ISSUE 5 • SPRING 2012
iPad EFB taking off
Leveraging iCapability onto AA’s flight decks Calculating COW Cost of Weight re-assessed
Well connected
Smart management of aircraft communications: each domain is a winner
Balancing act
One technology, conflicting demands, squaring the airline IT circle to fit everybody in
White Papers: Leading Edge, Aeromechanical Services (FLYHT), Aviation Intelligence. Case Study: American Airlines Vendor Flight Log: Smart4Aviation PLUS: ‘The world according to IT & Me!’, News, Webinars and MRO Software Directory…
THE AIRLINE & AEROSPACE MRO & FLIGHT OPERATIONS IT CONFERENCE 2012 – FRANKFURT, 12TH & 13TH JUNE 2012 The World’s leading MRO and OPS IT Conference in the EMEA Region for airline and independent MRO personnel involved with reviewing, selecting or using MRO & Flight Operations IT systems.
Presentations including : iPad/Tablet technology in the Flight Deck EFB Project Management M&E Systems & the Low Cost Model Structuring the perfect M&E System The Connected Aircraft Line Maintenance Control Software
Workshops including : An iPad/Tablet Strategy Masterclass An EFB Masterclass Business Analytics for the Airline MRO Industry Independent Auditing of MRO Implementations Fuel Saving Masterclass Discuss your current or new system requirements with and have demos from over 40 leading MRO and Flight Operations IT suppliers in attendance. Two nights free accommodation available for Aircraft IT Members (airlines, aircraft operators and MROs) registering via +44 1403 230 888/307 or stephen@aircraft-commerce. com and quoting registration code FRA2012. For full details regarding this conference visit the event website here: http://www.aircraft-commerce.com/ conferences/Frankfurt_2012/default.asp
Hear and discuss the latest industry trends and developments
or call our hotlines on: +44 1403 230 888 / 302
04 Latest News and Technology updates
Change and development are part and parcel of any IT scene and especially so in Aircraft Operations. Those who want to know what is happening can check regularly on www.aircraftit.com/Operations and here in the AircraftIT Operations e-journal.
Editor’s comment
12 Case study: American Airlines’ use of the iPad on the flight deck
Aircraft IT Operations: what can be done today; what must be done tomorrow; and new ways of looking at old challenges. It’s a good job that Apple products never display any signs of crippling shyness because, in a world and time when there is much to consider, iStuff seems to always be part of the conversation. Indeed, if we’re not covering them in the well-informed articles that our contributors write, then we’re bringing the publication itself right on to the iPad with our Aircraft IT App. It seems that an increasing number of you favour this way of reading your copy of Aircraft IT because, as our News section reports, the 2nd May 2012 saw the 2,000th download, since launch in October last year, of the Aircraft IT iPad app. We’re pleased that you like the idea and plan to add more for your reading value in the future. However, as readers will know, while the method of accessing information is important, even the best devices rely on great content if what they display is to be of use. That’s why we go to such lengths to ensure that the content in Aircraft IT Operations is as well informed and as professional as you. In this issue you’ll read how the iPad got its FAA approval and what it brings to the work: indeed, you’ll find a whole article on the key subject of airliner connectivity. You’ll also see an analysis of the balance that software has to achieve between satisfying corporate policy and regulation, and doing the job that users expect of it as well as a whole new way to calculate cost of weight. And not forgetting the chance to view this issue’s Vendor Flight Log. Also, we’re proud to introduce yet more value in the form of our new column from Paul Saunders: whether you agree or disagree with his views, they’ll make you think. As well as that, the Aircraft IT live demonstration webinars continue to let readers research the software package most appropriate for their needs and access past webinars while, of course, future webinars are open for every reader who registers. At Aircraft IT we’re building a knowledge bank for your aviation intelligence. Ed Haskey, Editor, Aircraft IT Operations CLICK HERE: Send your feedback and suggestions to AircraftIT OPS AircraftIT OPS is published bi-monthly and is an affiliate of Aircraft Commerce and part of the AviationNextGen Ltd group. The entire contents within this publication © Copyright 2012 AviationNextGen Ltd an independent publication and not affiliated with any of the IT vendors or suppliers. Content may not be reproduced without the strict written agreement of the publisher. The views and opinions expressed in this publication are the views of the authors and do not necessarily reflect the views or policies of their companies or of the publisher. The publisher does not guarantee the source, originality, accuracy, completeness or reliability of any statement, information, data, finding, interpretation, advice, opinion, or view presented.
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Publisher/Editor: E-mail: Telephone: Website: Copy Editor/Contributor: Magazine Production: E-mail:
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Hank Putek Jr. B777 Pilot and EFB Team Lead, American Airlines What has driven the moves to iPads as Class I EFBs and what makes them suitable; the values and functions they bring to the flight deck and the benefits they offer airlines and crew plus how American Airlines has implemented them.
16 COLUMN: The World according to IT & Me!
iPad as an EFB: great functionality but what about the battery? Our new feature brings Paul Saunders’ world view right into your Aircraft IT eJournal. With a brief to stir up controversy, his first column highlights what could be a significant issue for airlines who have committed resources to developing iPad based EFBs.
18 White Paper: A New Approach to Cost of Weight
Stef Denuwelaere, CEO, Leading Edge Cost of weight (COW) has always been calculated based on a change in landing weight. Increased landing weight will require more fuel to be carried. Increased take-off weight (e.g. discretionary fuel) has a different effect on fuel burn. Here is a new way to calculate COW taking all of that into account.
22 VENDOR FLIGHT LOG: Dirk Baas shares with us what drives Smart4Aviation
In the latest of our Q&A pieces, we ask Dirk-Jan Baas, CEO at Smart4Aviation Technologies, to open his ‘Vendor Flight Log’ for AircraftIT.
23 Webinars – building your bank of knowledge
Right from inception, webinars have been a key feature of the Aircraft IT value offer; bringing together solutions providers and users through a convenient, global platform; expanding horizons and possibilities in the world of aviation IT.
24 Past webinars: knowledge transfer and access for industry experts
V iew Video Recordings of our Past Live Operations Software Demonstration Webinars See full information and view video recordings of past Live Operations Software Demos, including: ETS Aviation, Arconics and AIR SUPPORT.
26 White Paper: Aircraft Connectivity – Not just a node on your network
Walt Akerley, Technical Director, Aeromechanical Services (FLYHT) Airliners are connected but, usually, each domain operates discreetly using different transport methods. However, if aircraft systems, connectivity and security are properly managed, domains can safely and cost effectively share connectivity solutions.
30 WHITE PAPER:IT and the Pendulum. Balancing different IT systems
Shaun Rattigan, Technical Director, Aviation Intelligence In an airline, IT has to meet myriad needs from financial control to marketing information, planning and reporting; plus the specific and regulated needs of Operations and Engineering. How can these different needs be balanced?
34 Operations Software directory
A detailed look at the world’s leading Operations IT systems.
4 | NEWS | AIRCRAFT IT MRO | SPRING 2012
AircraftIT for iPad reaches 2000 downloads
The 2nd May 2012 saw a significant milestone with the 2,000th download, since launch in October last year, of the AircraftIT iPad app from the iTunes App Store. The app, which complements the AircraftIT website, a global portal for aircraft MRO and operations IT suppliers and buyers, has been developed by Conduce Software. After an initial flurry of downloads, which saw the first thousand downloads achieved in less than a month, there has been a steady trickle of new installs each week. AircraftIT for iPad, is available as a free download on the iTunes App Store. Keep an eye out for the next version of AircraftIT with new content and features coming very soon. Preview AircraftIT for iPad here.
Alaska Airlines and Horizon Air use Smart LOAD and Smart COMM from Smart4Aviation Smart4Aviation have announced their newest partners, Alaska Airlines and Horizon Air; award winning companies renowned for their dedication to quality, customer service and on-time performance. The move is to help them meet their goal of setting the standard for weight and balance, and efficient operations communication. Smart4Aviation will be providing Smart LOAD and Smart COMM applications for the world’s first truly exception based weight and balance and load planning system. The combined vision is to fully automate and optimize the load planning activity, engaging agents only when economic or loading irregularities occur.
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info@smart4aviation.aero
Aviaso supports Pratt & Whitney in providing Fuel Efficiency Software for Monarch Airlines
It was announced in May that the fuel savings software from Aviaso will be used at Monarch Airlines to support Pratt & Whiney’s fuel conservation program. Monarch Airlines selected Pratt & Whitney’s fuel conservation program, EcoFlight Solutions, reaching a 5-year agreement (see attached Press release). Aviaso is the exclusive provider of Fuel Efficiency software for Pratt & Whitney, offering a full range of data analysis, reporting, and monitoring tools to help airlines save fuel and reduce emissions. For the implementation at Monarch Airlines Aviaso has appointed a dedicated team, which configures the software according to the needs of Monarch Airlines and integrates the software with the airline’s various existing IT systems. The fuel conservation software from Aviaso includes more than 100 ready-made analysis reports. These reports allow an airline to thoroughly understand the fuel consumption and to identify potential fuel savings. Furthermore, the Aviaso solution not only identifies the fuel savings, but also helps in actually achieving these savings by rigorously monitoring the various fuel saving initiatives for each and every flight.
SPRING 2012 | AIRCRAFT IT OPERATIONS | NEWS | 5
Navtech Inc. joins AircraftIT vendor group AircraftIT is very pleased to announce that Navtech Inc. has joined the publication’s growing panel of vendors. As a global provider of flight operations solutions, serving more than 350 airlines and aviation services customers, Navtech’s product suite includes aeronautical charts, navigation data solutions, flight planning, aircraft performance software (take-off/landing, weight and balance), and crew planning solutions. Many of Navtech’s products can be configured as part of an EFB solution, including take-off data calculation, weight and balance, and aeronautical charts, supported by Navtech’s AS9100 and ISO:9001 certification. . AircraftIT editor and publisher, Ed Haskey, welcomed the involvement with Navtech, saying that, “This further reinforces the professional involvement and industry experience that not only informs so much of AircraftIT’s content but also is drawing increasing numbers of aviation IT professionals to join our growing readership.”
Navtech Inc., in February 2012, expanded its relationship with longterm customer, Cathay Pacific Airways, through an agreement for provisioning aeronautical charts and navigation data. Navtech Charts along with Navigation Data for Honeywell FMS and ARINC 424 will be supplied to Cathay Pacific Airways, its sister carrier Dragonair and joint venture all-cargo carrier Air Hong Kong. The companies signed the multiyear agreement during which time they will continue to work together to enhance Navtech’s charts products, specifically the electronic Navtech eCharts. Cathay Pacific has been a Navtech Charts supplement customer for many years, as well as a member of the Navtech Charts Council and the Navtech Advisory Group. Navtech Charts is a family of aeronautical charts products in which Navtech has combined features of their legacy products, Aerad Charts and Route Manual, into a modern and user-friendly navigation product. Navtech designed the charts using research from Human Factor specialists and working closely with, pilots. Navtech and eTripTrader partner to create enhanced offering for crew management, An integration of bidding, pairing and trading tools Still in February 2012, Navtech, partnered with eTripTrader, a Boise, Navtech builds relationships across the sector ID software company specializing in automated and customizable schedule management systems, to offers airlines a blend of Navtech’s and around the world Crew Planning products and eTripTrader’s employee scheduling and Cathay Pacific Airways, Ltd. (with Dragonair and Air Hong Kong) signs shift trading solutions, providing a new choice for airlines seeking an multi-year contract for Charts and Navigation Data
integrated, efficient and balanced process. All Navtech and eTripTrader crew products can be used from mobile devices and tablets. The combined offering will serve to meet crew performance and cost-saving expectations while offering crews more flexibility to fit their lifestyles. Navtech and GlobalNavSource partner to Offer business jet operators expanded electronic charts coverage through iPad EFB Moving on to March 2012, Navtech Inc. announced a new partnership with GlobalNavSource to provide Navtech iCharts and Navtech iCharts Enroute via the GlobalNavSource Electronic Flight Bag platform, EFB v2.0. Together, a broader collection of international aeronautical charts is being offered to GlobalNavSource business and general aviation customers through the in-flight EFB app, supporting paperless operations and giving pilots more convenient access to charts, plates, weather and other data. Navtech’s electronic charts support all EFB Classes (1, 2 & 3) with terminal and seamless enroute charts
Navtech chosen to be charts supplier to UK Ministry of Defence - Electronic aerodrome charts to be supplied to AIDU
Also in March 2012 Navtech announced a multi-year contract with the UK Ministry of Defence (MoD) Aeronautical Information Documents Unit (No 1 AIDU) to provide Navtech eCharts of commercial aerodromes to UK military services leaving AIDU itself to concentrate on the production of military aerodrome charts.
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6 | NEWS | AIRCRAFT IT MRO | SPRING 2012 Click here for full SOFTWARE details and for a demo
SITA supplies EFB applications and services for GOL and supports Air Traffic Control in European Single Sky GOL selects EFB for entire fleet
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GOL Linhas Aéreas Inteligentes, the largest low-cost and low-fare airline in Latin America, selected air transport IT provider SITA, and its technology partner Flightman, in March 2012, to provide applications and services for the electronic flight bags (EFBs) on board its entire fleet of 130 Boeing 737-NG aircraft. The five-year contract, announced at the Latin American aviation summit FIDAE, includes the provision of SITA e-Aircraft Application Services, a solution that uses SITA’s new EFB integration module to minimize the challenge of integrating EFB technology with airline IT systems. SITA’s service runs on GOL’s selected Class II EFB hardware which delivers the most benefits for retrofits. Located in the cockpit, it integrates communication avionics with hardware and software to enable the exchange of real time information between the aircraft and the airline’s ground operations. As part of the delivery of the SITA e-Aircraft Application Services, the SITA team will work with GOL to ensure the airline achieves the maximum operational, economic and safety benefits obtainable from an EFB program. Implementation has already begun at GOL and when full regulatory approvals are achieved the solution will be used as GOL equips the 130 aircraft with its selected EFB hardware.
Spain adopts SITA’s datalink infrastructure to join Single European Sky
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Also in March 2012, Entidad Pública Aeropuertos Españoles y Navegación Aérea (AENA), which manages air traffic control in Spanish airspace, selected SITA to upgrade its air to ground radio network to meet the requirements of European regulations on the implementation of data link services. The regulations relate to the deployment of VHF Digital Link (VDL) Mode 2, in conjunction with the Aeronautical Telecommunication Network (ATN) or ATN/VDLm2 as it is known. The agreement covers the upgrade of 27 VHF ground stations, which AENA acquired from SITA in 2002, and the deployment of 11 new stations. It also includes the delivery of an independent VDLm2 frequency, and ATN infrastructure, monitoring platform from ALTYS Technologies. The introduction of air to ground data link services is a major requirement not only to meet the requirements for the Single European Sky but to provide Spanish air space with reduced pilot and controller workload, improved air route capacity and enhanced safety.
