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V2.3 • JUNE-JULY 2013

SAVING FUEL MEANS UNDERSTANDING FUEL MANAGEMENT Using good software and teamwork

THE LATEST THING

First check if it’s needed

AIRPORT DATA

The basis for performance management

White Papers: Closed Loop, ACFT PERFO Case Study: Condor Survey: ETS Aviation Vendor Flight Log: Airline Control Software Column: Paul Saunders PLUS: The latest News, Webinars, Operations Software Directory…


FINDING

instead of

searching Intelligent electronic manuals Effectivity management Management of amendments Efficient access to required information Incremental updates

www.ovidius.com info@ovidius.com +49 304081895-0


04 Latest News and Technology updates

There’s always something to do in Operations IT so the trick is to know where to look for the latest news about the sector. Professionals use www.aircraftit.com/operations and AircraftIT Operations e-journal to keep up to date.

12 WHITE PAPER: The problem with EFB implementation

Editor’s comment Aircraft IT Operations: serving people who operate one of the most challenging business processes. As you read this Summer 2013 issue, July will be approaching. Many of you might then say, ‘so what?’ But if you operate passenger aircraft from Europe or North America, you’ll be aware that we are approaching the annual holiday or vacation season. And getting away from what can be pretty indifferent weather verges on an obsession with the populations of countries like the UK. And it isn’t only European and North American operators who are affected: in all of the sunny countries to which people travel, there will be similar operations to receive tourists and return them home at the end of their holiday. Neither is it only Europeans and North Americans who travel. Ever increasing numbers of newly affluent people from the new economic giants also travel; in fact most of the world now travels at some time. According to IATA, some 3 billion passengers fly each year and while a good number of those will be business travellers, all of them need to be boarded, transported, landed and reunited with their luggage. Said quickly it sounds easy but readers will know that is far from the case. Aircraft Operations and the IT to support them, constrained by regulation, emissions controls, fuel management needs, tight schedules, staff rostering, etc., etc. are fiendishly complex processes. Every piece of information gleaned offers a competitive advantage in this world of fine margins. In this issue you’ll find out more about information and what to do with it. We cover how to make informed decisions about new technology, how to use airport data to improve performance and how to achieve fuel savings. There’s also an opportunity to participate in the Aircraft IT 2013 fuel efficiency survey with ETS Aviation and some pointers as to what makes ACS tick. Plus, Paul Saunders will offer his personal insight into the world according to IT. Then there’s information about the Aircraft IT live demonstration webinars; allowing readers to 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. Aircraft IT Operations: information arriving at the right place, at the right time. Ed Haskey Editor

Captain Michael Bryan, Principal, Closed Loop Consulting Airlines often rush in to new technology without first thinking why they might need it and how it will fit into their business. EFB risks that fate unless we think differently.

20 Upcoming webinars: free live Operations software demonstrationS

Previews of live software demonstration Webinars from Ovidius on 27th June, Sheorey Digital Systems on 11h July, AVIOBOOK on 25th July and Logipad on 29th August.

22 CASE STUDY: Saving Fuel at Condor

Captain Frank Lumnitzer, Head of Fuel-, Environmental- and Air Traffic Management at Condor (Thomas Cook Airlines Group) In order to achieve further fuel savings, Condor is combining a team effort with powerful software providing transparency on fuel usage and allowing accurate monitoring of Condor’s fuel savings initiatives.

27 Aircraft IT fuel efficiency survey sponsored by ETS Aviation

How do we manage fuel today and how can that improve tomorrow? It’s the single most significant cost factor in any airline’s operations and yet how much is known about fuel management and fuel saving in any airline or operator? The Aircraft IT ETS Aviation 2013 Fuel Management Survey aims to shine some light into this important aspect of Operations Management.

29 VENDOR FLIGHT LOG: Vendor Flight Log

Jacek Łyczba explains the thinking and approach that have made Airline Control Software (ACS) such a success In the latest of our Q&A pieces, Jacek Łyczba President & CEO, Airline Control Software, LTD. (ACS) shares his Flight Log with Aircraft IT readers.

30 WHITE PAPER: Leaving and arriving safely and efficiently

Arno Broes, Partner and Commercial manager at ACFT PERFO Commercial flights begin and end at airports during brief but critical minutes for safety and operating efficiency. Knowing the airport data can improve that process.

33 COLUMN: The World according to IT & Me!

A question of integrity. Paul Saunders Has the advent of devices in the cockpit made us hyper-aware of crew integrity or has it handed the control freaks another reason to constrain what flight crew are allowed to do? If we treat people like adults, might they not also behave as such?

34 Past webinars: knowledge transfer and access for industry experts 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 2013 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:

Ed Haskey ed.haskey@aircraftit.com +44 1273 648317 www.aircraftIT.com John Hancock Dean Cook deancook@magazineproduction.com

View Recordings of Past Operations Software Demonstration Webinars See full information and view video recordings of past Operations Software Demonstrations, including: Flygprestanda, ACFT PERFO, AIR SUPPORT and InfoTrust Group.

36 Upload Tender

Whatever software solution you are looking for, this Tender upload feature will allow you to reach out to all the major Vendors at once.

37 Your next career step

Find out about current and future vacancies for people like you in the sector where your experience and skills are valued.

38 Operations Software directory

A detailed look at the world’s leading Operations IT systems.


4 | NEWS | AIRCRAFT IT MRO | JUNE-JULY 2013

New software solutions providers join Aircraft IT vendor group As a knowledge resource, the strength of AircraftIT is gr4eatly enhanced by the members of our growing panel of vendors. So it is with great pleasure that we announce the inclusion of a further solution provider to the panel. Airline Control Software, LTD is a specialized IT company engaged in software development for the airline. The main product is the ACS System, consisting of 16 modules. There are optional modules: OPS (including OCC Flight Dispatch, NTO, FLIGHT INFO PAX OPS, MCC), CREW, CAMO (Part-M), LINE MAINTENANCE (Part-145), FLEET MANAGEMENT, HANDLING, FUELING MANAGEMENT QMS, SMS, TRAINING, TICKETS & BOOKING and built-in modules: DOCUMENTS MANAGEMENT, LOGISTICS, COMMERCIAL, FINANCE SUPPORT, SYSTEM ADMINISTRATOR. The system is designed for small and medium-sized airlines and covers in full all aspects of managing and supporting the airline. YOM 2012 uses the latest technology — mainly Mictosoft and Apple. Three platforms are available for users: PC, www and iPad/iPhone. The systems is scalable and open, allowing integration with other systems existing in the airline. For data security, each client can use an online database replication. AircraftIT Operations editor and publisher, Ed Haskey, welcomed the new vendors to the panel, commenting, “In an increasingly integrated and digital working environment, Operations executives need a resource through which they can keep up to speed with the latest developments. Through the vendors on our panel, we are able to offer readers just that capability. This further vendor who has joined will continue to strengthen that panel adding significantly to the skills and knowledge resources available to readers.”

ACS has already completed implementation of the program in Bingo Airways

In early June 2013, it was announced that the ten year contract between Airline Control Software (ACS) and Bingo Airways that had been signed at the end of March was now implemented. Bingo Airways is a Polish charter airline operating a fleet of Airbus aircraft. The airline has received a license which includes all units of the ACS system: OPS, CREW, FINANCE, HANDLING, SCHED, CAMO and DOCUMENTATION MANAGEMENT. The system will improve the efficiency of Bingo Airways their operation in many areas and it will help to cut cost of operational activities.

Airbus bases Fleet Technical Management IT solution on AMASIS from IFRSKEYES

IFRSKEYES announced in midJune 2013 that Airbus FHS (Flight Hour Services) has built a powerful IT solution based on AMASIS to monitor the aircraft component Pool access and to perform the Engineering activities proposed to Airbus operators (Fleet Technical Management). The Airbus IT division has also developed a solution based on IBIS, IFRSKEYES’ integrated Business Intelligence tool, to enrich AMASIS coverage with customized reports and dashboards. IFRSKEYES works in close cooperation with Airbus not only to integrate solutions into the global Airbus IT architecture, but also to interface with the customers’ solutions to streamline communication and further increase quality service. Airbus’ FHS is now covering more than 100 aircrafts for A320, A330, A340 and A380 operators.

Click here for full SOFTWARE details and for a demo

From The Cockpit To Your iPad® GDC64 Tablet Aircraft Interface Unit (TAIU)

Many developers are writing apps that can use aircraft position, weather info, and/or discretes from the aircraft. Applications for weight and balance information, OOOI reports, data recording and reporting, and many others can be developed and tailored for the user.

DAC International’s GDC64 was specifically designed as an aircraft interface device to give the iPad the data it can use in order to be the tool it should be without cumbersome Wi-Fi devices. Simply plug your iPad into the connector coming from a convenient location in the cockpit. Contact us today.

Avionics Solutions Provider | Worldwide Dealer Network | Engineering-Manufacturing dacinfo@dacint.com | P: +1.512.331.5323 | www.dacint.com

Approved Apple ® developer


JUNE-JULY 2013 | AIRCRAFT IT OPERATIONS | NEWS | 5

Aviaso software supports Aer Lingus in achieving further fuel savings Aviaso software supports Aer Lingus in achieving further fuel savings Aviaso announced, in late June 2013, the successful implementation of its fuel conservation software at Aer Lingus. The Aviaso software supports Aer Lingus in its comprehensive fuel savings program that saves millions of euros in fuel and carbon emissions. Anne Bradley, Director Operations Logistics at Aer Lingus said, “Aer Lingus selected Aviaso following a comprehensive and competitive tender process. Our criteria for selection included fuel efficiency know-how, customer focus, flexibility and proven track record in complex software projects. Aviaso provided excellent support throughout the project which helped us to successfully achieve our project goals, despite the demanding requirements.” The fuel efficiency software of Aviaso receives data from all fuel and flight relevant IT systems of an airline. In the case of Aer Lingus, the data from more than 10 different IT systems is used. A crucial aspect is to have high data quality. Therefore, the data is checked, validated, and possibly adjusted before it is used for analyses. The fuel efficiency software includes more than 100 ready-made analysis reports. These reports allow Aer Lingus to achieve

Click here for full SOFTWARE details and for a demo

– Delivering powerful, real time operational data. transparency over its fuel consumption and to identify its fuel savings potential. In addition to identifying fuel savings, the Aviaso software also supports Aer Lingus in achieving these savings by rigorously monitoring the various fuel savings initiatives for each and every flight. “Applying the ‘common’ fuel efficiency initiatives is nowadays well established at many airlines. However, it is possible to achieve further fuel savings, as several of our airline clients can demonstrate.” observes Rudolf Christen, CEO of Aviaso. “The key is ‘measure to manage’. An airline needs to monitor day-by-day and flight-by-flight which initiatives are making progress and which are not. Such comprehensive monitoring is one of the key functions of our fuel conservation software”.

DAC International secures PMA approval for GDC64 Corresponding App Released on iTunes In early May, 2013, DAC International, a Greenwich AeroGroup company, announced that the Federal Aviation Administration has granted Parts Manufacturer Approval (PMA) for the company’s GDC64 Tablet Aircraft Interface Unit (TAIU). The GDC64 developed by DAC International feeds aircraft data to an iPad® without additional costly Wi-Fi devices. This unique interface product routes live data from aircraft sensors and systems to an iPad enabling a wide range of incremental functionality for the flight crew. Simply plug an iPad into conveniently located connectors in the cockpit to get data and power to keep the iPad fully charged during flight.

The Tablet Aircraft Interface Unit is applicable on corporate, regional and major airlines and rotorcraft. In addition to the PMA approval, Apple® has certified the GDC64 hardware and the GDC64 iOS app, which is making its debut on the iTunes store. “This will allow operators to now have access to a data library for use in a variety of apps as they become more available,” said General Manager of DAC International Francisco Hernandez. “In addition, the installer can now download the GDC64 app directly from iTunes to allow users to setup and configure ARINC 429 data for their installation.” To locate the app from the iTunes store just search GDC64 or access via http://tinyurl.com/clesmo6

For more information

Visit: www.aviit.com, call: +44 (0)1383 620922 or email: info@aviit.com AVIIT HP 1212 Archimedes.indd 1

13/02/2013 15:17


6 | NEWS | AIRCRAFT IT MRO | JUNE-JULY 2013 Click here for full SOFTWARE details and for a demo

ETS Aviation makes inroads to Switzerland and Chile SkyWork Airlines — leading the way in Fuel Efficiency

SkyWork Airlines AG, Switzerland’s fastest growing regional airline, announced at the end of May 2013, the selection of ETS Aviation FuelSaverTM to power their fuel efficiency programme. The airline will also be sharing the fuel saving lessons learned in a presentation at the European Regional Airlines Annual Assembly in Salzburg during 2-4 October. Aviation FuelSaverTM, created by aviation software and consultancy specialists ETS Aviation Ltd, provides a unique combination of smart software and fuel saving expertise via a low cost annual subscription. SkyWork CEO Tomislav Lang, says: “The Aviation FuelSaverTM programme is the perfect way to manage our fuel-efficiency ambitions. SkyWork’s fleet of Dornier 328 and Dash 8 Q400s is known to be highly economical, but there are always opportunities to become more fuel efficient. This is important to our customers, to our pilots and operational staff as well as to our shareholders.” SkyWork Airlines is the first airline operating only turboprop aircraft to have invested in the Aviation FuelSaverTM fuel efficiency software system which is coupled with independent specialist consultancy. Previously, this level of expertise and software complexity has been too expensive for smaller operators. ETS Aviation aims to solve that by pricing their programme according to the size of the operator. The logic of the system is based on auto processing and calculation across data from a large number of operating parameters. The system coverts the resulting data into easy to use graphical analysis charts and reports. The end user benefits from accurate monitoring of the operation, fuel efficiency, tracking of fuel efficiency procedures and the detection of potential fuel efficiency gains. David Carlisle, CEO of ETS Aviation, says: “To see a turboprop operator who already flies a fuel efficient fleet investing in our Fuel Efficiency Program, proves its worth. It shows that Aviation FuelSaverTM really can improve operational efficiency for all aircraft operators, no matter their fleet size or aircraft. We are delighted to be working with SkyWork Airlines.”

