Efb positioning-v6-low-res

BENEFITS
of EFB
TECHNOLOGY
HELPING AIRLINES REAP THE BENEFITS
OF EFB TECHNOLOGY
POSITIONING PAPER
Picture courtesy of Goodrich Corporation
Chart © Jeppesen Sanderson, Inc. 2012

POSITIONING PAPER | © SITA 2012
CONTENTS
Executive Summary 4
EFB Systems: Transformational Force for Our Industry 5
EFB Challenges 6
SITA’s Portfolio of EFB Solutions 7
EFB System Connectivity 7
e-Aircraft Connectivity Solutions for Avionics EFB Systems 7
AIRCOMConnect Service for In-flight to Ground Messaging 9
Mobile Connectivity Service for Autonomous EFB Systems 10
Wireless@Airports Service 12
e-Aircraft Application Services 13
F lightmanTM EFB Solution Overview 15
Mobile Solutions for Cabin Crew 16
E lectronic Flight Bag – the Turnkey Solution with
SITA’s CDN Service 17
Notes and references 19
3

EXECUTIVE SUMMARY
Are you making the best of your investment in Electronic Flight Bag
(EFB) technology? EFB systems, and more generally speaking, aircraft
IT are changing the nature of flight, cabin, and maintenance operations.
The drivers for airline adoption are many and diverse. The single most
significant challenges, after making the business case and adapting EFB
technology to the airline’s business processes, are how to manage the
content and the configuration to fully support operations and getting
approval to use this technology. A successful EFB program depends
on keeping your applications, stored information, and configurations
up-to-date and relevant. Connectivity is key and so is selecting the most
efficient way of establishing, managing and using it.
4

EFB SYSTEMS: TRANSFORMATIONAL
FORCE FOR OUR INDUSTRY
At first glance, the reasons why almost all airlines are
considering and implementing EFB systems across their
fleets vary but the underlying driver is unmistakable: to
increase productivity and operational efficiency. EFB systems
are becoming a key tool for modernizing flight, cabin and
maintenance operations. The reasons for an EFB system range
from the elimination of low-value, labor-intensive processes
(such as updating manuals and navigation charts) to optimizing
crew duty-time (through onboard flight briefings) to improving
the availability of time-sensitive and operationally important
information (like weather forecasts and defect logs).
It is fair to say that EFB technology does for the aircraft what
the PC has done for our everyday lives. Just as an isolated
PC offers only a fraction of the power of one connected to a
network, connected EFB systems support common information
processes across different aircraft environments to increase
potential efficiency gains. The EFB system needs to remain
connected to maximize business benefits, so after optimizing
your processes using this technology, managing connectivity
is the next greatest challenge. Connecting the aircraft
environment to the back office is critical. As the number of
EFB devices in a fleet grows and as applications become
more sophisticated, airlines will have to manage increased
complexity, across an integrated communications network.
POSITIONING PAPER | © SITA 2012 5

Airlines implementing or considering EFB
systems face many challenges depending
on their class of hardware: class 1 tablets
(carry-on), class 2 (cockpit mounted), and
class 3 (installed equipment).
Among the challenges:
• Making the business case for the introduction of this new
technology
• People change management to re-engineer and re-align
business processes to maximize system benefits
• Reducing differences in operational procedures across
fleets due to different EFB classes and implementations
• Selecting appropriate EFB system components (hardware,
aircraft and ground applications, connectivity services)
• Installing, certifying and maintaining EFB systems and their
software
• Managing the configuration and multi-source content of
EFB systems and supporting the use and integration of the
hardware itself in an unforgiving operational context
• Securing and protecting the EFB systems, their associated
ground systems and their data and mitigating any potential
impact on the safety of flight
• Automating and simplifying the exchange of EFB data with
ground systems on a timely basis and in accordance with the
airline’s business rules
• Monitoring EFB connectivity to ensure the most suitable
and efficient communication means for each type of
implementation
All these challenges must be tackled to maximize the
operational, economic and safety benefits of an EFB program.
SITA can help in most cases. We have launched a new suite
entitled ‘e-Aircraft Services’ and we are building upon our
extensive communications services portfolio by offering
solutions that empower an airline’s EFB program. If you
don’t have an existing EFB system, we can offer a fully
integrated solution. This solution leverages the combined
experience of our aeronautical IT, aircraft operations, aircraft
communications, mobile computing and Flightman™ our EFB
software platform partner.
EFB CHALLENGES
6