Implementing Rule on Data Link Services
In 2009, a European regulation, the Implementing Rule on Data Link Services, was enacted. This regulation mandates the introduction of the Controller Pilot Data Link Communications (CPDLC) application in the European Union airspace. It requires all EU air navigation service providers and airspace users operating in their airspace to be equipped with the required ICAO-compliant technology based around the Aeronautical Telecommunication Network (ATN) and VHF Digital Link Mode 2 (VDLm2) from 2013 onwards. CPDLC enables pilots and air traffic controllers to exchange certain routine air traffic control messages via data link replacing the traditional means of communication over radio that have been used in the industry for over 50 years. EUROCONTROL, the European organization for the safety of air navigation, estimates that CPDLC implementation in European airspace will bring an 11% increase in capacity and a 29% reduction in controller workload. Safety will also be enhanced thanks to the replacement of congested, poor-quality voice channels by data channels where messages are unambiguous and available on screen in the cockpit. The regulations require western European air navigations service providers (ANSPs) to equip their air traffic control (ATC) centers with data link systems by 2013 and require operators of aircraft flying in their airspace to install ATC data link avionics by 2015.
NATS moves closer to Single European Sky with data link solution
Finally in March 2012, SITA, and Egis - through its subsidiary Egis Avia, were selected by NATS to provide the air traffic control service provider with a data link front end processor (DL-FEP) and Pro-ATN routers. This will enable NATS, which services aircraft flying in UK airspace and the eastern part of the North Atlantic, to meet the European Commission’s 2013 deadline for the implementation of controller pilot data link communications (CPDLC) across Europe. The DL-FEP and Pro-ATN solutions will be deployed at NATS’ area control centers at Swanwick, Prestwick and its corporate and technical center in Whiteley. The DL-FEP, which was jointly developed by SITA and Egis Avia, will connect the NATS flight data processing systems via VHF data link networks with aircraft systems using CPDLC. It acts as a data link communication gateway, enabling the NATS air traffic control system to seamlessly communicate with both FANS (future air navigation systems) and ATN (aeronautical telecommunication network) equipped aircraft.
SPRING 2012 | AIRCRAFT IT OPERATIONS | NEWS | 7
AeroMechanical Services’ AFIRS: the latest developments NetJets Europe to install AFIRS with full services on 30 aircraft
In March 2012, AeroMechanical Services Ltd. (AMA) signed a contract with the largest business jet operator in Europe, NetJets Europe. AMA will provide the Automated Flight Information Reporting System (AFIRSTM) and services for 30 Hawker Beechcraft 750/800XP aircraft. The Company and NetJets Europe have engaged in a collaborative in-service evaluation of the AFIRS 220, its Fuel Initiative Reporting System Tracker (FIRSTTM), and FLYHTStreamTM programs over the past two and a half years. During that time, a Supplemental Type Certificate (STC) was obtained from the European Aviation Safety Agency (EASA) for the AFIRS 220, applicable to the Hawker Beechcraft 987 series of business jets. The initial installations will consist of the Company’s next generation AFIRS 228B, which will be updated to the AFIRS 228U to provide compliance with Europe’s new air traffic control regulations (Link 2000+) for Protected Mode Controller Pilot Data Link Communication (PM CPDLC). The AFIRS 228U upgrade will be implemented when certification activities are completed, well before the February 2015 compliance deadline. AMA first announced an AFIRS 220 installation on a NetJets Europe’s aircraft on September 9, 2009. It was the company’s first business jet installation which will see them provide equipment and services to NetJets Europe over a five-year contract. The installations for Hawker Beechcraft 750/800XP will commence in April 2012 and activation will occur when AMA receives all necessary certifications. The Company has previously received a provisions-only STC for AFIRS 228 on the Hawker Beechcraft 750/800XP from EASA and a flight test was successfully conducted on January 26, 2012, in order to obtain the full activation STC. It is anticipated the Company will receive the activation approval and STC from EASA within eight weeks of the flight test.
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AFIRS Reaches One Million Flight Hours
Also in March 2012, AeroMechanical Services Ltd. (AMA) announced its customers have logged one million flight hours of real-time flight analysis using AFIRSTM. While airborne, AFIRS monitors aircraft systems and sends data to the ground including engine trending, airframe and engine exceedances, plus Out, Off, On and In (OOOI) times along with providing satellite voice and data communications. The Company has tracked the flight hours of AFIRS units since the technology’s commercial inception in 2005.
First AFIRS 228 Activation STC
Later in March 2012, AeroMechanical Services Ltd. (AMA) received its first activation Supplemental Type Certificate (STC) for AFIRSTM 228 on a CRJ-900 Series aircraft. The activation STC was approved by Transport Canada Civil Aviation (TCCA) and issued under the authority of AMA’s Design Approval Organization. It allows for the full installation of AFIRS 228 on the aircraft type. AMA announced a contract with a North American CRJ operator, to which this STC applies, on June 21, 2011. Since then, the Company received the provisions only STC and installed the AFIRS 228 on the customer’s aircraft to conduct the necessary flight test. A STC constitutes approval to modify an aircraft design while retaining airworthiness certification and is necessary to permit retrofit installation of aeronautical products such as AFIRS.
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A Canadian Charter Airline is signed
Finally, and in April 2012, AMA signed a contract with a Canadian charter airline for AFIRSTM 228B on two Boeing 737-700 aircraft. The airline operates Canadian domestic and international charter flights for a variety of organizations and groups. AMA will provide equipment and services to the airline over a three-year contract. Installations are scheduled to begin in the second quarter of this year. The installations will commence upon AMA receiving all necessary certifications for the Boeing 737-700 and no issues are anticipated for the completion of the certifications.
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8 | NEWS | AIRCRAFT IT MRO | SPRING 2012
Jens Pisarski joins IFS as LOT Polish Airlines Chief Operating Officer and selects Fuel Efficiency VP Sales & Marketing Software from Aviaso
IT Vendors: want to get your message out?
IFS announced in March 2012 that they have appointed one of Europe’s top aviation software sales and marketing professionals, Mr. Jens Pisarski of Billund, Denmark, into the business as new Chief Operating Officer (COO) and VP Sales & Marketing in order to boost global sales, marketing and business development strategy efforts for EFB (electronic flight bag) solutions as well as operational capabilities. Mr Pisarski is not new to the aviation software scene, having been a leading force during the last 18 years establishing Danish flight planning software provider AIR SUPPORT A/S on the world market as a flight planning software solution for business aviation operators and regional/cargo/scheduled airlines as well as the military and utility operators. His management responsibilities will cover the entire span of sales, marketing, administration, key account management, business development, financial aspects as well as IT Contract Management and legal affairs.
Air Arabia selects navAero EFB
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It was announced in April 2012 that navAero has been selected by Air Arabia to supply the t·Bag™C22 Class 2 Electronic Flight Bag system for the airline’s fleet of A320 aircraft. The contract will see navAero providing EFB hardware and two strategic partners providing software applications - Lufthansa Systems for electronic charting and Aviobook for the EFB software main framework and other applications. Together, this solution will provide Air Arabia with an advanced, integrated Class 2 platform. The contract covers the airline’s projected fleet of 44 A320 aircraft. Dual networked navAero t·Bag™C22 hardware systems will be installed on the Air Arabia flight deck and will feature the optically enhanced, highresolution t·Pad™ 2000 display. The navAero EFB system CPU will be delivered with Microsoft Windows 7 operating system installed. The navAero EFB system architecture will be deployed via EASA STC 10028447 and will include flexible provisioning for future WiFi connectivity to enable EFB on-ground data transfer to Air Arabia’s ground infrastructure. Retrofit installations of the EFB systems will be executed by Air Arabia’s internal MRO and will begin with deployments onto four aircraft in the next 90 days. Subsequent installations will involve one to two aircraft each month until the entire fleet is equipped.
LOT Polish Airlines signed an agreement with Aviaso in April 2012 for the deployment of a comprehensive software solution to help LOT achieve the goals of their fuel efficiency project. By actively managing its fuel efficiency project and with the implementation of the new software, LOT aims to reduce fuel cost and emission footprint by an estimated three to five per cent annually. Fuel conservation software from Aviaso includes more than 100 ready-made analysis reports, allowing an airline to thoroughly understand the fuel consumption and to identify potential fuel savings. Furthermore, the Aviaso solution not only identifies the fuel savings, but also helps in really achieving these savings by rigorously monitoring the various fuel savings initiatives for every flight.
Initiation and first deliveries of latest version PPS8
In April 2012, Air Support announced that their Pre-flight Planning System PPS has been further developed with PPS8 (Windows version) using brand new WPF technology for even greater screen clarity. A few selected customers have received an initial release of this latest version of PPS. Also, the first ‘live’ uploads to CrewBriefing and the firm’s AMEXSY filing system have already been successfully completed. There will now follow an implementation phase for the new product, during which a few customers at a time will receive PPS8 version in a launch program designed to ensure a smooth transition to the latest system. Implementations will be carefully monitored and, during this period, the Air Support development team will receive feedback from users to continue with a program of bug fixes.
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10 | NEWS | AIRCRAFT IT MRO | SPRING 2012
Who’s in the news: Vendors Air Support
Air Support offers pc-based flight planning software systems with integrated web-based crew briefing services to private and commercial business aircraft operators, regional/ charter/cargo/national airlines as well as military/utility operators.
Aviaso
Aviaso is an international software company developing products exclusively for the aviation industry. The focus of Aviaso is on complex, operational aviation topics such as Fuel Efficiency, EUETS, Aviation Reporting, and Crew Communication. Additionally, Aviaso has experience integrating aviation IT systems and also develops the Aviation Portal - an intranet solution for aviation companies.
AvioVision N.V.
AvioVision N.V. aims to bring innovative solutions to common problems identified in missioncritical industries (such as aviation), by facilitating integration of technologies in its products, combining them with operational excellence into smart solutions for front line and back-office staff.
The Conduce Group
The Conduce Group is an IT and business services organization providing professional services through IT Services, Consulting and Software divisions. The recent acquisition of Dreamscape Design has further extended the service.
Egis Avia
Egis Avia offers a cross-disciplinary service in air traffic management (ATM), airport and air operations. The services set, assistance and products is designed to enhance performance while focusing on efficiency, multi-level regulation, environmental sustainability, safety and security.
eTripTrader, Inc.
eTripTrader has developed tools for managing work-life balance for employees and organizations. Based out of Boise, ID, the company helps employ workplace flexibility as a business strategy by providing automated, customizable, shift trading systems.
Flightman
Flightman, originally Aircraft Management Technologies (AMT), provides ‘Connected Aircraft’ solutions to airlines focusing on regulatory compliance, operational efficiency, and in-cabin passenger service and revenue opportunities by integrating the aircraft within the Enterprise IT infrastructure.
Flight Sciences International
Flight Sciences International is one of the leading providers of comprehensive fuel conservation programs for commercial airlines. Since 1992, Flight Sciences has helped airlines worldwide to reduce their fuel consumption and greenhouse gas emissions.
FuelPlus
FuelPlus Software GmbH develops and delivers software solutions for the global aviation industry. Solutions enable users to implement and operate fuel management processes, meet governmental accounting standards, improve internal efficiencies, and achieve savings. They also enable emissions monitoring and reporting.
GlobalNavSource
GlobalNavSource is an iPad EFB specialist that developed the path to allow FAA approval of iPad based EFB solutions and is the developer of the iPad EFB app. EFB offers a user friendly intuitive interaction with GlobalNavSource charts and plates.
IFS
IFS develops and delivers applications for ERP (Enterprise Resource Planning) and EAM (Enterprise Asset Management) plus Supply Chain Management (SCM), financials, project management, service management – even complex Maintenance Repair and Overhaul (MRO).
Lufthansa Systems
Lufthansa Systems offers software and systems solutions and operates its own data center. Products and services target efficiency, costs or profits and include IT consultancy, development and implementation of industry solutions, and operation.
Navtech, Inc.
Navtech, Inc. is a provider of flight operations solutions including aeronautical charts, navigation data solutions, flight planning, aircraft performance software (take-off/ landing, weight and balance), and crew planning solutions with many products that can be configured as part of an EFB solution, including take-off data calculation, weight and balance, and aeronautical charts.
Smart4Aviation
Smart4Aviation combines over ten years of aviation and aeronautical experts’ expertise with the knowledge and skills of AzimuthIT specialists with experience and knowledge in both the aeronautical domain and the software development The company develops and delivers solutions for airlines and associated companies.
Who’s in the news: Airlines, Aircraft, Operators, OEMs and infrastructure managers AENA
Entidad Pública Aeropuertos Españoles y Navegación Aérea (AENA) manages air traffic control in Spain’s airspace, which covers mainland Spain, the Balearic and Canary Islands, and is one of the fastest growing in Europe. Recent forecasts by Airbus suggest air traffic in Spain will almost double by 2030.
No1 AIDU
For more than 50 years No1 Aeronautical Information Documents Unit (No1 AIDU) is charged with providing valuable geospatial data to all aspects of HM Armed Forces (UK) including the production of all aspects of aeronautical data.
Air Arabia
Air Arabia (PJSC) currently operates a fleet of 30 new Airbus A320 aircraft, serving some 70 routes from three hubs in the United Arab Emirates (UAE), Morocco and Egypt.
Alaska Airlines
Alaska Air Group, Inc., is the holding company for Alaska Airlines and Horizon Air, Seattle-based carriers that collectively serve over 90 destinations in the United States, Canada, and Mexico. Alaska Airlines operates a mixed fleet of Boeing 737 and Bombardier types.
Cathay Pacific Airways, Ltd.
Cathay Pacific Airways, Ltd. is an international airline registered and based in Hong Kong, offering scheduled passenger and cargo services to more than 160 destinations worldwidewith a fleet of 130 wide-bodied aircraftThe airline is a founding member of the oneworld global alliance.
Etihad
Etihad Airways is the National Airline of the United Arab Emirates (UAE). The airline was set up by a Royal Decree in July 2003, with Abu Dhabi, the capital of the UAE, as its hub. The airline’s fleet of 57 aircraft operates close to 1000 flights per week, serving an international network of 66 destinations in 44 countries.
Transportes Aéreos
Gol Transportes Aéreos is a Brazilian low-cost airline based in Comandante Lineu Gomes Square, São Paulo City, Brazil. It owns the brand Varig and, operates a growing domestic and international scheduled network.
LOT Polish Airlines
LOT Polish Airlines is the flag carrier of Poland and one of the world’s oldest airlines still operating under its original name. Mainly from its hub at Warsaw Chopin Airport, LOT operates a fleet of 50 aircraft to nearly 60 destinations in Europe, the Middle East, North America, and Asia.
Monarch Air
Monarch Airlines operates a fleet of 32 aircraft on scheduled and charter flights from a number of UK airports. Flying to more than 50 destinations worldwide, it carries around 6.5 million sector passengers every year, and is also a key supplier of aircraft and seats to the tour operating industry.
NATS
NATS operates 16 ATC towers and 2 ACCs (en-route control centres) and handled 2.1 million flights in 2011. This summer it is preparing for the London 2012 Olympics when it expects to handle 700 additional commercial flights within London airspace, 3,000 additional business aviation flights, many extra helicopter movements per day, and the arrival and departure of 150 heads of state.
