The document discusses requirements for an aviation maintenance system including facilities, logistics, maintenance needs, and technical performance measures. It recommends a cloud-based software system and describes specific hardware, network, and facility requirements. Key requirements include sufficient bandwidth, wireless access points, computers, printers, hangars, maintenance areas, and support for 12 aircraft. Performance will be measured based on cost-effectiveness, system effectiveness, and technicians' ability levels.

1. Running head: AVIATION MAINTENANCE SYSTEM
DEFICIENCY 1
Aviation Maintenance System Deficiency 12
Aviation Maintenance System Deficiency
Manual Pacheco
Matthew Terry
Tyler Treat
Erik Reinle
Steven Valdez
MGMT/422 – Life Cycle Analysis for Systems and Programs in
Aviation/Aerospace
Steve Walker
July 4, 2014
System Requirements
Aviation software requirements vary depending on whether or
not the system is designed around a local solution or a cloud
based solution. There are several advantages to either system
design and several key disadvantages that could easily impact
operations. The overall system design also limits the
maintenance team to specific software packages and
capabilities.
Initial review of system architectures shows cloud based
architecture has the advantage over a locally installed software
suite for several reasons. First and foremost, with a cloud based

2. system, the department will not have to keep personnel on staff
to manage and support the system. With the small size of the
maintenance system, staff support will need to be kept at a
minimal to maximize revenue, and this will provide the reduced
overhead. Secondly, the maintenance system will require a
system that has as high of availability as possible, which is
possible with a cloud based system. Lastly, a cloud based
environment will have lower system requirements than a locally
installed software suite.
The software suite selected is the cloud based modular software
suite from AvPro Software (avprosoftware.com). AvPro has a
software suite that provides repair tracking software along with
corporate fleet maintenance software. It can be designed around
a cloud system, with all the support software available via Java.
It can even be expanded to integrate into gate management
software, along with flight scheduling software. Furthermore,
the system provides an in house solution for the logistics and
inventory management requirements. The support software
(word processing and editing software) can also be based
around cloud systems, with Microsoft offering their online
office 365 portal for word and excel processing.
These cloud based software suites give the maintenance shop
the ability to focus on their primary job roles without needing
onsite IT personnel. They also allow the shop the ability to
operate on several different platforms (PC vs MAC), allowing
the mechanics the ability to choose their hardware platform
individually. Overall IT design requires each maintenance
department to have several tablet styled computers, either an
IPad or a Surface 3. This will give the mechanics the ability to
pull up schematics and designs while working on the aircraft
and not be tethered to a specific location. For the office and
warehouse, a minimum of 3 computers will need to be available
for the day to day operations to occur. These computers should
be mid-level computers, preferably ones with 3 year
maintenance support contracts. Each location should have
wireless access to a local printer, so each site should have a

3. monochromatic laser printer to print on.
Since the system will be cloud based, the network backbone will
need to be reliable and large enough to support multiple
personnel streaming videos and data simultaneously. This means
that the site should look towards getting either a T1 line or
google fiber, if available. This will provide the users the
bandwidth available for day to day operations, with the ability
to scale up or down as needed. Each location should have its
own wireless access point, with normal un-broadcasted SSID
with 256-AES encryption.
This system design will insure that the maintenance
department will not be impacted by any potential downtime,
viruses or a system-wide data-loss. Since the nature of the work
requires 100% documentation, having a system that is cloud
based with a reputable company provides this ability to have
continual backups and offsite data-storage.
Feasibility Analysis for Aviation Maintenance System
Deficiency
A Feasibility study is a report that is used by organizations to
conduct rational analysis and objectives of the project that they
are intending to introduce or start, where they analyze the
problem and the weakness in the real project development
before they create a plan of the project. The reason for this
study is for the new department to be aware of the various
challenges and the strength that they have that will ensure their
sailing of the department to proceed and achieve the goals as set
to them by the organization. This information of the study has
been collected from various sources of aircrafts across the
continent on how they maintains their maintenance department
and the various challenges they face while offering their
services to the organization (Tang, S. 2003).
Project Overview
The department of aircraft maintenance has been very beneficial
to aviation. This department will usually be responsible in all
aircraft repairing and maintenance, the service that will be

