AirportLabs Ltd., London (2026)

22/09/2026

The dispute is never about the arithmetic.

An airline queries a landing fee six months after it was invoiced. The charge is defensible, probably. The question is whether anyone can still show how the system arrived at it on the day.

Aeronautical charges were 54 percent of the 194.9 billion US dollars airports earned globally in 2024, and every dollar of that is invoiced against something that happened on the apron.

Our latest article looks at what it takes for that invoice to survive scrutiny: charges calculated from recorded operations, approval that only unlocks once the billing cycle closes, and a record that cannot be edited afterwards.

Read it here: https://www.airportlabs.com/post/from-draft-to-immutable-the-anatomy-of-an-audit-proof-billing-cycle-6bd8a

21/09/2026

Many industries can reconcile their data later. Aviation can't afford that.

An airport has to be right while resources — especially aircraft — are moving.

Behind a single turnaround sit dozens of systems that were never designed to work together. AODB, resource management, ground handling, baggage, security, FIDS, billing, and every airline and handler arriving with their own. Different formats, update speeds, and ideas of when something actually happened.

That is the whole reason data integration experience matters here. Not because the systems are more complex than anywhere else, but because there is no window in which to correct them. Experience is knowing which source to trust before the moment arrives, not after.

At AirportLabs, we have spent eleven years building for aviation. We have integrated 180+ systems across airports worldwide, built, certified, and maintained by our own teams. For an operation, that shows up in practical ways:

✅ Fewer unknowns on the way to go-live.
✅ Fewer conflicts between systems settled in the design instead of escalated to your team.
✅ Connections that hold when an airline changes a format or a handler swaps a system.

Curious about our approach? Get in touch today: https://www.airportlabs.com/other/get-in-touch

17/09/2026

🏅Allegra RMS was honoured in the user experience category of Fast Company's 2026 Design Awards.

The Fast Company Awards judge design on the thinking behind a product rather than its surface, and the user experience category looks at a person's journey through a product from beginning to end.

We are proud to be recognised among companies like Adobe, Google, and Framer. Seeing airport operations software alongside them speaks to our design philosophy, and to the standard we are setting for software in aviation.

Allegra RMS is the decision layer for airport resources. Stands, gates, baggage belts, check-in counters, allocated by AI against a single live data layer and each airport's own business rules, and re-optimised continuously as the day moves rather than fixed once and patched by hand. It runs today at Chicago O'Hare, one of the most complex airport operations in the world, and at more than 20 airports worldwide.

This is the second recognition Allegra has received this year. Thank you to our product, design, and engineering teams, and to the operations people who worked alongside them.

16/09/2026

Which stand? Which gate? Which people? How much buffer? The same questions, hundreds of times a shift.

Legacy systems are usually static and plan operations once. Allegra RMS is dynamic, adaptable and runs operations live, every resource, all the time, answering each one the moment it comes up, against the rules your airport already runs by.

No forced guesses. When there's no safe option, Allegra flags it for a person, and only that one.

Proven at one of the most complex airport operations in the world, Chicago O'Hare.

Red Dot called it Optimisation of Use. We call it hundreds of questions, answered, so your team steps in only when it matters.

Get in touch today and discover Allegra RMS: https://www.airportlabs.com/other/get-in-touch

11/09/2026

Every airport already has an allocation policy. Most of it lives in the experience of the people running the apron: fast, accurate, and almost impossible to hand over.

Ask a duty manager why a specific widebody never goes to a given stand. The answer comes back in about four seconds, and it is right. That speed is years of apron experience doing its job. The catch is what the operation can do with that answer when the person holding it is not in the room.

Rule-based allocation is how that expertise gets a second copy. Constraints that block. Preferences that guide without taking the decision away from the person accountable for it. A record behind every change. This is why the answer to who moved that flight, and why, comes out of a report rather than out of somebody's memory.

We wrote up how it works in Allegra RMS and where to start if you are replacing a legacy RMS.

Read the full article: https://www.airportlabs.com/post/rule-based-stand-allocation-one-policy-the-whole-operation-runs-on

08/09/2026

One connected aviation world.

That is what we set out to build 11 years ago, and it is still the thing worth getting right.

Systems that agree on the facts.
Operations teams who can see the whole picture at once.
Passengers who never find out how much coordination it took.

