Aircraft IT Operations Summer 2011 by The Magazine Production Company

ISSUE 2 • SUMMER 2011

Aircraft Data Special • Getting the right data transmission • Data as a global business asset

Fuel savings from EFB implementation Pre-flight information supports service IT tools to minimise EU ETS compliance costs White Papers: LinkSMART • Aviation Intelligence • Tasc4Aviation Case Studies: Lufthansa Cityline • Thai Airways International

SUMMER 2011 | AIRCRAFT IT OPERATIONS | CONTENTS | 3

Editor’s comment We’re already at the second issue of AircraftIT Operations and it just feels right. Perhaps it’s the thousands of people who’ve already become subscribers to the AircraftIT Operations e-journal. Maybe it’s the success of our first webinars, each attracting more than 80 airlines and aircraft operators to discover more about solutions they need. Or possibly it’s the natural feeling of a great idea whose time has come. With the best ideas; you work hard to make them happen and then, when you do, everybody assumes they’ve always been around because, in our case, it seems so logical to offer White Papers and Case Studies drawn from the real experiences of people and organisations working in the business today. It seems right to package key news items into one space and to create a directory of Operations IT software. There’s real value in focusing on a major matter from more than one angle. Take this issue. Aircraft systems record and store ever increasing volumes of data; but data is just so many numbers unless there’s a way to use it. Shaun Rattigan from Aviation Intelligence and Sergio Martins from LinkSMART don’t write just about data but about how to download it from the aircraft at a time, in a manner and to a system that will be useful; and how, once downloaded, it can be interpreted for vital operational knowledge while improving the quality, cost effectiveness and sustainability of flying expensive aeroplanes, burning costly fuel over any length of sector. Of course that’s not all and, as before, the information flow is not one way. Aircraft IT Operations draws value from the people who write the articles being the people who do the work, face the day to day and long term challenges, understand the real world of airline and aircraft operations. And you, the reader, can also contribute your views, experiences and questions through the interactive facility at the end of each article. You can participate in the convenient Webinars (see pages 24-25 for details) or ask your own questions through ‘Ask an Expert’. This is AircraftIT Operations for everything about aircraft operations IT. Ed Haskey, Editor.

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ISSUE 1 • APRIL/MAY 2011

An EFB Special

ISSUE 2 • SUMMER 2011

Aircraft Data Special

• Getting the right data transmission • Realise a return on investment within 12-24 months • Data as a global business asset • Norwegian Case Study: A year operating a Class II EFB Fuel savings from EFB implement

ation Realtime Business Intelligence for Decision Pre-flight information supports service The Paperless Cockpit – Myth or Reality? Making IT tools to minimise EU ETS compliance costs How IT systems can save fuel consumptio n White Papers: Lufthansa Consulting, TFM Aviation Aircraft IT OPS V1.1 April-May 2011.indd

and Flight Guidance • Case Studies: Bangkok Airways

White Papers: LinkSMART • Aviintel • Tasc4Aviation Case Studies: Lufthansa Cityline • Thai Airways

and Norwegian Air Shuttle

Aircraft IT Operations V1.2 June-July

2011.indd 1

27/04/2011 11:56

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6 | NEWS | AIRCRAFT IT OPERATIONS | SUMMER 2011

American Airlines launch iPad Electronic Flight Bags T

he Allied Pilots Association (APA), for pilots of American Airlines, announced in June 2011 that the carrier has begun final testing of Apple iPads with electronic-charting functionality. “Last year American Airlines became the first carrier authorized by the Federal Aviation Administration to use iPads as electronic flight bags for pilots,” said First Officer Hank Putek, of the APA Safety Committee. “American Airlines has now become the first to deploy iPads with an electronic charting solution.” Electronic charting provides pilots with a digital image of their flight route. The final testing phase is a prelude to FAA approval of the devices to serve as Class 1 Electronic Flight Bags (EFBs) during all phases of flight.

“By eliminating bulky flight bags filled with paper, EFBs mean less weight for pilots to carry, reducing the possibility of injury on duty,” Putek said. “In addition, they enable pilots to immediately download updates, rather than waiting for paper versions of required documents to be printed and distributed.” Along with lower paper printing and distribution expenses comes reduced fuel consumption. The devices weigh approximately 1.5 pounds whereas paper flight manuals weigh at least 35 pounds. APA, American Airlines and Jeppesen collaborated on the development of the electronic-charting solution for the iPad. The final testing phase involves Boeing 777 pilots from the airline’s Los Angeles crew base.

navAero introduces broad Alaska Airlines pilots go EFB product line plus other Lean and green with iPads EFB developments

Alaska Airlines is issuing iPads to all its pilots. This follows a successful trial this past winter and spring by 100 line and instructor pilots and Air Line Pilots Association representatives, to evaluate the feasibility of using iPads as electronic flight bags. “We’ve been exploring the idea of an electronic flight bag for several years, but never found a device we really liked,” said Gary Beck, Alaska Airlines’ vice president of flight operations. “When the iPad hit the market, we said this is the perfect fit.” The iPads contain an app called GoodReader, loaded with PDF versions of 41 flight, systems and performance manuals, reference cards, and other materials. Updating these reference materials can now be accomplished with one tap on the iPad screen. The iPad is considered a Class 1 electronic device, meaning it is stowed during takeoff and landing under Federal Aviation Administration regulations. Alaska Airlines is also exploring the replacement of paper aeronautical navigation charts with electronic versions on the iPad. The two initiatives, dubbed ‘Bye, Bye, Flight Bag,’ will save about 2.4 million pieces of paper. The cost of the project is expected to be offset by lower paper, printing and distribution expenses and reduced fuel consumption as some weight is removed from the aircraft. Further savings are expected from fewer back and muscle injuries caused by pilots carrying flight bags.

navAero has announced the introduction of a new range of electronic flight bag (EFB) hardware and peripheral products for the commercial airline and military aerospace industry. “navAero has embarked on a Sea Change… a broad transformation of our company into one that brings a wide variety of affordable technology solutions.” stated Knut Aabo, navAero Senior VP Sales and Marketing at the May 2011 announcement. “Our advanced engineering capabilities allow us to bring broadened product offerings to customers for the implementation of their requirements without compromise.” For technology programs that are based on flight deck utilization of versatile tablet platforms, like the iOS-based Apple® iPad™ or the Android-based Samsung® Galaxy™, navAero has introduced the t-Tablet™ product line. By utilizing a modular design, the navAero tablet mounting structures are a means to secure the tablet device and meet all applicable industry standards. The structure can also be configured to provide enhanced capabilities through certified connection to aircraft power as well as certified connectivity to aircraft data buses. The navAero t-Pad™ Family of Displays has also broadened and now boasts both 10.4” and 12.1” LCD displays with LED illumination. And with the use of the Microsoft® Widows™ 7 Operating system on the t-Bag™C22 EFB CPU, the displays can be enabled with ‘multi-touch’ functionality for enhanced utilization and user interaction. For fully certified connectivity aircraft systems, navAero has commercialized an advanced Aircraft Interface Device. Now deployed on numerous airframes, this brings broad and easily installable connectivity. And to meet the ever increasing demand for fully certified installations, navAero now brings a fully PMA’d EFB platform for hosting Type A and Type B applications. Also, in June 2011 navAero announced the achievement of EASA STC 10033897 for the company’s t-Bag™C22 Class 2 Electronic Flight Bag system on the Boeing 767-200, 767-300, 767-300F and 767-400ER Series aircraft. Executed by navAero in cooperation with U.S. Technical, who facilitated the validation of the FAA STC ST02320LA, this certification is another of the highly integrated STCs for the navAero t-BagC22 Class 2 EFB system. The system architecture includes the navAero-designed, AT&T-certified, UMTS/HSDPA 3G cellular modem module for on-ground data transfer. Also included is the navAero ARINC 429 module with custom software that enables the deployment of the Jeppesen Airport Moving Map application on a Class 2 EFB platform. The EFB CPUs are deployed with cross-connectivity to provide data sharing between the two independent systems. The STC also provides several different display options including the newly released t-Pad™1100 display to provide customers with maximum flexibility in selecting the optimum viewing platform to meet their specific requirements and needs.

SUMMER 2011 | AIRCRAFT IT OPERATIONS | NEWS | 7

Flight Focus obtains Production Organisation Approval (POA) from CAAS and launches strategic partnerships

The photograph shows Mr. Chew Choong Cheng, Deputy Director (Airworthiness Engineering) of the CAAS Airworthiness/Flight Operations Division, presenting the CAAS POA Certificate to Mr. Ralf Cabos, Managing Director of Flight Focus Pte Ltd, at the CAAS Office, Changi Airport T2 on 16th June 2011

Flight Focus announced in June 2011 that it has received Production Organisation Approval (POA) from CAAS Singapore, allowing production of Line Replaceable Units (LRUs) for its enhanced Electronic Flight Bag from its laboratories in Singapore. In accordance with Air Navigation Orders and SAR-21 Subpart J, Flight Focus is now authorised by CAAS to build and distribute its EFB LRU’s and other operational parts from its dedicated laboratories in Singapore. This translates to Flight Focus being able to offer faster turn arounds for new installations, as it continues to expand its customer base worldwide (more information to follow).

Flight Focus strategic partnerships

In March 2011 Singapore based Flight Focus and Netherlands based Smart4Aviation (S4A) announced a strategic partnership designed to benefit the customers of both companies. The joint co-operation will begin with the integration between the Flight Focus PLATFORM™, an enhanced and connected Class 3 Electronic Flight Bag (EFB) solution with ‘open’ application hosting for Class 2 software, and Smart4Aviation’s EFB solutions supporting Aircraft and Runway Performance. In June, Flight Focus announced a further strategic partnership with Malaysia based Tune Box (a subsidiary of the Tune Group) for Flight Focus to provide technology for Tune Box’s low-cost In-Flight Entertainment (IFE) solution. Flight Focus will provide the hardware and engineering, leveraging on their Electronic Flight Bag, the ‘Flight Focus PLATFORM™’; this revolutionary global solution is the first time EFB technology has been used to create a unique cabin based customer experience.

Smart4Aviation product wins award with Air Canada and addresses the volcanic ash problem The prominent award ‘Best Technical Innovation – Airline’ went to Air Canada and its Smart BRIEF CABIN and Smart BRIEF CABIN Mobile applications at the recent AGIFORS meeting of the Crew Management Study group in Dubai. Earlier this year the Smart Cabin applications from Smart4Aviation were awarded a Mercury in the processes and systems category at the yearly ITCA conference held in Nice. The applications tailor and provide operational information for cabin crew relevant to their flight schedule including passenger details, crew lists, destination - and aircraft specific forms.

Smart Suite modules enhanced with ash information display

News and developments from AeroMechanical Services (AMA) In May 2011, AeroMechanical Services Ltd. (AMA) announced that its next generation Automated Flight Information Reporting System (AFIRS), the AFIRSTM 228B, has been successfully installed and demonstrated on a Hawker Beechcraft 750 aircraft in Chester, United Kingdom. The AFIRS 228 test equipment used for the demonstration flight was purchased by a potential customer of AMA and installed on their Hawker Beechcraft aircraft. AFIRS delivers data from an aircraft’s black box in real time and sends airframe and engine data (using the Iridium satellite network, for which AMA is a Value Added Reseller) allowing customers to save fuel and improve aircraft performance and operations uses. The hardware and software performed without incident and successfully transmitted all data on the flight (involving a set of maneuvers intended to trigger key messages and well within the safe test envelope of the aircraft) and met all specifications as required by the potential client. The flight also displayed the full emergency data streaming capabilities from the FLYHTStreamTM program of the 228. A provisions only Supplemental Type Certificate (STC) from the European Aviation Safety Agency (EASA), was granted in the first week of May. AMA anticipates that the full STC will be completed in the fall of 2011 and that the final release of the AFIRS 228 will be completed in early 2012.

Also, AMA has signed a contract for its next generation product, the Automated Flight Information Reporting System (AFIRSTM) 228. The June 2011 contract is for installation and integration on two Bombardier CRJ-900 Series aircraft owned by a North American company that operates in remote regions of the continent. The customer will use AFIRS 228TM to enable operations personnel to pinpoint aircraft location and communicate with pilots anywhere the aircraft flies. The customer also intends to utilize AMA’s real time engine exceedance reporting and trending that immediately notifies maintenance crews of performance irregularities. The certification process is currently underway for the CRJ series and installations are scheduled to begin in the third quarter of 2011. Bill Tempany, Chairman and CEO of AMA said: “The customer is integrating the AFIRS 228 with other systems, including its safety management system, required by regulatory agencies. Clients rely on their aircraft and their aim is to use the AFIRS system to make operations more efficient, reduce costs, avoid diversions and minimize downtime.” Also in June 2011, Transport Canada Civil Aviation (TCCA) expanded the delegated authority that allows AMA to approve the structural design aspects of an airworthiness certification for aircraft. The expanded capability was accorded to Jon Busaan, AMA’s Manager of Certification Engineering, whose qualifications meet TCCA requirements for

Smart4Aviation has included enhanced volcanic ash information as part of its Smart BRIEF, briefing and Smart VIEW+ flight watch modules. Based on data from the Volcanic Ash Advisory Centres, ash information is displayed on interactive maps, including vertical profile. The information can be dynamically adjusted showing ash concentrations at different flight levels. With the flight route being displayed on the map one can immediately see whether a flight is affected by ash or not. delegation in the area of aircraft structures. Mr. Busaan has worked with AMA since 2005 and is a Professional Engineer with 14 years of aeronautical engineering experience. He is the third individual at AMA to receive TCCA delegation. Two other AMA staff members possess systems and equipment delegation, which enables them to approve changes to aircraft electrical systems. AMA al so received a Certificate of Invention Patent from China for the Aircraft Flight Data Management System in June 2011. The patent covers AMA’s signature trademarked product, the Automated Flight Information Reporting System (AFIRSTM). The first patent for this product was received in April 2007 from the United States Patent and Trademark office. The applicable China Patent Number is ZL 200380108585.9.