NetJets Europes
With 150 European aircraft making 66,000 flights a year plus access to 800 aircraft worldwide, NetJets is three times larger than our four nearest business jet competitors combined. The operator flies to 5,000 airports worldwide, including hundreds that aren’t available on commercial routes.
Pratt & Whitney Global Service Partners
Pratt & Whitney Global Service Partners is a total service provider for engines made by Pratt & Whitney, International Aero Engines, General Electric, Rolls-Royce and CFMI®. Pratt & Whitney is a world leader in the design, manufacture and service of aircraft engines, space propulsion systems and industrial gas turbines. United Technologies, based in Hartford, Conn., is a diversified company providing high technology products and services to the global aerospace and commercial building industries.
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12 | CASE STUDY: AMERICAN AIRLINES | AIRCRAFT IT MRO | SPRING 2012 Astronautics Class III EFB, ‘NEXIS’
A
merican Airlines made aviation history in December 2011 when the Federal Aviation Administration granted the carrier approval to use Apple iPads during ‘All Phases of Flight’; a first in the industry. The approval was initially for the 777 fleet, and American is currently seeking to expand their approval to use the iPad product on all other fleets as well.
American Airlines, iPad enabled, FAA approved There are a number of reasons why, says Hank Putek Jr. B-777 Pilot with American Airlines and Allied Pilots Association Safety Committee, iPad based EFBs are heading the field
Why iPads?
There are a couple of good reasons why the iPad has come on so strong in the commercial aviation world. The first is obvious – cost. The cost of entry into the EFB world with an iPad is rock bottom. It’s a consumer
electronic device that does not require certification and that keeps the up-front costs low. Another reason airlines are choosing iPads is that the iPad iOS operating system architecture is closed, secure and easy for airline IT departments to lock down. Furthermore, the iPad hardware itself is sealed - you cannot change the processor, the RAM, or the hard drive, so hardware configuration control is already done for you. This greatly assists the airline to meet the hardware configuration control requirement as required by the FAA and other regulators. The iPad is cheap, easy to configure and relatively secure, and that makes it a ‘no-brainer’ to implement as a Class I EFB, personal electronic device (PED).
“The cost of entry into the EFB world with an iPad is rock bottom. It’s a consumer electronic device that does not require certification and that keeps the up-front costs low. Another reason airlines are choosing iPads is that the iPad iOS operating system architecture is closed, secure and easy for airline IT departments to lock down.”
SPRING 2012 | AIRCRAFT IT OPERATIONS | CASE STUDY: AMERICAN AIRLINES | 13
Hank Putek at the controls of a B-777 with a secured iPad
An AA 777 with iPad in secured and viewable position on the flight deck.
Overall operational benefit
From the perspective of the airline pilot, using the Apple iPad on the flight deck (instead of paper), brings numerous improvements to both quality of work life, and operational safety. From the airline’s perspective, the use of iPads on the flight deck can result in significant cost savings by reducing uplifted weight (thereby reducing fuel burn), decreasing CO2 emissions, decreasing injuries on duty, headcount reduction or reassignment, and distribution expenses reduction. On the flight deck, the use of iPads significantly increases a pilot’s situational awareness during ground taxi operations because the digital airport surface chart can be panned and zoomed to the aircraft’s exact location on the surface of the airport. This greatly reduces the opportunity for a runway or taxiway incursion/excursion event. Additionally, since the terminal charts are backlit, they are much easier to read at night than a paper taxi or approach chart, which requires the use of an incandescent overhead light shone down onto the paper chart reflecting both the color temperature of the light source, and the whiteness of the paper into the pilots eye’s which adds to eye strain and fatigue during night operations.
Data accuracy
Accuracy of the terminal charting revision process is also an advantage for pilots using the iPad in the cockpit. As readers may already know, having to manually revise thousands of pages across the course of a year leaves untold room for error, lost charts, incorrect charts, etc. Using an iPad with a digital charting application completely removes this possibility since the updating process is automatic. The pilot activates the application and then presses one button – the chart database is updated immediately and completely.
“…as the iPad is an ideal terminal chart viewer and it meets all the FAA requirements for displaying a digital charting solution, including DO-160F rapid depressurization testing, and electromagnetic interference testing.” More efficient Flight Ops
Currently, pilots carry flight kit bags with them on every trip. The weight of these kitbags varies between 37 pounds, and 56 pounds, and some flights have four pilots onboard, which means there is about 200 pounds of paper on international long haul flights. As the price of jet fuel has skyrocketed across the past five years, so has the cost to lift a pound of weight into the sky – the more expensive jet fuel is, the more valuable it is to the operator to reduce the uplifted weight as much as possible. American Airlines has well over 2,400 departures per day so once you start multiplying those numbers, the cost to carry a pound can be staggering.
Quality of work life
There also is a significant quality of work life improvement for pilots using an iPad, as there is no longer a need to lug a heavy kit bag around. An iPad weighs in at 1.6 pounds, and can store worldwide electronic terminal charts, en route charts, the entire ship’s library of manuals, all the maintenance procedures manuals, and operational data required, a near impossibility with paper. American Airlines 777 pilots do carry the Quick Reference Handbook (QRH), and en route oceanic charts in paper format. Everything else is represented digitally. It is also interesting to note that some airlines average about 50 cases of injury on duty per year from pilot shoulder
and back injuries received when twisting and stretching while placing the heavy kitbag into position on the flight deck. Implementing the iPad into flight crew operations eliminates the pain, suffering, surgery, and annual cost of these injuries.
Class I EFB program
When American began its Class I EFB program in late 2005, the iPad did not exist. At that time, the Allied Pilots Association did a survey of its membership to determine how many pilots carried a laptop computer with them on every flight. The result was an astounding 77%. The Association then approached the airline’s flight department management about building an electronic flight bag program. The Flight Department agreed that a significant potential existed, and a new program was born – ‘The First Step’ EFB program. The APA and the AA Flight Department also entered into a unique partnership, and created the AA EFB Team. The AA EFB Team then met with the FAA Certificate Management Office in Fort Worth, Texas to determine the viability of allowing pilots to store their flight manuals and required in-flight reference materials on the laptops that they were already carrying with them on every trip. The FAA approved AA’s Class I EFB program, and American built a flight manual download portal on their pilot website – a place where pilots could go and download all the flight operations manuals onto their personal computers, resulting in their ability to leave those same
14 | CASE STUDY: AMERICAN AIRLINES | AIRCRAFT IT MRO | SPRING 2012 paper manuals at home. The First Step Program was a real hit with the flight crews, and the pilot response was tremendously and overwhelmingly positive.
iPad Introduction
Flight Crew for world’s first Class I iPad EFB flight on a Boeing 777-200 (Left-Right F.O. Everett Nickolin, Capt. Jeff Satterwhite, F.O. Rob Ingram)
A couple of years later, when the iPad was first introduced by Apple, the paradigm shift from paper terminal charts to a digital database began as the iPad is an ideal terminal chart viewer and it meets all the FAA requirements for displaying a digital charting solution, including DO-160F rapid depressurization testing, and electromagnetic interference testing. History was made in the aviation industry when American Airlines won FAA approval to use the iPad as a Class I device with Type A applications – a first in the industry and in the world. American set the standard, and other airlines followed. Nearly a year later Alaska Airlines also gained FAA approval to use the iPad instead of paper manuals as a Class I device. United Airlines followed suit, and UPS has entered the iPad world as well. American wasn’t finished though, and on June 16th of 2011, American Airlines became the first Part 121 carrier in the world to launch two 777s with iPads containing digital flight manuals, and digital terminal charts. June 16th was the beginning of what would be a six month limited line test (LLT) conducted by the 777 pilots of the Los Angeles crew base. Pilots checked out iPads from charging stands before the trip, and checked them back in after the trip was over. This system
allowed American to test the iPad’s potential without a significant capital investment in hardware or software. The LLT process was a complete success, and in December 2011, American Airlines was again the first in the world to be issued an FAA OpsSpec A061 which allows all of American’s flight manuals and terminal charts to be electronically based on iPad. American currently has FAA approval to operate Apple iPads as a Class I EFB, with Type A and Type B applications during all phases of flight.
Jeppesen Mobile TC Pro
A partner in American’s endeavor to shift the paradigm from paper to digital terminal charts is the Jeppesen Company (owned by Boeing Aircraft Company). The American Airlines EFB Team, and the Jeppesen iOS programmer team worked together to enhance and implement the JeppTC iPad charting application that could be used in Part 121 air carrier operations. The result is an application called the Jeppesen TC Pro. It is a robust application that allows pilots to store, view and update charts with literally one press of the button. AA has been a customer of Jeppesen for over 50 years.
What about Android OS?
Cracking the Android nut (so to speak) will be a daunting task. Although airlines like to have both software and hardware choices (to improve value received from a competitive contracting process), the Android operating system is full of security holes, and
Searching for EFB Solutions on iPad and other Platforms? Use the Aircraft IT Operations Portal to: • Search through a list of major EFB Vendors • Explore the possibility of the iPad in the Flight Deck • Watch live EFB software demonstration webinars Visit the Aircraft IT Portal for full details by clicking here.
SPRING 2012 | AIRCRAFT IT OPERATIONS | CASE STUDY: AMERICAN AIRLINES | 15 hosts the largest percentage of malware events recorded across any given time period, and any given OS. Because of the open source nature of its construction, the Android operating system is currently not suitable for use in Part 121 operations. There are many variants of the Android OS, and many variants of Android hardware types available. Hardware and application configuration control is very difficult with this platform. Most hardware units have different processors, GPU’s, firmware, hard drives, etc., as well as many flavors of the Droid OS. It is increasingly difficult for programmers to write code for all the variants of the internal components, therefore the required application may not behave the same across different hardware platforms making successful software implementation extremely difficult from a programming view. The Apple iOS operating system does not have this problem. Apple locks down the hardware specification, and set’s the iOS standards (which do not vary), and this eliminates 99.9% of the variables, which results in an easy implementation strategy for airline IT departments. Additionally, the iOS system was designed with the corporate enterprise in mind, so VPN and other security schemes are easily implementable and very robust.
Application options
Today, so many different electronic charting and electronic maintenance logbook applications exist, it would be impossible to discuss them all in the limited space of this report. There are however, a few iPad applications that stand out from the rest.
Lufthansa Systems – LIDO/iRoute Manual Pro
In the electronic charting and database world, the Lufthansa Systems LIDO/iRM Pro full color iPad application containing terminal charts is superb. Their application’s human interface is well thought out and implemented, and their volume pricing structure makes the product affordable across small and large enterprises, which has the potential to significantly reduce an airline’s costs for a digital charting solution. Currently FEDEX, and other international carriers use their product. They also build custom tailored charts for any airline’s operational theater.
UltraMain Systems USI
This Albuquerque New Mexico based US company designs electronic maintenance logbook software both for the flight deck and back office implementations. Their products include efbTechLogs™, eReporting™, and damage Log™; all of which include the associated ground systems. Currently KLM, and Singapore Airlines are using UltraMain products, and recently UltraMain was awarded OEM status with Boeing, so
“…when paired with the appropriate application(s), the Apple iPad, used as a Class I device (with an ‘all phase of flight’ approval from the regulator) is an excellent option for Part 121 and 135 airline and freight operators who want to get the best bang for their buck…” their products will fly on Boeing airliners right out of the factory.
System integrators
The AA EFB Team did all the system integration and implementation work. The path for AA was well defined by FAA regulation, and the iPad was extremely easy to implement on the 777 because most of the human factors consideration regarding the iPad’s secured and viewable location were already engineered by the Boeing Human Factors Group.
What about Class II hardware devices?
Regarding the various Class II devices available to airline operators, the field has been full of dismal offerings over the past few years. Most units were a complete compromise, and really anti-high tech and unsuitable for airline flight deck operations. Today, there are a few nice boxes out there, but some still are lacking in the hardware engineering specification, and use Windows as an operating system, which is, in itself a serious compromise of data security, and reliability. Also to note, many of the Class II hardware builders across the past five years have gone out of business. They tried to use old, Pentium M class processors that got hot, were slow, and failed much of the time. The amount of RAM available for use was small, and the communications protocols were 25 years old. Some even used ‘film on glass’ touch screens and of course, the touch surface wore out easily in actual line operations. Many units used rotating platter hard drives, which are unsuitable for airline operations due to vibrations and oscillations that are translated through the mounting bracket into the EFB unit itself.
Summary
The Apple iPad Class I EFB, when fitted with appropriate software, and integrated into a company’s enterprise network, has the potential to have a very short return on investment (ROI) period, as well as returning about 75% of what an all up Class III device,
Class III EFB, depicts an Astronautics Class III EFB on a 767, with In Trail Procedures software running’
fully implemented value would be. This is because although the Class III device is a more purpose built, certified, bolted-in the-aircraft design, the number of applications that can save airlines money are currently somewhat limited by outside constraints. It’s my belief that once the airspace systems around the world are synchronized and modernized, and more NextGen feature/benefits are known and come online, the Class III device will bring airlines significant efficiencies in the way that they will fly the aircraft – such as using In-Trail software and procedures, oceanic climb/descend and direct to, just to name a few. Fully implementing those systems will require significant and continued investment by governments and airline operators. Most modern aircraft have ADS-B out transponders, but only a few have ADS-B in capabilities. The ADS-B in capability can cost upwards of seventy thousand dollars for each tail, so airlines are reluctant to install the required electronics, when the ground infrastructure does not exist, and other aircraft are not similarly equipped. So in the near term, when paired with the appropriate application(s), the Apple iPad, used as a Class I device (with an ‘all phase of flight’ approval from the regulator) is an excellent option for Part 121 and 135 airline and freight operators who want to get the best bang for their buck, with minimal capital expenditure up front, and very minimal equipment maintenance. That the iPad works well and lasts a long time, is a paradigm that will not be eclipsed anytime soon by the competition. n Disclaimer This report is the opinion of the author, Hank Putek Jr, and not necessarily American Airlines. The author has spent the past seven years on the American Airlines EFB Team and, as such, has been instrumental in all phases of AA’s EFB program design, acquisition, implementation, and regulator approval of such. Hank can be contacted at: apaefb@alliedpilots.org,
Hank Putek Jr.
Pilot/EFB Team Lead, American Airlines
A computer scientist and 28 year veteran international, heavy jet pilot flying DC-10’s, 747SP’s, and 777’s: Hank has amassed over 10,000 flight hours. He has been six years as Chief Technical Officer for a California corporation and was finalist for the Aviation Week and Space Technology Laureate Award held in Washington DC, in the Information Technology/Electronics category, for his work on the iPad project at American Airlines. He is currently on the Allied Pilots Association Safety Committee, specializing in electronic flight bags. The Allied Pilots Association represents 10,000 pilots that work at American Airlines.
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16 | SAUNDERS’ – CONDUCE CONSULTING | AIRCRAFT IT OPERATIONS | SPRING 2012
Thought leadership
With a publication such as AircraftIT readers seek knowledge: to know what is going on and share real experiences that can inform their own activities. They want access to the latest thinking in the sector and they want to read thoughts that fall ‘outside of the box’. To help readers in that objective and to add yet more value to your read, we are very pleased to welcome to AircraftIT Paul Saunders and his considerable experience of IT. Paul’s opinions will be personal (what other kinds are there?) and you might agree or disagree with him but we know that his pithy and informed comments will make you think. Welcome to the first of Paul’s regular columns, ‘The World according to IT & Me!
