White Paper: InfoTrust Group, EnvelopeAPM Case Study: 4U Aircraft Design & Engineering, PSIPENTA Vendor Job Card: ACSPluS… News & who’s in the News, Upcoming Webinars, Latest Vacancies, Past Webinars, MRO Software Directory

V2.3 • JUNE-JULY 2013

CONTROL THE INFORMATIONUnderstanding the world of technical publications

DO IT FAST; DO IT WELLThe pros & cons of fast software implementation

AN INTELLIGENT APPROACHusing the right software in an intelligent manner

will increase efficiency

PROJECTS NEED PLANSThe next stage of project management

Editor’s commentAircraft IT MRO: The world is always changing in small ways but current developments look likely to bring

change in a big wayWith the maiden flight of the Airbus A350 taking place as I write and with the Boeing 787 (having overcome teething problems) establishing a reputation for high quality, highly efficient air travel, we seem poised on the threshold of significant change… or should that be changes? While the appearance of new generation aircraft is not radically different from earlier generations, they are, in truth about as different as it’s possible to be and still be categorized in the same generic product group of aircraft.

In the first place, most of the structures that make up new generation aircraft consist of new materials, carbon fibre and other light but incredibly strong composites. They also use novel construction methods to fulfil the architectural solutions that make the best use of the new materials. Even matters such as ‘what

happens when a plane is struck by lightning’ have required wholly new approaches to deal with the non-conductivity of modern materials. And the amount of data the new aircraft generate and use is phenomenal by any standards. It’s all necessary given the very tight regulatory, efficiency, safety and lifetime management envelope within which they fly and it makes the task of MRO more challenging than ever.

This issue includes the sort of high quality writing that our readers expect on different aspects of IT. The first in a series of articles will map the landscape on technical information publishing and management and point out some of the best routes for users to follow. You’ll also learn about the implications of and benefits from a fast implementation of a new software package. The intelligent use of software can change the way a business runs, as readers will see. And in the third of a series on project management, the value of proper project planning is set out. You’ll learn what makes a key software vendor tick. Plus, of course, How Michael Denis sees IT. And, as always, lots more news and information from your sector.

As well as all that, the Aircraft IT live demonstration webinars allow readers to research the software package most appropriate for their needs and access past webinars while, of course, future webinars are open for every reader who registers.

In a fast changing world, Aircraft IT MRO keeps readers up to speed with the changes and developments that do and will affect their world.

Aircraft IT MRO: the knowledge you need, when, where and how you need it.Ed Haskey

CLICK HERE: Send your feedback andsuggestions to AircraftIT MRO

CLICK HERE: Subscribe for freeAircraftIT MRO is published bi-monthly and is an affiliate of Aircraft Commerce and part of the AviationNextGen Ltd group. The entire contents within this publication © Copyright 2013 AviationNextGen Ltd an independent publication and not affiliated with any of the IT vendors or suppliers. Content may not be reproduced without the strict written agreement of the publisher.

The views and opinions expressed in this publication are the views of the authors and do not necessarily reflect the views or policies of their companies or of the publisher. The publisher does not guarantee the source, originality, accuracy, completeness or reliability of any statement, information, data, finding, interpretation, advice, opinion, or view presented.

AircraftIT MRO Publisher/Editor: Ed Haskey E-mail: ed.haskey@aircraftit.com Telephone: +44 1403 230 700 or +44 1273 700 555 Website: www.aircraftIT.com Copy Editor/Contributor: John Hancock E-mail: john@aircraftit.com Magazine Production: Dean Cook E-mail: deancook@magazineproduction.com

04 NewsInformation is the life blood of any business or process but where can busy MRO managers find the information they need today? Professionals keep up with the latest developments by checking regularly on http://www.aircraftit.com/MRO/Index.aspx and here in the Aircraft IT MRO e-journal.

16 wHITe PAPeR: A fResH look AT INfoRmATIoNJD Sillion, VP Products and Solutions at InfoTrust GroupThis first of four articles reviews the whole technical information publication and management landscape in which all participants in commercial aviation must work.

20 wHITe PAPeR: Use yoUR INTellIgeNceUlrike Fuchs, Press and Marketing Officer at PSIPENTA Software Systems GmbHIncreasing the efficiency in MRO has become a major factor for success. The intelligent use of special software gives companies a decisive competitive edge.