8 | CASE STUDY: LUFTHANSA CITYLINE | AIRCRAFT IT OPERATIONS | SUMMER 2011

How to implement fuel savings linked to EFB With so many factors to consider, technology makes fuel efficiency decisions so much better, writes Capt. Joachim Scheiderer, Manager Flight Operations Engineering, Lufthansa CityLine

uel expenses have always represented a large proportion of total expenditure for an airline. In the past year, the price trend of crude oil and fuel prices associated with it demonstrated the need for airlines worldwide to act sustainably. And by ‘acting’, we understand, in this context, we mean finding fuel saving measures. Even though the low hanging fruits have already been harvested, there remains a possible measure with high savings potential that could be implemented in the regional airlines sector. That measure is the implementation of a new flight procedure on the basis of variable airspeeds which will entail turning away from the previous practice of a fixed airspeed, regardless of external parameters. Therefore it is necessary to be able to calculate and identify a speed that generates the lowest costs within the given time slot (block flying time) with due regard to a scheduled time of arrival. To achieve this, a company-specific cost index (CI) can be applied. This so called CI represents the ratio between event-related and flight time-dependent costs, and the fuel price. While the CI functionality is part of the standard equipment of every modern flight management system on Airbus and Boeing aircraft, it has not yet been established in the cockpits of regional aircraft. The question as to why has to be answered by the manufacturers of those aircraft in light of a changing sector. Regional air traffic is no longer a 20 minutes flight with a turboprop. All over the world, increasing numbers of regional jets are pushing forward into the medium haul range with aircraft of up to, and sometimes even more than, 100

passenger seats. The word ‘regional’ does not so much refer to the geographic operation radius, but rather to the size of the aircraft fuselage. The savings potentials, available with a change from fixed speeds to variable cost index based speeds are enormous. Fuel experts at IATA describe the savings potential in their ‘IATA Fuel Action Plan, Guidance material and best practices for fuel and environmental management’ as follows: “CI optimization of planned speeds will yield savings from 2 to 3 per cent and in some cases, as much as 10% when a flight is restricted to a low altitude or in unusually strong winds.” The following calculation outlines the size of the savings potential: Fuel consumption of the Canadair and Embraer fleet of Lufthansa CityLine amounted to 195,000 tons of kerosene in 2010. A supposed fuel saving of 3% leads to reduction in use of more than 5,800 tons of Kerosene. Furthermore a supposed fuel price of euro/ton 744 would lead to a savings potential of more than 4.3 million euro and reduced emission of 18,400 tons of CO2.

Pacelab CI OPS In order to use the cost index effectively for the fleet of Lufthansa CityLine, a cost index operations optimization software was developed by PACE, a Berlin based company for aerospace engineering and information technology. Supporting the strategic flight planning process and on-board tactical economic decisions, Pacelab CI OPS significantly reduces fuel consumption and the emission of CO2 and other pollutants. Compared to constant Mach speeds, CI operations reduce fuel burn and harmful emissions by at least 2%, and even up

SUMMER 2011 | AIRCRAFT IT OPERATIONS | CASE STUDY: LUFTHANSA CITYLINE | 9 Click here for full SOFTWARE details and for a demo

to 10% in adverse conditions. Until now the flight planning system used fixed published speed schedules and was not capable of calculating a CI based flight plan due to the missing respective Time/Fuel/Distance data. Pacelab CI OPS enhances existing flight planning systems with supplementary CI performance data for the climb, cruise and descent flight phases. As well as calculating the optimum flight plan, it also allows on board tactical economic decisions in response to in-flight changes such as delay or early arrival, ATC cleared unplanned flight level or ATC requested speed change. Flight crews are able to recalculate and update planned trajectories whenever there are deviations from the Operational Flight Plan (OFP).

Application of CI Operations Cost index operation is based on a two-stage optimization approach: strategic planning, made in advance of the flight and tactical planning, for inflight corrections to the flight plan.

Fuel Efficiency Reduce your fuel costs Tactical Planning

Strategic Planning Provision of CI performance data for climb, cruise and descent for improved OFPs

Support of in-flight economic decisions on board following OFP deviations of any kind

Cost Index Performance Data for Your Flight Planning System

Electronic Flight Bag

Paper Booklet

Strategic planning in the context of cost index operations means the calculation and creation of the OFP. This forms the basis for the planned flight and further tactical optimizations. Tactical planning follows strategic planning. It allows for continuous checking and optimization during flight. The crew is then in a position of being able to react to any unpredicted changes during the flight. The tool for tactical planning is the Pacelab CI OPS software. The following example indicates the necessity of tactical planning. The crew receives and OFP from A to B which contains a taxi-out time of 10 minutes and a taxi-in time of six minutes with a block time of 100 minutes. According to the previously optimized OFP, the flight time is 84 minutes. Due to a high traffic density in A the 10 minute taxi time becomes 18 minutes before lineup. The time window for the flight is therefore reduced by eight minutes – only 76 minutes are available. How can the trajectories be changed in order to achieve an optimum ratio between flight time and fuel burn, i.e. cost? The main options are changing the climb speed, the (optimum) flight level or the cruise speed

The economic flight profile Discounting external influences such as wind, it is generally possible to say that flights at high altitudes use less fuel than those at low altitudes. Normally, only the cruise segment is optimized. However, as part of a total optimization, this is not enough. In short-range flights, the horizontal segment is often only a small part of the overall flight profile.

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www.aviaso.com The figure above shows that a high indicated airspeed in the climb segment (i.e. higher cost index) leads to a gentler climb angle. The cruise altitude is

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10 | CASE STUDY: LUFTHANSA CITYLINE | AIRCRAFT IT OPERATIONS | SUMMER 2011

therefore reached later. This situation is reversed for a low cost index (CI=0) or a low speed. The extra power of the engines results in a high climb angle, so that the cruise altitude is reached earlier. Both cases have implications for the subsequent cruise segment and the overall flight time. In the case of the descent segment, a higher cost index (higher flight speed) leads to a steeper angle of descent, whereas a lower cost index (slower flight speed) allows for a gentler angle of descent. Like the climb segment, there are implications to the cruise segment. A steep and short descent results in a longer cruise segment at the optimum altitude. It is important to note that for each parameter set comprised of take-off weight (TOW), CI, distance and wind there is a particular combination of optimum altitude and optimum speed triple, where ‘speed triple’ denotes a particular combination of climb, cruise and descent speed values. The figure below shows such a speed triple for an example parameter set with an altitude restriction (Alt Cap) on FL340 as a point in three-dimensional space.

Each time the parameters are changed, the position of the point changes in this space, making rule of thumb estimates impossible.

CI OPS use in cockpit Lufthansa CityLine uses so called Class 2 EFB systems in the cockpits of their Canadair and Embraer Jets. Class 2 EFB systems are generally commercialoff-the-shelf (COTS) based computer systems used for aircraft operations. They are portable and connected to aircraft power through a certified power source. The Class 2 EFB system is considered as a controlled personal electronic device (PED) and is connected to an aircraft mounting device during normal operations. Moreover connectivity to Avionics is possible, but the systems require airworthiness approval.

Performing Calculations in CI OPS Cockpit Preparation (PREP) Before flight, the Pacelab CI OPS must be initialized with basic flight mission and weather data. These data can be supplied using an eOFP or by manually entering the required data. After having entered all data necessary for calculating the optimum trajectory, the ‘Calculate’ button can be used for a first optimum trajectory be calculated. The trajectories calculated in PREP are not time constrained and therefore correspond to the most economical trajectory with regard to the total costs (time and fuel). In the results window the (non-time constrained) trajectory for even and odd flight levels together with additional information about fuel and total cost are displayed in the Profile View:

Line-Up (T/O 60s) After line-up clearance has been obtained and take-off is expected to be initiated in about 60 seconds, the pilot can click the ‘T/O 60s’ Button on the action toolbar to calculate the optimum trajectory considering the actual take-off time. CI OPS takes the system time and adds 60 seconds to estimate the take-off time. Based on this take-off time, the application calculates the trajectory and displays the results. By comparing the take-off time with the on-block time, delays or early-in-timescenarios (for example, caused by slot or taxi-out delay or shorter taxi-out times) are included in the time dependent trajectory. The time window for the flight is thus larger or smaller.

In case of a delay, Pacelab CI OPS will modify the CI up to a maximum allowable value. When this value is reached, a delay will be accepted. In case of being ahead of time, the trajectory for the minimum CI will be calculated. Change of speed During the flight, ATC might advise you to change speed in cruise. This is frequently caused by the staggering of aircraft ahead or behind. Following the fact that there is a specific optimum speed, the ‘Speed’ use case is available. In addition to the trajectory for maintaining the current FL and applying the required speed, trajectories for four additional flight levels (two above, two below) and the appropriate ECON speeds will be calculated.

Delayed or too early in cruise Because of various external effects, it is often the case during a flight that the pilots realize they will arrive too early (or too late) at the destination. The

SUMMER 2011 | AIRCRAFT IT OPERATIONS | CASE STUDY: LUFTHANSA CITYLINE | 11 Click here for full SOFTWARE details and for a demo

reasons for this might be a stronger wind component or a short cut by ATC that was not known or included during the planning phase. For example: a crew receives several short cuts from ATC during the flight, shortening the total flight time by six minutes. This additional time could be used to reduce speed, if the arrival delay is not a factor. By using Pacelab CI OPS, the pilot can quickly check, if applying a new speed is beneficial or not. The software would come up with a recalculated speed suggestion, taking the new parameters in account.

Different Flight Level One of the most frequent cases is a deviation in the real allocated flight level from the originally planned one. For example: during climb phase, ATC tells the flight crew to maintain an altitude below or even above that planned. The question is whether the ECON speed calculated for the original FL is still the optimum and if there is an OPS or fuel restriction at the target FL. For example, a higher head wind in a lower FL can lead to a higher recommended ECON speed. As in the other cases, the pilot can quickly determine the optimum speed for the new situation. The previously mentioned examples show, that Pacelab CI OPS is a very easy to use and powerful tool, putting the pilot in the position of being able to make informed decisions on a knowledge-based trajectory analysis.

That extra 1%-2% reduction in fuel is at your fingertips

CAPT. JOACHIM SCHEIDERER

Joachim Scheiderer started his flying career in 1995 at the Lufthansa Pilots School in Bremen and Tucson/Arizona. He started flying as a First Officer in 1997 and since 2001 has served as a Captain for Lufthansa CityLine, flying the Bombardier Canadair Jet 200, 700 and 900 fleet. From 1999 he was appointed to the Flight Operations Management Team at Lufthansa CityLine, responsible for the area “Flight Operations Engineering”. The main focus encompasses Aircraft Performance, Flight Planning and Weight and Balance issues. Additionally, Joachim was appointed to the environmental coordinator for the flight operations sector. Within the scope of this task, Capt. Scheiderer has been responsible for the planning and coordination of the airline’s fuel saving measures. He successfully developed and implemented the cost index operation concept within Lufthansa CityLine, making it possible to create fully total cost optimized trajectories for regional aircraft. Today he is focusing on improving operational efficiency by the ntroduction of adequate key performance indicators. Joachim Scheiderer holds a German university master degree in “Industrial Engineering“ with a course specialization in Traffic System Engineering and Corporate Management. In 2008 his first book “Angewandte Flugleistung” (Applied Aircraft Performance) was published at the renowned Springer Verlag. The second one came out in 2010, named “Human Factors im Cockpit” (Human Factors in the cockpit). Joachim Scheiderer teaches Airline Management as a lecturer at the Karlshochschule International University in Karlsruhe with a focus on operational issues.

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12 | WHITE PAPER: OPERATIONAL DATA | AIRCRAFT IT OPERATIONS | SUMMER 2011

Operational Data as a global business asset An enterprise wide data policy will reap benefits for consistency, analysis and costs, explains Shaun Rattigan, Technical Director, Aviation Intelligence

Taking the Integrated Approach to Airline Operational Data

irlines generally have historically taken a silo-style view of their various operational systems and data. Flight Data monitoring systems get used for safety analysis, journey logs for on time performance and crew data and so on. This is understandable, in today’s reactive and fast paced environment where return on investment (ROI) considerations, ever changing operating models and fluctuating requirements all lead to the tactical point solutions shown in Figure 1.