SITA’S PORTFOLIO OF EFB SOLUTIONS
SITA’s EFB solution is divided into three distinct offerings.
The first, E-Aircraft Connectivity Services, provides connectivity
across all classes of EFB devices1. The second offering,
e-Aircraft Application Services, embodies a fully integrated
aircraft IT solution for optimizing flight, cabin,maintenance
operations and content delivery services. This offering is based
on the Flightman™2 software framework. It comprises aircraft
applications, EFB Integrator which is a suite of ground-based
applications acting as the gate to the airline back-office systems
and hosting services in a high-availability environment and
professional services. The third offering, Professional Services,
addresses project implementation elements such software
application configuration and customization, third-party and
airline-proprietary application integration, support for airline
operational approval with local regulatory agencies, and
business process re-engineering needs.
EFB SYSTEM CONNECTIVITY
Until this point, no distinction has been made between different
classes of EFB implementations. However, a meaningful
discussion of the various connectivity options requires
separate treatment of EFB systems that connect independently
(autonomously) to the ground network3 versus those that
communicate via avionic systems4. For the sake of simplicity,
the former will be referred to generically as ‘Autonomous’ EFBs
while the latter will be referred to as ‘Avionics’ EFBs. These
connectivity distinctions are not directly related to a given class
of EFB system nor are they mutually exclusive since some EFB
systems may offer both autonomous and avionics-based options.
Autonomous EFB systems can only be connected while they are
on the ground which SITA offers through our Mobile Data Access
product5 and Wireless@Airports6 for pilot-attached EFB devices
(described later).
Since Avionics EFBs are considered aircraft systems their
interactions with ground and onboard systems follow strict
aircraft design certification and aeronautical standards. These
standards do not apply to their autonomous counterparts which
are typically commercial-off-the- shelf devices. SITA addresses
the connectivity needs of Avionics EFB systems on the ground
and in-flight with our e-Aircraft Connectivity Services. This
solution comprises the e-Aircraft AirportLink Wi-Fi6 and the
e-Aircraft SatelliteLink products both of which are part of the
larger e-Aircraft suite of cockpit IT integration services.
EAIRCRAFT CONNECTIVITY SOLUTIONS FOR
AVIONICS EFB SYSTEMS
Today aircraft send cockpit data in-flight to ground networks
using the Aircraft Communications Addressing and Reporting
System (ACARS) as well as IP-based satellite sub-networks.
ACARs has been successful in helping reduce pilot use of
voice radio for airline operations by a factor of ten, but it can
only transport short messages. While it has and will continue
to serve the industry well, the new generation of aircraft IT
systems (including EFBs) generating ever growing data volumes
and hosting increasingly critical applications, take aircraft
communications to a whole new level, and require the use of
higher capacity IP-based aircraft and ground links.
The many advantages of new generation systems might suggest
a strong and steady migration away from ACARS towards IP but
in reality these two environments will coexist for many years
to come. This is because even if the underlying objectives of
ACARS and IP-based communication are similar, the way in
which these services are provided is vastly different.
Figure 1 – Aircraft Cockpit Communications Evolution
Classic
Satcom
ACARS
VHF
Classic
Satcom
Broadband
Satcom
Airport
Wireless
ACARS
VHF
IP
Traditional aircraft cockpit
communications
New generation cockpit
communications