24 UPcomINg lIve mRo sofTwARe demoNsTRATIoN webINARsA preview of live MRO software demonstration webinars featuring Ramco’s MRO software on18th July 2013 and Hexaware’s HMro Suite on 1st August 2013.

25 veNdoR Job cARdJacek Łyczba explains the thinking and approach that have made Airline Control Software (ACS) such a successIn the latest of our Q&A pieces, Jacek Łyczba President & CEO, Airline Control Software, LTD. (ACS) shares his Job Card with Aircraft IT readers.

26 cAse sTUdy: No Need To delAyMutlu Uzun, Managing Director, 4U Aircraft Design and Engineering GmbHFast implementation of new software can create challenges for the business and employees but the benefits from a fast migration usually outweigh those challenges.

30 PAsT webINARs: kNowledge TRANsfeR ANd Access foR INdUsTRy exPeRTs View Video Recordings of our Past Live MRO Software Demonstration Webinars. See full information and view video recordings of past MRO Software Demonstrations, including: ADSoftware, Volartec, IDMR Solutions and AviIT.

32 wHITe PAPeR: PlAN foR PRoJecT sUccessWesley J Parfitt, CEO EnvelopeAPM Inc.This third part of the series on project management espouses and demonstrates the need for project planning to ensure a smooth, on time, on budget implementation.

39 mRo sofTwARe dIRecToRyA detailed look at the world’s leading MRO IT systems.

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

AS a result of constant growth and diversification of its services, Icelandair Technical Services (ITS), the Maintenance Repairs Operations (MRO) provider for Icelandair Group, identified the need for a new comprehensive aircraft maintenance management software.

A project of this size generated many challenges including:• The need to understand current

processes and the people involved;• The need to clearly articulate system

requirements and how the new software would be used;

• The acceptance of the new software by the current workforce;

• The training of the workforce to use the new software;

• The creation of supporting material required after the software had gone live.

ITS manager finance and resources, Viktor Vigfusson said because most areas of operation strongly interacted with the aircraft maintenance management software, the project was going to bring changes to the vast majority of procedures within ITS. “It was important to capture our procedures plus the undocumented knowledge and methods of individual employees, find ways for them to share their experience and create best practice standards. We also needed to use this information to produce standardized training documentation to better train and engage new and existing employees,” Vigfusson said.

ITS researched tools that would help the organization capture and manage all its process, testing, training and standard operating procedures, communicate these across the business and facilitate the transition to the new aircraft maintenance management software. After assessing potential

partners to help with the task at hand, in early June 2013 ITS turned to Australian business management systems expert, Holocentric.

Holocentric consulting services manager for the aerospace division, Walter Tran said Holocentric’s experience in the airlines industry facilitated the process. “We first met Viktor from ITS in Australia when he was here to visit our client Qantas Engineering who had embarked on a similar MRO project two years prior. Our experience in the domain and the possibility of reducing project costs by re-using content were real benefits for Icelandair. Viktor understood how our approach using our tools allowed him to tackle his challenges,” Tran said.

“Although Icelandair’s challenges were generic to all large system implementation projects, what is specific about the airline and the MRO industries is the presence of a unionized workforce. They typically demand that changes be properly understood and documented so as to ensure the workforce transitions smoothly with the system implementation. The advantage of the Holocentric approach is that we specifically focus on the positions and roles that take part in the processes. This helped management understand and communicate the impacts the new system would have on the people involved. As a result, the changes were more easily accepted,” he added.

After an initial trial, ITS started rolling out Holocentric’s business management systems in June 2012. ITS was able to capture all the organization’s data using Holocentric’s desktop-based modeling tool, Holocentric Modeler, and store it in Holocentric’s central repository, Modelpedia. This information was made easily accessible via Modelpedia’s web interface. The business management

systems allowed the company to produce the outputs needed for each stage of the project automatically, therefore streamlining the whole process.