Sky Airline launches fuel efficiency programme

Sky Airline, Chile’s fast growing low cost carrier has announced the selection of ETS Aviation’s Aviation FuelSaver™ The program announced in early June 2013 is expected to enhance the airline’s operational and fuel efficiency. Holger Paulmann, Sky Airline CEO, said: “The Aviation FuelSaver™ software and consultancy program is the smart way to manage our fuel-efficiency objectives. With the fleet change, we have been able to reduce our Fuel-CASK by 36.2% and, together with FuelSaver and the consultancy provided by ETS Aviation, we have been able to realize our fuel efficiency potential, and will focus on the key variables. The software tool is easy to use and is already delivering results”. The software is also backed by ETS Aviation’s fuel efficiency specialists and IT expertise that makes it a unique total solution which delivers high returns for a very modest investment. Ian Britchford, Director of Fuel Saving for ETS Aviation said, “It is great to be working with a growing, focused airline in this region of the world that has clear objectives for their fuel saving programme.”


JUNE-JULY 2013 | AIRCRAFT IT OPERATIONS | NEWS | 7

InfoTrust Group and Flatirons Solutions Join Forces Global Organization Accelerates Pace in Making a Difference to Turn Content into Knowledge and Deliver the Right Information, at the Right Time, to the Right People

InfoTrust Group, provider of information management solutions, announced at the beginning of June 2013 that it has acquired Flatirons Solutions, recognized experts in consulting and systems integration for content-intensive and regulatorydriven industries. This acquisition is another milestone in InfoTrust Group’s strategic pursuit to challenge the status quo and provide independent and innovative solutions that meet business-critical information management requirements. InfoTrust Group introduced the first manufacturerindependent, aviation-centric technical information delivery system based on a number of open technology and industry standards. Today, the combination of InfoTrust Group and Flatirons Solutions creates an unparalleled team of domain and technology experts, and an enlarged portfolio of solutions, that will help organizations across industries solve increasingly complex information management challenges more effectively and achieve higher returns on investment. InfoTrust Group and Flatirons Solutions serve many Fortune 100 companies that are leaders in their respective markets, including the world’s largest engine and power systems manufacturer, the largest airlines, the largest component manufacturer, leading providers of auto repair information and services, leading media and publishing companies, global communications and consumer goods

companies, and both Government agencies and Armed Forces. To further accelerate growth of the combined organization, InfoTrust Group and Flatirons will continue to expand their strong ecosystem of partners that includes organizations such as EMC, SDL, Alfresco, MarkLogic, and others that continuously deliver new technologies to support evolving market requirements. “With this significant step, Flatirons Solutions is also looking to expand its solutions to customers in Europe and Asia as we leverage InfoTrust Group’s established operations,” said Greg Beserra, cofounder and president of Content Technology at Flatirons Solutions. “In fact, we are looking to attract and hire up to 40 experts, in just the second half of 2013 alone, to sustain the strong demand for our services and solutions.” Gary Fuller, president of Government Solutions at Flatirons Solutions, added; “Joining forces with InfoTrust Group now affords us a new and exciting opportunity to provide today’s most advanced content technology solutions to further benefit our Government and Armed Forces clients.” “Beyond the natural synergies between our companies and our complementary offerings, we are very excited to see that we also share a common vision and culture,” said Geoffrey Godet, president and CEO of InfoTrust Group. “Together, 400 information management and technology experts and consultants are fulfilling our company’s vision to make a difference and help our customers turn content into knowledge, and deliver the right information at the right time to the right people.”

AvioVision and Web Manuals integrate digitised manuals in AVIOBOOK® EFB AvioVision and Web Manuals Sweden AB proudly announced in late May 2013 that they have started work offering a joint solution for digitising manuals into an integrated Electronic Flight Bag app for use by pilots in the cockpit. The Web Manuals cloud application for writing, reviewing and publishing manuals is the most easyto-use tool available to airlines. AVIOBOOK® is a smart and intuitive EFB solution offering a common user experience for route charts, documents, logs and performance calculations, all essential tools for pilots.

“Being a web-based software application, Web Manuals has been praised for its user-friendliness and quick deployment; it is therefore a perfect match for the smooth user experience provided by AVIOBOOK®”, said Kris Van den Bergh, CEO of AvioVision. Martin Lidgard, CEO of Web Manuals Sweden added, “We are proud to see AvioVision as a strategic partner enabling both companies to offer the integrated solution to new and existing clients. We share the same values and vision of providing the aviation industry with an exceptional user experience worthy of the 21st century.”

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8 | NEWS | AIRCRAFT IT MRO | JUNE-JULY 2013

Boeing upgrades Twister software to take better advantage of Cloud Computing In mid-April 2013, Boeing announced the release of an upgrade for its Twister Data Framework software, which helps customers make better decisions by analyzing large amounts of data. Customers using version 3.7.4 can quickly and reliably access and analyze data in the cloud or elsewhere from anywhere on their network. “Finding decision-quality information in a massive amount of data is the ‘Big Data’ challenge that all of our customers face,” said Jonathan Moneymaker, Boeing director of the Intelligence Systems Group. “This latest Twister upgrade ensures that our customers continue to have an information advantage that incorporates the latest features of the rapidly evolving cloud environment.” Twister Data Framework’s new features include: • Support for variable workloads through elastic computing and loadbalancing to improve software performance in the cloud and across clustered file systems; • Extended open-source software support to make better use of third-party technologies for easier integration in the customer environment; • A reporting capability that alerts system administrators to performance bottlenecks by capturing node health events. More information about Twister Data Framework is available at twisterdataframework.com. Click here for full SOFTWARE details and for a demo

Twister and other Boeing processing, exploitation and dissemination software products are one of the ways Boeing helps address customers’ situational awareness needs through a seamless flow of information, from collection to aggregation to analysis. The breadth of these capabilities can be experienced online by visiting: www.boeing.com/advertising/c4isr.

Sheorey Digital Systems Ltd. (SDS) confirms an order from Gulf Helicopters Company (GHC) Aviation InfoTech solutions provider, Sheorey Digital Systems Ltd. (SDS), confirmed in mid-June 2013 an order from the Gulf Helicopters Company (GHC) for the software vendor’s latest application and EFB (Electronic Flight Bag) Solution: ARMS® on the TAB. With this acquisition, Doha, Qatar based GHC’s Helicopter Operations will benefit from a completely integrated EFB solution. ARMS® on the TAB is an integral component of the ARMS®V2 (Aviation Resource Management System, Ver. 2.0) application suite from SDS and many of its components are already in use at GHC. This affords GHC the significant advantage of having an EFB solution that is fully integrated with the back office and Ops systems. Commenting on the development, MD & CEO of Sheorey Digital Systems, Vivek Sheorey expressed his deep pleasure on the choice exercised by GHC and added that the adoption of ARMS® on the TAB by GHC is a logical extension of the ARMS®V2 deployment and adds tremendous value to GHC’s offshore operations by providing anytime-anyplace accessibility as a fully mobile application. Reflecting the growing trend towards adoption of Tablet devices across Air Operations and Engineering, ARMS® on the Tab delivers the attributes and values of the versatile ARMS® V2 application suite, via any user-defined Tablet platform.


JUNE-JULY 2013 | AIRCRAFT IT OPERATIONS | NEWS | 9

NavTech wins more approvals and new investment Navtech customer receives trial approval for Class 2 EFB

Early in 2013, Navtech Inc., a vendor of flight operations software and services, welcomed returning customer Braathens Regional through a multi-year agreement for provisioning aeronautical electronic charts for the iPad. Since then, in early June 2013, Braathens Regional has been awarded trial approval from the Swedish Transport Agency for an Electronic Flight Bag (EFB) Class 2 system using the iPad. Each of Braathens Regional’s 140 pilots has been provided an iPad and their entire fleet of 17 aircraft is being modified. The SAAB and ATR aircraft will be fitted with cockpit-mounting so the Braathens pilots can use the iPad in all phases of flight. “We’re confident that our fully integrated EFB system will deliver exactly what we need and we have documented the project process in detail to be able to offer know-how and documentation to other airlines,” said Braathens Regional, EFB Project Manager Pierre Cronvall. For Braathens Regional, as well as other airlines considering or currently utilizing Navtech iCharts, there are operational, cost efficiency, and environmental benefits of an emerging paperless cockpit. Improved quality assurance is also a major factor for airlines. Navtech iCharts brings Navtech electronic charts to the iPad. This allows the iPad to be used as a Class 1 EFB or in the Braathens Regional case, with regulatory and operational approval, as a Class 2 Type B device. Navtech has worked with a number of customers to achieve operational approval of the iPad as a Class 2 device. Navtech’s family of state-of-the-art aeronautical charts products have been developed using research from Human Factor specialists and by gathering data from, and working closely with, pilots having years of experience using aeronautical charts. Each chart includes enhanced symbology and communication features. Navtech’s Windows-based electronic charts viewing application, Navtech eCharts, has been used by Navtech’s customers for over ten years. Continued product enhancements will form the infrastructure for Navtech to easily support all Classes of EFB and all devices from tablets to installed avionics. “Congratulations to Braathens Regional,” said Mr. Heath

Bowden, Director Product Manage-ment – Charts & EFB at Navtech. “Navtech iCharts, is a fundamental transformation to the charting marketplace and with the growing number of airlines choosing Navtech, it acknowledges the benefits available to our customers from our software investments.”

Navtech partners with new US shareholder

Navtech Inc. announced a new investor in the business in mid-June 2013. Veronis Suhler Stevenson (VSS), a global private investment firm, has committed to support Navtech’s international efforts to provide airlines with high quality, mission critical aeronautical products and services including aeronautical charts, navigation data, and flight planning, aircraft performance, and crew planning software solutions. VSS, based in New York and London, invests in information, education, media, marketing and business services, now including aviation software and services from Navtech. The VSS team of experienced professionals brings wide ranging experience across a variety of industries to the relationship with Navtech’s management. VSS joins Cambridge Information Group (CIG), a family owned investment firm focused on education, research and information services, and Externalis, a European based investment firm, as continuing Navtech investors. “This new mix of investors shows confidence in Navtech and our growth strategy,” said Mike Hulley, Navtech President and CEO. “We will leverage this investment to expand our market share in our traditional European footprint, the Asia Pacific region, and in North America.” “We believe that Navtech’s state of the art, SaaS applications are well positioned to help airlines increase safety, maximize efficiency, and reduce operating costs,” said David Bainbridge, Partner, VSS Structured Capital Funds. “With its recently upgraded product portfolio, the company will continue to capture global market share and lead the development of electronic flight bag solutions.” Navtech has operating offices in Canada, the UK and Sweden and is supported by satellite staff worldwide.

Click here for full SOFTWARE details and for a demo

Navtech realizes that each airline’s business case for EFB will require a unique combination of hardware, software, applications, back-office tools, and business process adjustment. With this in mind, Navtech partners with each customer and their EFB suppliers of choice to provide the best ROI possible. Discover more about Navtech TODC and Navtech Charts for EFB at www.navtech.aero. Upcoming Events

AGIFORS Crew Management Group - June 2013 Frankfurt CAPA’s Australia Pacific Summit - August 2013 Sydney MAKS 2013 - August 2013 Moscow


10 | NEWS | AIRCRAFT IT MRO | JUNE-JULY 2013

Aircore_systems GmBH announce their EFB Solution V3.0 The Challenge With this latest manifestation of a well-established solution, the objective was to provide one FlightBag for various and variable types of operations such as wet or dry Leasing, ACMI (Aircraft, Crew, Maintenance and Insurance), Own Use, etc. Also, to work across a range of hardware platforms such as tablet PCs and notebooks using MS-Win 7 or 8, and Apple iOS. Furthermore, the solution had to be compatible with aircraft specific hardware such as that from Lufthansa Technik, Goodrich, EAE electronics, NavAero, etc.

Just in time to the EFB Exhibition in London Heathrow, in mid-June 2013 aircore systems announced a brand new version 3.0 of their EFB solution AS-FlightBag. Updating a system that is already very good, this cockpit IT solution includes a lot of new functionality in the already wellestablished basic modules of Library, JourneyLog, CrewBriefing, LeastCostRouting and TechLog. But more than that, there is now a brand new module, eOFP, which supports the pilots and optimizes their daily work in the flight. Click here for full SOFTWARE details and for a demo

The solution aircore_systems GmbH (AS) has further developed the latest version of its EFBSoftware Solution called AS-FlightBag, which includes the core modules: 1. Library: airline specific document management between ground and cockpit; 2. CrewBriefing: eOFP and all additional information necessary for flight preparation; 3. JourneyLog: dynamic flight data handling to and from the cockpit; 4. TechLog: electronic work order with eSignature and connectivity to several maintenance applications; 5. LeastCostRouting: minimization of data transfer costs between the back office and the cockpit; 6. PostFlightAnalysis: reporting of processes, efficiency and problems, controlling, statistic etc.