SITA, as the leading global provider of aircraft datalink services,
is helping airlines make the transition to new generation
communication systems through a purpose-built platform that
complements ACARS and provides a migration path for new
and future aircraft communication needs. SITA’s e-Aircraft
Connectivity Services:
• Transparently integrates new generation aircraft (NGA)
cockpit IT systems with airlines’ ground IT infrastructure,
manages connectivity to all aircraft, and provides seamless
links to authorized third parties – all within a flexible and
secure environment adaptable to airline demands.
• Matches the best features of ACARS and provides a platform
to exploit advanced functionality and applications of EFBs.
Integrating IT systems into an airline’s ground IP network,
makes the open IP world a safe place for aircraft
to communicate.
• Integrates intelligent network technology to optimize the use
of available aircraft, ground links and infrastructure.
Figure 2 – Aircraft Network Overview
The following e-Aircraft Connectivity Services7 products
manage EFB connectivity.
e-Aircraft AirportLink is used to transfer large volumes of less
time-critical data during aircraft turnarounds and layovers.
e-Aircraft AirportLink offers airport terminal connectivity using
commercial wireless technologies (such as cellular mobile like
General Packet Radio Service ((GPRS) and 3G, Wi-Fi and WiMAX)
adapted to support aircraft communications. The first wave of
e-Aircraft AirportLink is a private Wi-Fi based service which has
been successfully trialed and launched in 2012. It is available at
a growing number of major global international airports for new
generation aircraft such as A380, B787, B777, B747-8, or A350
and those that are retrofitted with IP broadband capable avionic.
e-Aircraft SatelliteLink is in development and is being designed to
provide satellite-based broadband communications for all phases
of flight. e-Aircraft SatelliteLink SwiftBroadband will provide
100 more times capacity than the classic Inmarsat satellite link
currently used for ACARS. It is primarily intended to exchange
large volumes of in-flight data which would not be cost effectively
transmitted over ACARS, or which is deemed too critical or time-sensitive
to be delayed until the aircraft is on the ground.
e-Aircraft SatelliteLink e-Aircraft SatelliteLink
Wi-Fi/WiMax/Cellar
Airline 1
Airline 2
e-Aircraft Portal
e-Aircraft Customer
Link Manager
Airline 1 Airline 2
e-Aircraft Customer
Link Manager
Airline 2
Network
Airline 1
Network
Authorized 3rd parties
Airline 1
(Applications/MRO/EFB)
Airline 1
Applications
Authorized 3rd parties
Airlines 2
(Applications/MRO/EFB)
Global IP Network
Airline 2
Applications
8

AIRCOMCONNECT SERVICE FOR INFLIGHT TO
GROUND MESSAGING
The volume of data transmitted over ACARS is increasing,
notably on new generation aircraft (NGA). Although availability
of new IP-based communication systems provides additional
air-to-ground communication paths, ACARS will continue to
be used for Aeronautical Operational Control (AOC) message
transmission. In addition, many airlines implementing EFB
programs would like to benefit from existing communication
systems for time-critical transactional messaging while in-flight
such as weather updates or when IP communication links
are not available or too expensive to be installed. It is foreseen
that more than fifteen percent of the messages currently
handled by AOC applications could be moved to the EFB system,
in addition to new applications to make use of
existing infrastructure.
The AIRCOMConnect aircraft application, developed in
accordance with the requirements for RTCA DO-178B level
E software, enables EFB connectivity (AOC and Airline
Administrative Control (AAC)) for transactional messaging.
AIRCOMConnect is the generic solution to allow aircraft EFB
system to ground messaging.
Its objective is to enable any kind of communication link to be
used by the EFB system. It is therefore a key application for
communication cost optimization.
AIRCOMConnect offers three complimentary capabilities based
on the license key purchased by the airline customer:
• AEEC 619 ‘ACARS Protocols for Avionic End Systems’
• Media Independent Aircraft Messaging (MIAM) over ACARS
Sub-network
• MIAM over Broadband IP Sub-networks
The application integrates with any AEEC 834 Aircraft Data
Interface Function (ADIF) EFB hardware device and operates
under the Microsoft XP or the Microsoft Windows 7
operation system.
Most immediate use for such technology would be the exchange
of technical log book data and the update of weather information
while in-flight.
Figure 3 – e-Aircraft Connectivity Solution with ACARS