Vigfusson said that with strong support from Holocentric experts ITS was able to establish a framework that positively influenced its software implementation project, in addition to providing transparency throughout the process. “The presentation of the model was customized based on different roles within the organization, which made the process clear to everyone. Our team members found the Holocentric tools easy to use and it provided them with better overview and context when designing processes and detailed work instructions for the new software. A great time saver was the ability to re-use data stored in Holocentric Modeler across various processes, procedures and training material,” Vigfusson said. “We’ve also been using a feature of Modelpedia which enables employees to comment and communicate on processes. It greatly supports our efforts to engage our workforce in constant process improvements,” he added.

By modelling the desired process, ITS was also able to generate training materials for staff and use the model in an ongoing way as the primary reference for the standard operating procedures. The implementation of Holocentric’s business management systems not only created tangible savings for ITS, but also left the organization with an asset to benefit from beyond the project timeframe.

“All services provided by Holocentric, including training, consultancy and modeling support, have been of very high standard and testimony of expertise, dedication and professionalism.” Vigfusson concluded.

Icelandair mRo project: a flying success helped by Australian experts

INfoTRUsT gRoUP ANd flATIRoNs solUTIoN JoIN foRcesGlobal organization accelerates Pace in Making a Difference to Turn Content into Knowledge and Deliver the Right Information, at the Right Time, to the Right People

InfoTrust Group, provider of information management solutions, announced at the beginning of June 2013 that it has acquired Flatirons Solutions, recognized experts in consulting and systems integration for content-intensive and regulatory-driven industries. This acquisition is another milestone in InfoTrust Group’s strategic pursuit to challenge the status quo and provide independent and innovative solutions that meet business-critical information management requirements.

InfoTrust Group introduced the first manufacturer-independent, aviation-centric technical information delivery system based on a number of open technology and industry standards. Today, the combination of InfoTrust Group and Flatirons Solutions creates an unparalleled team of domain and technology experts, and an enlarged portfolio of solutions, that will help organizations across industries solve increasingly complex information management challenges more effectively and achieve higher returns on investment.

InfoTrust Group and Flatirons Solutions serve many Fortune 100 companies that are leaders in their respective markets, including the world’s largest engine and power systems manufacturer, the largest airlines, the largest component manufacturer, leading providers of auto repair information and services, leading media and publishing companies, global communications and consumer goods companies, and both Government agencies and Armed Forces.

To further accelerate the growth of the combined organization, InfoTrust Group and Flatirons will continue to expand their strong ecosystem of partners that includes organizations such as EMC, SDL, Alfresco, MarkLogic, and others that continuously deliver new technologies to support evolving market requirements.

“With this significant step, Flatirons Solutions is also looking to expand its solutions to customers in Europe and Asia as we leverage InfoTrust Group’s established operations,” said Greg Beserra, co-founder and president of Content Technology at Flatirons Solutions. “In fact, we are looking to attract and hire up to 40 experts, in just the second half of 2013 alone, to sustain the strong demand for our services and solutions.”

Gary Fuller, president of Government Solutions at Flatirons Solutions, added; “Joining forces with InfoTrust Group now affords us a new and exciting opportunity to provide today’s most advanced content technology solutions to further benefit our Government and Armed Forces clients.”

“Beyond the natural synergies between our companies and our complementary offerings, we are very excited to see that we also share a common vision and culture,” said Geoffrey Godet, president and CEO of InfoTrust Group. “Together, 400 information management and technology experts and consultants are fulfilling our company’s vision to make a difference and help our customers turn content into knowledge, and deliver the right information at the right time to the right people.”

IF A COMMERCIAL airliner soaring across the skies makes a captivating impression, that

aircraft’s complexity is, to an even greater degree, daunting. A quick look at the Boeing 747 aircraft family, one of the world’s most impressive aircraft if not the most complex by today’s standards, is revealing. The 747 family, examples of which first flew commercially in 1970, includes models each comprising more than six million parts. They each also have 171 miles (274 km) of wiring and five miles (8 km) of tubing; they consist of 147,000 pounds (66,150 kg) of high-strength aluminum, with 16 main landing gear tires and two nose landing gear tires. The height of a 747 aircraft is 63 feet 8 inches (19.4 m), equivalent to a six-story building.