Building walls between delivery teams The approach can lead to a bunkered view of operational data across the airline, with operational data from different departments only available to be utilized within the specific area where it was generated. However, with the emergence of the corporate IT department’s ‘standards’ and systems, and the requirement to improve the systems cost to revenue ratio, this bunkered approach needs to be reviewed.

Figure 1

SUMMER 2011 | AIRCRAFT IT OPERATIONS | WHITE PAPER: OPERATIONAL DATA | 13

Taking a more holistic view of the airline’s data will allow the business to make better operational and financial decisions. For example, try to establish what a completed flight actually consisted of and answers will vary from an explanation of the individual sectors to the overall report of the journey as flown by the crew – the block time cited will vary depending on which department is asked. And answers will reflect the sources of the data and the focus of the operational department. A good example of this would be the OOOI times (Out of the Gate / Take-Off / On the Ground / In the Gate). With various sources including the journey log – paper or electronic flight bag (EFB) based – aircraft communications addressing and reporting systems (ACARS) and ground handling agents, it is almost impossible to get an agreed time for each point. Engineers tend (or may even be mandated) to use aircraft times whilst the crew system gets data from the journey log completed by the pilot. Discrepancies may arise but are not easily identified or acted upon.

Must the answer be a massive centralized system? The concept of taking a holistic approach is not a revelation; IT departments have advocated it for years and there are many off-the-shelf solutions with which airlines can approach their systems from a wider data perspective. The issue with this wider systems approach is the initial cost of setting the systems up and the change of thinking required within the airline.

Figure 2

We have for years been propagating systems built with large numbers of point to point connections (Figure 2). These arrangements work operationally for tactical solutions but then, as systems change, the costs of changing and supporting the point to point links becomes increasingly expensive. Once the airline needs to make an operational change or replace one of the programs in a point to point system, costs escalate massively due to the requirement to integrate data from the other programs in the system. Re-integration then becomes a major expense within the project, with the significant challenge and cost of modifying multiple interfaces from multiple vendors. It is the information stored in the data across the airline that will help to reduce operating costs: however,

due to the disparate nature of the data held within the respective systems, accessing that data the issue. Reporting on an ‘application by application’ basis is straightforward but gives a slanted view of results. To use data effectively, an airline must look across applications to the wider implications of the data, not an application specific approach. Approaching the data with a wider view we can start to make decisions based on this world view. This approach will also reduce the costs of supporting the multiple separate interfaces we currently use. Whilst the airline operates its systems with a bunkered approach, it will never really be able to make good decisions as each will be based on a specific viewpoint from a particular department within the airline’s operations.

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The concept of taking a holistic approach is not a revelation; IT departments have advocated it for years and there are many off-the-shelf solutions with which airlines can approach their systems from a wider data perspective.

Figure 3

Continuous Improvement Model

How does IT feed into this process?

By moving to this wider view of the data, instead of trying to change all the interfaces at once the airline can start to implement systems that move it towards a fully integrated platform, thereby controlling the costs. If we try and attack all the systems and interfaces in one go in readiness for or as part of a move to a fully integrated system then the task becomes a major exercise. By taking the Continuous Improvement approach, each system can be individually moved across and the business benefits realized in a matter of weeks instead of months or, in some cases, years. By identifying the individual systems and their payback the airline can actually move towards the strategic goal but build on the benefits in the short term. This means that, for a relatively small effort and cost, the airline can start to see direct financial payback, system by system (Figure 3), while also moving the airline towards a more strategic framework. Another advantage of this approach is that, as new systems are introduced, they can be implemented in order and made ready for the move towards a fully integrated platform. The aim of this paper is not to look directly at the Enterprise Service Bus (ESB) and its effect on IT systems: however, by looking at the data with a wider view, the airline can not only get some of the benefits in the short term but can also start to address the issues with point to point interfaces, ready for when ESB is more accessible and affordable (Figure 4).

With the costs of supporting multiple complex IT applications and systems increasing exponentially, airlines are moving to more integrated IT systems and management with the aim of reducing these overall costs.

Expensive Change costs? The cost of not taking a more holistic view of the airline’s data is apparent when one of the systems is changed; take the fuel planning system for example. Besides the implementation costs for the system, integration costs need to be addressed, ACARS, ETS scheme and other feeds need to be recoded and tested: and what about the costs of changing the ERP (enterprise resource planning) system itself?

No Silver bullet

Standard Flights

The holistic approach to airline data requires airlines to have a clear strategic view of their data and how it fits together with regard to the different operational and regulatory or political requirements applying across their departments. The reality however is different: the ESB strategic concept is where some airline IT departments strive to be but issues of managing the day to day operational requirements and the costs of establishing such an integrated approach put them well behind the curve compared to other industries. This may sound as if such an approach cannot be achieved without expensive data warehousing and an investment in ESB technology. In reality, some of the benefits can be achieved in a number of simple stages with a reasonably powered Database (SQL /Oracle) some storage and interface development work. New implementations of systems need to be looked at in the light of this holistic approach. With EFBs (electronic flight bags), for example, it has always been difficult to create definable business benefits due to the high setup costs. If we take the holistic approach, then for the relatively low cost of some integration work we can very quickly get additional payback on the reporting and feeds to other systems giving added benefit and improved ROIs (return on investment) in weeks instead of months.

Some people within the airline will argue that there is no such thing as a standard flight as there will always differences between the flight planned and as flown. Flight planning software, for example, goes to great lengths to optimize the flight plan, against expected winds, departure runways, routes etc.; and then pilots fly different routes and waypoints due to local conditions and ATC (air traffic control) requirements. This is not a criticism of pilots but does mean that the benefits of the flight plan are not fully achieved and, even worse, because we are not monitoring ‘planned vs actual’ we don’t even know we have not achieved those benefits. Another factor affecting flight planning and with impact on the bottom line is the amount of fuel boarded. For instance, we plan, in the OFP (operational flight program), for an amount of fuel to cover taxiing (usually a fixed standard amount) but how often has the analysis been run to compare planned fuel use against actual? The data is there in the FDM (flight data monitoring) system. Sometimes, additional fuel is uploaded to cater for contingencies that were not in the plan and, at the end of the flight, we find that fuel has been transported and the cost of the sector increased with no added benefit to the business. I should sound a note of caution here as there are always instances where, with good reason, safety is used as the argument for boarding additional fuel. However do we ever look at the actual figures and manage the risk accordingly or just accept the fact? If we have a way of mapping the disparate data (FDM, ACARS, flight planning, etc.) to points on a common flight path then we can start to use the data in concert as opposed each only being applied in separate analyses on separate data systems.

Figure 4

…the ESB strategic concept is where some airline IT departments strive to be but issues of managing the day to day operational requirements and the costs of establishing such an integrated approach put them well behind the curve…

Where do we get the data from and how do we tie them together? There are standard points and events during every flight and we can use these as the basis for reporting points. If we extract data for a given sector from each of the disparate systems and map them against the common

SUMMER 2011 | AIRCRAFT IT OPERATIONS | WHITE PAPER: OPERATIONAL DATA | 15

Figure 5

points we can then start to build up a total picture instead of an individual application view (Figure 5).

Why integrate? The main advantage of taking a holistic view of data is that it allows the airline to provide a data platform that can then be used across the organization with a single data source to interrogate and provide the consolidated view of the data mapped down to an individual sector (Figure 6). Now that the data related to each specific sector is gathered into a single database, the data comparison can be easily be undertaken, either by one of a number of off-the-shelf software packages or, even better, it can form part of a centralized reporting process to be used across each department throughout the airline. Business rules can be added to the system to ensure that for a given value there may be an alternative data source or quality rules can be put in place to ensure the data is within agreed limits, e.g. the technical limits of the aircraft. Analyzing the integrated data expected for the flight as planned against the actual data generated will provide significant business detail that would have otherwise have remained hidden, such as the ability to analyze planned fuel against actual for specific airports or even down to the amount of fuel uploaded

Figure 6

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for alternates. Integration allows the business to analyze trends and not just individual sectors. Fuel numbers, crew times and route information can all be analyzed over a period of time. Airports and alternatives can be analyzed to establish what effect changing conditions may create. In one instance it was established that there was a significant increase in fuel loaded when flying into one particular airport. This then declined after a period of weeks and the loaded fuel moved back to the average. The only thing that had changed was the introduction of a new alternate flight plan so that, where additional fuel had been loaded ‘just in case’, once the pilots were confident with the new alternate plan they stopped loading the additional fuel. In another case, taxi fuel at a number of airports indicated that the flight planning system was using a generic amount for taxiing; when analyzed, this was found to be 50% over the required levels at some airports - it also indicated that, in some instances, it was under the actual amount used for particular runways. By having the data in one source, various statistical techniques can

be put into place and anomalies highlighted. It can then be established if the anomalies are one-offs or represent a longer term condition or trend.

Where do we integrate the data? There is a growing tendency for application venders to build a level of integration into their specific applications. This is both good news and bad. Good news, if the business does not have or is moving to a separate middleware or ESB layer, because it provides a quick way of integrating data. However, as the airline grows and the range and size of the integration becomes more complex, then this approach would need to be revisited and a separate integration layer put in place. From

a good IT perspective and from a support perspective, the integration layer should sit above the applications themselves and not be part of any particular application (Figure 7). One key area that will require a great deal of input from across the business is agreeing the business rules to be used within the integration layer as these will be crucial in gaining acceptance across the business. With the FDM system, for example, there may be a need to make entries in the database anonymous, so that pilots cannot be identified, to avoid union issues. This should not stop the airline moving forward as there is so much more data in the FDM systems that can be used for other areas of analysis without the need to identify the pilots. Other market sectors have been using this concept for years both

Figure 7

with their internal staff and with their customers. For instance, most supermarkets have now altered stock management profiles to reflect our cumulative shopping habits, generating significant savings.

Is there any low hanging fruit left? Sales operations have improved their service to customers by analyzing the profiles of their sales teams and adapting their sales strategy to suite. Airlines are looking at how the bottom line can be improved particularly around fuel saving analyses but are not looking at areas like FDM, due to the issues around the identification of the flight crew. If we are able to use this data and match a particular sector with the flight planning system for example we can start to use the data intelligently across the areas. By applying mathematical analysis to the data, various trends can be identified, giving savings from fuel and flight planning right through to the management of handling agents or ‘on time performance’. As the data is sourced from multiple systems with the application of relevant business rules, spurious operational data can also be identified; such as fuel logged

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SUMMER 2011 | AIRCRAFT IT OPERATIONS | WHITE PAPER: OPERATIONAL DATA | 17

as gallons instead of liters, fuel uploaded for alternates and taxi fuel built into the flight plan for specific airports. The application of business rules also allows the identification of automatic workflows so that, for example, a fuel report from the ACARS system may differ from the load sheet in which case the system can be designed to send anomalies to be addressed to individuals within the organization.

SVOT (single version of the truth) A question often asked is, ‘which source of data is correct?’ The really unhelpful answer is ‘all of them’, depending on your viewpoint and the department in which you are working. This means that reporting for factors such as on-time performance, fuel management and flight planning may have no consistency across the business; one management report might contradict another’s figures. Try rationalizing the total flight hours recorded by engineering against flight hours from the journey log. The aim of taking a holistic approach to the data is not just to create reports that agree with each other but also to use the data across the airline more efficiently. Some airlines use the FDM data just for flight safety and have not made the connection that there is a great deal of operational data in there that could be used directly for other systems. This is setting aside the possible requirement to make the FDM data anonymous so the pilots cannot be identified. The process allows airlines to start using the system with other sources to build in business rules, to ensure quality assurance (QA), the handling agents OOOI times, or to compare planned as against actual fuel used at each flight stage. Direct fuel savings can be identified with taxi fuel requirements based on the average at specific airports. This also means that primary and secondary sources of data can be identified and the business rules put in place to resolve any gaps in the data.

Tangible benefits There are also a number of tangible benefits Cost of ownership can be quite low for significant business benefits from taking this holistic approach to the linking of the disparate data Consolidated reporting leading to systems and mapping better business decisions them onto a single sector. The main ones are shown in Figure 8: Ease of access to data There are wide range (Single source of data for reporting) of dedicated CoTS (Commercial off The Source data for multiple systems. Fuel management / Planning / ETS / Shelf) software packages On Time Performance Management Reporting / Flight Planning on the market that allow reporting across Figure 8 different functional areas but these all require data; the single repository can be used to provide data to a wide range of systems from the single source, providing the airline with a simple in-house solution that can be used across the organization to improve reporting, ETS reporting, fuel planning & management, operational analysis, planning, on time performance and a range of other functions as well as providing a standard source of data to feed other systems.