The scene was the recent Airl ine and Aerosp in Miami, where ace MRO and I had been invi Operations IT ted to chair a of iPads on th Conference e flight deck', panel discussio w n. Our subject, as addressed to Alaska Airlines 'the , US Airways an a panel includ d from the FA ing delegates fr use A. om UPS, After a couple of warm up qu estions we mov Here, the FAA ed on to ques guys were mad tions from the e to work very clarification on floor. hard with all the standards ki nds of inputs an electronic flight d requirements seeking for using iPad bag (EFB). It ra s as an approv enough time to pidly became ap ed parent that on cover everybod e hour was no y's questions an stage area was t nearly d, after the se swamped with ssion had finish eager delegates This rolled ou ed, the seeking guidan t into the lobb ce for their ow y and later in to the dining n issues. It was some ti area. me in the mid -a ft holding court ernoon that I with a large gr found the guys oup of delegate from the FAA Circular 120-76 s all focussed still B which provid on a new draf es guidelines fo Operational Use t of Advisory r the Certificat of electronic fl ion, ight bags. Ther to a seemingly e was particular Airworthiness and small amendm heavy scrutiny ent for the use of being paid Lithium-ion batt to the chapter on the Safety and Testing Stan eries. Some co in the iPad ha ncerns as to th dards d led the regu e safety of batt lators to make testing standard The guys er a ie s used minor rewordin s. This gave rise from the g, an amendm to the big ques ent to the FAA with There was a fr tion: 'did the iPad's battery co enzy of activity a group of mply?' with delegates and reaching fo delegates in the group te r magnifying gl aring off their asses to read chargers. Others iPad covers the small print consulted the Ap on their device ple website for the upshot was s and the iPad's techni that nobody co uld tell conclu cal specificatio Quickly the atte si ns vely whether th . But ntio e iPad complie with Apple to be n shifted to Apple. One indiv d or not. idual airline w able to get an ouldn't have en an industry...may answer to this ough clout question but if be the guys in they acted toge Cupertino would ther as One onlooker si t up and take notice commented that . we were potent this the momen ially witnessing t that the airlin history in the e industry real the cockpit an making. Was is ymore? I though ed that they w eren't able to t I'd better take us e iPads in The day conclu a photo just in ded with the FA case. A guys agreeing Apple to seek confirmation of iPad as an EFB: great functionality to get in touc h with their co their battery te airline delegate ntact at st in s g standards an agreeing to do but what about the battery? asks Paul Saunders d with the vari need to be som the same. If th ou e answer is ne e serious rethin gative then ther s king in our in as a result. e d ustry and som will INTERACTIVE: Your Aircraft IT – Get Involved! e pretty big he Why not get involved with the debate? Send your comments or questions to Paul adlines by clicking here. The most interesting comments will be published in the next eJournal.
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18 | WHITE PAPER: LEADING EDGE | AIRCRAFT IT OPERATIONS | SPRING 2012
Figure 1
A new approach The Breguet Range Formula, as Stef Denuwelaere, CEO of Leading Edge explains, introduces more factors to calculate a more reliable Cost of Weight.
‘C
ost of weight (COW) is a primary parameter for determination of the associated cost impact when weight is added to, or removed from, a flight.’ (IATA: Guidance Material for Best Practices for Fuel and Environmental Management, 4th Edition, October 2009). Weight can be fuel, water, aircraft equipment, duty-free goods, payload, etc. We all know the historical value of the cost of weight which is between 2.5 % and 5% per flight hour. This paper will set out to explain why these values apply to most modern transport airplanes and will suggest a new methodology for calculating cost of Weight, or fuel penalty as it also called. To determine the cost of weight, airlines need first to calculate weight factors… then… Total cost of weight = weight change x weight factor x flight hours.
Cost of weight: definition
IATA defines cost of weight as: ‘the extra fuel burn, as a function of additional weight’. Fuel burn is quite straightforward; it can be expressed as fuel flow per hour (FF/hour) or as total fuel burn over a given flight. Weight is also straightforward… at first sight: however, there are different
approaches. Instinctively we think of an increase of weight as an increase in take-off weight. Having an additional payload of 10 tonnes will increase the landing weight by (at least) 10 tonnes. To carry the additional payload, extra fuel will be required and that also has weight; so the take-off weight will be increased by more than 10 tonnes. In order to calculate COW factors correctly, we need to differentiate between two cases: a weight change at take-off, and one at landing. IATA calculates COW factor based on landing weight. Intuitively, when reading the definition of cost of weight, one will try to determine it by looking at the relationship between different (landing) weights and the corresponding fuel burns (per hour). That is exactly what IATA suggests (‘Guidance Material and Best Practices for Fuel and Environmental Management’, 5th edition, October 2011, p34). The procedure is well explained in the IATA document. Data are collected on landing weight (LW) and fuel burn per hour for each fleet. They are divided into different time brackets as the cost of weight factor is not constant with flight time. In Figure 1 below, the horizontal axis is landing weight in kg (x) while the vertical axis is average fuel flow per hour in kg (y). A linear trend line is calculated with its equation and quality of fit (R2).
The above graph illustrates the procedure: we have taken all A330 flights in an airline: the graph refers to the bracket containing flights with a duration between 330 and 390 minutes, i.e. 30 minutes either side of 360 minutes or 6 hours. A scatter chart is created, and the slope of the linear regression is the weight factor for this bracket; in this case 3.30% per hour. The quality of fit, R2 is 74%: a fair value, but statistically not high quality. When using this method, the airline has to define different time brackets; and each bracket will result in a different weight factor. The methodology is straightforward. There are, however, some drawbacks: • Different brackets will result in different weight factors, i.e. a bracket of 60 minutes around 6hrs will most probably yield a different weight factor than would a bracket of 30 minutes around 6hrs. What is your weight factor for a 6hr flight? • If the airline is scheduling a flight of 8hrs, and no actual data is available for this bracket, no weight factor can be estimated. • Statistically, the procedure is of medium quality; the quality of fit will typically be around 80%. • The methodology is based on landing weight and does not allow for calculating the cost of an increased take-off weight. An uplift of 4000 kg of discretionary fuel will have a different effect than a last minute ZFW (zero fuel weight) increase of the same value. For the above reasons, we decided to try a new approach; starting with some mathematics. The variation of one parameter in the function of another is a concept described in mathematics, as a ‘derivative’. We were searching for the partial derivative (ð) of the burned fuel in function of take-off weight (TOW) or landing weight (LW). (1) or… (2) In order to be able to calculate (1) or (2), we need to find a function, that is derivable, and which expresses trip fuel as a function of TOW or LW.
SPRING 2012 | AIRCRAFT IT OPERATIONS | WHITE PAPER: LEADING EDGE | 19
Breguet Range Formula
Cost of weight is basically a measure of (fuel) efficiency of the aircraft, or the airline. “How good are we at transporting a certain amount of payload over a given distance?” The Breguet range equation provides a relationship between range, aerodynamic efficiency, propulsion efficiency and weights. In a steady state (e.g. in cruise) most of the parameters are constant and the formula can be used for our purpose.
Cost of weight is basically a measure of (fuel) efficiency of the aircraft, or the airline. “How good are we at transporting a certain amount of payload over a given distance?”
(3) Where... V = speed g = acceleration of gravity TSFC = thrust specific fuel consumption ln = natural logarithm L/D = lift over drag ratio Wi = initial weight Wf = final weight NB. Check units and dimensions! In steady conditions the formula can be written as: (4) RFAC (Range factor) being a (unknown) constant. Dividing both sides of the equation by (constant) speed, we obtain: (5) TFAC (Time factor) being a (unknown) constant. Note that, in this (theoretical) approach: This is the theory. Extending the scope of this formula to real life flights from departure to destination will induce some noise (greater dispersion), as conditions are not steady. However, statistical analysis and regression will still provide very good results.
Regression on observed flight data
Regression is performed on real data, from take-off till landing. Wi (initial weight) becomes take-off weight, while Wf (final weight) becomes landing weight. Figure 2 below is a scatter graph of real flight data on A330-200 flights:
The linear relationship is obvious; the regression is a very good fit, R2 being above 98%. The Y-intercept does not equal zero, this is the expected noise as the data also cover climb and descent/approach. We can observe that there is a linear relationship between flight time and ln (TOW/LW). The Breguet theory indicates that the relationship should be: (6) Since we are including climb and descent in the analysis, we observe the Y-intercept to be different from zero: (7)
Figure 3
And this is a graph of the COW factor per flight hour:
The regression provides very good statistical fit. Cost of Weight factor can be calculated based on this.
Calculation of COW with Breguet
COW Factor as a function of LW From the above it is now clear that the following relationship has a very good statistical confidence for all flights, including climb, descent and approach:
(8)
We are still looking for the function that will allow us to calculate the partial derivative, as mentioned in (1) and (2). (9) This much is obvious but we can refine it to… (10) Also, from (8), we can deduce: (11) Using this in equation (10): (12) Remember (2): Since (12) is linear in LW dependency: (13)
Figure 2
Applying the A330-200 data (see above), TFAC = 2046.6, B = -5.2125 (see the regression equation on Figure 2), the COW Factor, based on LW, looks like Figure 3 below:
Figure 4
The Weight Factor increases with increasing flight time, from the typical 3.10% to 3.40% for a 10 hour flight. This makes sense: an increase in LW will have a larger influence on a longer flight as more extra fuel will be burned to carry the additional weight. This result is in line with the IATA outcomes. We think the alternative Breguet method is statistically more reliable.
COW factor as a function of TOW
We suggest that there are cases when the COW factor has to be expressed in function of a change in TOW. Remember: (1) We can apply a similar methodology as in the ‘COW Factor as a function of LW’ (above) to find the derivative. (14)
20 | WHITE PAPER: LEADING EDGE | AIRCRAFT IT OPERATIONS | SPRING 2012 Applying the A330-200 data, Figure 5 below illustrates the COW Factor, based on TOW, compared to the one based on LW for the full length of a flight:
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Figure 6 The COW Factor (based on TOW) decreases with flight length. This makes sense: an increase in TOW slowly ‘fades’ out, as a little extra fuel is burned to carry the extra weight and the difference is slowly reduced.
The alternative Breguet method: summary
• Obtain good quality data on TOW, LW and flight time, for each fleet. • Create scatter diagrams, ‘x’-axis ln (natural logarithm) (TOW/LW), ‘y’-axis flight time in minutes. • Calculate linear regression. • Check quality of fit (R2). • The regression slope equals TFAC for this fleet. • COW Factor (LW) is calculated as: COW = EXP((Flight Time-B)/TFAC)-1 • COW Factor (TOW) is calculated as: COW = 1EXP((B-Flight Time)/TFAC)
What about our historical 4% value?
In the aviation industry, we all remember the 4% cost of weight factor: an increase of 1000kg in (landing) weight will result in 40kg of extra fuel being burned per hour.
Why is that? Remember that in the theoretical approach: and B equals 0. The majority of passenger aircraft will cruise at L/D values between 12 and 18. Let’s assume 15. Thrust specific fuel consumption (TSFC) in cruise is typically 0.55 (kg/hr per kg). In SI (System International) units, that is 1.56 E-05 (kg/s per N (Newton – unit of force). Thus the estimated TFAC value is… … which yields 98182 seconds or 1636 minutes. With a flight time of 60 minutes, this equation will yield the value of 3.74%. For an 8 hours (480 minute) flight, the result is 34.10%, or 4.26% per hour.
Conclusion
We suggest a new way of calculating COW factors. The argument being that the method is statistically more robust and allows calculating COW factors for all flight times in one go. Also, there is no more need for the multiple regressions required by the IATA method (one for each time bracket).
SPRING 2012 | AIRCRAFT IT OPERATIONS | WHITE PAPER: LEADING EDGE | 21
…the method is statistically more robust and allows calculating COW factors for all flight times in one go. Also, there is no more need for the multiple regressions required by the IATA method…
We believe this method to be more precise and more practical for cost of weight analysis. We also suggest using two different COW factors, one that reflects a change in TOW and one based on a change in LW. COW (TOW) factor should be used in cases where there is a change of fuel carried: extra fuel uplift, tankering, reduced reserves. COW (LW) factor should be used for weight changes in ZFW: extra payload, reduced water, reduced catering, aircraft ZFW reduction projects. The regression on actual data will allow an airline to estimate fuel burn for each combination of distance and weight, for each fleet. As such it can be used to estimate the fuel budget for planned flight schedules, with statistically good precision. n Note COW factors have always been calculated based on time; they are expressed as a function of flight time. The new approach allows the calculation of COW as a function of distance as well, using the RFAC. From an overall fuel efficiency point of view, this makes more sense: 99% of airlines, and passengers want to travel from point A to point B, they are not interested in being kept aloft for a certain time – the 1% exception being the operators and passengers of sight-seeing flights over the Grand Canyon. Using distance as a reference incorporates route and Air Traffic Control (ATC) efficiency in the equation: indeed, distance could be great circle distance between departure and destination, planned distance along route, or track miles actually flown. So, great care has to be taken when conclusions are made on the COW, based on the different parameters.
Aviaso tool: Cost of Weight graphs
Stef DenuwElaere CEO, Leading Edge
Aviaso tool: Breguet Regression
Glossary of terms, symbols and acronyms used in this article
COW: Cost of weight ð: partial derivative of a function with several variables g: acceleration of gravity L/D: Lift over Drag ratio ln: natural logarithm LW: Landing weight N: Newton – unit of force
RFAC: Range factor SI: System International TFAC: Time factor TOW: Take-off weight TSFC: Thrust Specific Fuel Consumption V: speed Wi: initial weight Wf: final weight
ABOUT LEADING EDGE
Improving an airline’s efficiency has always been the driving force behind Leading Edge – our service can be summed up as ‘aviation proficiency’. To effectively achieve this outcome means seeking and implementing solutions in fuel efficiency, emissions reporting, runway capacity enhancement and many other key operational areas. Airlines operate in a highly competitive and regulated environment: the range of expertise in Leading Edge has been assembled to assist customers in facing these challenges. The company’s experts combine extensive operational experience, management experience and analytical skills to provide customer airlines with the tools and the key numbers to optimise their operational performance. Leading Edge has also established long term collaboration arrangements with several respected partners in the aviation industry.
Stef Denuwelaere, who holds a degree in Mathematics from Leuven University, founded Leading Edge in 2007. He has been in the aviation industry for almost 30 years, as a pilot, airline manager and consultant, has an A320 rating and flies as a training captain. Having flown the DC10 and B737, Stef was also the former VP Flight Support at Sabena. He has extensive expertise in fuel efficiency, flight planning systems, optimization of crew and runway capacity and has been involved in fuel saving projects for a number of airlines worldwide.