Seventy-five thousand engineering drawings were used to produce the first 747, and 971 lights, gauges and switches were used in the first 747 models. The aircraft has a ‘flexible’ cabin interior that allows airlines to rearrange seats and class configuration overnight (in eight hours), and it supports 48-hour conversion times for changes in galley and lavatory locations.

Since its inaugural flight, the 747 family has logged more than 42 billion nautical miles (77.8 billion kilometers), equivalent to 101,500 trips from the Earth to the moon and back. 747s have flown 3.5 billion people, the equivalent of more than half of the world’s population.1

TECHNICAL INFORMATION: HOLDING IT ALL TOGETHERBuilding, operating, and maintaining such a complex and heavily utilized fleet of aircraft for almost a half century is no small feat. And while half of the world’s population has concerned themselves with the comfort, convenience, and on-time departures and arrivals of each flight, passengers are largely unaware of the silent army of technical professionals working around the clock to execute each flight flawlessly.

In order to operate a fleet of aircraft safely and in a timely manner, airlines are required to maintain volumes of technical documentation to assist technicians in performing both standard and non-routine tasks. This includes aircraft maintenance manuals (AMMs), aircraft recovery manuals (ARMs), component maintenance manuals (CMMs), fault manuals and troubleshooting manuals (FRM/FIM/TSMs), flight crew operations manuals (FCOMs), maintenance planning documents (MPDs), master minimum equipment lists (MMELs), structural repair manuals (SRMs), system description sections (SDSs), weight and balance manuals (WBMs), wiring diagram manuals (WDMs), illustrated part catalogs (IPCs), and more.

In fact, it has been said that if all of the technical information required to operate and maintain an aircraft were printed, it would fill an entire 747 in cargo configuration. According to Boeing, in 1998 they “distributed enough maintenance documents to create a stack of paper more than 24 miles (38 km) high and a stack of microfilm cartridges more than 14 miles (22 km) high.”2

And rightfully so: when you have equipment as complex as aircraft, accurate and up-to-date technical content is an absolute necessity. There is no safe way to maintain aircraft without appropriate documentation.

THE quALITy OF INFORMATION COuNTSYou don’t have to look far to understand the importance of technical information in commercial aviation. Airline operators must adhere to stringent regulations for technical information related to the operation and maintenance of aircraft. These requirements are mandated by aviation regulatory authorities such as the United States Federal Aviation Administration (FAA), the European Union European Aviation Safety Agency (EASA), and similar bodies in other countries.

A fresh look at informationJD Sillion, VP Products and Solutions at InfoTrust Group reviews trends defining what it takes to remain competitive in the Civil Aviation Industry.

16 | wHITe PAPeR: INfoTRUsT | AIRCRAFT IT MRO | JUNE-JULY 2013

This four-part series explains how new document specifications, content consumption expectations, mobile technology, and other trends in civil aviation information management have developed an industry step-change aimed at building efficiencies in the management of technical information throughout its lifecycle, from OEMs and their suppliers to airlines and MROs, challenging the current way things are done.

First flown in 1969, the boeing 747 marked a huge leap in aviation.

In order to operate commercially, operators must meet FAA and EASA technical information certification requirements. Operators also must show compliance with airworthiness directives (ADs), “legally enforceable rules issued by the FAA in accordance with 14 CFR part 39 to correct an unsafe condition in an [aircraft] product.” 3 and issued by EASA on behalf of the European Community, its member states and the European third party countries that participate in the activities of EASA.4

First and foremost, these regulations help ensure the safe operation of aircraft and, because of their importance to public safety, airlines make it their number one priority to comply with them. Failure to comply with federally mandated technical information can result in the grounding of aircraft (the EASA states that “the continuing airworthiness of an aircraft shall be ensured by accomplishing any applicable ADs. Consequently, no person may operate an aircraft to which an AD applies.”5) or the imposition of stiff fines — both of which result in financial consequences that no airline can afford to risk.

THE NEED FOR EFFECTIvE TECHNICAL INFORMATION MANAGEMENTThe immense amount of information required for operating and maintaining not just a single aircraft but an airline’s entire fleet — all while keeping in

compliance — is staggering. Perhaps more importantly, in order for operators to demonstrate accordance with regulations, and for technicians to be able to find all of the required information across related material from multiple manuals in order to perform tasks accurately, airlines need a way to organize and manage all of their technical information as well as a methodology for technicians to access it across their aircraft models. Compound this with technicians working 24 hours a day, seven days a week in multiple locations worldwide who must be able to access the latest published revisions at the same time, and multiple users at a single location who must have access to their own copies of the information, and the need for effective technical information management becomes clear.