Conclusion The concept of driving the holistic view of operational data is not new; however, with the advent of more structured IT systems and strategy and the requirement to improve the bottom line, airlines and other sectors are starting to consider the benefits that can be obtained from taking this structured, holistic view of their data. The long term move within corporate IT departments towards an integrated system approach and the requirement for more efficient and centralized automated flight operation systems will eventually help airlines to realize this wider view of their data. However smaller IT departments can still move towards this goal with smaller budgets and resource to provide a system that will not only give them short term benefits but should also move to a ESB structure fairly painlessly. Once the data is in a single source, the application of some very easy statistical techniques allows the airline not only to pick up anomalies but also start to identify trends. Operational decisions and analysis can then start to be addressed, such as what effect flap settings have on the fuel used or even down to helping ensure

the aircraft is configured correctly. One airline, for instance, noted that certain flights were fully configured for landing at 4,000ft when the standard operating procedures (SOPs) indicated 1500–2000ft. This had an effect on fuel used over a period of time and its identification also allowed the airline to highlight a training issue. The holistic approach to their data will allow the airlines to start to gain the financial benefits without heavy initial investment costs. However, it is not the case that, with this holistic approach, airlines do not need to look at strategic tools, such as Enterprise Service Bus, that are currently used within other business sectors. The holistic approach is only a ‘starter for ten’, allowing an airline to move towards a fully integrated strategic solution which can be used across the business, including operations, and not just within financial management. The key words here are, ‘to move towards’. As the software used and the reporting requirement across the business become more complex, and the requirement to maintain the links between the various systems becomes more costly, it makes greater financial sense to ensure that the procedures and systems put in place are easier to link so as to make even better use of the data across these various systems. This holistic approach can reap benefits quickly, providing that the airline management understands the requirement for such an approach and that it is not driven from within any specific department but is addressed across the business. IT is only a tool but, when looked at in isolation from each other, the IT and interfacing requirements of our complex systems can cause us to become blinkered and lose sight of the fact that for a business to succeed it must apply all of the business data available to make good operational and strategic decisions.

Shaun RattigaN

Having moved from an engineering background into IT and worked with a wide range of corporate, public and local government sectors over twenty years, Shaun’s interest in the aviation sector led him to undertake PPL and ATPL training. Integrating interests in IT and aviation, he worked with a UK airline on ground systems for the Boeing 787. That was followed working with an overseas airline implementing a range of flight operation systems. Out of this cross sector background grew the idea for Aviation Intelligence, with the aim of helping airlines use their Flight operations and IT systems more effectively and efficiently.

About Aviation Intelligence The company evolved from a requirement to build a team, with a specific range of technical and airline operational skills, for an airline project to manage the delivery of data to and from aircraft and in particular the planned Boeing 787. Aviation Intelligence is built on this background and has broadened its horizons to look at the other aspects of flight operations dataflow. These range from EFBs, ACARS and Document Management to FDM; working with airlines to help build a coherent data strategy and implement an integrated intelligent approach to flight operation systems. We do not have any ties to manufacturers and deliver an independent approach to airlines’ operational system requirements. They offer a range of services from system requirements and project feasibility & consultancy through to the supply of the skilled project teams to implement operational systems.

Ask the Expert In addition to being available now to answer any questions you have arising from this White Paper, Shaun Rattigan is available all year round for one-toone consultancies via the Ask The Expert feature at www.aircraftIT.com. He will be happy to assist you with your queries.

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Getting the right data transmission for the job Sergio Martins, President, LinkSMART outlines A guideline for an efficient Data Link service experience.

irlines have long explored the potential for aircraft and flight crews exchanging data in real time with ground based staff and systems (Data Link) to enhance operational efficiency and safety. ARINC’s development of ACARS (aircraft communications addressing and reporting system) AEEC 618 (airlines electronic engineering committee) protocol by the end of the 1970s, followed by SITA’s (Systemes Internationale de Telecommunications Aeronautique) launch of its VHF AIRCOM service, based on the same communications protocol, served to position ACARS as the industry’s standard for real time

data exchange between aircraft and flight crews, and operators’ ground based staff and systems. This article aims to provide readers with an historic overview of how Data Link technology has evolved over the last four decades, within the wider context of the air transport industry’s activities, while also providing aircraft operators with a set of technical, commercial and strategic recommendations, developed to help airlines experience full efficiency in their Data Link service programs now and into the future. No matter how much effort airlines dedicate to the planning stages of flight operations, a new reality prevails

after an aircraft has left the gate — changing meteorological conditions over the route, varying performance of aircraft systems, unpredictable air traffic control restrictions and/ or opportunities can all affect the flight. Operators can only achieve an optimum level of actual operation against the original flight plan if they have the means to continuously monitor flight operations, and enable their ground resources to interact with aircraft systems and flight crews as required; in real time and in a way that facilitates the efficient handling of unexpected events. That’s the real strength of Data Link, which no other existing technology can beat.

The early days In the early days of Data Link services, transmission of simple messages such as the traditional ‘OOOI’ (movement reports identified by an internationally adopted acronym for ‘Out of the Gate / Take-Off / On the Ground / In the Gate’ events) and meteorological information, paved the way for the improvement of a wide range of airlines’ internal processes, resulting from the unique combination of real time and error free characteristics of the ACARS service. Just focusing on typical airline activities such as operations control, aircraft assignment, crew rotation, fuel

SUMMER 2011 | AIRCRAFT IT OPERATIONS | LINKSMART | 19

management and passenger services, it’s easy to understand how important it was for ground personnel and processes to be able to be promptly, automatically and accurately notified, each time an aircraft departed or landed anywhere; and that was made possible with the introduction of ACARS protocol.

The evolution In time, the development of additional applications for air-ground real time data exchange was the natural result of a joint design and implementation effort by airlines, service providers and avionics manufacturers. Below is a brief summary of some flight safety and efficiency related enhancements that airlines enjoyed, as Data Link technology evolved into more sophisticated functions: Real Time weather monitoring: Flight Briefings are prepared by flight dispatchers a couple of hours before departure. That means, especially with long haul operations, weather conditions may significantly change between flight briefing preparation and the actual flight. Fast and easy to use mechanisms have been developed for flight crews to obtain updated weather information via Data Link as they approached critical flight phases – approach, landing, re-clearance points, ETOPS (extended twin engine operations) entry point, etc. Flight Plan Reanalysis: Also as a result of the time lapse between preparation of the flight plan and the actual flight, a number of conditions (final take-off weight, en-route winds, aircraft systems’ performance, etc.) may necessitate operational changes with a huge potential impact on fuel requirements for flight completion. Flight plan systems available in the industry were rapidly upgraded to allow flight plan reanalysis, while Data Link systems were adjusted to accommodate real time ground to air transmission of recalculated flight plans, which could be accepted by flight crews and automatically loaded into flight management systems. Remote Troubleshooting: Flight events associated with aircraft airworthiness can occur in flight which could impact on flight crews’ ability to efficiently handle the aircraft either in real time or after landing. The sooner airlines’ ground personnel have access to the details of such events and their impact on aircraft airworthiness,

Data Link costs are only justifiable for the transfer of perishable data required to support time critical decisions by either flight crews or ground personnel.

the sooner corrective actions can be implemented through flight crew coordination with ground staff. Obviously, the ability to have ground staff notified of such events in order to be able to agree with the flight crew on what to do next (either in-flight or on the ground), greatly contributes to airlines’ ability to improve their level of safety (getting the right things done at the right time) and efficiency (corrective actions anticipated to avoid unnecessary delays).

The intrinsic value of air to ground real time data communications As far as the AOC (airline operational communication) Data Link is concerned (airlines’ use of Data Link for operational purposes, which has been further improved with the introduction of HF and Satellite based services) it is important to highlight that service providers are required to either deploy (via VHF/HF ground stations) or make use of (via satellite services) a complex set of network components, in order to provide airline users with a consistent and reliable end to end service. As a consequence, the cost of Data Link service is considerably higher than traditional ground to ground communications, which also explains why Data Link costs are only justifiable for the transfer of perishable data required to support time critical decisions by either flight crews or ground personnel. To illustrate this point, I’d like to consider two different scenarios and identify the adequacy of real time air to ground communications in each case.

20 | LINKSMART | AIRCRAFT IT OPERATIONS | SUMMER 2011

In-flight delays: Flights are quite often subject to in-flight delays or diversions as a result of air traffic control restrictions, meteorological conditions, and the like. Let’s examine just a few activities which might potentially be affected as a result of such events: • Subsequent aircraft operations may be commensurately delayed or there might be alternative ways for the airline to re-assign aircraft in such a way as to avoid or minimize further delay. • Passengers might potentially miss their connecting flights and need booking onto other flights. • Crew members may face schedule disruptions, making them unavailable for flights to which they had previously been assigned. • Slots may be missed at busy airports, causing further restrictions to the airline’s scheduled operations. • Fuel requirements for the continuation of the flight may substantially change, in which case flight crew will need a flight plan reanalysis for fuel requirement purposes. Solution providers have developed a number of applications for the efficient handling of the above situations, based upon quite sophisticated algorithms. The potential for airlines to deal with such events have been greatly improved, but that potential for improvement may only be realized when accurate information is made available in real time and on which the application can base recalculations, thus allowing airline staff to proactively deal with the prevailing event. The above examples are typical situations where Data Link proves its unique value by enabling airlines to apply the functionalities provided by all such operation optimizer tools. Aircraft Systems Diagnosis/Prognosis: Airlines are encouraged to continuously monitor the performance of their aircraft systems in order to both determine possible causes of systems malfunction and proactively to detect existing trends for systems’ failures. Those monitoring activities are typically conducted on a regular basis, using the massive aircraft data easily available as part of an airline’s ground based engineering activities. In these circumstances, real time transmission of such data, within the scope of the process they are meant to feed, adds absolutely no value for the airline, as no real time data processing will be performed. In such cases, the use of Data Link would be unnecessarily expensive and inefficient. It is, then, easy to understand why, as the daily handling of modern aircraft evolved into a data centric science, the airline community virtually adopted ACARS as a default method for

accessing an increasing volume of flight data. Data Link programs became, over time, considerably more expensive and increasingly inefficient, as a result of this lack of focus in the adoption of ACARS protocol as a ‘de facto’ means of accessing aircraft data. Real time access to in-flight data is (and will always be) a unique asset for airlines, in the areas of: a. Operational Efficiency Real time access to flight status (via movement messages, in-flight position reports, delay/ diversion reports, etc.) has been proven critical for the handling of airlines’ ground based processes – aircraft rotation, crew assignment, slot management, passenger handling, fuel control and all other activities which may benefit from the availability of real time, error free information associated with flight status. b. Flight Safety Data Link’s strength in the area of flight safety is simply immeasurable. Aircraft are flying machines (and subject to malfunctioning) operating within a dynamic (sometimes, almost unpredictable) environment. As ever more sophisticated aircraft are built, flight operations are conducted under ever more strict conditions, thus requiring operators to improve their ability to monitor operations and provide flight crews with state-of-the-art real time support, with special emphasis on particularly critical operations, such as ETOPS.

SUMMER 2011 | AIRCRAFT IT OPERATIONS | LINKSMART | 21

Air Traffic Services — A new piece within the Data Link puzzle By the early 1980s, the international aeronautical community was becoming concerned with and confounded about how to address the increasingly

evident reality that airspace was not unlimited. Squeezed between low altitudes, where high fuel consumption makes aircraft operation economically prohibitive and operational ceilings (the maximum aircraft altitude, given by aerodynamic variables),

air transport activity, especially in higher traffic density areas such as Europe and the United States and more open airspaces such as oceanic routes, was expected to experience serious limitations, given the capabilities of existing technologies and

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A recommended roadmap

Decades of experience within the international Data Link scenario have lead us to develop a consistent and fully integrated long term roadmap for airlines wishing to fully realize the potential of their Data Link programs. Such a roadmap should be driven by two main objectives: • To achieve full AOC Data Link cost effectiveness; • To comply with relevant ATS Data Link mandates, based upon the airline’s individual requirements and possibilities. In order to address the above requirements as part of a fully consistent, integrated and long term compliant approach, we suggest a combination of higher management decisions and staff training initiatives, both targeting the following main elements of Data Link efficiency. • Data generation ownership. As aircraft should not be treated as living machines with the authority to determine which data should be transferred and when, it is the airline’s responsibility to configure their aircraft in accordance with their individual requirements of real time access to aircraft data. • Full service coverage, within the terms of operational procedures: intermittent service means no service at all. • Message processing proficiency, as an aircraft generates raw data which need to be converted into meaningful information for end user consumption. • End user engagement, which may only be achieved by means of staff training. A with all technologies, Data Link’s true value may only be materialized at end user level. • Compliance with relevant ATS Data Link mandates, as an airline’s profitability may be highly impacted by its ability to efficiently approach regulatory requirements whilst remaining fully consistent with its individual operational needs.

