Feb
2
EFB – Dollars & Sense
Filed Under Airline, Technology | Leave a Comment
When times were better the promise of high tech tools on the modern flight deck was an exciting prospect. Having a moving map taxiway chart centred on aircraft position was the promise as was continual display of the same on area charts. Really useful… but arguably not something that would show a ‘demonstrable improvement’ in safety or, dare I say it, a cost saving. Ahhh, I just knew you would cringe just a little with that one.
Electronic Flight Bags as conceived in the past decade may have hit a stumbling block. I have been discussing this issue with those who deal with it in the home farm and have pulled together a few conclusions as to why. I may be close to the mark or subtly off target, hopefully those a little closer to the issue will comment and enlighten us.
The story starts with the introduction of new types or versions of earlier stretched and upgraded to better fit the market. The Boeing 777-300 series and the 787 for example. With the worst year on record for this industry just behind us the airlines are hurting badly, some bordering on critical are watching cash reserves dwindle, credit lines slowly evaporate. Some are on life support – you know this of course, you may even be on the inside feeling the pain like the rest of us.
Whilst wholesale cancelations of new hull orders have allegedly failed to materialise, silence works in favour of the manufacturers and I haven’t heard a lot, have you? Were you a manager in the acquisitions department of a large carrier you might have a story to tell but then the motivation for dignified silence there is every bit as sharp. Everyone is waiting for the second shoe to drop in the bazaars I frequent – something has to give. But I digress slightly while setting a scene.
Let’s look then at those who are taking delivery of new jets. The latest generation of large aircraft have Class 3 EFB for both optimised performance calculations, chart + manual display and load calculations at the core of their purpose. Should you need these functions and if they have been provided by an (expensive) third party they can now come closer to home. The saving realised are music to the accountant’s ear and it is they who must be convinced before a sign off is complete on new aircraft options. If there is no ‘direct demonstrable benefit to safety’ or other contribution to the bottom line, expect to see the option in the bin, no matter how desirable it may be to pilots.
So, if as a carrier you already have a robust, worldwide system of load-sheet and performance calculation with perhaps years to run on a providers contract, or heavy investment already made in hardware and training – there is probably no payback for the introduction of a Class 3 EFB. Again, the 777 and the 787 plus the A380 have these systems fitted as standard, they arrive with an expensive contract to upkeep the databases and charting, your options are (very) limited. So what happens – well one major Middle Eastern carrier has taken them out and introduced its own carefully crafted system. Just like that. It isn’t a simple option path but you get exactly what you want, cost effective installations and absolute control on content and costs.
I think the manufacturers need to rethink their policy when it comes to the package they install in their nice new aircraft. To do less is asking for a near total loss on their EFB investment, R & D and cosy contracts for data and chart supplies from third parties. The money just isn’t there guys, perhaps the iPad is the answer?