Conduce Group Limited is pleased to announce that it has partnered with SmartLynx Airlines to carry out field trials of the Conduce eTechLog8 software application. The eTechLog8 application uses tough-pad or tablet hardware and eliminates the paper technical log when fully adopted. The solution has all the required tech log book functionalities on the device and is supported by a fully functioning web application back end to manage all line maintenance activities for the aircraft whilst in operational service.
The latest issue of Aircraft Commerce magazine (issue 88 June/July 2013) has an article featuring electronic flight bag (EFB) and electronic techlog (ETL) airline case studies. Rob Woods and Paul Stephenson from Thomas Cook were interviewed and we get a mention.
Yesterday we were invited to attend the EasyJet Engineering the Future Conference in Luton. The event had been arranged by the EasyJet Engineering team in order to pose an opportunity for suppliers to have an insight to their requirements for the next few years and to be inspired to partner in innovative projects to re-shape aviation MRO. I had been invited to talk and was asked to present my particular vision of innovation for aircraft maintenance.
Here are the slides from my talk.
Electronic Techlogs (ETLs) or Electronic Logbooks (ELBs) seem to be flavour of the month at the moment. At the recent Aircraft Commerce Airline & Aerospace MRO & Operations IT Conference in Heathrow we were inundated with requests for demonstrations and enquiries regarding our solution. We were not the only provider exhibiting, but certainly our solution is probably the most mature and heavily used system that was being demonstrated at the show. It strikes me that there is a lot of interest coming from operators and MROs regarding electronic techlogs and there are a lot of providers who are offering solutions (or working on one), but there is still a major shortfall in live, working systems. Buyer beware! There is a significant effort to take a proof of concept to a practical solution – don’t under estimate the effort required to get your paperless techlog procedures approved and flying. In order to provide some insight to what goes in to running a paperless techlog airline I’ve prepared some questions you should consider asking your potential vendor.
How many aircraft are flying with your solution?
There are a number of great looking systems available from reputable providers which on the surface seem to be off the shelf ready for use electronic techlog solutions. However the reality may be that system is undertaking limited trials with one or two aircraft, or even not flying at all. In my opinion an extended trial of several years in 3 aircraft for a major carrier does not represent a working solution. Why has the solution not already been adopted across the entire fleet? Admittedly every system has teething problems – ours included, but if a system has been on trial already for several years, how much more effort and investment is required to achieve tipping point. Our electronic techlog is used on board all Thomas Cook UK aircraft in a mixed fleet of 31 aircraft as has been the case since we took over the contract 12 months ago.
How many sectors are flown with your system?
A trial solution may not be in permanent use or may be only used on certain sectors or at certain destinations. A mature solution like ours will be in permanent use on all aircraft on all routes regardless of destination or operational constraints. Our system has successfully transmitted over 30,000 sectors from dozens of destinations in the past 12 months.
This is what 30000 sectors looks like when overlaid on a map of the world. Blue dots show destinations with 100% transmission reliability, whilst traffic light colours show airports that have had issues with comms.
What procedures are in place in case of poor comms?
Although it is true that mobile communication networks are becoming more and more sophisticated and ubiquitous, there are still a significant number of challenges with running any kind of mobile IT system in areas outside of your own control. Connecting to your servers from your own hangar or your base airport is one thing, but achieving this 100% of the time from far flung parts is the world is something that cannot be relied upon. It is our belief that mobile applications for aviation need to work natively in an offline mode and only connect during synchronization or transmission mode. In the case of an electronic techlog your procedures need to reflect this and provide a backup solution when a transmission is not possible. UK regulations dictate that the techlog needs to be “left on the ground”. A successful transmission satisfies this requirement, but if a transmission is not successful then an alternative is required. Our procedure is to connect a printer and leave a printed copy on the ground. In the very rare occasion that this fails then a stand by paper techlog is used. If the hardware device that the electronic techlog is running on should fail, what procedures are in place to restore the techlog on another device? Our solution involves the local client database being mirrored onto an SD memory card, which if removed will disable the software on the host device and when inserted into an alternative device will automatically promote that unit to the electronic techlog.