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Aviaso tool: The Approach & Landing in Google Earth Aviaso, the Zurich based aviation software company, is the first to adopt the new approach in its powerful fuel efficiency tool. The tool is supporting the Ecoflight fuel efficiency program, a joint venture between Pratt & Whitney and Flight Sciences International
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Vendor Flight Log
22 | VENDOR LOG | AIRCRAFT IT |OPERATIONS FEATURE FLIGHT | AIRCRAFT IT OPERATIONS SPRING 2012| SPRING 2012
Dirk-Jan Baas: Dirk-Jan Baas, CEO, Smart4Aviation Technologies Royal Netherlands Air Force Dirk-Jan Baas has spent all his life in aviation. He worked in the airline operations working the - Air Traffic Control Department and after that spent 25 years in er of Smart4Aviation and has dispatch department of Martinair in the Netherlands. Dirk is found a big football fan. 15 years management experience in this company. Privately he is
What works for Smart4Aviation
AircraftIT: Your name, your job title and the name of the business? Dirk-Jan Baas: Dirk-Jan Baas, CEO, Smart4Aviation Technologies AircraftIT: How did Smart4Aviation get started? D-J B: Our ompany history dates back to 1997 when I was working in Martinair and had the opportunity to learn about the Internet. While working as a dispatcher I was dissatisfied that all our information was being distributed via fax or telex with little guarantee that it would arrive at an outstation intact or in the proper order. With the advent of the Internet, I believed there must be a better solution for distributing all these documents, maintaining high quality while reducing teletype and long distance fax charges. The solution with which I came up improved quality and safety (we had one worldwide package for briefing information) and cost of communication while giving the dispatcher the opportunity to concentrate on their job instead of faxing weather maps. AircraftIT: What is the attraction of aircraft operations related Software & Hardware? D-J B: From the beginning of time people have wanted to fly. Our task is to help airlines realize the dreams of those many people through more cost effective and operational efficiency enhancing solutions; allowing airlines to offer lower fares and thereby allowing more people to experience the thrill of air travel. Our solutions focus on delivering tailored information relevant to each operations discipline with the overall goal of enhancing safety and situational awareness. AircraftIT: What is the guiding business principle that drives Smart4Aviation? D-J B: Our customers are our prime focus at Smart4Aviation. We strive to build long-term partnerships, ensuring that our vision of new business opportunities, future technology and the evolution of the aviation industry are consistent with that of our customers. A strong customer focus, we believe, is the key to our success and as a result of this philosophy our customers have become our best sales force. AircraftIT: What have been Smart4Aviation’s disappointments and what have you learned from them? D-J B: At the very beginning we focused more on the use of modern technologies than customers’ expectations. We discovered quite quickly that there needs to be a balance between the cutting edge and what is reasonable for an airline to accept, taking into account their change management procedures, IT strategy and standards, learning curve, training and infrastructure costs. We continue to aggressively embrace new technologies but with a more realistic view.
AircraftIT: In a sentence, how would you summarize what Smart4Aviation does for aircraft operations customers? D-J B: Through strong partnerships we deliver cost-effective and sustainable operational efficiency solutions to enable customers to solve their short- and long-term operational challenges, while providing the highest degree of flexibility to ensure that our products can support the dynamic changes affecting our customers and the airline industry. AircraftIT: What is new on Smart4Aviation’s development horizon? D-J B: Our Smart4Aviation team consists of experienced, young and dynamic people who are open minded, full of enthusiasm and have no end of great ideas. We intend to fully extend all of our modules to mobile devices and EFB. We are also completing the full exception-based extension to our load planning and weight and balance application Smart LOAD. Our next major development is in the area of fleet and schedule management due early next year. Further down the road we are contemplating the crew training and management domains. AircraftIT: What will be the next big thing in Operations software and hardware? D-J B: We believe the most significant need in the industry today is around the challenges of delivering ‘just in time’ relevant and concise information to operations staff to foster better communication and collaboration, while ensuring proper workflows and adherence to operations policy. We are tackling this challenge by providing streamlined operational information through displays and devices (EFB, Mobile, Browser, etc.) tailored for the specific needs of the business role or individual. Through these Smart applications, we can ensure that all operations stakeholders are involved in any decision making and that communication can be shared centrally. We believe that airlines must overcome the challenges of communication and information sharing to remain competitive and to succeed in the long-term, and it is our hope to help them achieve this goal. AircraftIT: What do you want your customers to say about Smart4Aviation? D-J B: They consistently thank us for our indispensable applications, fast service, and support and always offer themselves as references for other airline inquires about our products. Also, without fail, they suggest that they have achieved and surpassed their business goals and expectations. Our customer’s comments are often very flattering, and this flattery tells me that we are definitely on the correct path. AircraftIT: Dirk-Jan Baas, thank you for your time.
SPRING 2012 | AIRCRAFT IT OPERATIONS | FORTHCOMING SEMINARS | 23 with both sides benefitting from massive productivity gains and exposure to the optimum number of potential clients or potential solution providers. Even time zone issues are covered with each live webinar running twice on the day of delivery for maximum audience convenience. Aircraft IT Operations users have already gained from 16 such online events with mission critical topics from EFB solutions to fuel efficiency and the emissions trading scheme; from planning and scheduling to flight tracking, aircraft communications and connectivity, and document production and management. But, what if you unavoidably miss a webinar or if an issue becomes live in your workplace after a webinar on the topic has completed? Getting back to the information could not be easier because all past Aircraft IT Operations webinars have been recorded; users can seek out and ‘attend’ past webinars simply by clicking here to access the Aircraft IT webinar archive which can be interrogated by either webinar event or keyword. Users can run a past webinar and/or build their own knowledge resource of webinars to inform future decisions and share with colleagues during, say, project discussions. Aircraft IT Operations webinars where you can attend important briefings seminars from wherever in the world you are at the time and build your uniquely appropriate knowledge bank to inform you and your colleagues with top class, relevant and decision supporting information. n
Webinars – building your bank of knowledge
Upcoming Aircraft IT Operations live software demonstration webinars
Technology that enhances user choice, expands market opportunity and offers cost effective convenience for professional awareness.
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eminars! Can’t keep up without them; can’t keep up with them. It’s the dilemma of the busy person: do you take a day (at least) out of the workplace to travel to, attend and return from an, often, less than half day event at which useful information and current thinking will be imparted, yes, but following which you’ll have to find further time to catch up with a work schedule into which you have just inserted a number of not-directly-productive hours? Equally, with vendors offering IT solutions in a market whose geographical reach is pretty much global, how can they set out their wares before the right people in a manner that does not pressure the audience while, at the same time, avoiding the outlay of time and resources
entailed in visiting each potentially interested party? Various technologies have been tried to overcome the travel conundrum. Tele-conferencing and, later on, videoconferencing helped but still could not manage the interactive or demonstrative presentation required in a seminar. The webinar (web-based seminar) using a shared platform through which communications and illustrative material could be delivered to each member of the audience, manages that and manages it well. The blend of on-screen demonstration scenarios with a human presenter to guide the audience through a system was bound to meet with approval. Plus it brings other valuable benefits to seminar hosts and attendees. Aircraft IT Operations has been arranging webinars
since inception, and both readers and vendors have found the system to be an effective, efficient means of conveying and receiving key information about the various solutions on the market. Vendors have made their initial presentation to as many as 220 potential buyers without having to leave their workplace and with the advantage that, whatever questions might arise, the in-house experts are usually at hand to answer right away. For those attending the webinar, the advantages are similarly significant, with the chance to attend multiple solution seminars, ask questions and even arrange further meetings but from a location of convenience – it all happens through their IT device. Everybody wins
Date
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Topic
31 May 2012
AvioVision
Live iPad EFB Software Demonstration Webinar
21 June 2012
PACE
Live Aircraft Performance Software Tools Demonstration Webinar
5 June 2012
Sheorey Digital Systems
Live Fully Integrated MRO & Operations IT Solution Demonstration Webinar
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24 | WEBINARS | AIRCRAFT IT OPERATIONS | SPRING 2012
View Video Recordings of our Live Flight Operations Software Demonstration Webinars at: www.aircraftit.com/Operations/Webinars/Past.aspx Sign up for free to view video recordings of the live Flight Operations Software demonstration & Master Class Webinars hosted by Aircraft IT over the past few months.
Fuel Saving Program Masterclass [inc. Live Software Demonstration]
iPad/EFB Documentation Management Software Demonstration
26th January 2012
2nd February 2012
n Session OVERVIEW
n Session OVERVIEW
Join ETS Aviation for this unique Fuel-Saving Masterclass Webinar. You will learn from industry experts how to structure the perfect fuel saving program and will see a live demonstration of a powerful, cost effective fuel efficiency software solution. There’s no secret about the value of a fuel saving program, just a small Increase in operational efficiency can save $$$ millions. But running a smart fuel saving program isn’t easy. Without the right expertise, data analysis and software tools it can end up costing far more than you can ever save.
Arconics’ AeroDocs Live EFB/iPad Documentation Management System Demonstration. A live demonstration of Arconics AeroDocs Documentation Management System for Notices, Manuals and Forms across EFB Class 1, 2, & 3, Web and Mobile solutions such as iPads, other Tablets and Smart Phones. The Webinar shows how to efficiently manage documents across EFB, iPad and the web, covering creation, distribution and reporting for Crew Notices, Manuals and Forms, to increase efficiency across the entire Flight Operations Department.
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SPRING 2012 | AIRCRAFT IT OPERATIONS | WEBINARS | 25
About the Live Software Demonstration Webinar Recordings
Click on the following link to view a full list of the recorded Live MRO Software Demo Webinars: www.aircraftit.com/MRO/Webinars/Past.aspx
These Live Software Demonstration Webinar recordings provide airlines, MROs and operators with the perfect chance to view, at a convenient time of their own choosing, the different MRO solutions on the market. Each webinar is an hour long and offers an excellent overview of that IT Vendor’s software solution with the cost savings and increased efficiency they can deliver.
How it works.
This exceptional video library contains recordings of Live MRO Software Demonstrations from the following major IT Vendors: Trax, Swiss-AS (AMOS), Enigma, Rusada, Mxi Technologies, Gen2Systems, Ramco Systems, AeroSoft Systems, 2MoRO, Lufthansa Technik (manage-m)
Sign up for all the sessions or pick and choose your preferred Vendors. Once approved the video recording will appear in your Member’s Area at the Aircraft IT website: you will be able to view it as many times as you like and can add it to your market intelligence portfolio.
An outline of four of the Webinar Recordings can be seen below.
Emissions Trading Scheme Master Class Webinar [Inc. Live Software Demonstration]
Flight Planning and Crew Briefing Software Demonstration Webinar
14th February 2012
16th February 2012
n Session OVERVIEW With the 31st of March deadline now past for airlines and aircraft operators to submit their verified annual CO2 emissions data report, this Webinar shows how to simplify EU ETS data management, reporting and verification. During this Webinar recording you will see a demonstration of Aviation Footprinter™, a onestop solution providing access to Emissions Data Management & Reporting in one web based, software system which can also help auditors verify emissions documentation by remotely accessing key airline/aircraft operator data.
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View this Webinar recording for a demonstration of PPS – Preflight Planning System – and CrewBriefing, all powered by LUFTHANSA Systems worldwide navigation data including global route restrictions. You will see how a modular Flight Planning and Crew Briefing system can bring company-wide benefits. Data services included also provide worldwide updated data such as NOTAMs, Surface Weather data, Wind and Significant Weather charts, tailored to specific routes and based on original source data. AIR SUPPORT also specializes in advanced interfaced solutions for airline operators utilizing 3rd party scheduling, maintenance and crew planning.
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26 | WHITE PAPER: FLYHT | AIRCRAFT IT OPERATIONS | SPRING 2012
“In large part the effort to maintain separation was to keep the regions from accessing each other – securing them from unauthorized access or data corruption.” handicap the integration of ground based systems. In response to that current paradigm, this paper presents an invitation to look at aircraft connectivity from a holistic perspective using shared technologies and overlapping systems to create a ‘smart aircraft’ that can properly manage the inbound and outbound data in an efficient and cost effective manner.
Aircraft domains
In the past, architects of aircraft connectivity solutions have branded sections of the aircraft into domains or regions. In large part the effort to maintain separation was to keep the regions from accessing each other – securing them from unauthorized access or data corruption. Of interest to all parties was the need to keep passengers on the aircraft from accessing (or causing interference with) the avionics systems on the flight deck – to prevent possible aircraft operational issues.
On-aircraft domains
The three domains used to quantify the different systems on board the aircraft are:
Not just a node on your network Walt Akerley Technical Director, Airline Systems for Aeromechanical Services (FLYHT) takes a look at aircraft connectivity from the perspective of the whole aircraft.
A
ircraft connectivity is a topic hotly discussed in online forums and in conferences around the world. One of the main reasons for the increased tempo in this discussion is that, in the last few years, a number of new connectivity solutions have surfaced – particularly in the area of satellite and wireless communications. And with increasing connectivity comes an increase in the number of available solutions. Many solutions focus on a single transport method and ignore the potential for data transport efficiencies across modalities, turning a blind eye to additional costs. As a result, on the aircraft, we are now experiencing the unwelcome phenomenon of ‘stovepipe’ development and point-to-point integrations that
1. Flight control and flight safety These are the avionics used by the flight crew to maintain the safe operation of the aircraft. Systems include: • Flight Management Computer; • Communications Management Unit; • Flight Data Acquisition Unit. 2. Flight information and crew systems These are the systems used by the Inflight crew at the back of the aircraft and are usually related to passenger information or customer service duties. Systems include: • Credit Card Processing; • Point-of-sale, inventory, etc. Flight information and crew systems also refer to data and systems on the flight deck; there for pilot use but
SPRING 2012 | AIRCRAFT IT OPERATIONS |WHITE PAPER: FLYHT | 27 not part of safety services or a flight critical system. These include informational data sent from the airline operation control (AOC) such as gate information, passenger information, etc. and maintenance data sent from the aircraft. 3. Passenger solutions These are the systems used for passenger access. These solutions can be implemented as an internal wireless system to allow passengers’ Wi-Fi devices to connect to a central router on the aircraft. The router may also allow access to internal systems (stored movies, television, etc.) or it may allow access to ground systems either by satellite or wireless air-to-ground. Once these domains became standardized, developers in each domain recognized that they needed to supply a connectivity technology to their customers as part of the solution. As a result, many domains or regions became closely coupled with a particular transport technology. Some solutions use satellite technology (as Ku and Ka technologies become available), some use wireless air-to-ground – using existing or proprietary ground networks to route data between the aircraft and ground based systems and services.
Domain based connectivity
Each domain on the aircraft has its connectivity patterns, typically based on user or system requirements.
Flight control and flight safety
Most flight deck systems use ACARS to send both safety services and non-safety services messages from the flight deck to either AOC or ATC (Air Traffic Control) systems. This system uses VHF, HF, or Satellite (Inmarsat or Iridium) for the transport mechanism. Available: On the ground or in flight.
