they move we do want to have some 26:32.000 --> 26:38.320 ergonomic features so that that allows technicians to access different parts of the module because 26:38.320 --> 26:43.120 if we have to take it out and put it back in a vertical orientation that's just additional burden 26:44.240 --> 26:50.880 and we want to have non-linear handling which means like i said go to force go to force trade 26:50.880 --> 27:00.080 uh some of the safety features have to be very well defined which is it needs to have positional 27:00.080 --> 27:07.120 accuracy because that is critical when we align the engine so some form of alignment capability be it 27:07.120 --> 27:15.360 optical be it uh digital be it sensors and obviously the safety element needs to be baked in because 27:15.360 --> 27:24.240 there will be humans operating in collaboration with this solution so that is all the 27:26.560 --> 27:31.200 presentation i have and i think now would be a good time to go through the questions 27:33.840 --> 27:42.640 absolutely thank you so much so if anyone wants to unmute themselves um do feel free to directly do so 27:43.600 --> 27:47.360 if you're on the move or you prefer to do it in writing instead you may as well 27:48.000 --> 27:54.160 use the chat feature uh within zoom does anyone have any questions that they want to start with 27:54.160 --> 28:04.080 because i see there's also some in the channel yes ryan hi hi uh hi raj this is ryan um on your second uh 28:04.080 --> 28:11.120 second issue so am i right to say that you are looking at building a stand or making modification where 28:11.120 --> 28:16.080 you can rotate the the engine 90 degrees 28:18.800 --> 28:24.560 yeah so i do not want to rotate the engine 90 degrees 28:26.080 --> 28:33.760 i want because but if we we already are able to rotate the engine 90 degrees not understand but using a 28:33.760 --> 28:40.080 crane but what we at this for this solution i do not want to rotate it 90 degrees 28:40.080 --> 28:44.800 i want to keep it in the horizontal orientation basically the orientation it comes in 28:46.400 --> 28:53.920 and i want to split basically break up the engine in the horizontal orientation 28:53.920 --> 29:05.440 okay so am i right to say that at a horizontal orientation you are trying to disassemble and make it um 29:05.440 --> 29:10.320 extended um from the front to the back correct 29:10.320 --> 29:20.880 okay okay i understand so in in this manner can we say that uh if we want to proceed further we need to go 29:20.880 --> 29:29.040 in a bit deep dive and maybe on the side and understand uh your problem statement on site uh rather than just 29:29.040 --> 29:38.880 through this is because there's a lot of uh mechanical understanding on how currently the the engine is 29:38.880 --> 29:50.640 been disassembled so am i right to say that so i did so this definitely will not be the only information 29:50.640 --> 29:58.560 you get uh and there will be an element of understanding the current process but i think 29:59.200 --> 30:09.200 the focus would be on not the engine itself but the stands which is where the modularity comes in because 30:09.200 --> 30:16.320 today it's a long stand that holds the entire engine at certain fixed locations 30:16.320 --> 30:24.880 it's about having the understanding of how do we design a modular stand that is able to hold different 30:24.880 --> 30:34.000 parts of the engine when we take it apart yeah i understand your point perfect i do have quite a few 30:34.000 --> 30:42.480 questions uh raj coming at you very hot in the chat in the chat um first one and i will do this in a random 30:42.480 --> 30:49.120 order i think that's a very good question to clarify maybe from your side he's participant isn't sure if 30:49.120 --> 30:54.560 is it possible to get to module four without disassembling completely modules one two and three 30:56.160 --> 31:02.240 yes uh exactly uh it's a very good question and that is pretty much the challenge here however 31:02.240 --> 31:09.040 the challenge i'm not expecting this forum to solve is it's more about how do we keep 31:09.040 --> 31:19.680 the more abstance so yes answer to that is we can keep one two and three together because three is 31:19.680 --> 31:31.760 connected to four so as long as we do the unbolting of three to four it is separated but we need to find 31:31.760 --> 31:38.960 a way to make sure that the balancing of the engine as we take it apart is maintained which is 31:38.960 --> 31:45.280 why today we do it in the vertical orientation because it is the most sensible way we do it and 31:45.280 --> 31:54.160 that's how we have done since decades but what we are looking for is can we just keep one two and three 31:54.160 --> 32:03.040 together on both the interface between three and four and then keep that entire one two and three as 32:03.040 --> 32:08.160 one module move it apart so that four is exposed 32:11.760 --> 