It is also possible to deploy fully embedded third party applications such as performance tools and navigation applications like Jeppesen FliteDeck Pro and Lido eRoute-Manual as well as Cost-Index Operations from PACE. Connectivity As well as a high level of broad capability and functionality, AS-FlightBag offers great connectivity. All data (text files, databases, and technical parameters) are primary TCP/ IP (Transmission Control Protocol/Internet Protocol)–based transferred via Wi-Fi, GPRS, Edge, 3G, LTE (4G) and IP-based SatCom. Data transfers via USB-Stick, Bluetooth or Iridium-Modem are possible, but less efficient. An optional least cost routing (LCR) table minimizes the transfer costs depending on urgency, A/C position and kind of value. TechLog A further feature of AS-FlightBag is the TechLog module which contains the aircraft technical status and a workorder management including eMEL functionality. The eSignature function ensures authority for approved secured data transfer. Efficiency and security throughout Workflow optimization – leading to efficiency gain and cost reductions – is the main objective for AS–FlightBag 3.0 Suite. This is realized by a seamless information transfer between all participating functions in the airline, including operations control, cockpit, maintenance, back office, authorities and other parties. Trust center proven eSignatures can be assigned to all legal relevant activities and workflows and will ensure that paper based work can be substituted fully by electronic workflows.


JUNE-JULY 2013 | AIRCRAFT IT OPERATIONS | NEWS | 11

Who’s in the news: Vendors Airline Control Software

Airline Control Software, LTD is a specialized IT company engaged in software development for the airline. The main product is the ACS System, consisting of 16 modules and designed for small and mediumsized airlines and covers in full all aspects of managing and supporting the airline.

aircore_systems

aircore_systems develops software solutions for Linux, MS Windows and iOS operating systems, which optimize the communication between cockpit and back office. The EFB solution AS-FlightBag II serves as a framework which embeds and manages all EFB components installed on board.

Aviaso

Aviaso is an international software company developing products exclusively for the aviation industry. Aviaso’s focus is on complex, operational aviation topics such as Fuel Efficiency, EU-ETS, 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 mission-critical 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.

Boeing Services

Boeing Commercial Aviation Services (CAS) helps customers maximize the lifetime value of their fleets and operations with comprehensive global support, e-enabled systems and consulting for greater maintenance and operational efficiency.

Cambridge Information Group (CIG)

Cambridge Information Group is a family owned management and investment firm, primarily focused on information services, education and technology. CIG has been investing in and building companies for long-term success for over 40 years.

DAC International

DAC International offers a wide range of avionics upgrade solutions for regional and major airlines, military and general and corporate aircraft, as well as MROs and OEMs worldwide.

ETS Aviation

ETS Aviation has specialized in fuel‐efficiency programs and emissions data management since 2009. The firm created Aviation FuelSaver™ software and consultancy program having launched a software and consultancy solution, Aviation Footprinter™, for managing EU ETS (Emissions Trading Scheme) requirements.

Externalis

Externalis is a Belgian holding company which invests in companies focusing primarily on: technology and data processing; renewable energy; recycling and landfills; and soil decontamination.

Flatirons Solutions

Flatirons Solutions is a system integrator specializing in full life cycle strategic consulting, systems and software engineering, digital asset management, dynamic publishing, and enterprise architecture solutions for commercial and government clients.

IFRSKEYES

IFRSKEYES is a major player in the aviation industry, providing software and services solutions to airlines, defense operators and MROs for more than 25 years. Since 2011, it has become an AIRBUS company developing the next generation of products while supporting its current products which are AMASIS and KEOPS.

InfoTrust group

InfoTrust Group delivers solutions to hundreds of companies, in the aerospace, defense, manufacturing, automotive, high-tech, publishing and health care industries for their information processing, conversion, authoring, content and change management, publishing and distribution objectives.

Navtech, Inc.

Navtech, Inc. provides flight operations solutions including aeronautical and other charts, with products that can be configured as part of an EFB. Products include aeronautical charts, navigation data solutions, flight planning, aircraft performance software (take-off/landing, weight and balance), and crew planning solutions

Sheorey Digital Systems Ltd.

Sheorey Digital Systems Ltd. (SDS) is an InfoTech company specialising in Aviation and Information Management domains. The flagship product — ARMS® (Aviation Resource Management System) is an integrated, flexible and scalable enterprise‐class software solution, designed for the Air Transportation industry.

Who’s in the news: Airlines, Aircraft, Operators, OEMs and infrastructure managers Aer Lingus

Aer Lingus is the national airline of Ireland whose primary mission is to connect Ireland with the world with its fleet of 56 aircraft operating from central airport locations in the UK, Europe and North America serving in excess of 11 million passengers annually direct to over 70 destinations in 24 countries worldwide.

Airbus

Airbus is a manufacturer of passenger airliners, ranging in capacity from 100 to more than 500 seats. The company has design and manufacturing facilities in France, Germany, the UK, and Spain, and subsidiaries in the US, China, Japan and in the Middle East as well as an international network of customer support centers.

Braathens Regional

Braathens Regional, formerly Golden Air, is a Swedish regional airline based at Trollhättan-Vänersborg Airport, with a total of 11 bases in Sweden and Finland offering ACMI service all over Europe. Braathens Regional is part of the Braathens Aviation Group that includes Malmö Aviation and Sverigeflyg among others.

Bingo Airways

Bingo Airways is a Polish charter airline flying Airbus A320 Aircraft. The airline focus destinations are Egypt, Turkey, Greece, Spain and Tunisia from Poland. The airline was founded in November 2011 and started flights on the 15 May 2012.

Gulf Helicopters Company (GHC)

GHC’s fleet and engineering capabilities offer solutions for clients’ requirements with a focus on safety & performance. Whether offshore or onshore, GHC’s Fleet of 41 Helicopters are configured to the highest standards for tasks including logistical support, seismic, under-slung, photo, VVIP transportation and medical support.

Sky Airline

Veronis Suhler Stevenson (VSS)

Sky Airline is based in Santiago, Chile and is the second largest airline in the country behind rival LAN Airlines. It has international routes to Perú, Argentina, Bolivia and Brazil and operates under a semi-low cost model plus charter flights in Chile and South America.

Web Manuals Sweden

SkyWork flies to 25 destinations all across Europe. SkyWork Travel is founded and offers customers a personal service centre for flight reservations and also complete holiday bookings. The fleet has recently tripled in size to include four Dornier 328s and three Dash 8 Q400s.

Veronis Suhler Stevenson is a private equity and debt capital fund management company investing in the business services, information, education, media, and marketing industries in North America and Europe. Web Manuals Sweden AB helps the aviation industry attain increased control and improved efficiency in operational knowledge management, in collaboration with industry and regulatory entities.

SkyWork


12 | WHITE PAPER: CLOSED LOOP | AIRCRAFT IT OPERATIONS | JUNE-JULY 2013

The problem with EFB implementation Just because and EFB is a nice piece of equipment, says Captain Michael Bryan, Principal, Closed Loop Consulting, doesn’t mean it’s the right piece of equipment.


JUNE-JULY 2013 | AIRCRAFT IT OPERATIONS | WHITE PAPER: CLOSED LOOP | 13 Click here TO VISIT THE ASG WEBSITE

“EFB, framed as ‘enabler’, like other technologies before it, is unequivocally, a tool for reenergising, re-engineering and revitalising the operational domains within an airline.”

I

n 1986, the International Standards Organisation, ISO, created the Standard Generalised Mark-up Language, SGML, as a standard. ISO 8879:1986 was going to revolutionise the aviation industry. All manner of data interchange between manufacturers and airlines, and vice versa; the information within airlines and the manner of delivering it to the end-user was going to be radically improved; process efficiency was a given and huge savings numbers were tossed around like autumn leaves in the wind. It is now 2012 and as an industry, we wait… still. Sure, there has been some incremental uptake of SGML or mostly the many derivatives of it, such as HTML and its many variants, and the more well known today, XML. However, so far, the great promise has failed to transform the industry. Various proponents billed the Electronic Flight Bag, the EFB, with the same gusto over time. Itself a derivative or re-invention, the EFB promised big, but has so far failed to live up to its own press. Just like SGML before it, the struggle has not been driven by the ability of the technologies involved to enable the promises, rather the industry’s ability to shift, to implement the change necessary to successfully implement them. This essay critically examines some of this history. The same issues continue to cloud the benefits foreseen in EFB then. The author will posit some adjustment to perspective that may help to re-frame the view of the technology’s potential, drive some fundamental change in the manner in which EFB is approached by the industry and hopefully deliver broader successes in EFB projects from here on.

Promises, promises

First things first; some boundaries for the discussion: the industry should be in no doubt that EFB, framed as ‘enabler’, like other technologies before it, is unequivocally, a tool for re-energising, re-engineering and revitalising the operational domains within an airline. Its potential value ranges broadly depending on the scope of various projects. Consider by way of example, one particular program that exemplifies the potential. Planned as a five year program, framed by a strategically specified collection of EFB capabilities, its business case delivered a financial benefit to the particular airline of $304,000,000 — yes, that’s three hundred and four million dollars. This figure was the discounted cash flow benefit, which means that inflationary aspects and the time value of money had

been accounted for in the cost-to-benefit analysis for the project. For those non-accounting people like me among us, the DCF (discounted cash flow)1 is a time-based measure of the project cash flows measured against the cost of capital. It has some limitations that bear more than a cursory glance. Nevertheless, what it means is simply this; this project was worth $304m more to the company than the ‘do nothing’ option (more on that later) on day one of the project. This particular project exceeded 48% ROI (return on investment) and equated, at the time, to 1/3 of that company CEO’s savings edict. The value to the organisation was profound: the project provided a third of the pan-organisational savings that the CEO considered necessary to keep the airline in business. For all its potential and critical need, the project failed, suffering the loss of considerable ‘sunk costs’ — a convenient term for wasted money. The failure was not because of the technology, or difficulty integrating the various parts or the cost of them, but because the airline simply could not adjust its modus operandi and had not considered the degree of change necessary to make it work. In a nutshell, while there was nothing wrong with the technology, the airline just could not implement it… that is, integrate the necessary change within the operational, administrative and day-to-day processes of the airline. This was a large, pan-organisational project. However, many others demonstrate similar ROI numbers in the planning stage. So for this discussion, let’s put a lid on the question of value. EFB certainly does punch above its weight in terms of efficiency, saving and flexibility… potentially. Unfortunately, often — mostly times, actually — the promise is not delivered. When we speak to senior executives during our work with airlines, most can tell you exactly what a project cost; they can all discuss the ocean of ‘sunk costs’ when projects fail, but so far, none has been able to articulate what the value of the project was supposed to be, or what it delivered after implementation. Indeed one executive recently bemoaned during our discussions that neither he nor anyone on the project team could articulate what the point of the project was, apart from that, it “seemed a good idea” and there was “lots of potential down the road”. This project was implemented. The true value to the organisation is still being assessed and so is the way that value will eventually be delivered. Is that the definition of an experiment? In these situations, what is the point to the airline if there is no check on the project downstream of

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14 | WHITE PAPER: CLOSED LOOP | AIRCRAFT IT OPERATIONS | JUNE-JULY 2013 implementation? Indeed, what is the point of the whole project in the absence of an overarching strategy for it? If it was not worth it, what was the point of doing it? If there is no downstream review, how can the proper uptake of the change be measured — just to see if it was indeed worth it? Then, what should be measured? The issues here are not isolated and are driven by differing perspectives.

Early attempts at electronic information sources

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I’m a pilot. I want an EFB. Let’s face it they’re cool — aren’t they! I’ve wanted one since the late 1980’s when Boeing said I could get one for the B747-400. Then, it was called the Electronic Library System or ELS and it was intended as the vessel to contain all that intelligent data that was going to come from the SGML developments — hang on; we’re still waiting. Again, there was a lot of promise — although not about much as it turned out. The hyperbole from Boeing was that an airline could really do anything they wanted with the ELS. Except Boeing at the time did not really tell airlines what ‘anything’ was, leaving them to figure it out for themselves in a bold new information revolution that the airlines struggled with for years. Nevertheless, Boeing did know the price. Like Connexions, another fantastic, ahead of its time idea, there was a vacuum in the detail of ELS. Execution and

airline-side implementation had not been contemplated let alone considered in the definition. The price tag, in the absence of any real consideration of the other side of the ledger and in the context of the absence of detail, simply scared the industry… clear into the next century as it turned out. Some explanation for this history stems from the manner in which various industry developments were framed in their beginnings. SGML was, and still is one of the most robust information enablers of our time. It has the strength of a standard and has by way of its derivative, HTML, delivered the World Wide Web, as most of us know it. However, the aviation industry was looking excitedly at SGML well before the ‘web’ came into being. A few exceptional people realised its potential and took their ideas to IATA and ICAO through several forums. Soon after, the Air Transport association had constituted several committees to look into various use cases for the standard. These deliberations continued for many years but were beset by a fundamental lack of direction; that is, there was no business case, or program plan in advance for directing the way SGML was to be put to work for the industry. While there was significant and brilliant work done by some in these groups, there was a greater amount of time undertaken working through semantic differences between what the four main manufacturers at the time called the same widget, and working through the


JUNE-JULY 2013 | AIRCRAFT IT OPERATIONS | WHITE PAPER: CLOSED LOOP | 15 Click here for full SOFTWARE details and for a demo

S:

• Normal • Multiply • Soft Light

S SATELLITE SECONDARY S FORMS: ED IN VARIOU : CAN BE US options are Transparency

ELLITES: PRIMARY SAT

SECONDARY

Who is responsible for EFB?