Docking Station
or AID = Cabin
Terminal or EFB
(configurable)
CMU
Figure 4 – e-Aircraft Connectivity Solution with
Ground System
MOBILE CONNECTIVITY SERVICE FOR
AUTONOMOUS EFB SYSTEMS
In addition to offering e-Aircraft Connectivity Services for
Avionics EFBs, SITA offers a communications solution for
Autonomous EFBs while on the ground. This is through our
Mobile Data Access service, a global cellular service, and
Wireless@ Airports that may be used for flight-crew-attached
devices while in the airport environment. These services allow
for the global usage of the EFB system on and off the aircraft.
Mobile Data Access
Mobile Data Access (MDA) is a high quality 2G/3G data
connectivity solution, which provides the following benefits:
• Premium steering to the strongest network, even in the
10
home country
• Global data network coverage to over 180 countries,
representing more than 98% of passenger traffic
• 400 international roaming agreements, with a minimum of
2 roaming partners in almost all addressed countries
AIRCOM
CONNECT
Third Party
Application N
Security is provided via a private Access Point Name (APN) code
enabling secured service connectivity and is supported with the
latest Multiprotocol Label Switching ((MPLS)
solution architecture:
• A dedicated and secure APN is created for each customer,
following a naming convention based on international
ICAO reference
• Completely managed and secured intranet configuration
with end-to-end service and responsibility. The architecture
provides dedicated and back-up links between devices and
hosts. Internet connectivity can also be provided.
By leveraging a world-class global roaming network and
utilizing a high availability infrastructure with a ruggedized
Subscriber Identity Module (SIM), the MDA solution provides its
users with the optimum mobile connectivity solution, enabling
increased and reliable usage. Leveraging one unique SIM card
provides all individual global connectivity requirements making
the administration of MDA is easier than other connectivity
solutions, which can require the frequent changing of multiple
SIM cards. Global administration, provisioning and configuration
of SIM cards are simplified via a centralized SIM administration
portal and greatly decrease maintenance costs.
AIRCOM SERVER
Media
Independent
Aircraft Messaging
Laptop + Docking
or Smart Display
Receive
area
Send
area
AEEC 834
Appl
Third Party
Application 1
ICD
http
ACARS
INTERNET
PROTOCOL
Aircom Relay
ACARS SCF
619 message
Network Layer
AircomIP
Messaging
Status
area
Secure Tunnel + PKI
429 PHY
VDR
429 BOP v1/v3
429 Words
STAP
Server
834
3G card
WiFi card
Gateway/
Router
Sync to other docking/efb

Typically, airlines are faced with the following challenges when
procuring mobile data services:
• The local domestic mobile provider does not have the
volume to secure attractive rates at roaming destinations –
so the airline pays high mobile data charges while away from
the home country (international roaming)
• The airline does not have visibility of its data usage, so there
is a high risk of paying for (expensive) unused data
• As airlines often don’t know what they use or need , they
often go over their data plan and pay a per MByte charge
which is expensive
• To get good deals on pricing, Subscriber Identity Module (SIM)
cards and data must be forecasted in advance. This is difficult
to do when you have no data on which to base an estimate
• Performances of the local Mobile Radio Access networks
– coverage, availability - does not meet ATI standards for
business critical applications such as EFB which results in
increased turnaround delay
• Standard network infrastructures are not designed to meet
Airlines expectations and this flaw can result in security
breaches and possible loss of highly sensitive and critical data.
Figure 5 – Combining MDA and W@ A Offers Significant
Advantages for Autonomous EFBs
POSITIONING PAPER | © SITA 2012
Benefits of Mobile Data Access include:
• Least-cost routing capability: The ability to determine which
supplier will be selected on a per country basis means
accurate cost predictions. This allows fixed monthly charges
to customers, including all roaming activity.
• Data bucket: By providing an aggregated data allowance that
can be shared among our customer pool of SIMs, provides
maximum flexibility. This is not possible with traditional
mobile data plans that propose a subscription-based charge
per SIM.
• Improved control: The service has the ability to monitor the
data consumed by any SIM. Users can suspend or deactivate
the SIMs that do not comply with customer-defined policies.
• Reporting: The service will provide data formatted so that
customers can import it to existing back-office systems for
reporting an analysis. A web-based dashboard will also
be provided.
• Integration: Seamless integration with existing SITA fault
management, ordering and billing processes. This removes
the cost of integrating another supplier into the customer’s
business processes.
• Economies of scale: As SITA brings more and more ATI
customers on to its mobile data platform, the higher volume
will let SITA customers benefit from lower unit costs.
11
Customer
Gateway Gateway
Local radio
network
M2M communnications services
Core mobile
network
Internet or
or MPLS
End-to-end responsibility