Airlines simply cannot and do not rely on volumes of hard bound manuals to operate and maintain aircraft

working around the clock, year in and year out. By taking a brief look at the players involved in creating, managing, and distributing technical information for the aviation industry as well as technical information standards for civil aviation and other trends in information consumption and management, we can see how the industry is transitioning away from paper based approaches to modern digital information models.

THE PLAyERS IN TECHNICAL INFORMATION FOR CIvIL AvIATION The almost overwhelming volume and complexity of technical information supporting the aircraft industry can be viewed from the angle of the OEM and operator players who create and use technical information as well as the information standards developed over several decades to facilitate the exchange of information across

the ecosystem for aerospace technical information.The originators of technical information are Original

Equipment Manufacturers (OEMs) and their suppliers. This includes major airframe manufacturers like Boeing, Airbus, Embraer and others, engine manufacturers such as General Electric, Pratt & Whitney, and Rolls-Royce, and the hundreds of suppliers that specialize in the systems and components that make up an aircraft. Each supplier and OEM must provide technical information related to the systems or components they deliver, rolling up to the manuals that the primary airframe manufacturers provide to their airline customers.

Airlines and their technicians, in turn, are the consumers of technical information, as are the maintenance, repair, and overhaul providers (MROs) that play a role in servicing aircraft.

OEMs and their suppliers require a way to exchange information efficiently with their parent partners, and airlines while MRO consumers of the technical information need an effective way to receive and access (and, in the case of airlines, customize) technical information. Whether a supplier is a small company specializing in a discrete component or a leading engine manufacture, and whether the airline operator is a small, regional carrier or a large airline operating worldwide, each is connected through the technical information ecosystem that accompanies an aircraft throughout its lifetime.

“…while half of the world’s population has concerned themselves with the comfort, convenience, and on-time departures and arrivals of each flight, passengers are largely unaware of the silent army of technical professionals working around the clock to execute each flight…”

JUNE-JULY 2013 | AIRCRAFT IT MRO | wHITe PAPeR: INfoTRUsT | 17

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Deliver Information to Pilots and Technicians at the Point of Performance on iOS® and Android™ Devices

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Optimize Tablet Devices to Help Technicians Return Aircraft to Service Quicker than Ever Before

A BRIEF HISTORy OF INFORMATION STANDARDSVarious information standards have been put in place during the past couple of decades to facilitate the flow of information between OEMs, their supply chains, airlines, and MROs. The first standard was ATA100 (ATA: Air Transport Association), introduced in 1956 as a paper- and microfilm-based standard for aircraft system numbering. A digital data appendix was added to ATA100 in the early 1990s to support early digital data.

The first real specification to support technical digital data was ATA iSpec 2100. It was introduced in the mid-1990s, at about the same time Airbus and Boeing introduced their technical information management systems and Jouve Data Management, the precursor to InfoTrust Group, introduced its AirGTI system and related Task Manager for managing maintenance manuals and task cards.

For the past decade, manufacturers and airlines have based their maintenance and engineering manuals on ATA iSpec 2200. This specification was developed by the Air Transport Association (ATA) as a global aviation industry standard for the content, structure, and electronic exchange of aircraft engineering and maintenance information.6 The specification was introduced largely to address the massive volumes of paper required to produce multiple manuals and publications that accompany every aircraft. ATA iSpec 2200 reduced dependence on paper by providing a common way to enable the electronic use of maintenance and engineering information for the aerospace industry.

The next step-change in technical information standards is S1000D, which is recognized today as the new information exchange standard for civil aviation. Originally developed for military aircraft by the AeroSpace and Defence Industries Association of Europe (ASD), S1000D is an international specification for the production of technical publications currently jointly produced by the ASD, the Aerospace Industries Association of America (AIA), and the ATA e-Business Program.7 Airline, OEM, MRO, and vendor members of these organizations have provided key input to the development of S1000D and earlier aerospace standards.