Flight information and crew systems
Originally all of these systems used a ‘store and forward’ technology. This means that the systems were loaded with data before the aircraft departed and data was then downloaded to ground systems after the aircraft returned to the gate. As wireless or satellite connectivity is being implemented for passenger use, these systems are being migrated over to use the passenger technology to provide real-time processing. Available: In flight and on the ground (if using airport Wi-Fi)
Passenger solutions
Many different configurations have been used over the years to provide varying levels of connectivity for passengers. Most solutions provide an internal wireless network that allows passenger device connectivity to the central router. From the central router, various Ku
and Ka band satellites as well as wireless air-to-ground systems can be used to provide access to ground systems. The typical criteria for choosing among connectivity options is the bandwidth passengers will expect to use which, in turn, is driven by the functionality passengers are buying. For example, in the case of a single-aisle aircraft or when passenger services are restricted to sending text messages or emails connectivity might be limited to a 32K or 64K bandwidth. In the case of a wide-body aircraft or supporting full Internet passenger browsing substantially more bandwidth will be necessary. Available: In flight only One of the driving factors behind good connection management is the need for a diversity of coverage in different parts of the world. Similar to cell phone networks, there are many different types of coverage (G3/G4/LTE) with varying costs and varying bandwidth, often even within the same country. Therefore, it’s critical to properly evaluate the connectivity associated with the airports to which your fleet flies. Without understanding the type of data connectivity available and the corresponding cost for transporting data over the local options it is impossible to determine intelligent, cost optimized (minimized) routing options.
Heart of the ‘whole aircraft’ solution
As discussed, there are two major components to the aircraft connectivity solution. The first are the three domains with their varying data requirements and the second is the multiple connectivity solutions with their related costs and bandwidth. To bring the challenges associated with these two disparate domains into an integrated solution requires considering the concept of ‘Smart Aircraft Management’ – provided by an intelligent routing system that controls both the data and the connectivity.
Communications Manager
Driven by business rules and costing tables the Communications Manager would automatically select the most cost effective transport mechanism (Satellite, Wi-Fi, GSM, WiMax). The Communications Manager would provide secure login, authentication and upload/ download re-start capabilities. It could, for example, use weight-on-wheels and weight-off-wheels as triggers to turn Wi-Fi and Cell Phone connectivity solutions off when in flight and on when back on the ground.
Data Manager
Driven by business rules and data priority tables the Data Manager would determine which data should be transmitted via available connectivity (on ground and
28 | WHITE PAPER: FLYHT | AIRCRAFT IT OPERATIONS | SPRING 2012 Click here for full SOFTWARE details and for a demo
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in flight). The Data Manager would provide firewalls between domains and file quarantine for unauthorized uploads as well as providing data encryption and compression. The Connection Manager portion of the intelligent routing system enables the aircraft to make the optimal connectivity decisions based on the connection technology available and the cost and bandwidth associated with each. To populate the connectivity tables, the costs and bandwidth availability from the airports and telecommunication systems within the airline’s routes will need to be gathered and maintained. The more accurate the data, the better equipped the system will be to make the right decisions. The Data Manager portion of the intelligent routing system enables the aircraft to make decisions about data movement based on tables and rules. The Data Priority Tables define the criticality of the data element to be transmitted. For example, in the case of an engine exceedance it could be transmitted in real-time, while in flight. Such a data event would be tagged as high priority and would be sent as soon as it was generated via whatever transport mechanism was available – regardless of the cost. On the other hand, engine trending reports that are only used to do long term trend analyses should be kept on board the aircraft and downloaded via a less expensive solution when the aircraft is on the ground.
The concept of a Communications Manager and a Data Manager that comprise an intelligent routing system – in addition to the data and connection management – provides the security necessary to allow the aircraft domains to share connectivity solutions and yet keep them secure from each other. Its configuration ensures that no two areas overlap between the domains that are not managed. Smart Aircraft Management allows all three aircraft data domains to share technology while always seeking the lowest cost solution. For an example, if the aircraft is equipped with broadband satellite technology for passenger internet connectivity, that bandwidth could be used for downloading large files (such as FOQA (Flight Operations Quality Assurance) much more quickly and less expensively than either through a WiFi or GSM network.
Finally
The concept of Smart Aircraft Management and an intelligent routing system covers the two major connectivity issues currently plaguing most airlines. Such a system would: 1. Prioritize aircraft data and find the most costeffective way to transmit it; 2. Create a secure core that allows the three aircraft domains to share connection technologies and yet remain secure.
SPRING 2012 | AIRCRAFT IT OPERATIONS | WHITE PAPER: FLYHT | 29
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Walt Akerley
Technical Director, Airline Systems, Aeromechanical Services (FLYHT)
Communications Mgmt & Security Data Mgmt Ground-base Document Management system
Mobile Device for Point of Sale and other Airline apps Aircraft Crew & Pax Systems
Passenger Internet access
Airline and OEM Systems Maintenance, Dispatch, etc Honeywell, Boeing, Airbus etc.
Figure 1
With these tricky issues out of the way, airlines can begin to properly manage data to and from the aircraft. Operators can make decisions about priorities and costs that are driven by their own business processes and not by the market. Additionally, with such technology in place an airline can now start to be innovative about connecting other devices on the aircraft into this system. The EFB (Electronic Flight Bag) can be routed into the system to take advantage of a two-way partnership with the rest of the aircraft. If large files (airport plates, aircraft manuals) need to be uploaded to the EFB when it’s on the ground it could use a broad-band satellite connection, if available from the in-flight entertainment (IFE), when not in use by the passengers. If small text files need to be sent to the EFB while in flight such as NOTAMS (notices to airmen), text messages etc., this could be done via ACARS. As an airline operator you can only be really creative with your aircraft connectivity solutions when you have the proper tools in place to monitor and manage them. n
“…a Communications Manager and a Data Manager that comprise an intelligent routing system – in addition to the data and connection management – provides the security necessary to allow the aircraft domains to share connectivity solutions and yet keep them secure from each other.”
Walt Akerley has worked in the aviation industry for over 20 years for airlines, airports and aircraft manufacturers. Among other projects, in 2003 he led the team implementing the ACARS program at WestJet Airlines, Canada’s low-cost carrier and lately worked for Boeing on the 787 GoldCare project as Architect of Integration between airline systems and Boeing internal systems. He has worked as a solutions architect mainly in the areas of flight operations, maintenance and passenger processing and has a deep understanding of how critical the end-to-end communications between the aircraft and the ground systems are to safety and on-time performance for an airline. As Technical Director, Airline Systems for Aeromechanical Services (FLYHT) Walt helps their airline customers build solutions for aircraft and systems integration.
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30 | WHITE PAPER: AVIATION INTELLIGENCE | AIRCRAFT IT OPERATIONS | SPRING 2012
“In today’s rapidly changing business environment, airlines and, indeed, the wider corporate world have to think about how they can quickly adapt and respond to a massively changing market.”
macros, or the Access database? As we develop more complex systems we need ways of managing their roll-out into the business. It is no longer a case of this or that system providing the information to make good tactical and strategic business decisions; it is a case of understanding how all the airline’s data can be used to provide an integrated data source across the various systems.
to a massively changing market. How can we apply greater savings; whether to the operational systems or to the purchasing process? How can we generate more income whilst maintaining a safe, quality service to the passenger? The airline sector is, thankfully, one of the most regulated, particularly around flight operations and engineering, with very tight controls about what systems are put onto the aircraft and what engineering processes are in place within the airline to ensure the right components are installed. Here, however is where we start to diverge from the norm. Historically, IT systems within airlines have formed part of the wider corporate systems, with IT looking at the normal day to day business activities of managing a wide variety of data types, systems, interfaces, technologies etc. The application of good governance is (or at least it should be) common sense, to ensure a level of control in the selection, design and implementation of complex and interacting systems We are getting very good at taking the corporate approach to different systems, implementing a range of methodologies that allow us to pass through the various control gates and governance structures that make sure we are on track and within budget when implementing these systems. If it sounds like sarcasm, it’s not; we really do need common sense and structure when implementing large systems, but here is the rub, it’s the project manager who suffers the slings and arrows of outrageous governance (apologies to Shakespeare). ‘Well he should have been prepared.’ I hear the call and I totally agree. Most project managers, including myself, will have gone through the governance gates, knowing they were really not ready, to just try and keep the project moving through the gate process and keep the project on the planned timescale, as the next gate is not for another week or so: a painful learning experience. However, there is a question: is the aim for the gates to provide some sort of ritual gauntlet or a positive arena to ensure the programs are on track? The net result is that the project manager can become more interested in ticking boxes to get through the gates than ensuring the deliverables meet operational needs.
It is also pause for thought In today’s rapidly changing business environment, airlines and, indeed, the wider corporate world have to think about how they can quickly adapt and respond
What’s this got to do with the flight operations? It’s this; are we are in danger of getting so busy implementing the governance process that we forget
IT and the pendulum The balance between IT, Flight Operations and Engineering is a critical one, as Shaun Rattigan, Technical Director Aviation Intelligence explains
H
aving worked for a number of years in both corporate IT and the aviation sector with technical and implementation projects, I’ve found it interesting to note the pendulum swing between the very tightly controlled days of mainframes, through the heady world of PCs (remember the first IBM PCs… and IBM ATs?) and right back to today’s corporate governance of Prince 2 and other business processes. This paper is not a passing shot at IT, or even at the governance processes generally in place within large airlines and corporate organizations: heaven knows we needed something. But, how many airline systems still have at their heart the spreadsheet with its user-created
what it is we are working towards? We rightly implement these systems as part of a corporate approach but sometimes do not take into account the regulatory and operational requirements, particularly, of Operations and Engineering. Project managers are generic and perceived not to require any operational or engineering knowledge which they can factor in as part of the project resource. This, though, impacts directly when decisions are made, often from an IT perspective, without any real understanding of the effect on Operations or Engineering because the decision needs to made quickly whereas it would take time to engage with the users. This is, of course, a generalization and there are a number of airlines implementing good solid corporate governance whilst still covering the specific business needs of Operations and Engineering. ‘Airlines are in the business of moving people, they just happen to have to fly planes in the process’ This was a comment from one airline. Although true, it neglects to take into account of the requirements to perform this role under a Civil or Federal Aviation Authority regulatory regime. The rapid approach of aircraft such as the Boeing 787, and Airbus 380 and 350 is going to massively change the way we look at IT systems within airlines due to the thousands of software parts we will now have to create, manage and distribute. These are classed as engineering components and, if the IT community treats them as just pieces of software or just configuration files, we are in danger of compromising the engineering controls in place to manage the controlled ‘Black labeled’ aircraft parts. IT has historically taken the approach that all these systems are just data and we can just manage their storage, access and distribution using the normal IT data centers, can’t we? However, these data centers have been established to take care of airline data corporate data requirements, making good financial and systems sense. But flight operations and engineering have some very tight regulatory and operational requirements to fulfill. Why, for example, can’t we just store these software parts on the datacenter servers and control access? It’s just a piece of software isn’t it? Have you ever walked around an engineering hanger and looked at the end-to-end process for receiving a part (and its associated documentation) from the
SPRING 2012 | AIRCRAFT IT OPERATIONS | WHITE PAPER: AVIATION INTELLIGENCE | 31 manufactures; or even visited the secure cages where the parts are stored before they are booked out by a licensed engineer and delivered to the aircraft? The concept that the manager can walk into the stores, gain access and take one of the parts simply because he is the manager is not credible. The regulated engineer has to do it and to sign all the relevant material. But what about the IT system administrator: don’t they need access to the servers to manage them and are they certified? The text so far has been a general introduction to the pendulum. Edger Allen Poe would have the pendulum moving nearer to the hapless individual on each swing. We, on the other hand, are watching the gradual move to implement corporate governance. Overtones of drama, perhaps, but the story still holds true. We have a situation where the operational teams of both engineering and operations are not consulted or involved when new IT systems are being addressed and with generic project managers implementing these systems with the notion that they can engage the relevant skills for decisions from appropriate departments. In principle it’s an excellent idea; in practice, however, the systems may work from an IT perspective but may not match the operational and regulatory parameters. We have the IT department to implement IT systems; we just need input from Operations. This argument is too one-sided and the other side needs to be considered: what happens when operations and engineering go their own ways? The other side of the argument Some Airlines have sidestepped the issue with two separate IT divisions; one for general IT and the other specifically engineering and operations biased. This is great in principle… but expensive. To cut costs, most airlines have consolidated all IT into one single department but it is surprising how many of the people with specific aircraft-based technical skills have been replaced by general IT people. This is causing more problems now that Windows is heading into the cockpit with the implementation of windows based EFBs. Who sorts out the ‘blue screen of death’ when a profile becomes corrupt? Not IT as they cannot go anywhere near the aircraft or the black labeled parts. Not engineering as they are following the fault finding process laid down in their ops manual. I would be able to retire if I came up with a full fault finding diagnostics manual for windows. And what about the encrypted data sent to the aircraft by Wi-Fi or 3G: is that the domain of engineering, the communications company or the airline IT? The issues arise because not only are the boundaries becoming blurred but, as we centralize support requirements, the intricacies of each system become lost and, if we are not careful, we end up delivering a generic system which may not actually meet the regulatory needs of the aviation authorities. Even when we have a separate IT division all is still not well as we then move to the other side of the equation, which is that we now implement an operations and engineering centric IT department. The systems may meet what the airline needs operationally to fly the planes and satisfy regulatory control requirements but data may not be accessed and used in other areas if it is considered not relevant to the rest of the organization, and besides, they won’t understand it will they? What use is an ACARS message to IT? One airline, due to union requirements, has its flight data monitoring (FDM) data on a physically separate system locked away in a separate room with controlled access on the premise that the airline cannot use the data to manage pilots operationally. Again, this is great in principle but the net result is that a massive amount of data that could give operational
and safety benefit and could save the airline large amounts on its fuel management or flight planning is not accessible and integrated. And it does not stop at the separation of the data. Data suddenly becomes the realm of operations and engineering and the airline loses the concept of a central source of information because suddenly there are multiple sources for the same information — usually after it has been processed through other systems. Between a rock and a hard place A good example of this type of mismatch is fuel management, On the one hand there is Operations saying that the pilot has uploaded so much fuel;, this, however, does not tally with the fuel chit from the ground handling company and, even worse, there is no way to rationalize the invoice against the fuel uploaded as nobody is quite sure which one of the two to use in the corporate accounts system. The fuel department generally ends up being caught in the middle between IT and the corporate accounting system, and Operations with their data. The accounts team tries to rationalize the various invoices against the fuel uploading whilst the operations team is trying to get the pilot to complete fuel forms accurately. This is where taking an holistic
“Who is responsible for integrating the airline data? Is it IT, with the corporate centralized systems and data warehouses, or is it flight operations with their operational imperatives; or even engineering with the maintenance?” view makes sense and a number of airlines are now using ACARS to get the information back either from the EFB or from the flight computer before integrating it into the back-office systems. Here however is the real question. Who is responsible for integrating the airline data? Is it IT, with the corporate centralized systems and data warehouses, or is it flight operations with their operational imperatives; or even engineering with the maintenance?
