The Last Mile for Digital Aviation

The Last Mile for Digital Aviation

Before talking about the “last mile,” we'd like a standard knowledge of our Digital Aviation vision. First, let’s believe what we require from Digital Aviation then explore the thanks to get there within the walk. Flying combat missions during a Vietnam-era C-130E presents an honest place to start for this discussion. In 2003, my US Air Force Reserve unit was tasked with delivering airlift support within the Asian country with our 1963 C-130E model aircraft. Though capable of the mission, a C-130E undoubtedly lacks the support and landing deck automation of up to date day aircraft. As an aircrewman, I found myself, on several occasions, having to reply to in-flight emergencies with the help of the info contained in my flight bag. Unlike the fashionable electronic flight bag, our flight bag was virtually a 40-pound animal product bag filled with technical publications. Don’t get me wrong, and therefore the USA Air Force did an outstanding job coaching the USA for the mission. We bent to have all the info we might have liked to affect advanced inflight emergencies. The challenge was that the knowledge was distributed across completely different publications within the bag. Thus after you were flying NVG missions within the mountains of the Asian country, quickly retrieving this data throughout an inflight emergency was a true challenge. Needless to mention, situational awareness is lost during this example. In contrast, once equivalent inflight emergencies occur within the cockpit of a modern-day aircraft, electronic flight bags automatically provide aircrew with the info they need to diagnose and reply to things. With the press of a button, discourse data appears that directly relates to the system failure alongside the applicable system schematics, limitations, troubleshooting guides, and emergency procedures required for resolution.

This flight bag comparison gives a compelling illustration of the important end game for Digital Aviation, in my opinion. Digital Aviation needs to do what electronic flight baggage has made for aircrew over the years, apart from alternative roles on rock bottom in Maintenance management, reliability and safety departments, and on the line. At its core, Digital Aviation needs to provide the facility to provide the right data, to the proper person, at the precise time, even while not them asking. In alternative words, act as an enabler for true call support. It means mechanically delivering all the relevant technical and policy-related data in order that the failure is going to be diagnosed, and also the remedy executed quickly.

The Power of a Business Network

Gartner, Inc. defines the web of Things (IoT) as a network of physical objects that have embedded technology to speak and communicate with internal states or the external setting. While, IoT isn't new for aviation, the facility to expand its application on the far side the landing deck is. With the hardware, code, and property currently in situ, aviation has crossed the tipping point from a technology point of view.

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Now, it’s attainable to travel the walk within the industry’s evolution by expanding the view of the “network” to include the business network.

It’s this business network and also the following new business models which will bring Digital Aviation to its full potential. Why? Because any piece of capital equipment may be a system of systems. to understand the important value, these systems will not run in isolation. whilst operators don’t fly engines in isolation, so neither does the military nor airline operators need multiple, disconnected solutions for every system or system installed across their mixed fleet of craft. Instead, the “last mile” for Digital Aviation needs a business network that aligns the service eco-system for the advantage of the operator.

The challenge is that current processes and systems used for support are generally very disconnected across the A&D ecosystem. Stakeholders historically accept a model of “request/receive,” which is not any longer economical as instrumentality gets more advanced. To succeed in the subsequent level of potency, large amounts of knowledge has got to be continuously changed between regulatory authorities, operators, OEMs, and repair suppliers. A neutral business network is required to assemble all stakeholders onto a typical setting to facilitate collaboration across the system. A neutral third-party business network would allow standardized master data management, additional cooperative service processes, and a setting for delivering new innovative services.

Standardized Master data Management- OEMs publish, Operators Consume

The network should enable OEMs to post product knowledge in an approach that's consumed by operators and repair suppliers. A critical part of Digital Aviation is visual processes. As an example, OEMs need to have the facility to publish their model knowledge in 2d and/or 3D formats. Thus it'll be reused across the system. Examples are visual work directions tied on to operational task lists and visual half ordering processes to hurry the requisition process. Once printed on the network, the system currently has one place to travel for data and one version of the truth, saving time and money for the whole system.

Collaborative Service Processes - Operators Publish, OEMs Consume

OEMs and repair suppliers conjointly want higher visibility into operational data to support the execution of service contracts and to drive product enhancements. this is often enabled by a flow of knowledge concerning however the equipment is being employed, wherever it's installed, what failures have occurred, FMEA from the operator and what service bulletins are embodied thus far. The network needs to give the platform for OEMs, service suppliers, and operators to collaborate around equipment design enhancements, which are in a position to extend the security of flight, improve dependableness and crop lifecycle prices. a bit like the commercial enterprise of the equipment master data, access to the present data would be controlled by means of a subscription-based approach.

The LastNext Generation of Digital Services

As the business network allows the gathering and access of additional knowledge across the system, exciting new applications become possible. Advanced algorithms are getting to be ready to predict equipment performance. With open and anonymized access to expertise, operators will currently open up a competitive market place to solicit and contend for the foremost practical algorithms and analysis of their operational knowledge. The business network may even give a neighborhood wherever business partners will connect with alternative third parties to competitively supply the simplest intelligence for his or her equipment. With a solid foundation of kit data within the network, a replacement category of potential enterprise solutions becomes attainable.

The creation of a “neutral” business network could even be the missing piece within the Digital Aviation journey. Of course, their area unit several obstacles to beat. The aviation trade includes an extended history and culture of not sharing data due to property rights and security considerations. Also, there's an unending discussion around standardizing model, engineering, and transactional knowledge. The question is… what is going on to urge the entire A&D system pulling within the same direction? The vision printed above is simply possible after we get an important mass act within the same language on an equivalent network. This is often once the system comes along and acts due to the force multiplier for price creation for operators. Currently that the technology exists and also the vision is about out, it’s time to need the first step along on a journey down this last digital mile. Mile for Digital Aviation

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