S1000D is an exchange standard based on reusable content components, called data modules, and a common source data base (CSDB) in which all of the data modules for technical publications are stored and managed. The S1000D standard allows for output of information in either a page-oriented or Interactive Electronic Technical Publication (IETP) that is consistent, regardless of the IT platform used. S1000D data modules also can be used many times in output to speed up the delivery of consistent information.

As a reflection of the break from a paper-centric world to a more flexible digital world demanded by content consumers looking for easy access to Web-

based information, Boeing and Airbus have identified S1000D as the information exchange standard for their new-generation aircraft programs, the Boeing 787 Dreamliner and the Airbus A350. Both manufacturers require their primary OEMs and suppliers as well as airline customers to be able to create, manage, deliver, and access technical information in S1000D. These organizations’ ability to respond will impact their ability to compete in the civil aviation industry of the 21st century.

OTHER TRENDS IN TECHNICAL INFORMATION CONSuMPTION AND MANAGEMENT FOR CIvIL AvIATIONAlong with requirements to support more flexible information models based on the S1000D standard are trends and opportunities in information consumption and management that OEMs, airlines, and MROs can tap into in order to improve the way they manage their technical information requirements, most notably:1. Mobility & tablet devices — information delivery

at the point of task performance. Delivering the right information in ways most convenient to users, including on tablet devices. Yesterday’s monolithic,

PDF-based manuals that require maintenance technicians, pilots, and other users of technical information to dig through them in order to find specific information, no longer meet expectations of today’s information consumers for searchable, web-based information. All participants in the technical information ecosystem must be able to provide search-optimized content delivered in digital chunks according to the user’s task at hand.

Moreover, the introduction of iOS, Android, and other tablet devices provides a straight path for delivering information to technicians — as well as flight crews — at the point of performance, under the wing or on the flight deck itself rather than in a hangar or other computer-based setting. Access to technical information at a technician’s fingertips translates into fewer trips to a computer station and quicker turnaround of aircraft to active service. When used for flight operations, tablets can help airlines eliminate bulky volumes of paper, offer an unprecedented level of convenience to pilots, and can facilitate regulatory compliance through tracking of pilot acknowledgment of information updates along with real-time reporting capabilities.

2. Hosting and Software-as-a-Service (SaaS) models. As companies seek to cut costs and as Cloud-based applications continue to be adopted for enterprise purposes, hosted SaaS models are becoming available to both OEMs and airlines for their technical information management requirements. OEMs, airlines, and MROs can meet their technical information management needs by using SaaS-based systems rather than incurring capital expenses for in-house systems that also require more IT support and on-going maintenance requirements and costs.

3. Technical publications outsourcing. Moving passengers from one point to another safely and on time is the core business of commercial airlines. Technical information management is not. The experience and attention to detail required to maintain accurate, up-to-date, regulatory-compliant information adds pressure to organizations whose expertise is either in designing and producing specialized components and systems for aircraft or in operating the aircraft themselves.

OEMs, airlines, and others in the commercial aviation ecosystem can call on vendors that provide full-service technical publications outsourcing services to alleviate the pressures of managing it in house. For airlines, often this means using services offered by airframe manufacturers. But this option cedes control over airlines’ customized technical information to the manufacturers, which dilutes their competitive edge, and also puts airlines in long queues for update cycles. By working with manufacturer-independent vendors that offer technical publication outsourcing services, airlines, OEMs, and MROs can leverage the expertise and experience required to maintain up-to-date, regulatory-compliant information while keeping control over their information and relieving the pressure of a required but not core function.

4. Support for multiple specifications and versions. One key to participating in the 787, A350, or other programs that require S1000D data is the ability to create and make accessible native S1000D content while supporting concurrent requirements for standards such as iSpec 2200. Today’s best of breed XML editing tools — such as TechSight/X Editor (Serna XML Editor) — provide user-friendly interfaces that make structured XML authoring in multiple specifications a straight forward process, with modular menu and toolbar options being dynamically added or removed from the user interface based on the content type being authored. On the content management side, many CSDBs can natively support multiple S1000D issues, or manage the transformation of source iSpec 2200 content to S1000D as part of the content import process. When

18 | wHITe PAPeR: INfoTRUsT | AIRCRAFT IT MRO | JUNE-JULY 2013

“…Boeing and Airbus have identified S1000D as the information exchange standard for their new-generation aircraft programs, the Boeing 787 Dreamliner and the Airbus A350.”