32 | WHITE PAPER: AVIATION INTELLIGENCE | AIRCRAFT IT OPERATIONS | SPRING 2012
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The truth is out there I used to enjoy watching the X-Files television series because there was generally a question left hanging at the end of the program; left hanging with the viewer. The IT vs Operations question is a little like that in that there is never a right or wrong answer for a specific airline: each one has its own system and business requirements. Some airlines have totally outsourced the IT function (that’s a discussion for another time) whilst others have large ‘in house’ IT teams. Others still have small IT teams and are running the airline via spreadsheets and databases. The answer lies generally somewhere in the middle: the corporate machine has brought some control to the delivery of applications and systems to the airlines but at the cost of reactivity and response. Some have the ‘just do it’ approach and, although reacting quickly, end up having to do costly additional work downstream because they are generally looking tactically and have to rework interfaces or try to get the software supplier to change the systems. At the moment the pendulum is on the corporate side of the equation with airline management seeing the benefits of centralization but not the pain that is causing for operations and engineering teams, particularly where the implementations directly impact of the operational processes and systems.
What’s the point? So, why raise the question at all when the benefits of a centralized IT function and process appear to outweigh the problems? The answer is that we need to redress the balance making sure that when we are implementing these systems we are not just ‘capturing’ the operational and engineering requirements but that they are integral to the solution. That as project managers, we are not just implementing a process but we understand the technical, regulatory and governance aspects of what it is we are implementing and the direct impact for the airline. And for management teams, that Operations and Engineering are not just a hindrance to the IT strategy, who don’t appear to understand why IT wants to drive it, but that their requirements are core to what the airline is doing in terms of safety and delivery of a world class service. On the one hand we have the corporate IT system designed to save money by integrating the business data and, on the other, we have the view which is not so much interested in the direct cost saving but more on the systems required to manage and fly the airplanes and compliance with the regulatory requirements.
SPRING 2012 | AIRCRAFT IT OPERATIONS | WHITE PAPER: AVIATION INTELLIGENCE | 33 The truth, as always, is in the middle We need governance but we also need the reactiveness of the ‘just do it’ approach. Corporate governance needs to be in place to aid airlines in implementing systems and not as a mountain for the project teams to climb. For IT to successfully engage with Operations and Engineering, it needs to prove that it can understand their issues. This may mean requiring that projects managers are technically competent or simply making sure that the implementation teams are fully engaged and respect each other. There is not a wide range of systems that operations and engineering require but IT does need to understand them and stop treating them in the same light as generic corporate IT systems. Balanced approach The pendulum needs to come back towards the middle and hopefully stop without the fear that Edgar Allen Poe induces. As IT becomes more involved with the operational and engineering aspects of the airline, it will have to manage the new aircraft and their respective communication and systems requirements, it will also have to adapt and ensure that the new systems are implemented alongside the operations and engineering sectors. Can these overarching governance processes add value? Of course they can if the requirements are approached with common sense. IT needs to engage with the operations and engineering departments but with premise that the data and systems they are working with may need additional understanding that is outside the pure IT scope. n
About Aviation Intelligence The company evolved from a requirement to build a team, with a specific range of technical and airline operational skills, for an airline project to manage the delivery of data to and from aircraft and in particular the planned Boeing 787. Aviation Intelligence is built on this background and has broadened its horizons to look at the other aspects of flight operations dataflow. These range from EFBs, ACARS and Document Management to FDM; working with airlines to help build a coherent data strategy and implement an integrated intelligent approach to flight operation systems. We do not have any ties to manufacturers and deliver an independent approach to airlines’ operational system requirements. We offer a range of services from system requirements and project feasibility & consultancy through to the supply of the skilled project teams to implement operational systems.
“Corporate governance needs to be in place to aid airlines in implementing systems and not as a mountain for the project teams to climb. For IT to successfully engage with Operations and Engineering, it needs to prove that it can understand their issues.”
Shaun Rattigan
Technical Director Aviation Intelligence
Having moved from an engineering background into IT and worked with a wide range of corporate, public and local government sectors over twenty years, Shaun’s interest in the aviation sector led him to undertake PPL and ATPL training. Integrating interests in IT and aviation, he worked with a UK airline on ground systems for the Boeing 787. That was followed working with an overseas airline implementing a range of flight operation systems. Out of this cross sector background grew the idea for Aviation Intelligence, with the aim of helping airlines use their Flight operations and IT systems more effectively and efficiently.
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34 | SOFTWARE DIRECTORY | AIRCRAFT IT OPERATIONS | SPRING 2012
Aircraft Management Technologies
W: www.flightman.com T: +353 1 8061000 E: info@flightman.com
Company formed: 2000; Office Location: Dublin, Ireland (HQ) Name of Product Marketed • Flightman™ Electronic Flight Folder Number of Modules................11 Five Key Business/Software Areas • Flightman™ connects aircraft to airlines’ backend systems via onboard EFB software applications and provides airlines with significant costs savings in both Flight Operations and Maintenance • Flightman™ runs on all classes of hardware (FAA EFB Class 1, 2, or 3) • Is independent of hardware vendor • Supports all aircraft types • Is able to host third party applications and is independent of operating system AMT (Aircraft Management Technologies) was founded to address the need in the market for an electronic means of capturing and reporting data between aircraft and central back office systems. Flightman™ represents a common sense application of emerging technologies that can automate existing processes in the cockpit, cabin and on the ramp, in turn reducing costs. AMT’s Flightman™ product is a complete Electronic Flight Bag (EFB) software solution. Flightman™ enables airlines to be compliant in all aspects of onboard flight operations in a cost effective manner and provides a platform for future revenue generation applications in the cabin. AMT’s patented, award-winning Flightman™ software comprises three main elements: 1) a set of onboard software applications, 2) a ground server for the management of EFBs, and 3) capabilities for optimized communications between the onboard software and ground systems.
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AIR SUPPORT A/S
W: www.airsupport.dk T: 0045 7533 8889 E: pps@airsupport.dk Company formed:1988; Office Location: Billund, Denmark Name of Product Marketed • PPS - Preflight Planning Solutions, CrewBriefing Five Key Business/Software Areas • Flight Planning • CrewBriefing facilities AIR SUPPORT specializes in the provision of pc-based flight planning software systems with integrated web-based CrewBriefing — PPS and CrewBriefing - services to private and commercial business aircraft operators, regional/charter/cargo/national airlines, military/utility operators and flight service providers. Today, PPS is used by aircraft operators throughout 32 countries operating more than 3000 turboprop and jet aircraft daily consisting of more than 350 different aircraft types and versions. PPS is powered by LUFTHANSA Systems FlightNav worldwide navigation data including all global route restrictions, worldwide updated NOTAMs, Surface Weather data and Wind and Significant Weather charts based on original source data.
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Arconics
AVIATION 42
W: www.arconics.com T: (00353) 1611 4625 E: info@arconics.com
W: www.aviation42.com T: +48 71 7230109 E: steve.crabb@aviation42.com
Company formed: 2001; Office Location: Dublin, Ireland Name of Product Marketed • Manual Manager, AirPortal, EFB Viewer Number of Modules..................5 Five Key Business/Software Areas • EFB Document Management • Airline content management • Flight crew notices management • Mobile document viewer apps • EFB document viewer
Company formed: 2009; Office Location: Poland, UK, Denmark, Switzerland Name of Product Marketed • Sabre Reporting - Data Migration - Software Development - System Integration Middleware - Check Optimiser - RADIXX Interfaces - FAST Fatigue Data Extracts Number of Modules.............. n/a
Arconics is a leader in content management software and services for airline operators. Our team has over 10 years of world-class expertise in airline operations and document standards, web and mobile applications and XML data processing. Arconics provides EFB Document Management for Notices, Manuals and Forms on EFB Class 1, 2 & 3, Web and Mobile. Arconics products reduce costs, improve efficiency, and ensure regulatory compliance. Thousands of flight and ground operations staff, pilots and cabin crew depend on Arconics products to help safely and efficiently operate their fleets every day.
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Aviaso Inc.
W: www.aviaso.com T: +41 55 422 0000 E: info@aviaso.com
Aviaso connecting aviation and software www.aviaso.com
Company formed: 2003; Office Location: Pfaeffikon, Switzerland Name of Product Marketed • Fuel Efficiency, EU-ETS, Airline Portal, ART - Aviation Reporting Tool, CCP - Crew Capacity Planning Number of Modules.............. n/a Five Key Business/Software Areas • Fuel Efficieny • EU-ETS • Airline Portal / Intranet • ART - Aviation Reporting Tool • CCP - Crew Capacity Planning Aviaso is an international software company developing products exclusively for the aviation industry. The first product — the Airline Portal — has been deployed at Belair Airlines in 2003. Since then, the product-portfolio has been continuously extended into various areas of the aviation industry. Besides developing its own products, Aviaso is also developing custom-specific software and realizes system integration projects for aviation companies. Furthermore, Aviaso maintains datacenters in Switzerland and Sofia and provides customized hosting-solutions for aviation companies. Aviaso has its head office in Switzerland and software development centers in Sofia/Bulgaria and Kharkiv/ Ukraine. Please, visit our website www.aviaso.com for more information about the Aviaso products and services.
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Five Key Business/Software Areas • Sabre Reporting & Integration • Data Migration • Software Development • System Integration • Middleware Aviation42 is a software company focused on providing Airlines with highly skilled, cost effective solutions in: Sabre Reporting and Integration; Custom software development; Data Migration; System Integration; Middleware; RADIXX Interfaces; and Fatigue Data Extracts
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Aviovision NV
W: www.aviobook.aero T: + 32 16 29 89 80 E: info@aviovision.aero
Company formed: 2010; Office Location: Leuven, Belgium Name of Product Marketed • AVIOBOOK / EFB for Airlines & Business Aviation Number of Modules................10 Key Business/Software Areas • Main • Operational Flight Plan • Briefing • Weight & Balance • Charts • Performance • Reports • Library • Tools • EFB Ground Administration Tool AvioVision N.V. is a young Belgian company that is offering an innovative and comprehensive EFB solution, by facilitating integration of technologies in its EFB products, combining them with operational excellence into smart solutions for front line and back-office staff.
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SPRING 2012 | AIRCRAFT IT OPERATIONS | SOFTWARE DIRECTORY | 35
BYTRON
W: www.bytron.com T: +44 (0)1652 688626 E: info@bytron.aero
Company formed: 1984; Office Location: Kirmington, North Lincolnshire, UK Name of Product Marketed • skybook®eFB, skybook.aero, skylightES, Slot Management, Fuel Monitoring, AIS Notam Management Number of Modules..................6 Five Key Business/Software Areas • Electronic Flight Bag • Pre-flight Briefing • Airport CDM • Flight Data Management Systems • Air Traffic Control & Operational Management Systems BYTRON is a UK based company specialising in aviation data systems that provides totally integrated flight data management solutions, delivering operational data reliably to aircraft operators, airports and air traffic control. We provide a wide range of products and solutions, including EFB (Class I & II) solutions, Airport CDM, and much more. The company’s design philosophy is, and has always been, to provide highly flexible, technically innovative, and compliant user-oriented solutions. With over 25 years of experience supplying aviation systems, we are experts at getting the right data, to the right place, at the right time.
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ETS Aviation Ltd.
W: www.etsaviation.com T: +351 91 580 1007 E: dscarlisle@etsaviation.com Company formed: 2009; Office Location: Gibraltar, UK Name of Product Marketed • Aviation FuelSaver™, Aviation Footprinter™, ETS Support Service Number of Modules..................2 Five Key Business/Software Areas • Fuel-efficiency Software Solutions • EU ETS Data Management and Reporting Verificiation Software • Fuel Saving Consultancy • ETS Data management consultancy ETS Aviation Ltd. are specialists in fuel-efficiency programmes and emissions data management. Since early 2009 our team of aviation specialists and software designers has helped hundreds of aviation operators all over the world. We work with airlines, business aviation operators and trip support companies. And we make their life easier. We created the ground breaking Aviation FuelSaver™, software and consultancy programme - the easiest to use and lowest cost fuel efficiency system on the market - having already launched a software and consultancy solution called Aviation Footprinter™, for managing EU ETS (Emissions Trading Scheme) requirements..
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Evoke Systems
Flygprestanda AB
W: www.evoke-systems.com T: +44 (3)456 521240 E: info@evoke-systems.com
W: www.flygp.se T: +46 40 642 00 10 E: sales@flygp.se
Company formed: 2001; Office Location: Norwich, England Number of Modules.............. n/a Five Key Business/Software Areas • Training Records and Expiry Management • Cabin Crew Flight Reports • Journey Log and Fuel Analysis • EU-ETS Management • Document Library and Notices
Company formed: 1969; Office Location: Malmö/Sweden, Connecticut/USA Name of Product Marketed • Airport Analysis, Performance GURU, FOCS Number of Modules.............. n/a Five Key Business/Software Areas • Aircraft Performance Services • Flight Planning Software • Performance Engineering • Special Performance Calculations • Engine Failure Procedures
Evoke Systems is a British software company founded in 2001 to provide innovative, cost effective solutions to the airline industry. EFOS (Electronic Flight Operations System) is a web-based crew portal and flight operations management system with supporting mobile device software for use as part of an EFB solution. Evoke Systems has clients in both the commercial and business aviation sectors operating from the UK, Europe and the Middle East. They include start-ups and established airlines looking to streamline their processes. Our customers tell us that we provide exceptional levels of support and provide creative solutions to their problems.
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Flight Focus
W: www.flightfocus.net T: +65 6419 5299 E: sales@flightfocus.net Company formed: 2007; Office Location: Singapore (HQ), Jakarta and Bandung, Kuala Lumpur Name of Product Marketed • The Flight Focus PLATFORM™ Number of Modules.............. n/a Five Key Business/Software Areas • Electronic Flight Bag • Avionics Systems Integration • Flight Operations Support Services • Applications Services Provider (ASP) • Flight Operations Consultancy Flight Focus has been a supplier of innovative, leading edge Avionics and Electronic Flight Bag solutions and associated Flight Operations Support Services to the global aviation industry since 2007. Flight Focus employs over 130 staff who are engaged in a wide range of activities directly related to the design, development and delivery of its avionics solutions; this includes hardware and software design & development, manufacturing and maintenance, Flight Dispatch services & support, and global Sales & Marketing teams. Headquartered in Singapore, Flight Focus has further office locations in Kuala Lumpur, Malaysia and Indonesia (Jakarta and Bandung) dedicated to research and development, software and hardware design, and technical support.
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Flygprestanda AB, a pioneer in aircraft performance calculations, was founded 1969. For over 40 years Flygprestanda has been in the forefront of providing aircraft operators of all kind with high quality services. Today Flygprestanda is serving around 200 customers worldwide from the head office in Malmö, Sweden and continues to lead innovation in this part of the aviation industry with its well known Airport Analyses, Performance GURU and Flight Operations Control System (FOCS). High quality performance calculations for take off and landing are essential for safe flight operations and a modern flight planning solution is the key to achieve the most cost efficient operations possible.