the air traffic control model. All this was aggravated by a gradual deregulation of air transport activity, which would make it less tolerant to airlines’ business inefficiency. In response to this growing concern, in 1983, ICAO (International Civil Aviation Organization) created the FANS Committee (Future Air Navigation System) working group, charged with developing new concepts and technologies to support air transport activity, based on which a new air traffic management model could be devised to cope with anticipated future traffic demands. That was the basis of what would be defined in 1993 as the CNS/ ATM (Communications, Navigation, Surveillance / Air Traffic Management) a new air traffic control environment, specifically designed to accommodate future traffic volume. This new environment assumed the use of Data Link as a more efficient alternative than voice for routine communication between pilots and air traffic controllers, and the adoption of GNSS (Global Navigation Satellite Systems) satellite positioning, the best known of which was GPS (Global Positioning System), as the one system used by aircraft to determine their position within the airspace. Two new Air Traffic Control procedures were devised, as the basis for the new airspace management model: CPDLC (Controller-Pilot Data Link Communication): Clearances issued by Air Traffic Controllers by means of data communications (Data Link) ADS (Automatic Dependent Surveillance): Automated transmission (via Data Link) of aircraft position reports (obtained through GNSS) to air traffic control centers. Additionally, the CNS/ATM concept assumed the development of a huge air-ground, ground-ground, high performance, bit oriented telecommunications network, the ATN (aeronautical telecommunications network), as the communications platform

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SUMMER 2011 | AIRCRAFT IT OPERATIONS | LINKSMART | 23

the airline community has historically tended to adopt ACARS as a default means to access increasing volumes of aircraft data, although more suitable groundground wireless communication technologies have been around for a while amongst the various components of the new system – aircraft, air traffic control centers, airlines, etc. – which would replace the existing air-ground (ACARS) and ground-ground Aeronautical Fixed Telecommunication Network (AFTN) communications platform. In parallel to that, and amongst a number of different concepts proposed as replacements for the traditional character oriented ACARS communications, the very high frequency digital link (VDL) mode 2 (VDLM2) has been adopted by ICAO as the recommended airground communication medium to support ADS procedures over continental areas. VDLM2 was in fact an evolution of VHF communications, whereby data could be digitized and transmitted over the ATN network. Nevertheless, due the extreme complexity of the ATN network concept, aircraft manufacturers (Boeing and Airbus), as well as air traffic control workstation developers were able to fully support CPDLC and ADS bit oriented applications well before the telecommunications industry was able to turn the ATN network concept into reality. This has now been made possible thanks to the development by Boeing and Airbus of a suite of airborne equipment, known as FANS-1/A (‘1’ for Boeing and ‘A’ for Airbus). Those systems enabled the use of the existing character oriented ACARS network for the transport of bit oriented messages, through the use of an encapsulation algorithm. The main consequence of this for the international air transport industry was that airlines were able to acquire FANS-1/A aircraft supporting CPDLC and ADS procedures a number of years prior to the ATN network’s actual development, which in turn justified investments in VDLM2 avionics. Nowadays, while ATN/VDLM2 is the target setup for the Link2000+ program by EUROCONTROL over the European Airspace, an accommodation scheme is in place to allow aircraft equipped with FANS-1/A (and the evolution: FANS-2/B) operating oceanic routes into the Link2000+ environment. At the same time, the industry is working hard to establish a single standard that is able to support ATS data link communications in both continental and oceanic sectors. In a nutshell, we could say that airlines should aim for full compliance with ATS Data Link mandates but with an eye on their individual requirements and possibilities, which are dependent on a number of factors such as existing onboard systems, geographic area of operation and long term fleet renewal plans. The combination of such elements may lead airlines to go towards full ATS Data Link compliance either via an ATN approach for fleets operating strictly over continental airspaces fully served by VDLM2 coverage or via a FANS approach for fleets operating over oceanic airspaces, where satellite communications will be of huge value.

A critical need for Data Link Air efficiency As the use of Data Link for the use by air traffic services materializes, it needs to be understood that ATS Data Link applications are, by nature, traffic intensive. Therefore, it is imperative that airlines review their practices associated with the use of Data Link for operational AOC (air operator certificate) purposes, in order to avoid an expensive and unnecessary boom in their Data Link traffic, which would, at the same time, raise their service costs to unbearable levels and significantly undermine the operational efficiency of their Data Link experience. As previously highlighted, the airline community has historically tended to adopt ACARS as a default means to access increasing volumes of aircraft data, although more suitable ground-ground wireless communication technologies have been around for a while (WiFi, 3G and so forth). That led several airlines worldwide to incur unnecessary costs, receive meaningless media advice, and undergo intermittent switches between service providers; plus a number of other events which caused their Data Link programs to become unnecessarily expensive and inefficient. ACARS protocol (the basis of Data Link technology) was designed to enable air-ground real time exchange of low volumes of time critical data, meaning information with potential impact on immediate decision making processes, either when airborne or on the ground. However, at the frenetic pace of data processing technology development, the efficient handling of a modern aircraft has become a truly data centric science and the air transport industry surfed the wave by developing a wide range of data centric applications. ACARS protocol was not meant for that and Data Link’s strength has always been associated with real time transfer of low volume, perishable data to support decision making processes, now. Air-ground, real time transmission of error free data will always be an irreplaceable asset for airlines committed to efficient, safe and cost effective operations; but those same air-ground communications will be always more expensive than a wide range of available ground-ground communication technologies. As well as commitment, airlines seeking to make wise decisions and consistent investments within the scope of their long term plans will need knowledge and expertise about what level of data transmission is consistent with each job for which the data is used. The time has come for airlines to consistently adopt a combination of the available means of data exchange between aircraft and ground systems, based upon their specific requirements with regards to operational efficiency, cost effectiveness and industry compliance.

SEGIO MARTINS

Sergio Martins – CEO & Founder of LinkSMART, a graduated Electrical Engineer, with MBA in Executive Administration and Post-Graduation in Marketing and Branding Development, gathers over twenty five years of experience in the air transport industry; in areas such as air traffic control, flight dispatch, flight operations engineering and air/ground communication projects. Between 1993 and 2008, Sergio Martins actively led the data link implementation process in Latin America and the Caribbean, making friends and building credibility as one may testify by visiting the “Customer Testimonies” section of company’s website (www.linksmart.com.br).

ABOUT THE LINKSMART LinkSMART has been conceived by its founder - Sergio Martins, as an independent company dedicated to the provision of Training Programs and Consultancy Services on air/ground communications to aircraft operators, air traffic service providers and all entities somehow engaged in the development of Data Link solutions. LinkSMART’s strategic option for full independency, with no commitments or exclusive links with service providers or equipment manufacturers, aims at ensuring all knowledge and expertise acquired throughout twenty five years of active engagement in different sectors of the air transport industry, special emphasis made to air/ground communication projects, be entirely dedicated to the development of a fully tailored solution to its customer’s needs and expectations, in a professional and independent way. LinkSMART offers a wide suite of Training Programs and Consultancy Services in air/ground communications in two main areas - Aircraft Operation and Air Traffic Services. LinkSMART has formatted its portfolio as a set of standard programs and services, which may be found at the Portfolio section of LinkSMART’s website (www.linksmart.com.br). This approach simply aims at proposing a few initial tracks which serve as starting points. Ultimately, their goal is the development of fully customized solutions, adjusted to the exact requirements and expectations of each client, taking advantage of LinkSMART’s unique combination of Expertise and neutrality in Data Link management.

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24 | WEBINARS | AIRCRAFT IT OPERATIONS | SUMMER 2011

Upcoming Live Software Demonstration Webinars at www.aircraftit.com Sign up to free live online software demonstrations for a perfect introduction to two of the worldâ&#x20AC;&#x2122;s leading Operations Software vendors and to learn how they can assist and add value to your operations

bout the Live Software Demonstration Webinars: One of the many values that AircraftIT Operations Portal can deliver to you is the live software demonstration webinars; each webinar presented by a different IT vendor and creating the ideal conditions for you to learn directly, about the range of Operations software solutions and how they might add real value throughout your operations. Each Operations IT vendor presenting an online webinar session delivers a live software demonstration of their solution, explaining how it can assist airlinesâ&#x20AC;&#x2122; operations. As an online delegate, you can ask questions via the interactive white board or simply sit back and watch the demonstration. Two separately scheduled sessions will be held during the day to accommodate all time zones. As an example, our June webinars, hosted by navAero and AMT (Flightman), attracted attendance from more than 80 different airlines worldwide including: Gol, Vueling, Air Greenland, PGA, FlyDubai, FreshLine, US Airways, Thomson Airways, North Cariboo Air, Spanair, TAM, Thai Airways, Bangkok Airways, bmi, MEA, Alaska Airlines, Southwest Airlines, Alitalia, flybe, ArkeFly, Lufthansa, Indigo, Virgin Australia, AirBridge Cargo, Gulf Air,

Monarch Airlines, Vietnam Airways, Kingfisher Airlines, Garuda, Air India, All Nippon Airways, Air Arabia, Emirates, Etihad, AeroLogic, Volga-Dnepr Airlines, Air Niugini, SunExpress, Atlasjet Airlines, AviancaTaca, Calm Air, Tui, Air Canada, Adria Airways, Jet Airways. AircraftIT Operations webinars bring users and vendors from around the world together on a single platform from which users can take the value they want in the form that best suits their needs and continue with the extent of relationship and information exchange they wish. AircraftIT Operations webinars deliver global Operations IT knowledge to your desktop for you and any colleagues who could also benefit and contribute. Click on the links over page for full details about each session and to sign up. BYTRON and Aviaso will confirm your participation and you will receive your login details with full instructions on how to enter the Webinar sessions. Click here for full SOFTWARE details and for a demo

Smart FUEL MANAGER Smart FUEL MANAGER is a Business Intelligence software solution that integrates your airline's operational data sources to create a unified data mart and data portal, accessible via the web by key departments within your airline.

Smart FUEL MANAGER: Business Intelligence reports including interactive dashboards, scorecards, charts, graphs, and detailed data reports Fuel performance analysis based on historical trends and Industry Best Practices Configurable to meet airline specific policies, procedures, and legal requirements Key Performance Indicator performance monitoring and real time alerting Full integration with all Smart Suite applications Industry leading software developed by real airline subject matter experts with the goal of transforming data into insightful information.

SUMMER 2011 | AIRCRAFT IT OPERATIONS | WEBINARS | 25

Live Software Demo: BYTRON’S skybook®eFB Software Suite n Session 1: 21st July 2011 - 5am GMT n Session 2: 21st July 2011 - 3pm GMT n Duration: 1 hour plus Q&A

BYTRON’s skybook®eFB; Closing the Loop. n Session Agenda z An introduction to Electronic Flight Bag; z Demonstration of BYTRON’s skybook®eFB software suite; z Demonstration of BYTRON’s ground based system: skybook®.aero; z Revolutionising the EFB market: skybook®eFB on the Apple iPad; z Class I or Class II? What hardware is right for you; z Q&A Session.

he aviation industry is generally considered to be at the cutting edge of technology; however aircraft operations suffer from the continued use of legacy paper based processes. These processes, whilst having stood the test of time, are usually wasteful and often contain data that were it more accessible, would contribute to better analysis and improvement to operating profit. skybook®eFB (Electronic Flight Bag Class I & Class II, available on Windows platforms and Apple iPad) continues the BYTRON tradition of innovative products and services. It has the ability to provide a truly integrated approach to make the transition from traditional legacy methods easier, increasing levels of communication and making the aircraft fully connected. This is what we call ‘closing the loop’. At BYTRON we recognise the need for adapting and evolving our products in parallel with the ever changing technology of today, and following high demand for a more cost effective EFB hardware solution, we launced skybook®eFB on the Apple iPad. The webinar will incorporate a demo of our EFB software suite on the Apple iPad. Modules include: Tech Log • Flight Folder • Voyage • Library • Cabin Crew. We very much look forward to your participation in our live webinar, and welcome any questions you may have. Speakers: Simon Clayton, Aviation Solutions Manager, & Sarah Allen, Marketing Coordinator.

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26 | WEBINARS | AIRCRAFT IT OPERATIONS | SUMMER 2011

Live Software Demo: Aviaso’s Fuel Efficiency Solutions n Session 1: 18th August 2011 - 5am GMT n Duration: 1 hour plus Q&A.

n Session 2: 18th August 2011 - 3pm GMT

Aviaso/Fuel Efficiency n Session Agenda z Overview fuel efficiency • Economic background • How to do a fuel efficiency improvement program. z Overview Aviaso/Fuel Efficiency software • Software components • Benefits for operations • Benefits for IT. z Live demo • How to discover fuel savings potential • How to monitor the progress of the fuel efficiency improvement program • How to communicate with stakeholders • How to customize and tailor for an airline.

he economic impact of efficient fuel management is huge. Fuel is the largest or one of the largest cost factors in an airline. Depending on the airline, fuel costs represent 20% - 40% of the total costs of an airline. IATA states that an airline having a successful fuel savings program, can reduce its fuel costs by 3% to 5%. Aviaso provides comprehensive support for an airline to achieve these savings. The Aviaso/Fuel Efficiency software performs the following main functions: • Collects data from the various IT systems an airline is using; • Checks and improves the quality of the data; • Provides sophisticated analysis tool to discover fuel savings potentials; • Provides tool to monitor the progress of the fuel efficiency improvement program; • Communicates the results to the stake-holders.

