Product and Service Lifecycle Management are merging. Turning aviation information into knowledge requires real time, mobile content lifecycle management. This is a fresh look at aviation information.

1. White Paper: InfoTrust Group, EnvelopeAPM Case Study: 4U Aircraft Design & Engineering, PSIPENTA Vendor Job Card: ACS
Plus… News & who’s in the News, Upcoming Webinars, Latest Vacancies, Past Webinars, MRO Software Directory
V2.3 • JUNE-JULY 2013
CONTROL THE INFORMATION
Understanding the world of technical publications
DO IT FAST;DO ITWELL
The pros & cons of fast software implementation
AN INTELLIGENT APPROACH
Using the right software in an intelligent manner
will increase efficiency
PROJECTS NEED PLANS
The next stage of project management

2. Editor’s comment
Aircraft IT MRO: The world is always changing in small
ways but current developments look likely to bring
change in a big way
With 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 and
suggestions 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
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The views and opinions expressed in this publication are the views of the
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or of the publisher. The publisher does not guarantee the source, originality,
accuracy, completeness or reliability of any statement, information, data, finding,
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AircraftIT MRO
Publisher/Editor: Ed Haskey
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Magazine Production: Dean Cook
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04 News
Information 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 information
JD Sillion, VP Products and Solutions at InfoTrust Group
This 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 intelligence
Ulrike Fuchs, Press and Marketing Officer at PSIPENTA Software Systems GmbH
Increasing 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 webinars
A 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 CARD
JacekŁyczbaexplainsthethinkingandapproachthathavemadeAirlineControlSoftware(ACS)suchasuccess
In 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 delay
Mutlu Uzun, Managing Director, 4U Aircraft Design and Engineering GmbH
Fast 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 success
Wesley 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 directory
A detailed look at the world’s leading MRO IT systems.

3. 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
InfoTrustGroup
andFlatironsSolution
joinforcesGlobal 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.”

4. 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
together
Building, 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 counts
You 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
information
JD 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.

5. 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 management
The 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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6. A brief history of information
standards
Various 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 Aviation
Along 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
“…BoeingandAirbushaveidentifiedS1000Dastheinformationexchangestandardfor
theirnew-generationaircraftprograms,theBoeing787DreamlinerandtheAirbusA350.”
© 2013, AirbusThe Airbus A350 XWB and Rolls Royce Trent XWB engines

7. JD Sillion
Vice President of Products and
Solutions,
InfoTrust Group
As 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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JUNE-JULY 2013 | AIRCRAFT IT MRO | WHITE PAPER: INFOTRUST | 19
Footnotes
1, http://www.boeing.com/boeing/commercial/747family/pf/pf_facts.page
2, 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.php
5, Ibid.
6, Airlines for America, www.airlines.org
7, http://public.s1000d.org/Pages/Home.aspx
InfoTrust Group
InfoTrust 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 ahead
Technical 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/.