SECO LLITES: PRIMARY SATE

The EFB development process to date has experienced similar forebodings, where competing perspectives drive unacceptable and unnecessary cost into projects and cause a focus on the product again, rather than the purpose of the EFB in the first place. As soon as a screw is turned on an aircraft to fit some new equipment, Engineering must own the project, no one can touch it; in some instances, it cannot even be updated without engineering allocating one of their own resources — an incorrect assumption but nevertheless, one that confers control. It is after all an avionic device isn’t it? The pilots want the gadget because of the perception that it is going to make their lives easier. What they won’t tell you is that all they want is not to have to do the gazillions of amendments or lug 40 pounds of manuals around all day and be able to find information quickly, when they need it — or be able to study more effectively to retain their licenses. So, Flight Operations has to own it right? However, now we have a computer, not an instrument, on the plane so it must be controlled, approved, managed and maintained within the IT infrastructure and standards of the airline. To add to that complexity, only supported applications may be deployed within the airline. So now, the IT department really, really, should own the project and the processes, right? These are just a few of the different perspectives that EFB engenders in an airline and which all drive focus to the device and cloud the real raison d’être. EFB is an organisationally holistic3 tool. Its function is to enable change to business processes throughout the airline and provide business intelligence that empowers an airline to manage its situational circumstances for the better. Taken alone, the focus on the device renders it almost dead weight. Sure, the pilots love some of the devices, one in particular. However, extracting the inherent value is a bigger issue. Even if a particular device is now cheap and easy to acquire, it is not necessarily so cheap and easy to implement successfully; any more than any other particular approach. The airline is now carrying more overhead in terms of weight on the aircraft, and fiscal drag of additional

LLITE NDARY SATE

plethora differences in airline documentation and the many perceptions that the same thing was somehow really different. There was a great confusion about whom, or what the end user of the resulting interchange standards would be, giving rise to similar experiences to the failed military’s CALS2 (Continuous Acquisition and Lifecycle Support) initiatives of the same era. Membership of the committees caused focus to be argued between competing perspectives: manufacturers, who needed to streamline supporting documentation from various upstream suppliers and be able to channel that to airframe customers with minimal effort, reducing the mammoth task necessary to consolidate the same paper based material into their various aircraft manuals and airlines, who viewed the standard as being about saving time in the publication and amendment process but not considering the uses smart electronic data could be put to, and who also had a plethora of their own unique documentation to contend with. Indeed, most were focused on making sure it looked like the same piece of paper, which drove much of the debate for years. Eventually pilots got involved and wanted some functionality that gave them better access to information when and in the context in which it was required. Finally, the IT supplier community stepped up with a host of new technology that moved focus from the work of developing a standard form for data to enhance interchange between the manufacturers and within the airline, providing better outcomes for the end users, to the justification process and effort necessary to pay for the tools. This moved the focus to product rather than purpose and began a recursive cycle that lasted into the next century. Then the worst happened. Someone had a new, better idea and SGML was passed over for HTML and XML. Technology advancement had rolled the work of decades. It continues today and, as we all know, the time between new iterations continues to narrow. The lack of planning and business needs evaluation meant the various committees drifted in direction with every change to group membership until technology passed them by. Sound familiar? It should.

S: SATELLITE

“The pilots want the gadget because of the perception that it is going to make their lives easier. What they won’t tell you is that all they want is not to have to do the gazillions of amendments or lug 40 pounds of manuals around all day and be able to find information quickly, when they need it.”

Adopt fast, adapt faster

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16 | WHITE PAPER: CLOSED LOOP | AIRCRAFT IT OPERATIONS | JUNE-JULY 2013 list) driven corrections and slap the same singular gross penalty as the paper alternative, rendering them a kitsch toy, but not enabling great change — or value. Then, there is the operational side. Because of the way these things work to deliver their finely tuned results, they require up to the minute environmental and aircraft condition — weight and airworthiness data — to provide optimal results, where the benefits occur. So when does the pilot run the calculation? The most ideal point for maximum benefit is near the holding point. Of course, as the aircraft approaches the holding point and becomes number one for departure, stopping to run a calculation on an EFB becomes impractical and risks the wrath of ATC and in some places, risks losing the slot, which can in many circumstances result in considerable delays. At the other end of the scale, running the calculation 30 to 45 minutes ahead of departure risks having to do it again if, actually when, the wind and temperature change or late changes occur to the aircraft weight because of fuel or payload. To mitigate the need for last minute changes to the calculation, short cuts creep in to the operation. The weight is artificially inflated to cater for those last minute passengers or freight. Wind components are rationalised to be less favourable by random values, reducing the headwind or increasing the tailwind to ensure the prevailing wind at the time of take-off does not generate the need to run a re-calculation. Lastly, let’s not forget the temperature and air pressure. One goes up and the other gets reduced to ‘pad’ the result further and ensure a limiting take-off does not eventuate. However, that’s just the point. These applications provide their benefits by creating a limiting take-off more or less. By the time the ‘wheels are in the well, either poorly conceived software or random application of airmanship has blown all the potential benefit of such applications and then some out the exhaust pipe. There is a big gap between the potential and the reality of these applications.

EFB, a warning

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“There have been many tomes written about the ‘potential’ value of using just the right amount of thrust for a given set of conditions. These benefits take on a higher magnitude when the cumulative effects of performance adjustments are accounted for…” lines of business and administrative overhead just so the boys and girls up front get a new toy on which to while away the hours playing angry birds. Unless there is a clear strategy in the first instance for what the airline wants the EFB to achieve, to ‘enable’, it is likely that the EFB will end up as an optional extra to ingrained processes, even when there are so many tools in the supplier side of the market through which considerable value can be extracted. On their own, they are not worth much, but integrated within the business in a raft of lean business processes, made possible and supported by holistically implemented enablers, like EFB, good things are possible and the savings illustrated earlier become possible, even routine.

Benefits and results

To illustrate this point, let’s look at performance, for many years a key tenet on the savings side of justifications for EFB. There have been many tomes written about the ‘potential’ value of using just the right amount of thrust for a given set of conditions. These benefits take on a higher magnitude when the cumulative effects of performance adjustments are accounted for, when they become necessary, in well-developed performance applications compared with the page derived alternative. There are few such applications on the market. However, and significantly, not all are able to provide the granular detail when applying adjustments for MEL (minimum equipment

A similar critical evaluation can, and should, be applied to every EFB application on the market when airlines go ‘shopping’. These gaps between the potential and the real delivered value can be reduced by rigorous strategic considerations regarding the purpose, rather than the product of a holistic EFB program. Yet, still, the industry persists in putting the cart before the horse and deciding to buy a certain piece of hardware because the price point happens to hit a sweet spot, irrespective of the rest of the program. Then, sometimes, a set of requirements is penned to justify the reasons for the decision. Perhaps a few apps are considered, purchased and loaded. Now, we have an EFB; right? This is usually where someone such as Closed Loop is invited to begin discussions with an airline. The initial conversations go something like this: ‘Hi, Captain [name] here. We’ve bought a bunch of [insert device here] and [insert supplier software applications here] because we want an EFB. But we’re not sure what to do next. Can you tell us? We have to develop some manuals and get some approvals and do a risk analysis and other stuff but all we want is an EFB. Can you tell us what to do?’ I make light of it but many conversations do follow the theme if not the words. Our answers vary of course, depending on the details, but when we start asking questions to develop our response proposals, we are often met with figurative blank stares. Implementation considerations have suffered in the same way as the Boeing ELS of a quarter century ago. For all its potential value, to the very survival of an airline in some cases, successful EFB programs are not as simple as buying a piece of kit, loading up a couple of apps and switching it on: no matter how perceptively cheap and


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“The answer is for airlines to have considered the purpose, all of it, before the product, and for the supplier side to be as insistent of the fit as the airline is insistent on its qualification criteria for the supplier.” easy the device, or how logical this app or the next. Deciding why or how after the event leaves no room to move, no room to negotiate and more often than not, means throwing potentially valuable technology at the status quo. The ‘why’ and ‘how’ should lead to decisions about the device, not the other way around. This small yet vital nuance is just as important for the supplier-side as it is for the airline-side of projects — no matter what the product. Imagine airline ‘x’ buying supplier ‘y’s’ stuff. No doubt, the supplier’s hardware or software will do exactly as the supplier may stipulate. Nevertheless, what if the airlines perception of how it will operate in their environment has not been considered thoroughly? It happens. Then, what if some aspects of a supplier offering will not operate within the airline environment, especially when considered with other applications or hardware nuances of which supplier ‘y’ is not aware? That happens more and drives the significant and benefit-robbing integration needs of EFB programs, no matter how deceptively simple some approaches may seem. The earlier these requirements are identified, the better for both sides. The answer is for airlines to have considered the purpose, all of it, before the product, and for the supplier side to be as insistent of the fit as the airline is insistent on its qualification criteria for the supplier. There is a fantastic array of capability in the supplier-side of the EEB market. Nevertheless, when implementations fail, airline management confidence in projects suffers, 28/06/2012 later projects 10:15 do not Page get ‘across C30119.170_Thales_TOPWING_AircraftIT_85x273_v1_topwings 1 the line’ and supplier orders dry up. Then there is the cost of internal and external relationships, which can be negatively affected for years to come.

© navAero

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Greener airlines Operational cost savings

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18 | WHITE PAPER: CLOSED LOOP | AIRCRAFT IT OPERATIONS | JUNE-JULY 2013

EFB, a better way

© navAero

Consider an alternative approach. The airline considering an EFB begins the process with a rigorous analysis of its own status quo. This is the model for the ‘do nothing’ option and it is vital for contrasting the value of potential conceptual outcomes. Then, an exercise in visualisation of the new way of doing things will develop the ‘what if’ concepts. These ‘what if’ moments should not concentrate on ‘what if we had an EFB’, but the many operational processes that contribute to the day-to-day and crisis operations. Gaps in the ability to simply change the process to something more efficient will likely be filled by technology, such as the EFB. Eventually, a minds-eye picture of the potential new way of doing business coalesces from which the requirements necessary to reach this Nirvana of operational efficiency and flexibility become clearer. Theses can then be developed into formal definitions on which both sides, airline and supplier, can depend to guide the technical and organisational transition. Moreover, development of robust operational conceptualisations facilitates development of the strategic processes or procedures necessary to ensure the right criteria are used to choose application functionality and identify the

nuances of implementation ahead of time. This approach will ensure potential benefit is translated to real savings, not blown out the exhaust pipe as in the performance example earlier. Sure, this approach might also mean that the supplyside has to work a bit harder than simply selling shank-wrapped software. However, the benefits to the industry will translate to more successful projects, leading to airlines seeing benefit in continual improvement from which we all benefit in terms of return and increased business, and easier and less costly working relationships with customers. On the airline side, the realisation that a bit of definition up front will save bigger amounts of the budget later (much bigger than the cost of figuring out ‘why’, the purpose, and a slice of the ‘how’ before the ‘what’) and will bring much higher rates of project success to them will balance the approach. Both sides will be winners.

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JUNE-JULY 2013 | AIRCRAFT IT OPERATIONS | WHITE PAPER: CLOSED LOOP | 19

Not just EFB but a whole approach

From its tentative, expensive and unclear beginnings a quarter century ago, the EFB has come of age. The market is replete with mature, almost commodity priced hardware, and a broad and growing inventory of specialist applications on which airlines could depend to base their newfound agility. However, the other message is just as stark; on its own, this great technology does not provide much value at all. Successful solutions rely on the airline having a strategic picture of what it is trying to achieve at the outset. Indeed, this strategy should rightly be the first step in a program. From the beginning, the benefit of following a structured methodology, perhaps conducting a ‘zero-based audit’ to accurately define and analyse the status quo and to reflect current decisions, identifying potential overlap with other projects and building operational conceptualisations so that they can be distilled into appropriately detailed requirements, is an ideal first step. Requirements can then guide the supplier process, to solve issues before they begin, which is of great benefit for both sides. Development of an organisationally holistic, multi-tiered project plan, which accounts for the operational, training, regulatory needs and management of such a program, in addition to the technical aspects of the project, is also vital to success. All of these considerations guide the whole implementation and make the airline project holistic, not simply the acquisition of a bunch of stuff for which the true value may never be realised. The EFB is an enabler of considerable benefit to airlines and to the industry. As the norm of constant change unfolds and the pace increases, leaning has given way to agility. Efficiency, flexibility and future requirements for fitting growing demand into scarcer resources will become a constant demand of operational management throughout the industry. Business processes must therefore be agile and adaptable and, most certainly, EFB is an enabler on which these requirements can be built. However, just like the bridge down the road, the support towers are not considered in isolation of the rest of the structure. Yet, concentration on technology first and its purpose later has been a hallmark of two of the most potentially profound developments in the aviation industry in the last 25 years in terms of operational capability, efficiency and downright value to an airline. It is inconceivable that they have taken so long to develop. The foregone value will never be recovered. As an industry, we must find a better way of bringing developments such as digital data and the EFB to the industry, successfully and more quickly. The formula is the same for the industry as it is for an airline. Consideration of the business needs, a purpose and then the small matter of implementation. The EFB remains an enabler, not a panacea. Its success is in the efficiency it facilitates for the business in smartly designed and integrated systems, driven by business need and, a focus on the business, not just the flight deck.

While most projects will not approach the pure quantum of the DCF discussed earlier, everyone can enjoy ROIs of a similar magnitude by changing nothing… save perhaps a slightly different perspective. n Footnotes 1 Discounted Cash Flow (or Net Present Value)7, http:// public.s1000d.org/Pages/Home.aspx 2 The CALS acronym subsisted for many years, although it was variously known by different definitions relating to managing data from different suppliers about the component level make up and maintenance of military hardware. It failed after over a decade of specification creep and the lack of tools to manage the information appropriately. 3 Characterized by comprehension of the parts of something as intimately interconnected and explicable only by reference to the whole.