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ISSUE 2 • SUMMER 2011

Piecing the IT jigsaw together

• EA: the beating heart of the business • MRO IT Project Management: keepi ng the plan

How long did that take? capturing man-hours Measuring electrical load Using and keeping information with CMS

White Papers: ICF • AeroSoft • Envelope APN Case Studies: Lufthansa Technik Philippine s • Marshall Aerospace Aircraft IT MRO V1.2 June-July 2011.indd

Interested in IT systems for MRO? 1

Click here to read the AircraftIT MRO eJournal.

Case Study The challenges in capturing man-hours and materials consumed in airframe checks Dr. Roberto M. Asuncion, VP-IT, Lufthansa Technik Philippines

White Paper The Value of Enterprise Architecture & Strategic IT Planning to MRO Business Transformation Michael Wm. Denis, Principal, ICF SH&E

Case Study Power Play and the consequences of equipment upgrades and overhauls.

The development of SERIES, an Electrical Load Analysis program that models an aircraft’s distributed power architecture and loading under varying scenarios Karl Jones BEng CEng MIET, Head of Avionics and Technology Development, Marshall Aerospace Ltd

White Paper An inconvenient truth! CMS has been an afterthought to MRO system

selection, until now: a vendor’s perspective on an increasingly important issue

Thanos Kaponeridis, President and CEO at AeroSoft.

White Paper A Discussion on Project Management - A Framework for Successful MRO software implementation

Wes Parfitt, CEO and founder of EnvelopeAPM Inc.

Click here to subscribe for free now to reserve your copy Contact us for further details Visit: www.aircraftIT.com email: ed.haskey@aircraft-commerce.com or call +44 1403 230 700 / +44 1273 700 555

12/07/2011 09:04

28 | CASE STUDY: THAI AIRWAYS | AIRCRAFT IT OPERATIONS | SUMMER 2011

Great service whenever, wherever, whatever, however THAI’s Cabin Attendant Pre-flight Study and Briefing System has revolutionised crews’ ability to deliver great service writes Mr. Jatooron Suwannarut, Department Manager IT Management, Operations, Thai Airways International. Image © Airbus

n light of the intense competition that is a hallmark of the aviation industry, a medium sized carrier has to place its hope for positive brand differentiation on delivering a superior service. Recognising and acting on this key principle helped Thai Airways International (THAI) to lift its business above the competition and into the forefront of service delivery among airlines worldwide. And the vehicle for this achievement was the airline’s C/A (cabin attendant) Pre-flight system. In this article, I’d like to explain about the C/A Pre-flight system project, how it applied technology to support better delivery of great service and how it was introduced to the business.

Project Philosophy Airline businesses operate in a demanding market where most operators deploy high-tech and innovative solutions in an effort to attract customers; offering new generation aircraft, state of the art in-flight entertainment, luxurious 180-degree seats/ beds and other attractive incentives. However, these technologies and features demand significant investment from airlines. While there may be limited scope for airlines with less financial weight to invest in modern technologies, some remain determined to continue to develop by leveraging innovation and inhouse expertise to compete. THAI is one of those airlines that has always concentrated on its unique qualities: the essence of Thai culture and hospitality is a theme running right through each journey. Taking care of every detail in the services available on board with attention to passenger comfort is something that flows naturally from the Thai culture, and the warm and gracious Thai hospitality of the cabin crew.

Cabin crews always want to deliver high quality service. So, building on this culture by providing a system with unlimited content and high security at anytime, anywhere, on any devices, the airline has ensured that crew are happy, able to work efficiently and effectively, and to be proud of the service they deliver. And customers can be delighted by in-flight services offered with a ‘THAI Smile.’ Now, crew can always access the technology they need to support service delivery. The C/A Pre-flight system created a new competitive edge for THAI, enabling remote pre-flight preparation for incoming flights in any competitor hub and supporting a competitive industry position. Development of the system has of itself been a major project for the airline.

First devised and developed in 2004 by the in-house team for the airline’s new hub at Suvarnabhumi Airport, the C/A Pre-flight system was designed to help THAI crews prepare for their next flight using advanced secured authentication and internet access (SSL VPN with OTP Token) from all company and personal devices, including all types of mobile phone. Today the system offers crews a web-based application with Enterprise Application Integration (EAI) technology for

Recognitions and awards The C/A Pre-flight system was initially introduced to the industry at the 1st Annual Airline and Aerospace MRO & Operations IT Conference – Asia/ Pacific – Bangkok in October 2009. On the same day it was also submitted for the Thailand ICT Award (TICTA) 2009 where it won first place in the Tourism and Hospitality Category. From that point, it went on to win the Asia Pacific ICT Alliances Award (APICTA) 2009 in Melbourne, Australia. The latest accolade awarded to this system was the State Enterprise Innovation award from the Government of Thailand in 2011.

TESCA 2009

TICTA 2009 Tourism & Hospitality

TICTA 2010 Tourism & Hospitality

State Enterprise Award 2011 for Best Innovation

SUMMER 2011 | AIRCRAFT IT OPERATIONS | CASE STUDY: THAI AIRWAYS | 29

Architecture Diagram of Cabin Attendant Pre-flight Briefing & Study System

accessing required content from various systems or applications in the company, such as Z/OS, TPF and distributed systems, and other external systems.

Features of the system • A user friendly web application with one-key input for all content, serving IT users with various levels of competency, using all kinds of personal devices and networks, anywhere in the world. • Access has been made possible through provision of computers and network facilities for THAI crew at major crew hotels around the world. • The system fully supports crew pre-flight study, briefing and preparation. It also supports post flight activities such as cabin reports and crew evaluation. • The system offers Text To Speech (TTS) for impressive customer service in 10 languages (including Chinese, French, German, Japanese, Korean and Russian). • A good infrastructure is provided with highly secure authentication (OTP Token) and network (SSL VPN) allowing crew to remotely perform any company application, such as e-staff travel, e-personnel information and crew scheduling. • The need for administration support has been minimized to avoid high staffing numbers. • Content design is good and self-manageable by linking information from a single source with an easy upload and update capability for the content provider via simple software. • It is the first time that a totally ubiquitous system has been offered, available to any authorized person, anywhere, at any time, on any device,

for in-flight services and operations in various situations. • The system can be accessed through company devices and crew member owned devices. • The system is compatible with major operating systems – Windows, MAC OSX, Linux and with major browsers – Safari, Opera, Firefox, etc. • The system can be accessed through mobile phones and… • Works with SMS and secured internet. • SMS queries can be made by free text input and programmable menu on SIM – Dynamic SIM Tool Kit (DSTK). THAI is the first airline to apply this DSTK technology. • Secured internet covers five major platforms: Windows Mobile, OSX iPhone, Symbian, Android (Google Phone) and BlackBerry. • Three major local mobile service providers support the system, AIS, DTAC and True, providing 98% coverage nationwide. • A single phone number can send an SMS query to all mobile service providers as listed above.

30 | CASE STUDY: THAI AIRWAYS | AIRCRAFT IT OPERATIONS | SUMMER 2011

Post-introduction survey, feedback and outcome • The system has won considerable praise in the annual cabin crew satisfaction survey, getting the highest score in ‘Meet user requirements’ and ‘Increase Efficiency’ sections. • The ratio of usage is high and increasing year on year. The average number of token connections per person is near 20 times per month. • The survey also found that the system has become an essential communication channel for crew members. • At the new crew terminal in Suvarnabhumi International Airport, THAI Flight Operations is able to deliver crew services with one third the number of administrative staff even though the new terminal is three times larger than the previous one.

Challenges faced and addressed • Adopting the ‘own device’ approach Airlines generally provide tools and devices for crew regardless of personal preference. However, that requires a large initial investment and high running costs to maintain the equipment. Also, some crew may refuse the company device as they do not want responsibility for it. But if they do accept, they will most likely carry their corporate device for corporate use as well as a personal device for personal use. The system that THAI has adopted allows crew members to use their own devices on any platform. In other words, crew can get access to and use many applications within the system on their desktop computers, notebooks, tablets, smart mobile phones, and even basic mobile phones. • Range of channels Regardless of whether there is or is not local internet access, crew members can get the latest information wherever they are through SMS query and TG SIM , which are both available in addition to internet access. • New competitive edge Usually, crew are well prepared when flying from their home base and are able to gather all necessary information regarding passenger services and operations. However, this is not the case for in-bound flights away from base where there is limited information access and authentication requirement. The system creates a new competitive edge for THAI by supporting remote pre-flight preparation for incoming flights, in any hub. • Overcoming resistance to change Our crews span a range of ages, IT skills and preferences and, in the past, crew have sometimes been resistant to new corporate initiatives. To overcome this, a number of strategies have been implemented as follows. • A project team was set up comprising around 100 crew members, including some on a voluntary basis and some who were selected. Most were involved providing information and comments on system requirements, and assisting with survey, design, R&D, strategic planning,

new work process, training, communication, etc. This was to ensure that the new system offered real added value to end users. • Prior to the official announcement of the system, senior crew were invited as pioneers for training. We conducted a closed-door training program for them to become ‘evangelists’ for the system so that, after the class, they would introduce the new system to others. That helped create a mutual understanding of why the change was needed and what value it could deliver. • Pull strategy was employed to encourage all crew members to use the system on a voluntary basis, creating additional IT skills among crew members in a short period of time. A quarter of the total number of crew took in-class training in one year which was above the normal penetration for in-class training programs. • A variety of self-learning materials were provided to crew members. • Two facilitator teams were set up to support and make sure that our end users could access the system from their own devices. One served as a help desk during office hours and the other as a crew team with high levels of competency in IT skills. The second team was particularly valuable as they understood the problems and the workplace; hence could give appropriate advice or instruction whenever their colleagues asked for assistance. THAI is the first airline to have devised Cabin Attendant Pre-flight Study and Briefing System software. In summary, the software has introduced an on-line real time system delivering pre-flight information for crew members using any platform and on any personal device (including smart and basic mobile phones) via highly-secure internet and SMS. A key factor in the project’s success has been the active participation of the cabin crew at every step of the system’s development. During the four years that the project has run, users, programmers and project managers have all worked very closely together to realise the dream they shared from day one.

Jatooron Suwannarut

Having graduated with a bachelor degree in statistics and computer science from Silpakorn University Thailand, Mr. Jatooron Suwannarut went on to achieve a MBA from the National Institute of Development Administration (NIDA), Thailand. He also holds an Artificial Intelligence Programming Certificate from Texas Instrument. With 25 years of experience across the full range of systems and functions in IT development and Flight Operations Management in Thai Airways International, Mr Suwannarut has contributed many innovative IT solutions giving the airline a competitive edge through in-house software design and development. He has also led a number of new project management initiatives and has worked in cooperation with partners of the airline. As well as sitting on the committee for the SIPA contest and award in 2010, Mr Suwannarut was also awarded the Royal Insignia Pin, as an employee recognition award, from His Royal Highness Crown Prince Maha Vajiralongkorn in 2011.

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SUMMER 2011 | AIRCRAFT IT OPERATIONS | VACANCIES | 31

Vacancy service Bringing business, people and careers together.

T is a growing dynamic discipline and, within that, aviation IT is one of the most challenging and exciting places to work. But the sector is not only enormous, it’s also widely distributed across every continent and country on the planet so, for those trying to locate the best employment opportunities to apply and develop their skills, leverage their experience and advance their career, there is the additional challenge of finding the right vacancies across the widest possible business sector. AircraftIT Operations vacancy service addresses that challenge head on; providing a single platform accessible to employers and job seekers alike wherever they are in the world; with a sharp focus on aircraft operations sector wherever it happens.

Put your vacancies here So, if you’re an employer looking for people interested in keeping up with the latest developments in aircraft operations IT, people keen to learn about what is happening in the wider world to consider which of those ideas might be usefully applied in their own workplace, then you should be submitting your vacancy notices to AircraftIT Operations Latest Vacancies page.

Find your next career move here And if you’re ambitious in aircraft operations IT and want to know what jobs are out there that might fit well with your skills, experience and ambitions, look into AircraftIT Operations Latest Vacancies page where you’ll find great openings such as…

Vice President - International Business Development. A permanent Executive position with a salary of US$ 80,000 - 100,000 p.a. located in Bangalore, India with Sheorey Digital Systems Ltd. Click here for full details.

Aviaso connecting aviation and software www.aviaso.com

Senior Software Engineer (Java). A permanent full-time IT Specialist position located in Sofia, Bulgaria with Aviaso Inc. Click here for full details.

In any walk of life or corporate endeavour, it’s the people that matter. AircraftIT Operations vacancy service is designed to bring business, people and careers together.