32:22.560 thank you um next question uh from wassoon desmond uh the current process is a rigid front to back top 32:22.560 --> 32:29.920 to bottom sequence dictated by the fixed 90 degree engine stand can you confirm if this linear disassembly 32:29.920 --> 32:36.560 sequence is an absolute engineering requirement for the engine i.e to access critical structure bolts 32:36.560 --> 32:42.160 or is it a procedural rule developed over time to work around the limitations of the existing stands 32:43.920 --> 32:49.360 and sorry i lost my yeah it keeps disappearing isn't it 32:50.800 --> 32:56.720 yeah because people when people write something i think stands an overhead crane setup in other words if 32:56.720 --> 33:03.840 we gave you a tool that could safely present any module in any orientation would the engine's design 33:03.840 --> 33:10.000 allow you to for example remove the immediate compressor before the fan or is that technically impossible 33:11.120 --> 33:20.000 yeah uh that's a very good question and the answer to that is yes you can you can't remove 33:20.000 --> 33:27.200 so i'll go specifically that example that's given we can't remove the intermediate compressor 33:27.760 --> 33:36.320 before the fan because the fan is the low pressure compressor system so the low pressure compressor system 33:36.320 --> 33:44.800 is connected to the intermediate compressor system but if i want to remove the high pressure turbine system 33:44.800 --> 33:52.560 which is number four i do not need to remove the low pressure and the intermediate pressure 33:52.560 --> 34:02.640 compression system i just need to remove the high pressure turbine system with the combustor unit but 34:02.640 --> 34:10.560 anything up front doesn't need to be except and that's why i say again it's possible remove the shaft which goes 34:10.560 --> 34:14.160 all the way through all the way through the engine but the shaft again you can 34:14.880 --> 34:19.280 pull it out but the if i'm removing the turbine 34:20.640 --> 34:28.640 any bolting between intermediate compressor and low pressure compressor is not does not need to be removed 34:30.720 --> 34:38.720 okay uh sophia has a question regarding scale if a pilot proves successful at one facility 34:39.440 --> 34:46.160 would royce royce prioritize fleet wise standardization across all mro sites or phased implementation based 34:46.160 --> 34:55.600 on engine type and facility constraints uh very good operational question the answer is we will do it 34:55.600 --> 35:04.800 in a phased approach for a couple of reasons obviously the phased approach allows us to verify the solution 35:05.520 --> 35:12.960 and once we have verified to pull out any challenges and issues that we might face so what we don't want 35:12.960 --> 35:19.920 to do is implement globally and then any challenges we face we know that now that same problem is going to affect 35:19.920 --> 35:26.080 all the other mro shops because that's going to take a significant hit on the entire operational structure 35:26.080 --> 35:34.000 so we will pilot it in one facility and we will then run it for through the operations for a few times 35:34.000 --> 35:41.120 and even in that facility we will still have both the traditional method and the new method and when we gain 35:41.120 --> 35:47.120 some confidence so we will follow the technology readiness level process and once we have hit 35:47.120 --> 35:55.680 trl7 then we start rolling it out in the other factories there will be an element of rolling out 35:55.680 --> 36:02.320 per engine type rather than and so for example if the singapore facility does five engine types 36:02.320 --> 36:07.840 we will roll it out on one engine type and then we will start rolling it out on the same engine type 36:07.840 --> 36:15.600 across before we go move on to the second engine type jonathan has a question regarding the training 36:15.600 --> 36:26.640 challenge statement um given the sorry ryan human meeting yourself please thank you uh jonathan was 36:26.640 --> 36:32.800 asking given the distributed nature of your mro sites how important is global standardization of training 36:32.800 --> 36:42.480 versus allowing for local adaptation so we do need to have global standardization of training because 36:42.480 --> 36:52.560 that allows us with the agility to move across sites as and when operational needs require so there needs 36:52.560 --> 37:02.560 to be a standard baseline training across all the sites regional adaptations generally do not 37:03.680 --> 37:10.560 happen because this region something different is happening there are some level of regional adaptations 37:10.560 --> 37:17.680 happen but that is more to do with supply chain so for example if there are certain kind of 37:17.680 --> 37:24.240 torque drivers that are found that are cheaper but still the same quality but slightly different design 37:24.240 --> 37:30.480 in certain