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Sometimes the less-sexy topics in aviation get relatively little coverage even if they deserve attention. Take online exchanges, for example. Several years ago, names like Aeroxchange, ESIS, Exostar, PartsBase and Cordiem were starting to break technological ground - and news - by boasting plans to support direct procurement.

Some died (Cordiem), some survived, (Aeroxchange), and some thrived, like Exostar, which has grown its customer base to over 40,000 and its users to well over 100,000 within those companies that are tied to the system. And, according to Exostar president and CEO Kevin Lowdermilk, the e-procurement exchange is about to see an explosion in growth.

Within the next 12 to 18 months, Exostar expects to see growth "that will be at least 50% in the companies leveraging the exchange and more than double the number of users" based conservatively on contracts underway today, says Lowdermilk.

The company's new "trusted work space", a network for secure multi-collaboration for aerospace and defence, is driving much of the growth.

This is a rosy picture, for sure, but I was curious - how did Exostar fare in helping part-owner Boeing reduce the supply chain risk associated with moving to a globally distributed manufacturing model for the Boeing 787, a model that has blatantly shown its instability (to be kind). After all, Exostar's contract to enable the multi-tier supply chain strategy for the 787 program was much touted by both parties.

For what it's worth, Exostar appears to have done its damndest to assist the airframer with supply chain visibility."I would characterize it [Exostar] as providing a lot of value to Boeing," says Lowdermilk. He adds: "Boeing is leveraging our technology to see multiple tiers in the supply base, and know whether they have an issue at a particular supplier at a component level well before they would have known."

One wonders just how late the 787 would have been without Exostar.

Meanwhile, the eight-year-old company, which also boasts BAE Systems, Lockheed Martin, Raytheon and Rolls-Royce as owners, is happy to keep on growing. Ownership remains the same, and Exostar has no plans for an initial public offering. "We're a private company and that's where we leave it," says Lowdermilk.

Tugging an aircraft from A to B might not sound like such a big deal. But if you're an airline trying to cut your fuel bill, you might see the benefit of WheelTug's electric nose drive for aircraft ground manoeuvring.

The last time we checked in with our friends at WheelTug, they were brokering risk-sharing partnerships, and working to secure supplemental type certification on the system for Boeing 737NG aircraft.

The company now reveals it is in serious discussions with potential customers about adapting the system for other types -  including the military!

"A formal response has already been submitted for one military aircraft, with more to follow," reveals the firm in a recent newsletter. "Military airplanes do not have the same commercial certification hurdles, so in many cases the effort can be accomplished in parallel."

Meanwhile, a motor designed specifically for the wheel envelope and geometry of the 737NG is underway at parent Chorus Motors, with aircraft testing by WheelTug scheduled for this summer, says the company.

The overall program schedule includes completion of all hardware for certification testing by early 2009, with the remainder of the year dedicated to certification. Corporate objectives include installation for revenue-generating flights by the end of 2009 or very early 2010.

WheelTug currently works with partner and US launch customer Delta Air Lines. Over the coming months, WheelTug expects to select the next target commercial aircraft type.

"There is increasing interest in the Airbus A320, since a WheelTug-equipped 737NG will have substantial operating and cost competitive advantages over an A320 without a WheelTug," says the firm.

"Regional Jets as well as the Boeing 757 are potential candidates but in the end, the decision will be based on the level of interest and commitment from customer airlines and regional carriers."

In the face of soaring fuel costs, WheelTug says it can save an airline tens of thousands of dollars per month for every aircraft.

Yesterday, businessman Lou Pearlman was sentenced to 25 years in federal prison for running a lengthy scam that swindled folks out of $300 million. Pearlman is best known as having founded popular boy bands Backstreet Boys and 'N Sync, and living large. You might also recall that he had his fingers in the aviation business. Pearlman's Trans Continental Airlines misadventure is well documented, but he was also involved in another industry failure. Remember Florida-based Planet Airways, which operated Boeing 727 charters, including for the US Department of Defence?

I covered the Planet saga for Flight premium news service Air Transport Intelligence. It was part of my "third-tier airlines" beat. Back then, Planet co-investor and CEO Peter Garrambone said - in what now seems like a rather humorous comment - that the carrier had "endured a difficult certification process that required extensive flight crew tests and significant capital investment to meet the tough standards required to operate in the United States".

Tough standards maybe, but Planet nonetheless got the green-light from the DOT to operate service. Check out FedSpending.org's breakdown of Planet's government contract. The carrier's operating certificate was suspended in 2005.