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FLYHT - AeroMechanical Services
W: www.flyht.com T: + 1-403-250-9956 E: sales@flyht.com
Company formed: 1998; Office Location: Calgary, Alberta Canada Name of Product Marketed • AFIRS 220, AFFIRS 228, FLYHTStream, FIRST Number of Modules.............. n/a Five Key Business/Software Areas • ACARS over Iridium • Global Communications and Flight Following • Accurate and automated OOOIs • Real-time FDM for FOQA • Real-time Fuel Management System FLYHT’s AFIRS™ 228 is the only system to bridge gaps in ACARS coverage using the Iridium® global satellite system while also being Future Ready™. AFIRS goes beyond ACARS data with Configurable Intelligence on Demand™. No longer is your investment in ACARS connectivity restricted to accessing only ACARS data. Your aircraft is rich in non-ACARS data that if accessed can significantly improve operational efficiency and profitability. Through our on-demand capability we ensure that additional connectivity and functionality is available at your fingertips - enabling your ACARS over Iridium investment to do more than just offer global coverage.
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36 | SOFTWARE DIRECTORY | AIRCRAFT IT OPERATIONS | SPRING 2012
FuelPlus Software GmbH
W: www.fuelplus.com T: +49 (511) 496050 E: info@fuelplus.com
Company formed: 2000; Office Location: Hannover (Germany), Brasov (Romania), Johannesburg (South Africa), Boston (USA) Name of Product Marketed • FuelPlus Number of Modules................15 Five Key Business/Software Areas • Fuel and Operational Analysis • Emission Monitoring & Reporting • Fuel Supply Management • Fuel Operations Support • Fuel Accounting FuelPlus, a leading provider of fuel management IT solutions for the global aviation industry, enables airlines to implement and operate sophisticated fuel management processes which improve internal efficiencies, and achieve substantial savings. FuelPlus consists of a set of modules to handle fuel planning, tendering, contract management, inventory and supply chain management, operations, tankering, EU ETS emissions monitoring and reporting, prepayment, and accounting.
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G-AERO division of GrandTrust InfoTech Pvt Ltd
W: www.g-aero.com T: +91 9995801266 E: raju.v@grandtrustinfo.com
Company formed: 2008; Office Location: Cochin, India Name of Product Marketed • G-COMS Airline Cost & Contract Management System • G-RPS Airline Route Profitability System • G-ARMS Airport Revenue & Contract Management System • G-GRMS Ground Handling Services Revenue & Contracts Management System Number of Modules.............. n/a Five Key Business/Software Areas • Airline Contract Management • Airline Cost Management, Budgeting and MIS/Dashboard Reporting • Airline Route Profitability • Airports / GHA Contracts Management • Airports / GHA Revenue Management G-AERO offers a suite of innovative software products for Airline, Airports and Ground Handling Agents for their Contracts, Cost and Revenue Management. G-AERO product suite not only helps to implement proven industry best practices but also assures direct financial benefits. G-AERO uses latest, secure Microsoft .Net technology in developing its solutions. G-AERO believes in providing best value for money for their customers and there by ensures quick ROI.
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IDMR Solutions
W: www.IDMR-Solutions.com T: 347-565-4367(IDMR) E: irevivo@IDMR-Solutions.com Company formed: 2008; Office Location: Cochin, India Name of Product Marketed • InForm Number of Modules.............20+ Five Key Business/Software Areas • Technical Manuals • Ground Ops • Audits • Distribution IDMR is a global provider of easy to use and all encompassing Technical Documentation Management Solutions which have been designed exclusively for Fleet operators, MRO providers and OEM organizations. IDMR’s Technical Documentation Management Solutions have proven success in increasing operational performance and decreasing operational cost while insuring airworthiness, safety and regulatory compliance.
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IFR FrancE
W: www.ifrfrance.com T: +33 562 74 75 00 E: commercial@ifrfrance.com Company formed: 1987; Office Location: Colomiers, Toulouse, France Name of Product Marketed • AMASIS & KEOPS Number of Modules 7 and 10 add ons Five Key Business/Software Areas • Flight scheduling • Crew rostering & Crew management • Flight Operations • Direct Operating Costs & Budget • Operations & Financial reporting KEOPS is a reliable solution for airlines and operators to manage airlines operations, crew management and costing, Our experts propose high level services to assit users during the implementation phase and the day to day operations (customizations,training and consulting).
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InfoTrust Group, Inc.
W: www.infotrustgroup.com T: 949-732-7532 E: loster@infotrustgroup.com
Company formed: 1994; Office Location: Irvine, CA, Boulder, CO, Phoenix, AZ, Austin, TX, Shanghai, China, Paris France Name of Product Marketed • TechSight/X S1000D, TechSight/X ATA Number of Modules.............10+ Five Key Business/Software Areas • Content Management System (CMS) • Interactive Electronic Technical Publisher (IETP) • Technical Operations Edition • Technical Publications Edition • Flight Operations Edition
InfoTrust Group is a recognized leader in the aerospace industry for more than 25 years. InfoTrust delivers solution to hundreds of companies for their information processing, conversion, authoring, content and change management, publishing and distribution objectives. InfoTrust’s wide range of end-to-end solutions that increase productivity by taking advantage of XML capabilities and content reuse, and that produce more accurate and reliabile information for compliancy. Its solution support all flight ops, engineering, maintenance, engine, component and training manuals. InfoTrust currently services major airlines, OEMs, suppliers and MRO s worldwide. To learn more about TechSight/X and InfoTrust Group’s full range of products, services and solutions, please visit www.infotrustgroup.com.
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Navtech, Inc.
W: www.navtech.aero T: +1 519 747 1170 E: info@navtech.aero
Company formed: 2002; Office Location: Waterloo, Canada; Surrey, UK; Kista, Sweden Name of Product Marketed • Aircraft Performance Family: ToDc, Weight & Balance, Airport Obstacle Database, Driftdown Data, WiFly. • Charts Family: Aerocharts, Enroute Charts, eCharts, iCharts • Crew Family: Navtech PBS, Navtech Optimizer + partner offerings from IBS, IBR and eTripTrader • Electronic Flight Bag - solutions for viewing Navtech eCharts, Aircraft Performance products, and Navtech Flight Plan via EFB • Flight Planning Family: Navtech Flight Plan + weather services • Navigation Data: data from suppliers such as: GE, Honeywell, ARINC, Universal etc. Number of Modules..................6 Five Key Business/Software Areas • Aircraft Performance • Flight Planning • Flight Dispatch and Weather & NOTAM • Crew Scheduling/Planning • EFB Software Solutions • Weight & Balance
Navtech, Inc. is a leading global provider of flight operations solutions, serving more than 350 airlines and aviation services customers. Navtech’s product suite includes aeronautical charts, navigation data solutions, flight planning, aircraft performance software (take-off/landing, weight and balance), and crew planning solutions. Many of Navtech’s products can be configured as part of an EFB solution, including take-off data calculation, weight and balance, and aeronautical charts. These products, supported by Navtech’s AS9100 and ISO:9001 certification, directly support millions of flights each year and help Navtech customers maximize efficiency, reduce costs, ensure compliance with complex national and international safety regulations, and effectively deliver their services.
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SPRING 2012 | AIRCRAFT IT OPERATIONS | SOFTWARE DIRECTORY | 37
Optimized Systems and Solutions (OSyS)
W: www.o-sys.com T: +1 703 889 1300 E: osysaviation@o-sys.com
Company formed: 1999; Office Location: HQ Reston, VA; Houston, TX; San Diego, CA; Indianapolis, IN; Derby, UK; Bristol, UK; Gateshead, UK; Singapore; Qatar Name of Product Marketed • Fuel Management and Optimization; Emissions Trading Scheme MRV; Electronic Flight Bag (EFB); Asset and Equipment Health Monitoring; MRO Business and Parts Management; JetSCAN® Engine Health Monitoring Number of Modules.............. n/a Five Key Business/Software Areas • Fuel Management/Optimization • Emissions MRV • Electronic Flight Bag/EFB • Equipment Health Monitoring • MRO Business and Parts Management With a heritage of providing IT value-added services for the Rolls-Royce aftermarket, and delivering services commercially since 1999, Optimized Systems and Solutions (OSyS) has proven solutions for commercial aviation and defense. OSyS provides a complete range of best-in-class aviation services to enhance fleet performance and business operations. OSyS monitors more than 9,000 engines belonging to hundreds of civil aviation customers, helps meet compliance requirements with our products and services. Customers are able to increase availability of their critical assets, minimize risk and operational disruption, simplify data management to gain more value from IT investments, and improve operational efficiency.
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PACE GmbH
W: www.pace.de T: +4930293620 E: info@pace.de
Company formed: 1995; Office Location: Berlin (Germany), Seattle (USA) Name of Product Marketed • Pacelab CI OPS, Live View, Trajectory Designer, EFB Data Recorder, Post Flight Server Number of Modules..................3 Five Key Business/Software Areas • Cost Index Operations • Fuel Efficiency Monitoring • Electronic Flight Bag • Takeoff and Landing Performance • Cabin Configuration Working with leading OEMs, engine manufacturers and airlines for more than 15 years has enabled PACE to develop a range of innovative products that directly respond to the trends and challenges of the international aviation community. PACE closely collaborates with performance engineers, senior training captains, fuel conservation and operational efficiency managers and consultants to deliver real solutions for real people. PACE’s portfolio of flight operations solutions is designed to support airlines’ universal efforts to improve their daily operations, strategic planning and operational efficiency and to offset high fuel prices and environmental demands with a more effective fuel management.
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Sheorey Digital Systems Ltd.
W: www.sds.co.in T: (+91-22) 2281 9198/ 2281 1086 E: rohit.jha@sds.co.in; vicky.sheorey@sds.co.in
Company formed: 1993; Office Location: Mumbai, Bangalore, Singapore Name of Product Marketed • ARMS®: Airline Resource Management System; ARMS® Lite: Aviation Resource Management System-Lite; InfoPrompt®: Integrated Document Management System Number of Modules..................8 Five Key Business/Software Areas • Commercial Planning Sub-System (ARMS® - CPSS) / Flight Operations Sub-System (ARMS® - FOSS) • Flight Planning & Dispatch Sub-System (ARMS® - FPDS) / Crew Management SubSystem (ARMS® - CMSS) • Digital Flight Data Recorder Analysis Suite (ARMS® - DFDR-AS) / Charter Sales Manageent Sub-System (ARMS® Lite - CSMS)* • Computerized Reservation & Requisitioning Sub-System (ARMS® Lite - CRRS) • Departure/ Boarding Control Sub-System (ARMS® Lite DCSS) Sheorey Digital Systems Ltd., (SDS), is an established, fast growing, ISO 9001:2008 Certified Software Company, focused on providing Software Solutions to the Aviation Industry. ARMS® is an internet rich, current-generation, state-of-the-art Information Technology System that effectively addresses the extremely critical and cost sensitive nature of Commercial Airlines/ Air Transport operations. It is a unique combination of (a) an Enterprise Resource Planning System (ERP) (b) Decision Support System (DSS) (c) Workflow Automation Solution (WFA) (d) Executive Management Information System (EMIS) (e) Integrated Document Management System (IDMS) viz., InfoPrompt®. These cutting-edge information technologies are seamlessly interwoven to provide the civil aviation industry with a cost-effective integrated solution, which is modular, scalable & highly user-customizable. ARMS® is a robust and well-proven system.
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SITA
W: www.SITA.aero E: info@SITA.aero
Company formed: 1949; Office Location: Head Office: Geneva, Switzerland. Main Regional Offices in: Rio De Janiero, Brazil; Beirut, Lebanon; Atlanta, USA; Singapore; Rome, Italy .
Name of Product Marketed • e-Aircraft Application Services, e-Aircraft AirportLink WiFi Service, Messaging Services Number of Modules................21 Five Key Business/Software Areas • e-Aircraft Application Services (for EFB) • e-Aircraft Connectivity Services • AIRCOM ACARS Services • AIRCOM Datalink Applications • AIRCOM Cockpit Voice
SITA is the world’s leading specialist in air transport communications and IT solutions. We deliver and manage business solutions for airline, airport, GDS, government and other customers over the world’s most extensive network, which forms the communications backbone of the global air transport industry. We innovate collaboratively with the air transport industry, and the industry itself drives the company’s portfolio and strategic direction. We are the only IT and communications company to run annual, industry-renowned IT surveys for airlines, airports and passenger self-service. Our portfolio includes managed global communications, infrastructure and outsourcing services, as well as services for airline commercial management, passenger operations, flight operations, aircraft operations, air-to-ground communications, airport management and operations, baggage operations, transportation security and border management, cargo operations and more. In addition, we sponsor .aero, the top-level internet domain reserved exclusively for aviation. We are one of world’s most international companies. Our global reach is based on local presence, with services for over 550 air transport industry members and 3,200 customers in over 200 countries and territories. Set up in 1949 with 11 member airlines, today we employ people of more than 140 nationalities, speaking over 70 different languages. SITA had consolidated revenues of US $1.49 billion in 2010.
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Smart4Aviation
W: www.smart4aviation.aero T: +31 20 654 1824 E: info@smart4aviation.aero
Company formed: 2009; Office Location: Amsterdam, The Netherlands; Kraków and Gdansk, Poland; New Delhi, India
Name of Product Marketed • Smart BRIEF, Smart BRIEF CABIN, Smart NOTAM MANAGER, Smart FUELING, Smart VIEW, Smart MET, Smart OPS, Smart DOC, Smart EFF, Smart EFB, Smart eFORMS, Smart PERFORMANCE, Smart ALERT, Smart COMM, Smart VIEW+, Smart ULD MANAGER, Smart LOAD, Smart HUB, Smart ONTIME, Smart FUEL MANAGER, Smart MISSION MANAGER Number of Modules................21 Five Key Business/Software Areas • Smart BRIEF • Smart COMM • Smart FUEL MANAGER • Smart EFB • Smart PERFORMANCE Smart4Aviation was founded to provide web based products and services to optimize, simplify and improve airline operations. The Smart4Aviation’s goal is high quality, cost-effective solutions backed up with 24/365 support service. It offers 21 modules which are interoperable, compatible and can be freely composed into the one system as well as software developed on demand, which are used with success by pilots, crew, dispatchers, ground ops and many different departments. The modules work as basic building blocks that can be used to build the system that will meet exactly customer’s requirements, that are tailored to the customer’s needs.
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T&A Systeme GmbH
W: www.logipad.aero T: +49 23 24 92580 E: info@logipad.aero
Company formed: 1994; Office Location: Hattingen, Germany
Name of Product Marketed • Logipad Number of Modules..................6 Five Key Business/Software Areas • iPad EFB Management • Class-I EFB • Class-II EFB • Logipad for Cabin • Logipad for Maintenance T&A SYSTEME GmbH is an IT-Service & solution provider, founded in 1994 and headquartered in Hattingen, Germany. The company has around 60 employees and focuses on national and international customers that reach up to 10000 devices. We have solid international experiences with customers of global reputation. In addition to consulting services, we are a strategic partner for development of scalable future proven IT-solutions. With Logipad T&A provides a global EFB Management solution, to handle and support any data on Class-I, Class-II and iPad Devices with one standardized ground process.
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