WIRELESS@ AIRPORTS SERVICE
Wireless@Airports (W@A) offers end-to-end connectivity from
airport wireless networks using Wi-Fi (IEEE802.11 B/G/N) to an
airline’s private network. SITA, through its AirportHub Wireless
program, contracts with each airport’s local wireless network
operators, negotiates access to their infrastructure and
manages the administration details. This integration becomes
transparent to airlines, as each new deployed airport becomes
available without any infrastructure modification at the airline
premises. Consequently SITA can propose to airlines a unique
contractual framework hiding the diversity of Wi-Fi provider
commercial models. In getting global access to the already-deployed
12
SITA Wi-Fi locations, airlines save significant costs
and improve their time-to-market.
With Wireless@Airports airlines benefit from a professional-grade
business infrastructure aligned with the level of quality
and flexibility required to meet their needs. For airlines who
want to deploy wireless services in multiple airports, using
W@A greatly simplifies operations and processes. Wi-Fi
services from airports or integrators such as Boingo and
Orange are typically built around providing services to areas
with high density non-professional and non-critical Wi-Fi
users. The internet is used as a backhaul network to the VPN.
Such characteristics are not aligned with the critical business
needs of most SITA customers. EFB systems have high-end
requirements in term of security and performances. Key
flight-related data cannot be mixed with consumer information.
SITA addresses this by building a security layer with a firewall
on top of the Wi-Fi radio access network to connect to the VPN
network. Since the infrastructure is built once for all, costs
are shared across customers which results in set-up
cost reductions.
Airlines can face a range of challenges that prevent global
Wi-Fi usage outside the airline hub location, these include:
• Negotiating Wi-Fi contracts in all destinations requires
significant administrative time. This increases the Total Cost
of Ownership and can result in delays of up to 12-18 months.
• Building a secure and reliable infrastructure behind the Wi-
Fi radio access of the airports requires solving
technical issues.
• Difficulty in negotiating cost-effective commercial conditions
in locations with little traffic or in small airports.
• Using the same SSID as residential users and passengers
may cause performance and security issues.
Benefits of Wireless@Airports include:
• C ost effective: Shared setup and operation costs.
• Easy and quick setup: Airlines save time and energy when
opening new routes in airports that already using Wi-Fi.
• Security and reliability: A dedicated SSID and connection to
SITA VPN network.
• One-stop shop for 3G and Wi-Fi: This facilitates commercial
management as well as technical operations since these
solutions are designed to work with one another.
The combination of SITA MDA for 3G as well as SITA Wireless
Airports for Wi-Fi brings an ideal and unique solution for
airlines looking to address their EFB system connectivity
requirements. The distinctive advantages are listed in the
diagram below.

EAIRCRAFT APPLICATION SERVICES
Electronic Flight Bags (EFBs) and other advanced aircraft
IT platforms reduce paper-based processes, their related
operational costs and pilot workload. They support safe
operations by reducing human errors and improve service
to customers by minimizing disruptions while significantly
reducing the workload of flight crew and ground staff. But EFB
hardware alone is of limited use. The real value comes from
integrating EFB systems seamlessly to the airline’s central
systems and adapting the applications to the airline’s variety of
business processes.
e-Aircraft Application Services helps a range of departments
across an airline reduce business costs, improve customer
satisfaction, automate workflow management and increase
staff flexibility. This is achieved by streamlining the processes
all around the aircraft, seamlessly and securely connecting
and integrating the aircraft with the airline’s existing IT
infrastructure. EFB Integrator ensures that airlines have a
robust system that integrates throughout the airline and with
various IT systems to enhance productivity, reduce waste and
have a platform in place for future growth.
e-Aircraft Application Services simplifies the connectivity
challenge by ensuring secure data delivery across multiple
channels – communication links on the ground at airports (over
generic wireless technologies) and in-flight – as used by each
airline. If required by the airline, it can also leverage use of
SITA’s existing ACARS infrastructure, which is used by more
than 12,000 aircraft around the world. SITA’s service is also
quickly configured to adapt to each airline’s existing business
processes and future operational needs.
Both SITA and our EFB technology partner, Flightman™,
have leveraged our joint experience in delivering IT solutions
to develop e-Aircraft Application Services. This solution is
designed to help airlines reap the benefits of EFB technology
while minimizing the challenge of transitioning from legacy
to NGA.
Benefits of e-Aircraft Application Services include:
Ease of Integration:
• Reduces the pain of integrating EFB technology with airline
systems by using SITA’s library of IT system connectors
• Seamlessly blends narrowband (ACARS) and broadband
(Internet Protocol (IP)) air-to-ground communications to
improve aircraft operations and fleet management
• Supports integration between aircraft applications (airline
proprietary as well as third-party)
• The EFB Integrator component manages all hardware: class
1 tablets (carry-on), class 2 (cockpit mounted), and class 3
(installed equipment)
Proven solution that adapts to airline unique operational
requirements:
• Solution is configurable to each airline’s unique operational
requirements and can be combined with SITA’s e-Aircraft
Communication Services and Mobility portfolios
• Customizable to any aircraft and unifies mixed fleet by
providing a standard user interface
• Flightman™ is one of the most complete EFB application
suites in the market today and is already in operational use
with a variety of airlines
Professional delivery and operations management:
• SITA’s project delivery team reduces the risk for the
airline by managing an implementation that can include
multiple vendors, hardware, software and communications,
contributing to a fully-integrated solution and professionally
managed from start to finish

