62 | MAINTENANCE & ENGINEERING between each M&CE system, the ETL ‘middleware, and the ETL “In creating the ETL interfaces, a certain amount of ‘bespoking" is required to match each specific customer request regarding the information they wish to transfer between our OASES M&E system and the chosen ETL device,” explains Julian Beames, OASES product owner. “Therefore, we use a base incerface specification which we ean alter to meet the actual requirements of the individual airline, We define the data flows jointly with the ETL provider and then create an interface. This is then followed by a period of testing within a separate test system until we prove that the data flows are correct. Once this stage is complete then i is generally a case of the airline gaining approval for the ETL to be used ina live environment, at which point the interface can be activated.” In most cases, middleware is required to allow an ETL to interface with an M&E system. This middleware can form a backend application in its own right, allowing ETL software designers to give cach airline a configurable ETL solution which suits their operation, while also acting as a firewall between the devices and the M&E system, “eCentral8 isthe middleware for the Conduce ETL eTechLog8,” explains Paul Boyd, managing director at the Conduce Group. “Ie contains the business logic ot rules for sending and receiving data between the ETL and the airline M&E systems. For airlines dealing with multiple M&CE systems this will include the different business logic for each CAMO or Part 145 maintenance repaie ‘organisation (MRO) involved. It allows the eTechlog8 co be completely agnostic to the airline systems in use with any “The ULTRAMAIN ELB Ground System repository is where the ELB data js ultimately stored and from where the information exchange takes place,” adds Stone. “So even though Uleeamain has its ‘own MCE system, it was decided that customers would nor have to use both, sides of our products. The ELB interface schema is designed to conform to industry Spee 2000 Chapter 17 standards of information exchange between the ELB systems and the M&CE IT system in use. Therefore, any company compatible with Spec 2000 Chapter 17 standas will be able interface with our ELB. The transfer of information between the M&CE system and the ETL, and the ETL middleware depending on product choice, normally use 3G, 4G, WiFi, or Satcom internet connections. = ETL back-up Iris a regulatory requirement to leave a copy of the last TLP behind before further flight. With paper logs, individual sheets ofthe log are physically removed from the log to remain on ba To mirror this function in an electronic environment, when there is a loss of connectivity or damage to the device, ETL information must be transferred to the line station using “Bluetooth is an option in use by ‘Trax to transfer ETL information to the line station engineer’s mobile devices to provide a back-up if all other connectivity means is lost,” explains Reed. “This allows the ETL to receive the confirmed file transfer notification it needs for it to be able to release the aircraft to service. The line maintenance mobile device that contains the stored log information then feeds the data back to the M&E system once ie returns 10 an area of connectivity.” “When using ULTRAMAIN ELBs, if a device is lost or damaged there are Eris have become mare than ust electronic representations ofpaperlog defects providing ‘access to historical infomation and ‘communicating new defects outomaticely to the MAE system, usually other iPads on the aircraft that are storing the log book data,” adds Stone. “One of the iPads is always designated the master, and is always in control while the other iPads are kept in sync. If there isa situation of zero connectivity, then the ELB can download to a logbook data recorder (LDR) storage device tha is taken to a ground station personal computer (PC) to syne back the information automatically to the ground server. The aim is that in all such uations the operation can stay less. Somerimes, however, whether (or not an operator ean stay paperless during loss of connectivity is determined by local regulator” ick-up of the data stored on the ETIsis also requited for compliance. For TechLog8, the airerafr’s rechlog information will be stored in multiple back-up locations. This includes on the device's solid state drive (SSD) hard drive, ‘on the encrypted micro SD ard in the device in eCentral8 (which is hosted on ‘MS Azure and backed up to Amazon Web Services every 15 minutes), plus any additional archiving and M&E systems. ‘When M&E systems go offline temporarily, ETL middleware can also store ETL inbound information so that ‘operational services are not affected, eCentral8 acts as the main data repository forthe eTechLog8 dats,” explains Boyd. “This means that when MBE systems close down (for internal scheduled maintenance or to change a registration for example), eTechLogS does not cease to function. Data is simply {queued in eCentral8 ready to be ingested into the MEE system, in order, when ; integration is turned back on.” — ETL data entry A major advantage when practising electronic maintenance is the ability to include safeguards These are bul into the system sofevare, and can prevent data information having tobe late re-entered FH, EC, fel uplift, ol usage, and ATA reference numbering for defer ents are all examples of data that must be entered f into techlogs during aircraft turnarounds “cTechlog® has been designed to exponentially increase data quality,” explains Boyd. “This is achieved by ving a clear workflow onthe eTechLogS device, with fields becoming completed, and by having a variey of 8 h/hay 208 an