Capt. Michael Bryan Principal, Closed Loop

Captain Michael Bryan is the Principal of Closed Loop Consulting, an industry specialist consulting organisation focused on successful operational program implementations, including EFB. Closed Loop has provided services to Sabre during the first Sabre EFB program. With extensive operational experience including over 16,000 hours flying time on most of Boeings fleet, Michael now commands the A380. He has participated in several industry committees and forums over the past 30 years, including tenure as Chair of the ATA/AIA Flight Operations Working Group and is still active on ARINC, ICAO and IATA forums related to, among other things, EFB and its proper standing and recognition within the industry.

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20 | WEBINARS | AIRCRAFT IT OPERATIONS | JUNE-JULY 2013

Upcoming Live Software Demonstration Webinar at www.aircraftit.com this June, July and August Sign up to free live online software demonstrations for a perfect introduction to the world’s leading Flight Operations Software vendors and to learn how they can assist and add value to your operations

Live iPad / EFB Operations Manuals Masterclass and Software Demo Webinar (inc. iPad XML smart content) n Session 1: 27th June 2013 - 06:30 GMT/UTC n Session 2: 27th June 2013 - 15:00 GMT/UTC n Duration: 1 hour plus Q&A.

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Step 2b. EFB Distribution: In addition to the iPad Demonstration, you will see how pilots can have all the iPad App functionality and more besides by accessing the manuals via their EFB devices. The Webinar will show you how by providing flight crew and other key personnel with these key manuals in an effective and efficient manner can increase efficiency across the entire Flight Operations Department but most specifically for both the teams managing information and the pilots using it. AGENDA: Two companies – one mission. An Introduction to Ovidius and EasyBrowse; What should pilots expect from modern electronic Manuals?; A Live Demonstration of Operations Manual Creation; A Live Demonstration of the TCToolbox iPad App for Distribution; Live Demonstration of the TCToolbox EFB Distribution; What are the external and internal drivers for change?; What does this mean for authors and stakeholders?; and Q&A.

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JUNE-JULY 2013 | AIRCRAFT IT OPERATIONS | WEBINARS | 21

June, July and August 2013 will bring further tremendous opportunities for readers to attend programs covering leading Operations manuals, integrated MRO and Operations software, EFB and Document management software solutions available on the market today. If you need to know more about either topic, you’ll save a great deal of time and gain a lot of what you’ll need to know to inform a good decision by simply attending these informative webinars. And remember that if you miss a webinar or are reading this after the live webinar has run, you can still access all of the benefits through a recording of the event –go to www.aircraftit.com/Operations/Webinars/Past.aspx for how to do that.

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22 | CASE STUDY: CONDOR | AIRCRAFT IT OPERATIONS | JUNE-JULY 2013

Saving Fuel at Condor Captain Frank Lumnitzer, Head of Fuel-, Environmental- and Air Traffic Management at Condor (Thomas Cook Airlines Group) explains how he started and manages the fuel efficiency improvement program at Condor.


JUNE-JULY 2013 | AIRCRAFT IT OPERATIONS | CASE STUDY: CONDOR | 23

“We cannot stress it enough – a successful fuel efficiency improvement program is a team effort. The best fuel efficiency expert will fail if working alone and not in a team…”

F

uel costs represent between 30% and 40% of an airline’s total cost; and that’s true at Condor as well. Therefore, even small fuel savings have a huge impact on financial performance. In past years, Condor had implemented several of the ‘obvious and easier’ fuel efficiency improvement initiatives; so, overall we could be proud that Condor was already doing well regarding implementing best practices in fuel conservation. Nevertheless, the management of Condor asked my team to look for more opportunities. We started our enhanced activities in 2011 and have identified further savings opportunities amounting to more than 2.4% of our total fuel bill. So far, the program is progressing well inasmuch as we have already realized more than half of these savings. We would like to first share our view concerning how best to start a fuel efficiency improvement program. Then offer an overview of the most common fuel savings initiatives. Finally, we would like to describe what we consider important when identifying fuel savings opportunities and how to best manage fuel savings initiatives.

How to start

We cannot stress it enough — a successful fuel efficiency improvement program is a team effort. The best fuel efficiency expert will fail if working alone and not in a team including people from all relevant areas of the airline. Nevertheless, there is no single solution applicable to each airline. The structure and culture of an airline are major elements influencing the ‘right way’. In our experience the following three ingredients are required to make a successful fuel efficiency program: First the know-how about fuel conservation, then the proper organization including processes, and last but not least good software tools to manage fuel conservation efforts.

Know-how

A lot of good fuel efficiency know-how is already available: the IATA ‘Fuel Book’ (Guidance Material and Best Practices for Fuel and Environmental Management) makes good reading. Additionally, nearly all aircraft manufactures have published documentation describing ways to save fuel. Obviously, your own know-how is still very important, but the bulk of common initiatives has been well documented.

Organization and processes

A fuel efficiency program is only successful if the efforts are led by a strong and empowered team. One

requirement before establishing the team is the clear will, mandate, and support from top management to really save fuel. Obviously, no management will object to fuel saving: however, will management support be retained if procedures — maybe used for years — need to be adjusted? All fuel efficiency improvement programs will face such issues. Things need to be adjusted in order to save and, as you probably will agree based on your own experience, people can be very ‘creative’ in finding all kinds of reasons why things should not change. In our experience, the optimal way to convince management, and, eventually, all those involved, is to be able to provide clear data driven facts. Therefore, it is crucial to have full transparency regarding how fuel is used and to be able to clearly show the potential savings. The usual principles of change management should be followed in order to initiate the change of process and behavior of people. There is a lot of good general advice available on this topic. In the case of Condor, we put the focus on communication with all those involved and on having all areas of the airline represented in our fuel efficiency team.

Software

At Condor the ‘low-hanging fruits’ have already been picked. In order to get more fuel savings, we had to have a better understanding of how we really use our fuel. In the past we have used several Excel spreadsheets. However, the problem was that we had to first spend (or rather waste) our time collecting the required data from all kinds of data sources. After collecting the available data, even more time was wasted in checking the data and either eliminating or fixing wrong data. Anybody having already done such a program probably agrees that this is a lot of work. Even more important, if we do not eliminate or fix the wrong data, we potentially make wrong analyses. This can lead to wrong conclusions or even loss of credibility if our analyses turn out to have major errors. An additional complication at Condor is that strong union restrictions prevent Condor from using FDM data. The good news is that there are a number of fuel efficiency software applications available today. At Condor and the Thomas Cook Group of Airlines, we evaluated several software applications, finally, choosing software from Aviaso Inc. We would like to have the best possible transparency, therefore, we integrate all the data sources containing data which influence fuel. Obviously, this is not just

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24 | CASE STUDY: CONDOR | AIRCRAFT IT OPERATIONS | JUNE-JULY 2013 fuel data, it also includes schedule information, flight-plan information, actual information (such as flight-route information), weight & balance information, etc. We currently collect nearly 1,000 data fields from seven different data sources. On the one side, we integrate data coming from ‘standard’ airline IT systems such as Netline, LIDO, ACARS, or ADS-B. On the other side, we integrate data coming from our in-house/legacy IT systems. The integration of the standard airline IT systems was achieved very quickly, since Aviaso already has standard import adapters for these systems. The integration of the in-house/legacy IT systems was managed by Aviaso together with our own IT specialists.

FIG 2: Reduced flaps at landing

Reduction of aircraft weight

Fig 1: Condor data sources

Fuel savings initiatives

There are various ways to group fuel savings initiatives. One way is to structure them according to the area of responsibility. Another way is to do an analytical grouping. Below you can see the analytical grouping of the initiatives in the areas: flight operations, reduction of aircraft weight, flight planning, reduction in fuel loading, APU-usage, maintenance, and other. In the following we would like to provide an overview of the possible fuel savings initiatives, and don’t want to repeat detailed information that you can find well in other documentation.

Flight operations

This includes initiatives performed during the course of a flight. These initiatives are mainly the responsibility of the flight crew. The flight operations initiatives are: • Engine-out taxi-out; • Delayed pushback; • Take-off thrust setting (improve engine life/maintenance); • Take-off flap setting; • Acceleration altitude; • Climb and cruise (profile and speeds/CI according to flight plan); • Descent / approach; • Landing flap setting; • Idle reverse; • Engine-out taxi-in; • Reduced pack operation; • Various pilot techniques. A word of caution: risk analyses are important and should be done for all initiatives. However, a comprehensive risk analysis is of particular importance for all flight operations initiatives.

This includes initiatives reducing the aircraft weight (dry operating weight). These initiatives are, typically, the responsibility of various departments such as Commercial, Ground Operations, and Maintenance. Obviously, the reduction of even small amounts of aircraft weight will lead to substantial fuel savings over time. The so-called Cost of Weight factor (CoW) allows calculations to how much fuel is burned to carry a certain weight (see Aircraft IT volume 1, issue 5 Spring 2012). Accordingly, the CoW can also be used to calculate how much fuel can be saved when reducing by a certain weight. The CoW is essentially a function of the duration of a flight. The longer a flight, the more fuel is burned to carry the weight. The rule of thumb for the CoW is about 3.5% - 4% per hour of flight. For example; in order to carry 100 kg of weight for five hours, about 20 kg of fuel (five hours at 4 kg) is used. However, there are significant differences in the CoW factor depending on aircraft type, types of flights/network, etc. We are using the Aviaso software to exactly calculate the CoW-factor for our operation. This allows us to exactly know how much we are saving through reducing the weight. The reduction of aircraft weight initiatives are: • Commercial • Reduce weight of seats, IFE, catering, duty free, newspapers, other contingency/reserve items; • Diligent cleaning of cabin before every flight; • Cargo: reduce weight of ULD (unit load devices).

FIG 3: Reduction in aircraft weight: light weight catering equipment

Flight planning

This includes initiatives improving the vertical and lateral flight path, and initiatives regarding the cost index: • Review flight-planning software and flight-planning process; • Lateral flight path/route selection; • Vertical flight path; • Cost Index; • Continuous update of routing during flight / mission management. Condor is working in close cooperation with Air Navigation Service Providers. We are using fuel and trajectory related statistical data out of our fuel management system to evaluate potential improvements and propose such improvements to the Air Navigation Services in order to optimize our flight trajectories.

• Ground operations • Reduce potable water; • Optimize lavatory servicing. • Maintenance • Reduce fly away kits; • Reduce dust, dirt; • Use zonal drying; • Reduce weight of paint; • Replace items with lighter items (e.g. LED light). • Flight Operations • Reduce crew-related weight (e.g. crew-bags, books, maps).

FIG 4: Lateral and vertical profile


JUNE-JULY 2013 | AIRCRAFT IT OPERATIONS | CASE STUDY: CONDOR | 25

Reduction in fuel loading

This includes initiatives reducing the fuel loading. These are mainly the responsibility of flight planning/dispatch and the flight crew. Overall, there are various ways to reduce fuel loading which eventually mean less fuel is burned since less fuel needs to be carried (see above in the section regarding the Cost of Weight). However, one clear statement has to be made here: whatever reductions are being made regarding the fuel loading, the main criteria is to have the ‘right’ amount of fuel for the safe execution of a flight. Obviously, there is not just one right amount, and in our view, it still needs pilots’ judgment and experience to determine what is ‘right’. We strongly believe that providing more information to the flight crew regarding a flight is the key to best support the fuel decision of the flight crew. In the case of Condor, we have purposely not made any restrictions regarding the amount of extra fuel (also known as discretionary fuel) that pilots are allowed to take. Our philosophy is rather to provide information to the flight crew that allows them to make well-informed fuel decisions. At Condor, we developed, together with Aviaso, the Fuel Efficiency Flight Briefing functionality and provide pilots with various fuel related information for their upcoming flight. With this approach, we have been able to substantially decrease the amount of extra fuel loaded by flight crews. At the moment we are showing various data from the past 12 months for a city pair including: times, fuel, distances, extra fuel used, etc. The information contains not only average figures but also deviations. Since the fuel efficiency flight briefing is an important enabler and popular among flight crews, we will extend it with further information such as lateral and vertical profiles of the departure and arrival, etc. Fuel loading can be reduced with the following initiatives: • Alternate fuel; • Contingency fuel; • Additional fuel and company fuel; • Taxi fuel; • Final reserve; • EROPS/ETOPS/LROPS (extended range operations/ extended twin engine operations/long range operations) fuel; • Prevent over-fuelling; • Pilots’ discretionary/extra fuel.

APU usage

This includes initiatives to reduce APU (auxiliary power unit) usage. Depending on the time of APU usage, these initiatives are the responsibility of the flight crew, ground-ops, or maintenance. Optimization of APU usage can lead to substantial savings. At Condor the first step is, again, greater transparency. In order to determine the potential for improvement, we need to know when the APU was used by the flight crew (e.g. during turnaround) or by ground-ops and maintenance. Results of

that analysis have been transferred into an APU/GPU (GPU: ground power unit) availability list provided to flight crews for an optimized decision in APU use.

Maintenance

This includes all the initiatives exclusively available in the maintenance area: • APM (aircraft performance monitoring); • Engine washing; • Aircraft washing; • Engine: improve SFC (specific fuel consumption); • APU: improve SFC; • Aircraft: rigging and regular maintenance; • Aircraft: modifications; • Aircraft paint.