Back End
Integration
MRO
Figure 6 - SITA’s e-Aircraft Application Services
Main features of e-Aircraft Application Services include:
Aircraft Applications:
• Resale of the FlightmanTM aircraft application suite which is
14
tightly integrated with SITA’s EFB Integrator
• SITA’s AIRCOMConnect, a unique-to-market application that
enables EFB system connectivity for messaging over ACARS
and IP-based sub-networks
EFB Integrator, a suite of ground-based applications:
• FlightmanTM Ground Server
• Integration Broker enables the processing and distribution
of EFB and cabin related data with airline IT systems by
configuration of SITA provided connectors
• EFB content cache servers used for pre-positioning large
volumes of content at airport and airline designated locations
Hosting services of the EFB Integrator:
• High-availability environment
• 24x7 service management provided by SITA’s global
operations team
SITA
Network /
Internet
Professional Services:
Offer managed workshops that help airlines to:
• Understand how the EFB system can complement ACARS
technology with an optimal, uniform set of processes for
future airline operations
• Understand what changes need to happen to implement
those processes
• Define the proper sequencing of EFB system deployment
and operational impact in terms of business benefits,
change requirements and training
• B uild their business case
Project implementation services, including:
• Solution verification and validation both at SITA and on the
airline’s premises
• Support for airline operational approval with local
regulatory agencies
• T hird-party and airline-proprietary application integration
Management
Reporting Business
Intelligence
EFB
INTEG RATOR
Content client with
stats on delivery
EFB Integration
servers:
managing the content
distribution
Connectivity:
Mobile Data
Services (3G)
or e-Aircraft
Connectivity
EFB_1
EFB_2
EFB applications
and 3rd Party
Integration
Flight Briefing
related products
Operations
Control
Crew System
Departure
Control System
Fuel
Conservation
Module (FCM)
Other airline
back-office
servers

FLIGHTMAN™ EFB SOLUTION OVERVIEW
Flightman™ offers a robust and complete airline solution,
comprising an integrated set of EFB and cabin crew
applications. The solution allows for rapid customization
to airline business requirements and deployment with the
benefits of a framework technology adopted by industry leading
companies.
The Flightman™ Applications Suite is an integrated set of
Electronic Flight Bag (EFB) products which together offer a
robust and complete airline solution. Flightman™ provides the
following underlying features to support all of the applications
to enable each aircraft to act as a connected node in a fully
integrated network:
• Workflow based user interface
• F ull 2-way message-based synchronization
• Integration link to existing airline systems such as the
document management system
• C ommunications management
Figure 7: Flightman™ Cabin Defect Log on iPAD
uite delivers a hardware-
The Flightman™ Applications Suite hardware-independent
EFB solution providing the following configurable
applications:
• A pplication Manager
• Large Content Manager (providing capability for remote
distribution and management of substantial content such as
aircraft manuals, charts, databases to the EFBs)
• eJourney Log
• Electronic Flight Folder, displaying an iconic representation
of airline flight briefing components (Flight Plan, Weather,
NOTAMS, Waypoints, ETOPS, Alternate Airport Summary)
• eTech Log (with separate flight crew, cabin crew and
maintenance user versions)
• Weight and Balance
• Performance calculations for takeoff and landing using the
airframe manufacturer’s Standard Computerized Airplane
Performance (SCAP) module as well as the airport obstacle
database as obtained by the airline from their third-party
provider
• O n-board Document Viewer
• C abin Surveillance
• Flight Operations Quality Assurance (FOQA) Data
Management
• Passenger Relationship Management and other upcoming
cabin crew applications
• F orms Designer
• B usiness Intelligence Tool
• Integration with Third-Party Chart, Weather and
Document Viewers
Central Ground Management
The Flightman™ Ground Server allows the complete
management of the network of EFB systems. All EFB data can
be centrally managed. The system administrator can deploy
configuration and content updates universally or individually to
the network, saving time and ensuring accuracy. Updates can be
tracked visually using simple customizable graphical displays,
and in common with the data hosted in the Flightman™ Ground
Server. This allows comprehensive business intelligence
reports to be extracted, giving airlines near real-time access to
a rich source of operational information.

