Long established as a provider of data communications for the aviation industry, SITA recently had a self-contained, high-performance data network grafted on to its support structure. Called the AeroNet, it is aimed at eradicating paper and creating a dedicated, two-way communications environment.
The proliferation of point-to-point communications links, especially with the widespread growth in subcontracted non-core activities and international manufacturing partnerships, creates a problem which a demands a neat solution. Data networks can easily be organised within any organisation, but, externally, a tangle of lines can arise between manufacturers, partners and suppliers - and airlines. Too often, data transferred by sophisticated electronic means end up being converted back into hard copy.
Nigel Rhodes, SITA senior aerospace sales manager, says: "We are at the thin end of the wedge of what to do with AeroNet. As there is a wider expansion in technical facilities and participating suppliers, we see an explosion in growth, particularly in the area that we are most interested in - the extended enterprise."
Multi-media system
The AeroNet is a multi-media system which can transfer documents and diagrams and cope with the output from computer-aided design program. Multi-media teleconference capabilities may be developed later, but the immediate aim is to suppress the need to process, post or telefax, paper, or other hard copy.
In the public domain, multi-media capabilities on the Internet have done much to change ideas; but this fashionable source does not guarantee rapid access. It was briefly considered for aviation needs, but the number of users - and the impossibility of controlling the security of commercial information carried with the data - militated against it. It has no end-to-end management or support.
Airlines' internal communications are, as with any modern large business, dominated by computers and digital-data transfer. Airliner manufacturers have, to an even greater degree, become ever more dependent on sophisticated data handling. Various formats of data often need to be conveyed to other businesses.
The driver for the AeroNet's introduction was the transfer of complex technical data. SITA is not the first to introduce such a system: Boeing, with its Boeing On Line Data system, interchanges digitally engineering data, diagrams and pictorial aids. The company may soon require contractors to make electronic sealed bids, and all Boeing suppliers are required to use electronic data-exchange.
Large technical libraries are costly to maintain. It makes little sense to duplicate what the manufacturers do already, so the idea of an all-embracing electronic-library system is still being considered by airlines. Such a large proportion of a modern aircraft is governed by advanced avionics that advanced electronic-data solutions seem to make sense.
In recent years, CD-ROM has been seen as a suitable device for physically moving large volumes of data around, to update various departments, or out-stations and co-operative industry. Now, global data-networking can take over that role - without a need to produce and send out recordings. "We see AeroNet only slowly replacing CD-ROM - for some users have just invested heavily there," says Rhodes. "But," he adds, "in future we shall be able to adopt the CD-ROM style of embedded video in presentation material which is transmitted."
Remote diagnosis
Engineering planning functions are obvious candidates for the AeroNet; airline operations are also relevant. There are particularly urgent needs for direct data communication "in the field". Demands on diagnosis of engineering problems in the field can only become greater as spares holdings away from base are pruned by all airlines. Inter-connectability between airline technical services and service engineers will lead to the rapid exchange of information on spare parts available in the field from other airlines.
Furthermore, a proper interpretation of logged faults, testing and diagnosis - supported with expert advice - can avoid costly aircraft-on-ground events and avert delays when there is no fault found.
White-board presentations of diagrams, or pictures on a computer screen, with detail highlighted by a mouse-driven pointer, are ideal for a field engineer. Still photographs could be relayed from a video camera, to show damage.
Keeping the passenger cabin in the loop may become just as important. The AeroNet may expand to provide specialist arrangements for passengers, over and above the routine links for entertainment or communications. Passenger-health monitoring on-board is a serious consideration for very-long-haul flights , which have a greater statistical risk of serious passenger illness or incapacitation ("Sky-high health-care", Flight International, 21-27 August, 1996, P29). Future very-large aircraft may also be equipped with passenger-health monitoring.
The advantage of this system is that carrying sick passengers under a health certificate, or diagnosing those taken suddenly ill on an aircraft in flight may be possible with a lesser risk of flight diversion. Cabin staff would receive basic training in the placing and use of simple probes and sensors on an ill person.
The data could then be relayed for medical interpretation and advice sent back. The European Commission has funded a project, called the Hermes, which is due to start tests in 1998 using the AeroNet.
The AeroNet is claimed to be more secure than the Internet. It can verify at entry who is making contact, with the natural security of a closed user group. SITA is now testing a Web server, but it is not publicly available.
Security snags
Some security problems arise within user organisations, in spite of "firewalls" and password barriers to illegal access; they might transmit damaging material. A Code of Connection - a sort of contractual arrangement on security - is in hand. Rather like freight-security responsibilities, those "forwarding" data must keep hazardous material at bay, especially as the number of users grows.
"Users can't have it both ways: if they want a ubiquitous network and yet retain commercial confidentiality, they must fire-wall efficiently at company level, or risk being disqualified from the AeroNet. We just provide connectivity and offer services," says Rhodes
To date, Aeronet membership includes 13 airlines and 15 aerospace companies. Services, such as database sources, are also being attracted by SITA into the AeroNet. It is proving to be the ideal tool for the enhancement of SITA services among customers in the high-growth Pacific Rim. Users there are sophisticated and able to implement new techniques from the outset, but the region is in need of a new communications infrastructure.
"SITA's network has never gone down," says Rhodes, making the comparison with one Internet provider, which had a whole day out of action. "Since AeroNet has full end-to-end management, our engineers can monitor and control the system centrally," he says.
Source: Flight International