Other

This includes all the initiatives in other areas such as: • Fuel tankering; • Fuel-efficient tail assignment; • Optimal CG (center of gravity).

initiatives. At Condor we essentially group the initiatives according to the two criteria of fuel-savings potentials and efforts to implement, and naturally work first on those initiatives that have high savings potential and low implementation efforts. An important factor in the management of the initiatives is the monitoring step. We can only know whether we are on track if we have timely feedback as to whether our initiatives are working or not. In the past we had either no information or only much delayed information. We have now nearly instant monitoring capabilities and essentially know every day how we are doing regarding our initiatives. Should our actual figures be lower than targeted, we can react early and initiate the required adjustments. The real strength of a fuel efficiency tool will be when it can be embedded into rather than bolted on to the existing operations IT infrastructure. That way it becomes accepted as part of the routine of business at all relevant levels in the operation. It took Condor a while

Capt. Frank Lumnitzer

How to realize fuel savings and manage initiatives

Above, we have shown how to start a fuel conservation program and have provided an overview of the typical fuel savings initiatives. In the following, we would like to describe how we realize fuel savings and how we manage the initiatives. Typically, realizing fuel savings and determining their potential works in a very similar way for all our initiatives. The first step is always to provide transparency. Then we must ensure that the data is of good quality, and eliminate or correct erroneous data. Afterwards, we can use the analytical power of the software with the possibility to look into the data from different points of view (e.g. by fleet, by time, by time of the day, by runway, by airports, etc.). The Aviaso software provides countless ways to group and filter the data and even allows defining powerful user-defined analyses in addition to the many built-in analyses. If needed we can drill-down to see more details or sort and combine the data in various ways. By doing so we can determine if we have a general improvement potential for an initiative, or if an initiative will only bring improvements for e.g. certain airports at certain times of the day etc. Once we have determined the savings potential we use the DCIM model to manage initiatives: • Discover: discover and assess the fuel savings potential; • Commit: commit regarding which initiatives to implement; • Implement: implement the selected initiatives; • Monitor: monitor the progress of the implementation and adjust if required. It is important to set priorities, start with a manageable number of initiatives and successfully implement those

FIG 5: Fuel savings over time to not simply implement another tool but also to make it an accepted and acceptable part of the business through application of user friendly interfaces, by integrating the dashboards into our existing intranet solution and by full integration into the crew portal. Within Condor, that strategy proved correct as the Aviaso software is now accepted as the master system for all analytical fuel work within the company. n

Captain Frank Lumnitzer, Head of Fuel-, Environmental- and Air Traffic Management at Condor (Thomas Cook Airlines Group)

CONDOR

• Founded: 1955 • Headquarters: Frankfurt, Germany • More than 6.7 million passengers per year • More than 3,000 employees • 40 aircraft • Part of Thomas Cook Airline Group (91 aircraft)

Aviaso

connecting aviation and software

Aviaso/Fuel Efficiency software

• • • • • • • •

Start software development: 2008 Airlines using software: 10 Number of aircraft monitored: over 400 Modules included: Data collection, data quality assurance, analysis, and communication Ready-made data import adapters and automatic data quality checks More than 100 analyses and initiatives

Frank Lumnitzer started flying in 1994 as a First Officer within the Lufthansa group at Condor Airlines. In 1996 he was appointed Technical Pilot of Condor’s B757/B767 fleet, responsible for operational certification of all Lufthansa fleets for RNAV and was project leader for the development of several RNAV standard instrument procedures. In 2004 Frank was deployed to His Majesty Sultan’s Flight Brunei, and in 2006 was upgraded to commander on B757/B767. Today he is a B757/ B767 training captain and member of the senior trainer group. He was appointed Fuel Manager in 2009, responsible for fuel-, environmental- and air traffic management issues. Frank is also chairman or member in Airbus’s FAIR working group, Eurocontrol RNP Implementation Support Team, German PBN Implementation Support Team, Expert Group for Active Noise Abatement, and ICAO PBN Task Force & GO Team.

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LogIT OPERATIONS | VENDOR FLIGHT LOG | 29 ht| AIRCRAFT Vendor FLig JUNE-JULY 2013

The thinking and approach that have made Airline Control Software (ACS) such a success Jacek Łyczba, President & CEO at Airline Control Software

the IT business Jacek has 18 years of experience in the IT market, having entered at the and started to produce IT software after graduating in Cybernetics CEO&CFO of Military University of Technology in Warsaw. He was a founder and both the knows Jacek Poland. Express YESAIRWAYS airline, then AM&CEO of OLT tion combina a from results IT and aviation markets very well and the ACS System a with of knowledge and experience on the parts of both himself and people technical strong background in aviation as postholders from operational and departments. spare time, Privately Jacek holds a pilot’s license and, in his rare moments of uses it just for enjoyment.

Aircraft IT: Your name, your job title and the name of the business? Jacek Łyczba:, Jacek Łyczba President & CEO, Airline Control Software, LTD. (ACS) Aircraft IT: Why did ACS get started? JŁ: With customized aviation software solutions using the most up-to-date IT features, with faster program execution and affordable prices. Our solutions should be helpful to exercise efficient management and cut the costs of an airline. Aircraft IT: What is the attraction of aircraft operations related Software & Hardware? JŁ: The main idea that drives ACS is to support the activity of an airline by using automation and partialautomation of processes but with the final decision to always be made by a human. ACS uses the latest skills and IT features to improve information and task, flow between all departures in an airline. Aircraft IT: What is the guiding business principle that drives ACS? JŁ: To create better, cheaper and faster software for aviation. The system can be further extended according to special customer wishes and preferences.

“The main idea that drives ACS is to support the activity of an airline by using automation and partial-automation of processes but with the final decision to always be made by a human” The biggest advantage is that the ACS system supports an airline in all aspects of cost control and reducing those costs. Aircraft IT: What have been ACS’s disappointments and what have you learned from them? JŁ: We know aviation from the ground up; so probably nothing can surprise us. Aviation is specific and exacting but we are ready for it and

keep on updating our product in line with current developments. Aircraft IT: In a sentence, how would you summarize what ACS does for aircraft operations customers? JŁ: Versatility and the multi-dimensional quality of our system allow exact adjustments to meet specific airline needs.

“…system functionalities to include mobile devices (iPad/iPhone) by using the latest technologies. We are dealing with future solutions.”

Aircraft IT: What is new on ACS’s development horizon? JŁ: The maximum extending of system functionalities to include mobile devices (iPad/iPhone) by using the latest technologies. We are dealing with future solutions; the sky is the only limit for us. Aircraft IT: What will be the next big thing in Operations software and hardware? JŁ: In future we plan to establish closer cooperation with aircraft manufacturers on ways to improve our system. We are also in the middle of work on a Fueling module which will be useful to help airlines in the reduction of cost in one of the areas of operation that cause most concern – fuel supply. Aircraft IT: What do you want your customers to say about ACS? JŁ: That we create the system they were waiting for. Aircraft IT: Jacek Łyczba, thank you for your time.


30 | WHITE PAPER: ACT PERFO | AIRCRAFT IT OPERATIONS | JUNE-JULY 2013

Leaving and arriving safely and efficiently Knowing the key data about an airport is vital if flight planning is to be well based, says Arno Broes, Partner and Commercial manager at ACFT PERFO.


JUNE-JULY 2013 | AIRCRAFT IT OPERATIONS | WHITE PAPER: ACT PERFO | 31 Click here for full SOFTWARE details and for a demo

“As well as running a business for profit, these days, flight planners and flight crew must keep in mind the three key priorities of safety, lower emissions and fuel management…” Departure points and destinations

I

t has always been the case that pilots needed to know about where they were flying from and where to. It was a matter of safety, it governed how to fly the aircraft according to local conditions and what (or, at least, how much) could be carried on the aircraft. Location specific conditions such as height above sea level, temperature and pressure at different times of year, the terrain in the immediate vicinity of the airfield and a whole lot of other natural factors would all influence a pilot’s decisions. And then there were the man-made factors; length of runway, distance to taxi and layout of the airport all of which had to be taken into account when preparing the aircraft for operation. To the untutored eye, most major airports might appear the same but, in reality, there are as many configurations of airport factors as there are airports in the world. The characteristics of an airport might even influence the

type of aircraft used to serve it. For, instance, in an obvious case, the only way that BA can operate a New York service from London City airport is by using a specially fitted A318 – not an aircraft usually associated with transatlantic travel but the largest aircraft able to fly into and out of London City Airport with its short runway and near city centre location. It might once have been the case that a pilot could carry in his head some knowledge of the airports to which he flew but, in most cases, those days are long gone. Even a medium sized operation might serve some 200 to 400 airports and, while individual pilots probably won’t be visiting all of them in any year, the airline will; so those who have to plan each flight will need information about each airport visited to be at hand and, critically, right up-to-date so that they can configure the safest set-up for the aircraft every time it takes-off, flies a route and lands at the other end.

aIrpOrt dataBase 3 mOnths Free access On a 36 mOnths cOntract.

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Worldwide airport database compliant with all EU OPS and FAA regulations.

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The database, under permanent notam watch-out is made available 24/7 via our secured and user friendly website.

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ACFT_annonce_web.indd 1

14/02/13 09:32


32 | WHITE PAPER: ACT PERFO | AIRCRAFT IT MRO | JUNE-JULY 2013

Using the data

Need to know

As well as running a business for profit, these days, flight planners and flight crew must keep in mind the three key priorities of safety, lower emissions and fuel management (the latter two are closely related). So, in addition to information about the airports visited, they’ll need to also be aware of any current regulations issues by the regulatory bodies such as FAA and EASA; these notices to airmen (NOTAMs) will often add a further layer of requirement to be taken into account when configuring an aircraft for an airport. Whether the notices are about safety, sound footprints, temporary or permanent flight path restrictions (such as avoiding militarily sensitive areas or known hazards), airport hazards, even that a Head of State might be in the vicinity; or specific operational requirements for the aircraft following an incident or accident, they all have to be taken into account when planning a flight. Consider what information might be needed. An obvious first piece of data would be runway length which determines a range of decisions including load capacity, fuel requirement, engine power profile and, again, type of aircraft used. Similarly, the taxiways will be important factors not simply for getting to and from the runway and the parking area but also because long taxiways mean more fuel burn. The operation of the aircraft can be managed to deal with that, but without knowledge of the airport, that

is going to be difficult. Height above sea level and air density will all impact upon engine and aircraft performance and all need to be understood for each airport served. And once the aircraft is off the ground, the immediate vicinity of the airport will be important when planning the first few minutes of flight when proportionately more fuel might be burned than in level cruise. Is the terrain mountainous or level; is the area open or heavily populated; are there any other busy airports nearby and sharing some of the airspace? All of these factors need to be understood if they are to be incorporated in the flight plan. Most take-offs go without incident but every now and then there might be a problem, a bird strike, a simple engine failure or some other matter that will require the pilot to return the aircraft to the airport from which it just departed. Given the proximity of other aircraft, prevailing wind direction and the need to operate as safely as possible even in challenging circumstances, it is not an option to simply turn around and land. A proper route has to be followed and that route will need to avoid local obstacles – almost a mini, but emergency, flight path – sometimes called an engine failure path. That is the sort of information needed about every airport. These are just a few of the more obvious factors about an airport and its proximity that will be needed to support aircraft performance.

Consider now how that data might be used. Just the airport data will offer a support for the operational decisions around flight planning and including NOTAMs into the equation will supply most of the data needed to operate the aircraft safely, efficiently, cleanly and profitably from that airport. Accurately knowing the terrain is not just a safety issue but also can be used to improve efficiency by allowing the calculation of optimum take-off weight and engine setting to use to get the best safety, lowest fuel consumption, least emissions, most friendly noise footprint and least wear on the engine.

Outsourcing is good business

But, while this was once something that pilots or, later, airlines could do; these days the plethora of data required is both enormous and constantly variable. Not only pilots but also performance engineers and dispatchers need to be able to visualise the airport environment and environs in which their aircraft has to operate. However, do airlines really want to be diverting their resources to this task when their core business is transportation? Possibly not. As in so many areas of modern business practice, outsourcing a specialist task such as airport data management to a business for which it is their core activity will ensure the best, most timely and most useful Airport Database with which to support key operations decisions in an airline and operator. As the above has shown, airport data is a critical part of flight planning and the management of aircraft as business units in the industry today so if it’s that much worth doing, it must be worth doing well. n

“…including NOTAMs into the equation will supply most of the data needed to operate the aircraft safely, efficiently, cleanly and profitably from that airport.”

ACFT PERFO

In today’s airline industry, it is a must to cut operating costs. Tools designed and developed by ACFT PERFO are amongst the best solutions to reduce recurrent costs such as engine use and related maintenance, data availability and study, paper printing and handling, man power, etc. Through a close relationship with customers, ACFT PERFO is not only a software supplier but acts as a partner to assist the needs and possible the growth of an airline.

Arno Broes

PARTNER, ACFT Perfo

Arno is a former Sabena pilot with experience in flying, training and management. Quality manager of Thomas Cook Airlines Belgium, Training manager of Brussels Airlines, Accountable manager of Cargo B and some with active flying are the combinations that led to him becoming a partner of ACFT Perfo by the end of 2010.

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JUNE-JULY 2013 | AIRCRAFT IT OPERATIONS | SAUNDERS’ – CONDUCE CONSULTING | 33

The World according to IT

...and me!

A question of integrity? Words: Paul Saunders

“The employee who bunks off work for four hours a day on social media is the same employee who spent all their of time on Solitaire or Minesweeper ten years ago, and who ten years before that was reading the paper or having countless cigarette breaks instead of working.”

I

n an era where consumer devices are used as business tools, we need to consider whether or not these cool gadgets that we put in our colleagues’ hands should be used as personal devices. Should the device be constrained to business apps, or can we allow the user to treat it as a personal device? The safety community would argue that, during critical phases of flight, we won’t want pilots distracted by an intense game of Angry Birds or a particularly challenging Sudoku puzzle.

Absolutely! Quite right!

It would be catastrophic to learn that the integrity of the pilot community was in question due to their own in-flight entertainment. This is why we do not allow pilots to bring their own smart phones or personal gadgets into the cockpit. The risk of a pilot playing games on their own electronic device is unthinkable.

Err… wait a minute.