region those mro shops might end up using that torque driver as long as it's approved and 37:30.480 --> 37:37.440 validated but the baseline training of how we take an engine apart and how we put it back together 37:37.440 --> 37:44.560 is standardized across shops because one uh there is obviously an engineering reason for it which is what i 37:44.560 --> 37:53.200 explained that we want to make sure that all the engines have the exact same method but also we all want 37:53.200 --> 38:02.400 there's a commercial reason because we want to maintain our turnaround time of the engines for across all the 38:02.400 --> 38:08.880 different global sites so there isn't a lot of regional variation there is some level of tacit knowledge 38:09.440 --> 38:16.160 that you pick up and we are hoping to embed that in the modern training approach that we are looking for 38:16.160 --> 38:24.800 and what that's all in english or how does that work the training uh instructions they are all in english 38:25.360 --> 38:33.120 but they could be translated to and we have started to do that in some of our regional sites where english is 38:33.120 --> 38:39.520 not the predominant language okay but for the purpose of this is more around the english uh language 38:40.640 --> 38:50.960 sorry then yes we do have different languages perfect um back to the engine disassembly challenge 38:50.960 --> 38:56.400 statement there's a lot of interest around this are there specific mountings that are placed in 38:56.960 --> 39:01.840 each module that allows for a firm grip and hold or manipulation of that module 39:05.120 --> 39:11.040 sorry it's the last one from ionl uh this specific mountain will be 39:14.080 --> 39:24.400 yes so not only in the modules but also across the engine there are very specific 39:24.400 --> 39:37.680 uh points where clamping points where you can add either a overhanging or a ground based engine stand 39:38.400 --> 39:46.960 which is standardized to our fixed stock drivers and fixed loading that allows only those points where you 39:46.960 --> 39:49.600 can clamp the module or the engine 39:54.640 --> 40:03.760 another one from ryan oh it's getting very busy here uh if a local vendor manages to customize the stand to 40:03.760 --> 40:12.400 suit the needs will the design and ip be protected for this local vendor specifically back to other mro global sites 40:12.400 --> 40:22.800 yes so this is a question which even i had discussed with agrise and esg uh at the end of the day there 40:22.800 --> 40:30.400 will be the way we operate the ip will be whatever is rolls-royce ip that's bringing into the program it's 40:30.400 --> 40:38.240 rolls-royce and whatever the uh local vendor brings into the program is local vendors for the foreground ip 40:38.240 --> 40:47.600 that will depend on the type of ip so the two projects they are slightly different because 40:47.600 --> 40:52.400 in one project we are talking more about design whereas in the other project we are talking more 40:52.400 --> 41:00.560 about digital so we do have a structure a commercial structure of how we negotiate the ip which will be 41:00.560 --> 41:05.280 discussed up front it won't be you know after everything is done then we come up with it we will be 41:05.280 --> 41:12.560 discussed up front and based on that model some of it will be either licensed out or some of it will be 41:13.200 --> 41:20.080 uh you know with the local vendor with ip will be protected for this local vendor and then the local 41:20.080 --> 41:30.640 vendor can license it out to the other mro global sites thank you um another question where do i go next 41:30.640 --> 41:41.600 um cover this cover this from another one from watson uh desmond limb hi raj to design a truly flexible 41:41.600 --> 41:46.800 system we must understand the human interface at each step could you describe the current manual 41:46.800 --> 41:53.040 process for indexing and locking the engine in its fixed 90 degree position specifically what are the 41:53.040 --> 42:00.320 physical steps a technician takes to verify the engine is safely mounted and what are the most common 42:00.320 --> 42:08.080 ergonomic challenges or points of physical strain they experience during the setup and the subsequent module handling 42:08.080 --> 42:22.640 yes so uh this is probably a question that is a much uh bigger discussion uh but uh currently 42:23.520 --> 42:31.920 the manual process for indexing and locking uh could you describe the current manual process so it's hard for 42:31.920 --> 42:43.600 me to verbally describe it but effectively uh what are the physical steps so in our manuals there are 42:43.600 --> 42:50.560 specific items that's written that as we mount the engine there are very specific engine stands that are 42:50.560 --> 42:58.160 not the ones i've shown in the picture that allow the engine to be placed vertically in and then we lock it 42:58.160 --> 