32 | WHITE PAPER: ETS | AIRCRAFT IT OPERATIONS | SUMMER 2011

Taming the ETS-Compliance Beast Guido Harling, ETS-Auditor, Aviation IT expert and CEO from Tasc4Avitation explains how to handle the requirements of the EU ETS directives and how to minimize the cost of compliance by utilizing clever IT tools.

ince the EU ETS (emission trading scheme) directives came into force in January 2010, aircraft operators have been faced with a whole raft of new requirements. In the first place, they need to record and report emissions every year, in a specific format, to their Competent Authority – usually the national government department that is charged with ensuring that the Directive is adhered to in each country where the its terms are applicable. And then, from the year 2012 onwards operators will need to submit emission certificates to offset the actual emissions produced and to calculate the net balance on their emission account. All of these requirements are creating an additional burden of administration and record keeping for operators and this article sets out to show some ways and means by which they might minimize the cost of ETS compliance, through employing intelligent IT tools.

ETS Reporting Requirements The European Union Directive 2008/101/EC, clarifying how emissions from the aviation sector will be included in the EU ETS, was approved in February 2009. According to this directive, starting from 1 January 2012, all aircraft operators flying to or from any airport in EU territory will be included

in the EU ETS. Currently, the number of aircraft operators obliged to fulfill the directive’s requirements is around 4000. According to Directive 2008/101/ EC, airline operators should monitor and report their annual emissions and comply with caps for domestic and international flights on a country-by-country basis. The cap for the sector is decided based on ‘historical aviation emissions’. In practice, this means the average of the sector’s annual emissions in the years 2004, 2005 and 2006. Each aircraft operator had the opportunity to apply for a free allocation by submitting its monitoring plan for tonne kilometer data and submitting a tonne kilometer report, by no later than 31st May 2011. Verification of the ‘one time’ tonne kilometer report and the annual emissions report has to be undertaken by an accredited verifier – a list of accredited verifiers can usually be accessed through the website of the Competent Authority in each country where the Directive is applicable. The tonne kilometer data that aircraft operators can submit to Competent Authorities is that for 2010. The Competent Authorities will submit aircraft operators’ tonne kilometer information to the European Commission by 30th September 2011 and the Commission will calculate the benchmark, which will be the basis for calculating the free emission allowances that aircraft operators will receive. Then, the Competent Authorities will calculate and publish emission allowances for each aircraft operator, at the latest, by 31st December 2011. The EU ETS has generated significant reporting and audit requirements. Business processes and IT systems will need to be adjusted to enable companies to fulfill their obligations and generate relevant information for decision makers in the company. The appropriate tool in this context will support the operator’s reporting compliance and support the setting up of processes and systems with the least administrative costs for operators.

SUMMER 2011 | AIRCRAFT IT OPERATIONS | WHITE PAPER: ETS | 33

ETS Financial Requirements

Data input

The first trading period commences from 1st January 2012. The impact of this will be that, each year, starting from 30th April 2013, aircraft operators will be obliged to submit their annual emission allowances to be set against their verified reported annual emissions for the previous year. From 2012 until 2020, by no later than 28th February each year, the Competent Authority will issue and transfer the number of free emission allowances allocated to each individual aircraft operator. Starting from 2013, after aircraft operators have submitted their verified annual emissions data, at latest by 31st March each year, and the Competent Authority has checked it, those aircraft operators will have to surrender, by 30th April each year, their free allowances for the previous year.

First of all a software solution needs to have flexible channels for data input. The source data for ETS is created in the aircraft cockpit and in the aircraft operator’s operations systems. Sometimes data is available on paper (like fuel slips) in other cases data is available electronically, like fuel suppliers’ invoices. A further key data source is the Eurocontrol support facility. Here the operator can download all the invoices for his call sign and use that data for the annual emissions report. Data Input channels: • OPS-System interface; • DCS messages for departure and arrival information from the airport; • EFB, e-Load Sheet; • ACARS messages; • Eurocontrol support tool (CRCO Datalink); • Manual Data Input. • Legal requirements and archiving The mandatory requirement for any ETS software application is that it fulfills all the legal requirements of the directives. This may sound as if it would not be worth mentioning but the ETS directives impose several unprecedented legal requirements on operators. For instance operators are required to store the source evidence for the emissions data (fuel slips, flight logs, rtc.) for 10 years. Legal requirements and archiving requirements: • Provides regulatory required ETS reporting formats; • Flexible reports and queries; • Stores documents and data for 10 years; • Provides an audit trail.

Aviation ETS Timeline

Under EU ETS, aircraft operators who emit more than the emission allowances they have received for free will be obliged to buy allowances from other participating aircraft operators or from operators of fixed installations, which are also covered under the EU ETS. Aircraft operators can fulfill their obligations to surrender certificates by buying carbon credits or allowances. There are a variety of allowance certificate types and a variety of procurement channels, such as EUA’s (EU allowances), EUAA (EU Aviation Allowances) and allowances generated by CDM (Clean Development Mechanism) and JI (Joint Implementation) projects – Certified Emission Reductions (CERs) and Emission Reduction Units (ERUs). If, before 30th April of each year starting from 2013, aircraft operators cannot manage to submit sufficient emission allowances, i.e. they fail to submit emission allowances equivalent to their annual verified emissions for the previous year, they will have to pay a fine of €100 per tonne of CO2 emission and they will have to pay the full current market price for purchasing any remaining allowances that they have to surrender. Moreover, if an aircraft operator cannot manage to pay its fine or surrender sufficient allowances, it may lose its license and that may, in turn, lead to confiscation and sale of its aircraft. The key issues for the operator in the quest to minimize the financial impact of the scheme are therefore to know their individual exposure as a result of verified emissions and to know what and how to buy any emission allowances they might need. Carbon certificate prices have been volatile in the recent years, trading, at different times, from close to zero to above €30 per tonne. Defining the required amount of emission certificates plus buying at the best possible price is obviously a key matter for budgeting and financial planning in every airline. So a tool is needed that supports operators in the carbon purchasing process, in the investment decisions that have to be made and in a calculation of that process’s impact on operating the business. The financial requirements of EU ETS, even though they might not appear on everyone’s radar today are every bit as important as the annual reporting requirements. Operators will want to turn to IT tools to optimize the utilization of their free emission certificates. At the same time they’ll require intelligent forecasts and advice on when and what to buy. Both ETS requirements (reporting and financial) will have to be dealt with when selecting an ETS software package. Appropriate ETS solutions need to fulfill a number of criteria to handle the above mentioned requirements. Below are some of the more important criteria that any ETS software package will need to meet.

ETS Solution eMission providing the EU annual emissions report layout

Cross checking and validation The next set of requirements will be useful during the creation of the annual emissions report and its respective verification process. Intelligent software should perform automatic validations and flag missing data entries as well as obviously wrong values, so that the audit will be less problematic. Requirements for cross checking and validation: • Automatic cross check of flight data (actual against flight plan against Eurocontrol); • Validation of fuel uplift with fuel invoice and, for instance, a review of historic fuel consumption; • Flagging of obviously wrong data (e.g. boarded numbers greater than seat capacity or fuel uplift greater than tank capacity); • Drill down functionality.

The financial requirements of EU ETS, even though they might not appear on everyone’s radar today are every bit as important as the annual reporting requirements. Operators will want to turn to IT tools to optimize the utilization of their free emission certificates.

34 | WHITE PAPER: ETS | AIRCRAFT IT OPERATIONS | SUMMER 2011

Optimization and simulation

Data Inconsistencies Report by ETS IT Solution eMission

The next set of requirements for an ETS IT solution is geared towards the optimization of the certificate use as a whole. Intelligent IT solutions are able to forecast the emissions for a carrier according to different fleet structures or different networks. For non-scheduled carriers these solutions can forecast the emissions for a single flight, so that the operator can choose to take the job or not. By the same token, such solutions can also assist in the evaluation of a more modern and fuel efficient fleet. Requirements for Optimization and Simulation: • Fuel management capabilities; • Emissions forecasting and simulation capabilities.

Allowance management

CO2 emissions forecast by the ETS IT Solution from Fuel Plus

The ultimate challenge or the requirement that completes the ETS management picture and creates a bridge to the financial departments is the management of emission allowances. With all the ETS data of current years and the forecasts for future years, sophisticated ETS software can then calculate what will be the likely future exposure (the amount of emission certificates that the operator will need in the future). Knowing future exposure compared with the amount of allocated free emission certificates (this number remains unchanged within a trading period) the software can then provide advice and milestones for trading. The latter is of course dependent on the individual risk profile of the operator and any existing purchasing agreements. Requirements for Allowance Management: • Certificate Inventory; • Exposure Forecast; • Trading Forecast.

Conclusion

Forecasted Certificate Inventory by ETS It Solution: eMission

The good news is that sophisticated IT solutions offer a great potential to minimize the cost of ETS compliance. The bad news is that there is no ‘one size fits all’ solution. As we have already discussed above, the ETS related burden for operators has both a reporting compliance aspect and a financial compliance aspect. The variety of available solutions on the market is huge and it depends on the airline size and characteristics to determine how it should go about selecting the most suitable tool for its ETS compliance needs.

SUMMER 2011 | AIRCRAFT IT OPERATIONS | WHITE PAPER: ETS | 35 Click here for full SOFTWARE details and for a demo

The good news is that sophisticated IT solutions offer a great potential to minimize the cost of ETS compliance. The bad news is that there is no ‘one size fits all’ solution.

GUIDO HARLING

Guido Harling is the founder and managing director of Tasc4Aviation GbR and ETSverification GmbH and has a long lasting consulting and management accounting background. He holds a bachelor of science (Dipl. Chem. Ing.) and a master of business (Dipl. Wirt. Ing.) degree. Guido started his career at Vodafone (formerly Mannesmann) Datenverarbeitung North America in 1995 where he was in charge of supporting the SAP Financials modules of all Mannesmann US subsidiaries. Thereafter he took up a business consultant position at KPMG US where he specialised in ERP and sales systems employed at airlines or airports and the financial processes that they support. Since 2005 he has been managing projects in the aviation and transportation area as a subject matter expert and partner for IATA, supporting the rollout of the SIS (Simplified Interline Settlement) program and IATA InvoiceWorks – the internet e-Invoicing platform.

About Tasc4Aviation Tasc4Aviation GbR is an aviation consultancy company and derives its name from the terms Technical Advisors and Strategy Consultants for the aviation industry. The solution offering includes cost cutting and efficiency increasing initiatives for the aviation industry while working with industry experts that are unique and at the top of their class. The combination of technical expertise and strategic foresight helps aviation customers to increase efficiency and cut costs in these challenging times. The service offerings include: EU-ETS (Emission Trading Strategies, Certificate procurement Services) , E-Service Solutions (e-Invoicing, e-Freight), FPO (Automated Invoice Verification, Paperless Accounting Processes). The clientele include Lufthansa, TAP, Air France, EL AL, Air Astana, Air Moldova, Jat, Antonov Volga Dnepr, UPS Airlines and Siberia Airlines ETSverification GmbH, a sister company to Tasc4Aviation is Germany’s first and only verification body dedicated solely to the aviation industry. ETSverification GmbH offers verification services within the framework of the EU Emissions Trading Scheme for aviation and the company is accredited in multiple EU member states. In preparation of emission trading several airlines have engaged ETSverification to assess their compliance readiness. During this optional Pre-Audit which consists of a Compliance Review / ETS Systems Review / ETS Data Analysis airlines benefited from the written Gap-Analysis report that list all Pre-Audit-Issues that could impact the legal audit in an adverse way. In many instances their Pre-Audit helped airlines not only to reduce the risk of a difficult Full-Year-Audit but also discovered how airlines could minimize the reported emissions.

FOCS™

Flight Planning and Scheduling system Flight Operations Control System is the most modern and feature-packed system available for enhanced Flight planning and Flight scheduling. Built for today’s operational demands and for operations of all types and sizes. ` ` ` ` ` `

Real time Flight Preparation Full overview Scheduling Automatic Route Optimisation Tripkits & Driftdown Weather & NOTAM Crew Web Portal

Performance Guru™

Takeoff and landing performance system Performance Guru is a leading tool for the aviation industry providing instant performance calculations and is used on a daily basis by operators worldwide, with more than 6000 airports at its disposal. ` ` ` ` ` `

Takeoff and Landing Performance Engine Failure Procedures Weight & Balance PC, iPad, iPhone, Android FOCS integration Seamless synchronisation

Ask the Expert In addition to being available now to answer any questions you have arising from this White Paper, Guido Harling is available all year round for one-to-one consultancies via the Ask The Expert feature at www.aircraftIT.com. He will be happy to assist you with your queries and specializes in all matters concerning EU ETS.

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36 | SOFTWARE DIRECTORY | AIRCRAFT IT OPERATIONS | SUMMER 2011

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.