This is why pilots have their newspapers and other personal reading material removed from the

cockpit before take-off. The thought of allowing our colleagues to be distracted by a crossword during critical phases of flight is beyond the pale.

Umm... hang on a second.

Were these distractions that were considered a major risk before iPads and other consumer devices found their way into the cockpit? If our colleagues are distracted by games during a flight then this is not a human factors issue. This is a management and integrity issue which is slightly more worrying. The employee who bunks off work for four hours a day on social media is the same employee who spent all their of time on Solitaire or Minesweeper ten years ago, and who ten years before that was reading the paper or having countless cigarette breaks instead of working. Our whole industry relies entirely on a highly professional and dedicated workforce with personal integrity at its core. Arguing that Angry Birds is a huge safety concern is doing our industry a disservice and completely misses the point of personal electronic devices. Let’s just think about

the huge and often intangible benefits that such devices bring to our industry. The attrition rates of personal issued consumer devices are significantly lower than those that are not personal issue. Allowing a user to install their own apps, photos and music will help ensure adoption, will make the user more likely to follow synchronization and charging policies and will allow them to innovate with smarter ways of working. Let’s not forget the countless hours that our colleagues spend in far flung places away from friends and family. A connected workforce is likely to spend less time at work worrying about issues at home. So let’s just think about which is the more likely risk: a pilot who hasn’t spoken to his family for a couple of days, who didn’t sync his device overnight (so hasn’t got access to the latest safety data), who didn’t charge their device since the outbound flight (so is about to run out of battery)? Or is it the pilot who is distracted whilst playing Angry Birds? n

INTERACTIVE: Your Aircraft IT – Get Involved!

Why not get involved with the debate? Send your comments or questions to Paul by clicking here. The most interesting comments will be published in the next eJournal.


34 | WEBINARS | AIRCRAFT IT OPERATIONS | JUNE-JULY 2013

Past Webinars: View Video Recordings of our Live Software Demonstration Webinars at Aircraft IT

Build your own Flight Operations Software Demo Webinar Library. Search through and sign up to view the convenient video recordings of all previous Live Flight Operations Software Demonstration & Masterclass Webinars at the following link: www.aircraftit.com/Operations/Webinars/Past.aspx This exceptional video library contains recordings of Live Software Demonstrations and Masterclasses from the following major IT Vendors: Arconics, Flightman, AIR SUPPORT, ETS Aviation, BYTRON, Smart4Aviation, Flight Focus, OSyS, FuelPlus, Flygprestanda, Evoke Systems, T&A Systeme, SITA, AvioVision, FLYHT, plus more. An outline of four of the recent Webinar Recordings can be seen below.

Flight Planning and iPad / EFB Take-Off and Landing Performance Software

Airport Database Software (inc. NOTAM watch, Obstacles, EFP/ESOID)

14th March 2013

21st March 2013

n Session OVERVIEW

n Session OVERVIEW

Sign up to view this Webinar recording for a demonstration of two powerful and modular Flight Operations Software solutions from Flygprestanda and learn how they can generate significant increases in efficiency and save crucial time for key Flight Operations personnel: Flight Planning Software and iPad / EFB Take-Off and Landing Performance Software.

Sign up to view this Webinar recording and join ACFT PERFO for a demonstration of their ADMS (Aviation Data Management Suite) Software Solution. ADMS manages a comprehensive (12,000 major airports in the database with more than 3,300 in use) and regularly updated worldwide airport database compliant with all EU OPS and FAA regulations, which is constantly available online or via an EFB or iPad. The airport database is under NOTAM watch: should a NOTAM have an influence on performances, the database is updated and an automatic notification by email is made to users. The Webinar video will take you on an online tour of the key ADMS modules: Airport Database, NOTAMS, Obstacles.

You will be taken on an online tour of the FOCS (Flight Operations Control System) operations suite from Flygprestanda. FOCS is a modern, feature packed system available for advanced Flight Planning – you will see how a powerful modular Flight Planning system can bring companywide benefits to airlines and aircraft operators; providing superior control and support of their daily operations.

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JUNE-JULY 2013 | AIRCRAFT IT OPERATIONS | WEBINARS | 35

About the Live Software Demonstration Webinar Recordings

How it works.

Whether you missed them the first time around, need to refresh your understanding of available systems before making a key decision or if you are building a reference portfolio of relevant knowledge, these past webinar recordings will add vital market intelligence to your established professional skills. They’ll improve and sharpen your awareness of available solutions and add to your knowledge store. You’ll gain an overview of the major Flight Operations software systems on the market today, from the world’s leading IT Vendors, and all at a time and a place compatible with your busy schedule. Each demonstration lasts 1 hour, providing airlines and aircraft operators with the perfect introduction to each Flight Operations software solution demonstrated.

• Visit: http://www.aircraftit.com/Operations/Webinars/Past.aspx • Use the scroll option or view the details of the latest recorded sessions on the right and select a Webinar recording you would like to view. • Next click ‘Register for Recording’ and enter your details. • Once approved the video file will appear in your Member’s Area at the Aircraft IT website. • You can then view the Webinar recording as many times as you wish, share it with your colleagues and retain it as part of your own market intelligence reference library.

Flight Planning & Crew Briefing Software

iPad for Flight Deck Masterclass Webinar (inc. Smart Content App)

11th April 2013

28th February 2013

n Session OVERVIEW

n Session OVERVIEW

Sign up to view this Webinar recording and join AIR SUPPORT for an as live demonstration of their popular PPS - Preflight Planning System and CrewBriefing. You will see how a powerful modular Flight Planning and Crew Briefing system can bring company-wide benefits to airlines and aircraft operators of all sizes and help to significantly reduce operating costs. During the Webinar you will see a full demonstration of AIR SUPPORTS’ clientbased flight planning software system with integrated web based crew briefing system. This is known as PPS - Preflight Planning System and CrewBriefing aimed at commercial airline operators and military operators.

Sign Up to view this Webinar recording and join industry leaders InfoTrust Group to learn how to take your iPad in the Flight Deck to the next level. You will see how it is possible for the iPad to provide pilots with not just an electronic device to eliminate reams of paper manuals, but also, via the use of smart content, opens up new possibilities for an entirely digital experience that can help pilots find the right information more quickly, lower IT costs, and facilitate regulatory compliance. The Webinar recording will show you a demonstration of InfoTrust Group’s ground breaking TechSight/X® iPad Application which automatically delivers up-to-the-minute flight manuals and related company documentation.

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CLICK HERE to VIEW THE WEBINAR RECORDING


36 | TENDERS | AIRCRAFT IT OPERATIONS | JUNE-JULY 2013

Operations Software Tender Upload

Click here for full SOFTWARE details and for a demo

Aircraft IT website Operations Software Tender Upload function puts your requirements in front of all the leading Flight Operations IT Vendors.

FUEL Reduce your fuel costs

Analyze fuel consumption Discover fuel savings

The fuel conservation solution from Aviaso provides a  full range of data analysis, reporting, and monitoring  tools to help airlines save fuel and reduce emissions.  It contains more than 100 ready-made reports, which  allow  an  airline  to  thoroughly  understand  the  fuel 

Monitor progress of initiatives

consumption  and  to  identify  potential  fuel  savings.  The Aviaso software also helps to really achieve these  savings  by  rigorously  monitoring  the  various  fuel  saving  initiatives  for  each  and  every  flight.

Aviaso

connecting aviation and software

Communicate results

CLICK HERE for more information

www.aviaso.com

Aviaso Inc. · Huobstrasse 10 · CH-8808 Pfaeffikon · Switzerland · Phone: +41 55 422 0000 · www.aviaso.com · info@aviaso.com

t

he Aircraft IT Tender Upload function allows Airlines and Aircraft Operators the opportunity to send their software requirements to 30+ of the world’s leading Flight Operations IT Vendors at the click of a mouse. It’s all of a piece with Aircraft IT’s mission to put readers in front of as many opportunities as possible to maximise their professional effectiveness; this time by linking to other professionals with a proven track record of matching complex requirements with effective solutions. Whether you are looking for EFB software and hardware (Class I, II, III), iPad Solutions for the Flight Deck, Flight Planning Software, Fuel Saving Solutions, Crew Scheduling Software, this Tender upload feature will allow you to send your requirements to all the major IT Vendors at the same time... and it’s not rocket science! In fact, it couldn’t be easier.

Here’s how it works:

• Visit the Tender Upload page at the Aircraft IT Operations Website by clicking here. • Login below with your Aircraft IT Membership details. If you are not a member click on sign up and enter your details - it is free to join. If you are already logged in click on ‘Upload Tender’ below. • Fill in the Tender Upload form and upload a PDF document of your requirements. Under the ‘Software Type’ section, which ever box you tick sends your Tender to all the IT Vendors in that section of the Aircraft IT website. • Click ‘Upload Tender’ and your information will be sent to the key contacts at the IT Vendors. Once the Tender has been uploaded the IT Vendors will very soon send you details about their software and product solutions that would be suitable to address your requirements.


JUNE-JULY 2013 | AIRCRAFT IT OPERATIONS | VACANCIES | 37

Targeted opportunities

…your next step Aircraft IT Operation ‘Vacancies’ on the website highlights real opportunities with great businesses looking for the best professionals

Considering your next career move? At Aircraft IT Operation ‘Vacancies’ great businesses flag up opportunities that need experience and skills like yours: or you can simply use us for overview of the market. Aircraft IT Operations is the specialist website and publication for your sector so you won’t have to trawl through a host of general vacancies to find the aviation operations IT ones that need your skills and will advance your career.

Job Alerts for first sight

As well as listing current career opportunities, Aircraft IT Operation ‘Vacancies’ also lets you sign up for ‘Job Alerts’, to receive email alerts, making you among the first to learn about the latest opportunities and in pole position to put yourself forward.

Career opportunities currently on the website include the following so SIGN UP NOW BY CLICKING HERE

Sheorey Digital Systems Ltd

VP – Sales & Marketing

The successful candidate will conduct Market Research and gather Business Intelligence. He or she will also map the Global Market for sale of ERP Products in Aviation Vertical plus understand customers’ needs and create annual sales plan in consultation with MD. Job-Responsibilities

Include, client relationship Management, Business Development and technical presentations as well as sales volume, product mix, and selling price. CLICK HERE FOR MORE DETAILS

CONDUCE GROUP

Senior Developer We are looking for an Application Developer to join our team. Most of our work involves developing applications for the web and for mobile platforms, such as iOS and Android. This is an excellent opportunity for a software developer to join a dynamic and vibrant young business and to work with mission critical software in use within the airline industry. Junior Developer We are looking for an Application Developer to join our team. Most of our work involves developing applications for the web and for iPad. This is an excellent opportunity for a software developer to join a dynamic and vibrant young business and to work with mission critical software in use within the airline industry. CLICK HERE FOR MORE DETAILS

Want to keep up with IT developments? Subscribe for FREE to AircraftIT eJournal Operations today to receive all future eJournals!

• For case studies, keynote white papers, latest news & technology; all the knowledge you need

Subscribe here for free – it takes a few moments. AircraftIT: All about Solutions for Airlines and Aircraft

V2.2 • APRIL-MAY 2013

A CHALLENGING IMPLEMENTATION The power

of planning and execution

ETL UPGRADE

Leveraging change and experience for operational value

SAFETY MANAGEMENT

A good solution supports a proactive

approach

CONTROLLING BYOD Handling the two-edged sword

White Papers: Sheorey Digital Systems, Point to Point Case Studies: SriLankan Airlines, BA CityFlyer Vendor Flight Log: T&A SYSTEME PLUS: The latest News, past and upcoming Webinars, Operations Software Directory…


38 | SOFTWARE DIRECTORY | AIRCRAFT IT OPERATIONS | JUNE-JULY 2013

Operations Software Directory Key ‘at-a-glance’ information from the world’s leading Operations software providers. From Electronic Flight Bags (EFBs) to Fuel Management Systems; From Flight Planning Solutions to Operations Cost Management — the leading IT vendors below can cater for all requirements.

Want to keep up with IT developments? Subscribe for FREE to AircraftIT eJournal Operations today to receive all future eJournals! For case studies, keynote white papers, latest news & technology; all the knowledge you need.

Subscribe here for free – it takes a few moments. AircraftIT: All about Solutions for Airlines and Aircraft

ACFT PERFO

W: www.actperfo.com T: +352 26 12 94 E: info@ actperfo.com Company formed: 1999. Office Location: Steinfort, Luxembourg Number of Modules................10 Key Business/Software Areas • WORLD AIRPORT DATABASE Compatible for ALL TO Performance soft • All A/C Types TO. & LAND. Performance soft • EFB SOFTWARE SUITE • Operational support in Performance and Operations • EFLS Electronic loading system ground operations ACFTPERFO has acquired a solid experience in the development of electronic flight bags tools and related support since start up in 1999. Our products are in continuous evolution in order to adapt to new regulations or practices in this rapidly changing business. We use our expertise to help the customers and our commitment is to find the best solution for any challenge an airline could face. Safety is a major concern of our ACFTPERFO team and our airport database has been developed to be the best on the market. It is maintained up to date using extremely efficient tools which guarantee the highest level of accuracy and follow up.