Based on defined communications policies, the onboard
Flightman™ Client establishes a connection to the Flightman™
Ground Server and transfers data on and off the aircraft. This
data transfer can happen over various communications media
(described in the Data Transfer section below). Flightman™
manages these various channels and the data sent over them.
The Flightman™ synchronization protocol deployed between
the aircraft and the Flightman™ Ground Server ensures that
the aircraft always operates off the latest data published for the
particular aircraft tail number.
Once the data is on the Flightman™ Gound Server it is then
available to authorized personnel through a web based
reporting and administration tool. Using industry standards,
such as XML and Web Services, the Flightman™ Ground Server
can be integrated with existing ground systems both within the
airline and third parties. To minimize changes to airline back-office
16
systems, this interface to back-office systems is done
through SITA’s EFB Integration Broker either hosted by SITA or
deployed on the airline’s environment. This is a 2-way flow so
data can be passed from the aircraft through the server into the
back-end systems as well as uploaded onto the aircraft from the
existing systems, completing the loop.
The modular nature of the Flightman™ Applications Suite
allows for the incremental deployment of additional applications
over time, allowing the solution to grow in line with airline
requirements.
Data Transfer
Flightman™ manages the exchange of data between the
aircraft and ground systems using the SITA connectivity
options described earlier (e-Aircraft Connectivity and Mobile
Data Service), third party connectivity options or via manual
processes (e.g. using USB storage media). Flightman™ can
be configured over any of the available options. For example,
data from logbooks is small in size and can easily be sent in-flight
over ACARS by using SITA’s AIRCOMConnect or cellular
IP-link during turnaround using the SITA’s MDA. Large files,
such as document and charting updates, would be expensive
and time consuming to send over GSM and should therefore be
assigned to high-bandwidth channels such as SITA’s e-Aircraft
AirportLink Wi-Fi, if the aircraft is suitably equipped. Similarly,
if the aircraft has satellite-based in-flight communications
capability, high value critical or time-sensitive data can also be
sent en-route using e-Aircraft SatelliteLink SwiftBroadband.
To help airlines manage communication costs, multiple
channels can be assigned to each data type. For example, when
sending journey or technical log data, the system might first
try to send the data over e-Aircraft AirportLink Wi-Fi before
automatically attempting the transfer over the other assigned
channels such as the MDA Service or e-Aircraft SatelliteLink
SwiftBroadband.
MOBILE SOLUTIONS FOR CABIN CREW
The cabin is also moving from paper to digital. This is a
reflection of the boom in technological innovation and the
increasing use of connected devices. SITA is combining the
strengths of its e-Aircraft services to new and complementary
innovation emerging from SITA labs. This is for digitizing your
cabin crew8 and offering a fully-integrated suite of aircraft
IT solutions covering flight deck, cabin and maintenance
operations. With SITA’s end-to-end Mobile Workforce solution,
we can deliver all your mobile workforce technology – from
devices to connectivity to applications.