Aircraft Management Technologies

W: www.flightman.com T: +353 1 8061000 E: info@flightman.com

Company formed...................................................................2000 Office Location.............................................Dublin, Ireland (HQ) Name of Product Marketed

• Flightman™ Electronic Flight Folder

Number of Modules..................................................................11 Five Key Business/Software Areas

• Flightman™ connects aircraft to airlines’ backend systems via onboard EFB software applications and provides airlines with significant costs savings in both Flight Operations and Maintenance • Flightman™ runs on all classes of hardware (FAA EFB Class 1, 2, or 3) • Is independent of hardware vendor • Supports all aircraft types • Is able to host third party applications and is independent of operating system

AMT (Aircraft Management Technologies) was founded to address the need in the market for an electronic means of capturing and reporting data between aircraft and central back office systems. Flightman™ represents a common sense application of emerging technologies that can automate existing processes in the cockpit, cabin and on the ramp, in turn reducing costs. AMT’s Flightman™ product is a complete Electronic Flight Bag (EFB) software solution. Flightman™ enables airlines to be compliant in all aspects of onboard flight operations in a cost effective manner and provides a platform for future revenue generation applications in the cabin. AMT’s patented, award-winning Flightman™ software comprises three main elements: 1) a set of onboard software applications, 2) a ground server for the management of EFBs, and 3) capabilities for optimized communications between the onboard software and ground systems.

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Aviaso Inc.

W: www.aviaso.com T: +41 55 422 0000 E: info@aviaso.com Company formed...................................................................2003 Office Location........................................Pfaeffikon, Switzerland Name of Product Marketed

• Fuel Efficiency, EU-ETS, Airline Portal, ART - Aviation Reporting Tool, CCP - Crew Capacity Planning

Number of Modules................................................................ n/a Five Key Business/Software Areas

• Fuel Efficieny • EU-ETS • Airline Portal / Intranet • ART - Aviation Reporting Tool • CCP - Crew Capacity Planning

Aviaso is an international software company developing products exclusively for the aviation industry. The first product – the Airline Portal – has been deployed at Belair Airlines in 2003. Since then, the product-portfolio has been continuously extended into various areas of the aviation industry. Besides developing its own products, Aviaso is also developing custom-specific software and realizes system integration projects for aviation companies. Furthermore, Aviaso maintains datacenters in Switzerland and Sofia and provides customized hosting-solutions for aviation companies. Aviaso has its head office in Switzerland and software development centers in Sofia/Bulgaria and Kharkiv/ Ukraine. Please, visit our website www.aviaso.com for more information about the Aviaso products and services.

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BYTRON

W: www.bytron.com T: +44 (0)1652 688626 E: info@bytron.aero Company formed...................................................................1984 Office Location.................... Kirmington, North Lincolnshire, UK Name of Product Marketed • skybook®eFB, skybook.aero, skylightES, Slot Management, Fuel Monitoring, AIS Notam Management

Number of Modules....................................................................6 Five Key Business/Software Areas • Electronic Flight Bag • Pre-flight Briefing • Airport CDM • Flight Data Management Systems • Air Traffic Control & Operational Management Systems BYTRON is a UK based company specialising in aviation data systems that provides totally integrated flight data management solutions, delivering operational data reliably to aircraft operators, airports and air traffic control. We provide a wide range of products and solutions, including EFB (Class I & II) solutions, Airport CDM, and much more. The company’s design philosophy is, and has always been, to provide highly flexible, technically innovative, and compliant user-oriented solutions. With over 25 years of experience supplying aviation systems, we are experts at getting the right data, to the right place, at the right time.

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Flight Focus

W: www.flightfocus.net T: +65 6419 5299 E: sales@flightfocus.net Company formed...................................................................2007 Office Location......................................Singapore (HQ), Jakarta, Bandung, Kuala Lumpur Name of Product Marketed • The Flight Focus PLATFORM™

Number of Modules................................................................ n/a Five Key Business/Software Areas • Electronic Flight Bag • Avionics Systems Integration • Flight Operations Support Services • Applications Services Provider (ASP) • Flight Operations Consultancy Flight Focus has been a supplier of innovative, leading edge Avionics and Electronic Flight Bag solutions and associated Flight Operations Support Services to the global aviation industry since 2007. Flight Focus employs over 130 staff who are engaged in a wide range of activities directly related to the design, development and delivery of its avionics solutions; this includes hardware and software design & development, manufacturing and maintenance, Flight Dispatch services & support, and global Sales & Marketing teams. Headquartered in Singapore, Flight Focus has further office locations in Kuala Lumpur, Malaysia and Indonesia (Jakarta and Bandung) dedicated to research and development, software and hardware design, and technical support.

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Flygprestanda AB

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 Five 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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FLYHT - AreoMechanical Services

W: www.flyht.com T: + 1-403-250-9956 E: sales@flyht.com

Company formed...................................................................1998 Office Location...................................... Calgary, Alberta Canada Name of Product Marketed • AFIRS 220, AFFIRS 228, FLYHTStream, FIRST

Number of Modules................................................................ n/a Five Key Business/Software Areas • ACARS over Iridium • Global Communications and Flight Following • Accurate and automated OOOIs • Real-time FDM for FOQA • Real-time Fuel Management System FLYHT’s AFIRS™ 228 is the only system to bridge gaps in ACARS coverage using the Iridium® global satellite system while also being Future Ready™. AFIRS goes beyond ACARS data with Configurable Intelligence on Demand™. No longer is your investment in ACARS connectivity restricted to accessing only ACARS data. Your aircraft is rich in non-ACARS data that if accessed can significantly improve operational efficiency and profitability. Through our on-demand capability we ensure that additional connectivity and functionality is available at your fingertips - enabling your ACARS over Iridium investment to do more than just offer global coverage.

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SUMMER 2011 | AIRCRAFT IT OPERATIONS | SOFTWARE DIRECTORY | 37

FuelPlus Software GmbH

W: www.fuelplus.com T: +49 (511) 496050 E: info@fuelplus.com

Company formed...................................................................2000 Office Location........... Hannover (Germany), Brasov (Romania), Johannesburg (South Africa), Boston (USA) Name of Product Marketed • FuelPlus

Number of Modules..................................................................15 Five Key Business/Software Areas • Fuel and Operational Analysis • Emission Monitoring & Reporting • Fuel Supply Management • Fuel Operations Support • Fuel Accounting FuelPlus, a leading provider of fuel management IT solutions for the global aviation industry, enables airlines to implement and operate sophisticated fuel management processes which improve internal efficiencies, and achieve substantial savings. FuelPlus consists of a set of modules to handle fuel planning, tendering, contract management, inventory and supply chain management, operations, tankering, EU ETS emissions monitoring and reporting, prepayment, and accounting.

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G-AERO division of GrandTrust InfoTech Pvt Ltd

W: www.g-aero.com T: +91 9995801266 E: raju.v@grandtrustinfo.com

Company formed...................................................................2008 Office Location.........................................................Cochin, India Name of Product Marketed • G-COMS Airline Cost & Contract Management System • G-RPS Airline Route Profitability System • G-ARMS Airport Revenue & Contract Management System • G-GRMS Ground Handling Services Revenue & Contracts Management System

Number of Modules................................................................ n/a Five Key Business/Software Areas • Airline Contract Management • Airline Cost Management, Budgeting and MIS/Dashboard Reporting • Airline Route Profitability • Airports / GHA Contracts Management • Airports / GHA Revenue Management G-AERO offers a suite of innovative software products for Airline, Airports and Ground Handling Agents for their Contracts, Cost and Revenue Management. G-AERO product suite not only helps to implement proven industry best practices but also assures direct financial benefits. G-AERO uses latest, secure Microsoft .Net technology in developing its solutions. G-AERO believes in providing best value for money for their customers and there by ensures quick ROI.

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navAero

W: www.navAero.com T: +46-60-66-41-00; 305-358-0065 (USA) E: info@navAero.com Company formed...................................................................2002 Office Location............. Sundsvall, Sweden; Miami, Florida USA Name of Product Marketed • t Bag™ EFB System; t Bag™C22 EFB; t Pad™ Display; t Pad™ 1100; t Pad™ 1500; t Pad™ 2000; t Cam™ Cabin Surveillance System; t Manager™ EFB Communications Management Software

Number of Modules................................................................ n/a Five Key Business/Software Areas • Low cost-of-ownership retrofit EFB computer and display platform suitable for most any aircraft type with high operational reliability • Software-neutral Windows™-based operating system allows the operator to decide on software applicable to their needs • Experienced Airport Moving Map integrator • Advanced EFB features: optically enhanced LCD displays, solid state components, multiple wireless connectivity options, certified ARINC 429 bus connectivity systems • Experienced Integrator with more Supplemental Type Certifications (FAA and EAS) for the navAero EFB systems than any other EFB manufacturer navAero is the industry leader in providing Electronic Flight Bag Systems to commercial airlines around the world and is the platform-of-choice for the deployment of Airport Surface Area Moving Map applications on a Class 2 EFB system. The navAero tBag™C22 is a robust yet affordable EFB that features the latest in technology and communications interfaces. navAero’s EFB systems are designed and manufactured to the highest levels and meet aerospace industry standards and are certified to all applicable sections of RTCA/DO-160E insuring high reliability. For more information, please visit: http://www.navAero.com.

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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 Five Key Business/Software Areas • Fuel Management/Optimization • Emissions MRV • Electronic Flight Bag/EFB • Equipment Health Monitoring • MRO Business and Parts Management With a heritage of providing IT value-added services for the Rolls-Royce aftermarket, and delivering services commercially since 1999, Optimized Systems and Solutions (OSyS) has proven solutions for commercial aviation and defense. OSyS provides a complete range of best-in-class aviation services to enhance fleet performance and business operations. OSyS monitors more than 9,000 engines belonging to hundreds of civil aviation customers, helps meet compliance requirements with our products and services. Customers are able to increase availability of their critical assets, minimize risk and operational disruption, simplify data management to gain more value from IT investments, and improve operational efficiency.

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Sheorey Digital Systems Ltd.

W: www.sds.co.in T: (+91-22) 2281 9198/ 2281 1086 E: rohit.jha@sds.co.in; vicky.sheorey@sds.co.in Company formed...................................................................1993 Office Location...........................Mumbai, Bangalore, Singapore Name of Product Marketed

• ARMS®: Airline Resource Management System; ARMS® Lite: Aviation Resource Management System-Lite; InfoPrompt®: Integrated Document Management System

Number of Modules....................................................................8 Five Key Business/Software Areas

• Commercial Planning Sub-System (ARMS® - CPSS) / Flight Operations Sub-System (ARMS® - FOSS) • Flight Planning & Dispatch Sub-System (ARMS® - FPDS) / Crew Management Sub-System (ARMS® - CMSS) • Digital Flight Data Recorder Analysis Suite (ARMS® - DFDR-AS) / Charter Sales Manageent Sub-System (ARMS® Lite - CSMS)* • Computerized Reservation & Requisitioning Sub-System (ARMS® Lite - CRRS) • Departure/ Boarding Control Sub-System (ARMS® Lite DCSS) Sheorey Digital Systems Ltd., (SDS), is an established, fast growing, ISO 9001:2008 Certified Software Company, focused on providing Software Solutions to the Aviation Industry. ARMS® is an internet rich, current-generation, state-of-the-art Information Technology System that effectively addresses the extremely critical and cost sensitive nature of Commercial Airlines/ Air Transport operations. It is a unique combination of (a) an Enterprise Resource Planning System (ERP) (b) Decision Support System (DSS) (c) Workflow Automation Solution (WFA) (d) Executive Management Information System (EMIS) (e) Integrated Document Management System (IDMS) viz., InfoPrompt®. These cutting-edge information technologies are seamlessly interwoven to provide the civil aviation industry with a cost-effective integrated solution, which is modular, scalable & highly user-customizable. ARMS® is a robust and well-proven system..

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Smart4Aviation

W: www.smart4aviation.aero T: +31 20 654 1824 E: info@smart4aviation.aero Company formed...................................................................2009 Office Location.............................Amsterdam, The Netherlands; Kraków, Poland; Gdansk, Poland; New Delhi, India Name of Product Marketed

• Smart BRIEF, Smart BRIEF CABIN, Smart NOTAM MANAGER, Smart FUELING, Smart VIEW, Smart MET, Smart OPS, Smart DOC, Smart EFF, Smart EFB, Smart eFORMS, Smart PERFORMANCE, Smart ALERT, Smart COMM, Smart VIEW+, Smart ULD MANAGER, Smart LOAD, Smart HUB, Smart ONTIME, Smart FUEL MANAGER, Smart MISSION MANAGER

Number of Modules..................................................................21 Five Key Business/Software Areas

• Smart BRIEF • Smart COMM • Smart FUEL MANAGER • Smart EFB • Smart PERFORMANCE

Smart4Aviation was founded to provide web based products and services to optimize, simplify and improve airline operations. The Smart4Aviation’s goal is high quality, cost-effective solutions backed up with 24/365 support service. It offers 21 modules which are interoperable, compatible and can be freely composed into the one system as well as software developed on demand, which are used with success by pilots, crew, dispatchers, ground ops and many different departments. The modules work as basic building blocks that can be used to build the system that will meet exactly customer’s requirements, that are tailored to the customer’s needs.

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