Click Here for Software/Product Details Click Here to Request Private Demo

aircore systems GmbH

W: www.aircore-systems.com T: +49-2992-9771-40 E: info@aircore-systems.com

Company formed: 1992 Office Location: Fuerstenberger Strasse 70, DE-34431 Marsberg, Germany Name of Product Marketed • AS-FlightBag II Number of Modules..................5 Key Business/Software Areas • Library • Journey Log • Tech Log • Crew Briefing • Least Cost Routing

The aircore_systems GmbH is a part of the PAS-IT-Group founded in 1992 and located at Marsberg, Germany, close to airport Paderborn (PAD / EDLP). The major difference to other companies is our combination of IT knowledge on the one hand and airline knowledge on the other hand as several staff members hold a valid captains rating on transport category aircraft in addition to their academic degrees. The main software application of aircore_systems which is in use since many years at several airlines is the EFB solution: AS – FlightBag II: This product contains the following core modules: 1. Library: airline specific document management between ground and cockpit; 2. CrewBriefing: the operational flight plan and additional information deemed necessary; 3. JourneyLog: the flight data handling to and from the cockpit; 4. TechLog: electronic workorder with eSignature and connectivity to several maintenance applications; 5. Least Cost Routing: minimization of data transfer costs between back office and cockpit.

Click Here for Software Details Click Here to Request Private Demo

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 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.

Click Here for Software Details Click Here to Request Private Demo

Airline Control Software

W: www.airlinecontrol.com T: +48 22 2095035 E: contact@airlinecontrol.com

Company formed: 2005, Office Location: Poland (Warsaw), UK (London), Marocco (Casablanca), USA (New York), Argentina (Buenos Aires) Name of Product Marketed • ACS System Number of Modules................16 Key Business/Software Areas • Flight Operations, OCC Flight Dispatch, Crew Support with Duties autoplanner • CAMO (Part-M) and Maintenance (Part-145) • Safety Management System (SMS) & QMS • Handling, Fueling, Training (CBT Platform) • Tickets & Booking (Revenue Management, Tarrif Engine)0 A specialized IT company engaged in software development for the airline. The main product is the ACS System, consists of 16 modules. There are optional modules: OPS (including OCC Flight Dispatch, NTO, FLIGHT INFO PAX OPS, MCC), CREW, CAMO (Part-M), LINE MAINTENANCE (Part-145), FLEET MANAGEMENT, HANDLING, FUELING MANAGEMENT QMS, SMS, TRAINING, TICKETS & BOOKING and built-in modules: DOCUMENTS MANAGEMENT, LOGISTICS, COMMERCIAL, FINANCE SUPPORT, SYSTEM ADMINISTRATOR. System is designed for small and medium-sized airlines cover in full all aspects of managing and supporting the airline. YOM 2012. Uses the latest technology – mainly Mictosoft and Apple. Three platform for user: PC, WWW, iPad/iPhone. Scalable and open integration with other systems existing in the airline. For data security, each client can use an online database replication.

Click Here for Software Details Click Here to Request Private Demo


JUNE-JULY 2013 | AIRCRAFT IT OPERATIONS | SOFTWARE DIRECTORY | 39

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 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.

Click Here for Software Details Click Here to Request Private Demo

Arconics

W: www.arconics.com T: (00353) 1611 4625 E: info@arconics.com Company formed: 2001; Office Location: Dublin, Ireland Name of Product Marketed • Manual Manager, AirPortal, EFB Viewer Number of Modules..................5 Key Business/Software Areas • EFB Document Management • Airline content management • Flight crew notices management • Mobile document viewer apps • EFB document viewer 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.

Click Here for Software Details Click Here to Request Private Demo

Aviaso Inc.

AviIT Ltd

W: www.aviaso.com T: +41 55 422 0000 E: info@aviaso.com Company formed: 2003; Office Location: Pfaeffikon, Switzerland Name of Product Marketed • Airline Portal, Fuel Efficiency, EU-ETS, ART-Aviation Reporting Tool, Additional Products. Number of Modules.............. n/a Key Business/Software Areas • Airline Portal • Fuel Efficiency • EU-ETS • ART - Aviation Reporting Tool • Additional Products 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, EU-ETS,Aviation Reporting, and Crew Communication. Additionally, Aviaso has a long experience in integratingaviation IT systems and also develops the Aviation Portal - a leading intranet solution for aviation companies. Furthermore, Aviaso maintains data centers in Switzerland and Sofia and provides customized hostingsolutions for aviation companies. Aviaso has its head office in Switzerland and a software development center in Sofia/Bulgaria. The companywas founded in 2003 by Nicola Fantini, Rudolf Christen, Georgi Mitov, and Ivan Markov and has nowa total staff of 23 employees..

Click Here for Software Details Click Here to Request Private Demo

Company formed: 2004; Office Location: Fife, Scotland. Name of Product Marketed • Archimedes & eMan Number of Modules..................2 Key Business/Software Areas • ACARS data management - Archimedes • ACARS Technical Consultancy • Technical publications Distribution - eMan • Document Acknowledment - eMan Read & Sign • IT systems management & support AviiT is exclusively focused on the provision of software solutions to the aviation sector. Drawing upon data sources such as ACARS, Archimedes provides a powerful capability to capture, analyse and present valuable, real time data in a clear and flexible format to Operation and Engineering teams. eMan provides an efficient capability for the distribution of technical publications across the maintenance smooth and efficient distribution of engineering and process documentation. eMan is available as an on-premise or hosted offering for complete deployment flexibility.

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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and repair estate. Used by aircraft operators and 3rd party MROs alike, eMan unlocks the benefits of

Aviovision NV

W: www.aviobook.aero T: + 32 16 29 89 80 E: info@aviovision.aero

W: www.aviit.com T: +44 (0)1383 620922 E: info@aviit.com

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The Boeing Company W: www.boeing.com/boeingedge/informationservices E: TheBoeingEdge@boeing.com Company formed: 1916 Key Business/Software Areas • Electronic Flight Bag Solutions • Flight Operations Solutions Boeing offers the industry’s broadest range of aviation services to provide our customers the ultimate competitive advantage. We call this the Boeing Edge. In the information services field, we are keenly focused on addressing our customers’ continuous need for integration and optimization of information. Using data, software, analytics and IT infrastructure, we connect airplanes, operators and data. We strive to enable smart and informed decision-making to take operational efficiency of their aircraft fleet and operations to the next level.

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40 | SOFTWARE DIRECTORY | AIRCRAFT IT OPERATIONS | JUNE-JULY 2013

DAC International, Inc.

W: www.dacint.com T: +512-331-5323 E: info@dacint.com

Company formed: 1984; Office Location: Austin, Texas Name of Product Marketed • Electronic Flight Bag, GDC64 (Tablet to Aircraft Interface unit) DAC International, Inc. specializes in Avionics systems for a wide range of aircraft including major and regional airliners. We offer cockpit system upgrades to meet new operational requirements as well as replacement for older systems. In-house capabilities include a range of analog-digital (A/D), digital-analog (D/A), digitaldigital (D/D) converters, Electronic Flight Bags (EFB) and Tablet to Aircraft Interface Units. (TAIU) Talk to us about anything from FMS, Cockpit Displays, CVR/FDR, Cabin Passenger Briefing systems, ARINC 615 data loaders and more. Certification and integration packages can be included.

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EasyBrowse GmbH

W: www.easybrowse.com T: +49 385 343146-20 E: imke.koop@ovidius.com Company formed: 1994; Office Location: Schwerin Name of Product Marketed • TCToolbox Airline Edition Number of Modules.............. n/a Key Business/Software Areas • EFB Software Solutions • Digital Documentation Management • Communication Optimisationy With the electronic publishing solution from EasyBrowse you create electronic publications ready to use on EFBs, in the Intranet or on iPads. • Powerful search options • Virtual publications based on aircraft type / registration • Automatic database updates • Incremental updates • Bookmarks, notes • Zero footprint installation • Distribution management and monitoring • Support any SGML/XML structure plus a wide varity of their formats (PDF, graphics and video)

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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 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

W: www.evoke-systems.com T: +44 (3)456 521240 E: info@evoke-systems.com Company formed: 2001; Office Location: Norwich, England Number of Modules.............. n/a 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 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 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

W: www.flygp.se T: +46 40 642 00 10 E: sales@flygp.se Company formed: 1969; Office Location: Malmö/Sweden, Connecticut/USA Name of Product Marketed • Airport Analysis, Performance GURU, FOCS Number of Modules.............. n/a Key Business/Software Areas • Aircraft Performance Services • Flight Planning Software • Performance Engineering • Special Performance Calculations • Engine Failure Procedures 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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JUNE-JULY 2013 | AIRCRAFT IT OPERATIONS | SOFTWARE DIRECTORY | 41

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 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 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+ 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 SKEYES

W: www.ifrskeyes.com T: +33 (0) 562 74 75 00 E: commercial@ifrskeyes.com Office location: HQ: Colomiers / France. Offices in Moscow ; Singapore ; Quito (Ecuador) Name of Product Marketed • AMASIS –> 7 core modules + 6 add-ons • KEOPS –> 8 core modules + 11 add-ons • IBIS –> 6 core modules Number of Modules................13 Key Business/Software Areas • Flight Scheduling and Flight tracking • Crew rostering / Management • Communication management (movements, load, ATC slots, web based crew portal) • Budgeting and post flight analysis • Business intelligencee KEOPS as a complete information system is the spine of Airline operations. The information is controlled and enhanced as the events occur (Flight scheduling, Crew management, Logistics, Flight tracking, Performances, DOC Analysis …) to analyse the activity and monitor associated costs. These financial data enrich a database to generate budget simulations, or hypothetic flight quotation. The combination of the 19 modules and add-ons of this integrated software ensures the company a full operational and financial control of the whole activity. Powerful communication functions spread and automatically integrate the messages linked to the different operational participants (services, crew, suppliers, IATA)..

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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+ 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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Ovidius GmbH

W: www.ovidius.com T: +49 30 4081895-0 E: imke.koop@ovidius.com Company formed: 1996; Office Location: Berlin Name of Product Marketed • TCToolbox Airline Edition Number of Modules........... n/a+ Key Business/Software Areas • EFB Software Solutions • Digital Documentation Management • Communication Optimisation TCToolbox Airline Edition is a comprehensive package consiting of tools that support the complete workflow of the manual creation and distribution process: TCToolbox being an approved and robust Content Management System (CMS); SGML-/XML-based CMS; Versioning, access control; Rights management; Supports any graphics format; Importing of Excel tables; Re-use of information modules and graphics; Effectivity management; and Automatic generation of change marks The powerful typesetting system TopLeaf from Turnkey supports the automatic generation of PDF files and revision packages.

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42 | SOFTWARE DIRECTORY | AIRCRAFT IT OPERATIONS | JUNE-JULY 2013

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 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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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 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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NVable Ltd

W: www.nvable.com T: +44 141 280 0050 E: contact@nvable.com Company formed: 2005. Office Location: Glasgow, UK Name of Product Marketed • Appixo, Appixo ETL Number of Modules..................4 Key Business/Software Areas • Electronic Technical Log • Alternative Training & Qualification Programme (ATQP) • Station Operational Compliance (SOC) • Management Dashboards & Analysis NVable (pronounced “enviable”) was founded as a specialist software development consultancy creating bespoke solutions that allow customers to exploit the full value of their operational data. NVable now also offers its own software products. NVable recently launched Appixo – a platform that combines large scale data handling with a framework to support multiple mobile data acquisition applications. The Appixo ETL is one such application, first launched in May 2012 with BA CityFlyer. NVable is now expanding its suite of aviation focussed applications. The growing list now includes ATQP and SOC Management. The data gathered from each application is fed into the Appixo analysis platform to feed the Management Dashboard & Analytics. This allows for real-time analysis of aircraft status, fuel burn/ uplift, defects, Out of Phase Maintenance etc.

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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 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: contact@sds.co.in

Company formed: 1993; Office Location: India: Mumbai & Bangalore, Singapore besides Representative Offices in UAE, Saudi Arabia, UK/Europe and Latin America Name of Product Marketed • ARMS®V2 (Aviation Resource Management) Integrated InfoTech Suite Number of Modules.: 12 Sub-systems + 5 more under development Key Business/Software Areas • ARMS® Commercial Planning (CPSS) • ARMS® Flight Operations (FOSS) • ARMS® Crew Management (CMSS) • ARMS® Flight Planning & Dispatch (FPDS) • ARMS® Optimizers + ARMS® on the TAB (EFB/ETL)) Sheorey Digital Systems Ltd. (SDS) an ISO 9001:2008 & 27001:2005 software company, brings you ARMS®V2. A current-generation, state-of-the-art Information Technology System which effectively addresses the extremely critical and cost-sensitive nature of Commercial Airlines/ Air Transport operations. The ARMS® V2 InfoTech Suite is the only solution in the industry capable of seamlessly integrating all of the functional and operational areas of an Airline or Air Transport operator with a unified database; i.e. a single repository of data with which all ARMS® modules interact. ARMS® V2 increases process efficiencies and reduces costs while assuring strict Statutory Compliance and uncompromising Safety.

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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 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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JUNE-JULY 2013 | AIRCRAFT IT OPERATIONS | SOFTWARE DIRECTORY | 43

Smart4Aviation

T&A Systeme GmbH

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 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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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 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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THALES

W: www.thalesgroup.com/aerospace T: +33 (0)5 6119 65 00 E: topwings@thalesgroup.com Company formed: 1968; Office Location: Toulouse, France Name of Product Marketed • TopWings Number of Modules..................1 Key Business/Software Areas • EFB hardware • EFB software solution • Ground Operations • EFB Project guidance • Scalable end-to-end solution An integrator to design, customize and support your EFB solution. TopWings® is an innovative and unique solution that provides a tailored answer to your needs for Electronic Flight Bag (EFB) implementation. Thales’s one-stop solution is a global EFB offering for operators, comprising Hardware and Applications for cockpit and cabin. It also provides Data Management and Ground Applications with a wide range of services. With TopWings, operators obtain significant operational savings and quick return on investment. Best in class, TopWings is a customisable, modular solution that helps key decision makers master complexity and make timely decisions for better outcomes.

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