Eleven years in, it looks like this. Swipe through.

03/09/2026

🏆 𝐀𝐥𝐥𝐞𝐠𝐫𝐚 𝐑𝐌𝐒 𝐡𝐚𝐬 𝐰𝐨𝐧 𝐚 𝐑𝐞𝐝 𝐃𝐨𝐭 𝐀𝐰𝐚𝐫𝐝: 𝐁𝐫𝐚𝐧𝐝𝐬 & 𝐂𝐨𝐦𝐦𝐮𝐧𝐢𝐜𝐚𝐭𝐢𝐨𝐧 𝐃𝐞𝐬𝐢𝐠𝐧 2026, 𝐢𝐧 𝐭𝐡𝐞 𝐃𝐢𝐠𝐢𝐭𝐚𝐥 𝐒𝐨𝐥𝐮𝐭𝐢𝐨𝐧𝐬 𝐜𝐚𝐭𝐞𝐠𝐨𝐫𝐲.

Second one for us. SkyCore AODB won in 2024. Two products now, put in front of a Red Dot jury and passed, which matters to us more than a certificate does: almost nobody in this industry expects operations software to be judged on how it feels to use.

Allegra decides where things go. Stands, gates, belts, check-in counters, the schedule, whatever broke this morning, and the rules every airport keeps about its own resources. All of it sits in a single model, and the system keeps working out the best available allocation as the day progresses. The operator gets an answer they can accept or argue with, instead of an empty grid to fill in by hand. Swipe through to see it.

It runs today at Chicago O'Hare, one of the most complex airport operations in the world, and at another 20+ airports worldwide.

Thank you to our product, design, and engineering teams, and to the operations people who patiently and repeatedly told us when we had it wrong. This took years. The award is theirs.

We wrote up what the jury actually looked at, and what we changed to get there: https://www.airportlabs.com/post/airportlabs-wins-at-the-red-dot-award-brands-communication-design-2026-with-allegra-rms

31/08/2026

The most expensive line in a ten-year AODB contract is rarely the licence fee.

It is every integration the airport will need over that decade and cannot competitively source, because the only party able to build it is the vendor that sold the database.

Ten years in, an airport wants to replace passenger processing with a specialist product, or push operational data into the analytics platform its group standardised on. That is when it starts to matter how many connection points are proprietary, and whose professional services team builds the next one.

Three questions worth putting to your current AODB vendor:

1. Could you replace your FIDS with a competitor's product next quarter, without a major integration programme?
2. Could you feed operational data to a third-party analytics platform without your vendor's professional services team?
3. If that vendor were acquired or repriced sharply at renewal, would you have a credible path out, and could you run the alternative in parallel while you proved it worked?

Three noes describe an architecture that has quietly become a constraint.

Our new piece on what modular, API-first architecture changes for an airport's next ten procurement decisions: https://www.airportlabs.com/post/api-first-aodb-how-modular-architecture-keeps-an-airports-options-open-2553b

27/08/2026

Moving data between two systems is a solved problem in most industries. Aviation is not most industries.

A single stand reallocation is not one update. It travels through resource management, ground handling, baggage, boarding, passenger information, and billing, and each of those systems has its own idea of when it happened.

That interdependency is why airport data integration behaves less like plumbing and more like infrastructure. And it is why experience in this specific domain matters more than general integration capability when an airport decides who to trust with it.

We published a piece arguing that aviation data integration isn't a technology problem to be solved once the systems are in place. It's an infrastructure decision, made early, usually implicitly, and expensive to reverse.

Full piece on our blog: https://www.airportlabs.com/post/why-aviation-data-integration-is-the-most-important-infrastructure-decision-an-airport-will-make

26/08/2026

Airport departure boards do one job very well and have one weakness they cannot design around. No electricity, no board.

This article is about what an airport can still do at that point: get flight information onto passengers' own phones, showing exactly what the boards were showing, provided the groundwork was done in advance.

Check the final article, part of the No Blank Screens series. Worth a read if you have ever wondered what would happen at your own terminal:

https://www.airportlabs.com/post/when-the-screens-lose-power-reaching-passengers-without-a-display

AirportLabs Ltd.

22/09/2026

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17/09/2026

16/09/2026

11/09/2026

08/09/2026

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