In all my years working with mission critical software I have learnt that procedures are way more important than lines of code. The electronic techlog is no exception, and with such a heavily regulated system the procedures that you and your vendor have in place to allow you to migrate to a paperless techlog are doubly important. If you would like to find out more about the Conduce electronic techlog solution, please get in touch to request a demonstration.
Here are the slides from my Advanced Tablet Workshop presentation which I gave earlier today at the Aircraft Commerce Airline & Aerospace MRO & Operations IT Conference in London Heathrow
Welcome to our new website!
We thought it was about time for a bit of a facelift – We’ve gone for a very clean and simple site this time with a focus on showcasing our portfolio of work. We hope you like it. Please let us know what you think.
eTechLog is an electronic replacement for an aircraft paper based technical log/log book. Operating on a range of moblile devices, from Toughbooks to Toughpads and various tablets capturing aircraft flight and technical data including flight sector data, Line Defects, Out of Phase control and remote management by Maintrol, along with maintenance monitoring data. The data is transmitted wirelessly via a range of means to the Airlines Maintenance Operations Control Centres allowing Engineering and Flight Ops real time analysis and control.
Electronic Flight Bag (EFB)
OEM’s including Airbus, Boeing, Embraer & BAE are already supported. The applications available include:
- Lido eRM,
- Airbus Performance Tools
- Boeing EFRAS Performance Tools
- Vistair Ops manual viewer.
- Infotrust eManual EFB Solution
Also within the Conduce EFB is the Conduce eTechLog system providing seamless integration and real time connectivity between the cockpit and Airline Flight Ops/Engineering control.
EFB Asset Management
Conduce are uniquely qualified and experienced to provide an EFB Asset Management service. We can manage an Airlines fleet of Panasonic ToughBooks or ToughPads, efficiently ensuring all assets are tracked & kept in the latest configuration for the EFB or eTechLog tools that they support. Conduce are already an airline approved Repair Station for ToughBooks currently maintaining more that 100 devices with a turnkey fixed price exchange/repair program in place. Most Airlines rely on their IT department to assist in this area, but inevitably the required specialist skill is not available in-house leading to an inefficient service.
Why not ask Conduce for a proposal to out source this entire requirement?
The cycle of an aircraft technical log or log book entry starts when a serviceable aircraft is released after construction or after heavy/base maintenance. In an ideal world the perfect aircraft will come on line with zero defects and zero Out Of Phase (OOP) – maintenance requirements which will need to be performed before the next scheduled base maintenance check! However in the real world aircraft come into service with open ADD’s (Acceptable Deferred Defects) and with open OOP’s that will need to be carried out whilst the aircraft is in the care of Line Maintenance. Above is the cycle of an aircraft tech log starting at the release from base maintenance through pre-flight release to the Pilot, then cycling through the flight incurring any additional defects before returning to Line Engineering for the cycle to begin again. The cycle is further described below:
- Serviceable aircraft Released from Base after scheduled maintenance.
- Aircraft usually released with some Open ADD’s.
- Aircraft also released with some planned OOPs within flying hours, cycles and date limits that will become due prior to the next base maintenance check.
- Line Maintenance department perform pre-flight work, solving any defects possible, carrying out any OOP requirements, preparing the a/c for flight with fuel and oil checks/uplifts and signing to release the a/c to service
- Pilot accepts aircraft and electronic copy of Engineer/Pilot signoff is transmitted to Ops/Maintrol.
- Pilot completes next sector/flight number data, including any in-flight ECM or other required flight data recording
- Pilot creates entries for any new defects arising during flight or landing prior to handing a/c back to Line Maintenance Engineering.
- Whilst aircraft is on the ground during turn around, Line Maintenance rectify all defects possible, carry out any due OOP’s, raise any new defects found, rectify or make as ADD’s. – Make partial transmissions as required to update Maintrol.
- Maintrol communicate any new OOP or defect requirements to be carried out as required.
- Return to step 4.