43:06.960 in specific locations to enable that it's always stable vertically on top of that uh in terms of the 43:06.960 --> 43:13.920 interface we have raised platforms at different heights of the engine that allows the technician to 43:13.920 --> 43:20.160 work on that specific module and then the platform is lower that allows the step technician to work on the 43:20.160 --> 43:29.360 next module eventually once we have reached some level of disassembly we can then rotate it back to 43:29.360 --> 43:40.480 horizontal again if need to and then we subsequently disassemble it so there is no fix like it must always be 43:40.480 --> 43:46.000 vertical or horizontal when it is already in a module but when we are taking the engines out it is always 43:46.000 --> 43:51.200 vertical now i know i didn't fully answer the question because like i said it's a basically there are 43:51.200 --> 43:58.240 specific steps but i'm happy to kind of have this chat after uh on what are the physical steps 43:59.360 --> 44:07.920 perfect maybe i'll do one last one raj before i let you go um given the safety critical and highly 44:08.480 --> 44:15.680 standardized nature of engine mro is shirin asking what would be the biggest organizational or 44:15.680 --> 44:20.720 regulatory hurdles to shifting away from the established handling sequences 44:22.880 --> 44:31.520 fantastic question i will tackle this in the two ways organizational and regulatory so the first one 44:31.520 --> 44:41.280 i will tackle is regulatory in the regulatory framework there are very specific things that we look out for 44:41.280 --> 44:53.600 things like torque value things like alignment things like gap checks these things do not specifically mention 44:53.600 --> 45:04.160 whether it's horizontal or vertical these things are specific measurable outputs of the disassembly and the reassembly process 45:04.160 --> 45:15.200 as long as we are not deviating from these specific steps and then eventually the engine will still go for 45:15.200 --> 45:21.600 an engine test if there are certain things that have not been done correctly again i'm talking about 45:21.600 --> 45:28.480 talking bolting aligning it will have engine vibrations which we will detect at the engine test 45:29.120 --> 45:38.400 so for that reason it will not pass off anyways so coming to the regulatory part of it as long as we are doing 45:38.400 --> 45:48.560 the actual steps in localized steps correctly and to the established framework whether we are doing it in a 45:48.560 --> 45:55.280 horizontal manner or a vertical manner will not make any difference so from a regulatory framework it's 45:55.280 --> 46:01.920 perfectly fine because we need to focus on those localized tasks to be done to the standard to the 46:01.920 --> 46:09.280 specs and then we will cover all the regulatory requirements from organizational requirement we need 46:09.280 --> 46:15.600 to follow a very thorough trl process so those that are unfamiliar is the technology readiness level 46:15.600 --> 46:25.120 today this technology is at a trl two three uh we need to mature it through this trl process 46:25.120 --> 46:34.560 robustly because if we are able to mature it through the trl process then it automatically gives the 46:34.560 --> 46:43.280 organizational confidence of passing off this technology into our operations post trl six so we will 46:43.280 --> 46:49.840 definitely be following a trl framework to deliver the solution which will tackle the organizational 46:50.480 --> 46:58.320 resistance if you may perfect raj thank you so much for all of your generous sharing and raj is not going 46:58.320 --> 47:03.760 anywhere if you there are some questions that we didn't answer we'll get back to you get back to them 47:03.760 --> 47:10.480 offline and you can continue asking your questions via the agrise platform chat interface as well 47:10.480 --> 47:19.280 uh but just to quickly uh wrap up and uh as a quick reminder so now it's the end of the q a segment um 47:20.080 --> 47:26.560 the applications are open until the 17th of april uh after which the shortlisting and clarification 47:26.560 --> 47:35.680 sessions uh will happen throughout may leading up to a final selection in late june don't forget we have 47:35.680 --> 47:42.960 up to a total of 400 000 singapore dollars in funding support and of course beyond the grant this is also 47:42.960 --> 47:48.880 your gateway to partnering with these industry leaders and accessing mentorship to scale your solutions 47:51.440 --> 47:58.640 so do join us do register if you have any further questions do reach out by the platform and thank you so much 47:58.640 --> 48:06.240 again for all of you for joining us and also to raj for very generously answering all the questions thank 48:06.240 --> 48:18.240 you so much and have a great rest of your day 48:28.640 --> 48:41.280 so 48:41.280 --> 48:48.320 so 48:48.320 --> 48:50.320 You