ELECTRONIC FLIGHT BAG š THE TURNKEY
SOLUTION WITH SITA’S CDN SERVICE
Flightman™ allows for the integration of EFB systems with a
ground based content management system, enabling the remote
distribution and management of content to EFB systems. In
addition, the system supports configuration management of data
and software revisions to the EFB device. The content managed
by Flightman™ can include aircraft manuals, charts, company
documents and circulars, databases and anti-virus updates.
To complement the Large Content Manager function within
Flightman™, SITA has developed a Content Delivery solution to
improve the performance and behavior of specific rich content,
by optimizing how it is managed across the wide area network
(WAN). This is provided through SITA’s portfolio of optimization
solutions which have the ability to meet critical success
factors such as end user response time improvement, transfer
time reduction and bandwidth optimization usage without
compromising the integrity of the data.
The SITA Network and Application Performance portfolio
harnesses a number of chosen leading suppliers in the WAN
and internet optimization space together that can complement
SITA’s connectivity as well as third party options. The idea is that
they form fundamental building blocks that can be utilized to
cater for any use cases, including EFB content distribution, and
for any network types. Content will traverse the SITA managed
ground and airborne networks bi-directionally, in a secure
and optimized manner, leveraging the latest compression,
acceleration and resource management techniques, and, most
importantly, in line with airline business rules.
The secret of efficient content delivery is the use of content
proxy servers and background delivery that leverages spare,
idle, or available bandwidth. By continuously monitoring local
computer resources (bandwidth, CPU, and memory) and
automatically and dynamically throttling the content download,
the content delivery mechanisms used by SITA over the WAN
optimize bandwidth availability between competing applications.
In addition, background delivery can internally compute complex
algorithms relating to the speed and quality of the connection
between the Content Management System and EFB end device.
These calculations are used to gauge the overall LAN and/or
WAN health, bandwidth availability, and other factors that must
be considered when delivering content across the network.
SITA’s Content Delivery Network (CDN) proposition is a unique
offer, combining SITA’s multi-user network infrastructure
at airports, with advanced delivery mechanisms including
background delivery and content proxies. SITA’s CDN solution
will be deployed to support the Large Content Manager function
within Flightman™ to ensure that airlines networked EFB
systems are reachable and can be updated on demand.
Device Management
SITA has an established service for the provision of Managed
Mobile Devices that can be scaled and tailored to meet the
airline’s requirements for tablet devices.
To enable airlines to remain focused on their core business, the
Managed Mobile Device service delivers the following:
• Full range of mobile devices suitable for an EFB solution
benefiting SITA’s direct business relationship with Motorola
Enterprise and Apple
– Tier 1 global agreement with the Motorola
Enterprise solution
– Affiliation program with Apple (direct business and
specific Apple resources)
• G lobal delivery mechanism
– Logistics and supply chain management; transportation
from the factory to requested airline location – includes
custom handling, taxation and regulatory administration
– Standard staging prior to shipment; hardware handling,
DOA check, country specificities such as settings and
power supply plugs
– Advanced staging: SIM card insertion, APN and IP set-up,
software upload and testing
– Single delivery/ support team for combination of
SITA products
• Managed Services Solution
– Solves customer pain points by managing the entire
hardware life-cycle (repair process, break and fix,
battery replacement and service contract renewal)
• Remote Device Management

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Figure 8 – Mobile Devices Management
Introduce Software Management capability
The Connected Aircraft
SITA views aircraft IT and ‘connected aircraft’ technologies
as one of the biggest catalysts to driving sustainable cost
improvement in flight, cabin and maintenance operations.
Connectivity is key to maximizing business benefits and
integrating the aircraft environment to the airline back office.
SITA is committed to helping the air transport industry address
the challenges of EFB adoption by developing solutions that
are secure, well-integrated with airline systems and that make
best use of both the airborne and ground-based communication
infrastructure. SITA’s aim is to assure consistent global
communications solutions for carriers’ chosen EFB systems
over a wide area network, to allow data backhaul and
synchronization, software upgrade and content distribution both
in-bound and out-bound to the EFB.
18

NOTES AND REFERENCES
Note 1 www.sita.aero/EFB
Page 7
Note 2 www.flightman.com
Page 7
Note 3 These are typically class 1 and class 2 EFB systems
Page 7 which are not interfaced to aircraft communications
equipment.
Note 4 These are typically class 3 EFB systems, but could
Page 7 also include class 2 EFB systems interfaced to
aircraft communication systems.
Note 5 http://www.sita.aero/product/mobile-data-access
Page 7
Note 6 www.sita.aero/products-solutions/solutions/
Page 7 communications-airports
Note 7 www.sita.aero/product/e-aircraft-airportlink-wifi
Page 7
Note 8 http://www.sita.aero/product/e-aircraft-airportlink-wifi
Page 8
Note 9 www.sita.aero/content/mobile-solutions-cabin-crew
Page 16

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