© 2013, AirbusThe airbus a350 XWb and Rolls Royce Trent XWb engines

JD SILLIONvIce PResIdeNT of PRodUcTs ANd solUTIoNs, INfoTRUsT gRoUPAs Vice President of Products and Solutions, InfoTrust Group,

JD Sillion has held senior leadership roles in professional services, program management, and product management and served as a consultant/change agent for numerous high-growth technology companies. Among his responsibilities, Sillion ensures that InfoTrust Group’s solutions are responsive to the current and evolving needs of its customers. In addition to solution lifecycle management, Sillion’s areas of expertise include investment strategy, service delivery, customer management, sales support, and marketing.

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FOOTnOTES1, http://www.boeing.com/boeing/commercial/747family/pf/pf_facts.page2, http://www.boeing.com/news/releases/1999/news_release_990407b.html 3, http://www.faa.gov/aircraft/air_cert/continued_operation/ad/ 4, https://www.easa.europa.eu/certification/airworthiness-directives.php5, Ibid.6, Airlines for America, www.airlines.org 7, http://public.s1000d.org/Pages/Home.aspx

INFOTRuST GROuPInfoTrust Group (www.infotrustgroup.com) provides information management solutions and services for global organizations and Fortune 500 companies in the aerospace, defense, high-tech, and other industries. For more than 25 years, InfoTrust Group has helped operators, OEMs, and MROs meet their technical information management requirements for maintenance, engineering, and flight operations. The company’s TechSight/X® suite of products is in production at many of the largest airlines around the world, and both OEMs and carriers rely on InfoTrust Group services to increase the efficiency of authoring, managing, and processing their data to keep it timely, accurate, and industry-compliant.

delivered to users, data can be presented in S1000D or ATA iSpec 2200, PDF and HTML publishing options to provide the required level of flexibility needed to support a wide array of spec-defined programs and contractual commitments from within a single publishing environment.

5. Process automation and optimization. Beyond traditional content

creation and delivery tools are value-added business process management tools that organizations can use to standardize processes and ensure best practices where effective change management is critical. Because airlines are required to document their technical information decision making process, business process management tools can help with the monitoring and management of the information change workflow. Business process management tools also provide the ability to identify steps within a business process that cause delays or otherwise have a negative impact on project cycle times. They also can provide visibility into handling of ad-hoc change requests from internal stakeholders and external regulators in order to keep them on track.

LOOKING AHEADTechnical information requirements for civil aviation in the 21st century are not abating. Rather, with the emergence of the 787 Dreamliner — the first e-enabled aircraft that interfaces directly to technical data — and the A350 that are driving S1000D requirements, technical information is becoming more complex. Participants across the technical information ecosystem must find cost-effective ways to operate in dual ATA iSpec 2200 and S1000D systems, while not slowing down the thousands of technicians who are not concerned by standards but instead are focused on the timeliness and accuracy of information itself.

Organizations that take advantage of mobile technology or hosted systems, that adopt best practices in digital information management, or that outsource part or all of their technical information requirements are likely to remain active players — even pull ahead as market leaders — in a highly competitive industry.

Join us for part two in the series, in the next issue of Aircraft IT MRO, to learn more about the evolution of information exchange standards in civil aviation, including more about the impact of S1000D and what it means for OEMs, suppliers, airlines, and MROs. n

“…technical information ecosystem must find cost-effective ways to operate in dual ATA iSpec 2200 and S1000D systems, while not slowing down the thousands of technicians who are not concerned by standards but instead are focused on the timeliness and accuracy of information…”

Airlines wishing to learn more about supporting both ATA iSpec 2200 and S1000D requirements are invited to download the free white paper “Taming the Complexities of a Multi-spec Content Ecosystem: How Airlines Can Control Costs and Speed the Delivery of High-quality Information” at http://www.infotrustgroup.com/WhitePapers/MSCE/.

InfoTrustGroup_AircraftIT1012.indd 1 10/8/2012 2:07:32 PM