4. available at all the time when needed in emergencies and on the
scheduled scheme of the maintenance after a certain hours or
days to the specified craft on the schedule. It will have various
activities, which will be different from other of kind department
in other military aviations centers where it will be servicing the
crafts and monitoring them to detect any problem before it
shows up. They will be using software that has been designed to
monitor all activities and processes of the aircraft on how they
are working while flying to ensure zero technical errors have
occurred for the aircraft. This department creation is to ensure
the twelve aircraft are in good condition at all times, especially
on any emergency when they are required. This is appropriate
since it will reduce cost and wasted time on aircraft where the
technicians have been outsourced which has been expensive
activity.
Overview of the Area
This department has been located at California City where there
has been many aircraft movement on the city by military, which
has attracted the need of the department to be servicing them on
a regular basis due to their frequent travelling. This
introduction will bring about some impact to the economy
where it will create employment in the city and improve the
tackling of the emergences in the area that attracts use of
aircraft. The department has been set at California since it has
the largest number of the aircraft and has access to the
necessary aircraft available easily. It is also located in a
technology city where communication and network are readily
available, which improves the security of aircraft software
monitoring service.
Financial analysis
This is the most important analysis where it should be correct to
ensure the department runs and it has not broken down. The
department enquires financial support for its formation and to
be maintaining to offer the targeted goals of the service to the
aircraft since it is a starting department thus requiring creation
finance. The department should at first look for the building

5. within the airport where they will be residing to offer their
services and keep their equipment that makes it necessary to
rent or buy a house that should count on the financial budget.
Since it is servicing eight aircraft, the maintenance cost should
count for all of them approximately on the higher level to
ensure no shortage of maintenance finance. This department is
set to have an approximate of $5 million that will be in use in
all department activities for its implementation.
Challenges
There are various challenges that are likely to face the
department to bring it down which is shortage of finance before
its implementation, which might lead to failure to the
department. During the budgeting of department formation, all
expense calculation should be on higher side for the department
completion successfully (Sadraey, M. H. 2013). According to
the study, the department will be very important after its
implementation since its presence has very many advantages
compared to the challenges that it might face thus making the
department positive project for implementation.
System Operation Requirements
Hangar Maintenance Facilities
The Aircraft hangar maintenance area will have three areas the
hangar bay, the Shop/Maintenance Area and the Squadron
Administration/Operations area. An aviation facility consists of
four land use areas. The Airside Facilities which will include
the Landing and takeoff area, aircraft ground movement and
parking areas. The landside facilities will include the aircraft
maintenance areas and operations support areas. “Typically
aviation facilities are designed for a specific aircraft known as
the "critical" or "design" aircraft, which is the most
operationally and/or physically demanding aircraft to make
substantial use of the facility.” (AFD-101207-050). The design
type for our facility will be type 1 fighter type aircraft, since
our organization is focused on type 1 or fighter type aircraft. In
addition there is no need to land and/or service larger type

6. aircraft at our facility therefore we can keep our design criteria
to the lowest design type.
Airside Facilities
The aviation facility will have a parallel runway system to
accommodate multiple aircraft takeoffs and to lessen effects
from bad weather conditions such as high winds. The runway
orientation at out facility is 17L and 17R. This designation is
determined from wind data taken over the last 5 years from
surrounding area weather sources. The next airside component
of the airside facility consists of aircraft ground movement and
parking areas and is identified by taxiways and aircraft parking
aprons. “Taxiways provide for free ground movement to and
from the runways, helipads, and maintenance, cargo/passenger,
and other areas of the aviation
facility.” (AFD-101207-050). Our facilities taxiway is set up
parallel for our parallel runways and provides short access to
the runway/ parking areas. The layout provides the following
features entrance and exit taxiways, bypass, crossover taxiways;
apron taxiways and taxi-lanes, hangar access taxiways, and full-
parallel .This set up minimizes delays and simplifies aircraft
taxiing routes. The taxiway is large enough to handle all of our
12 fighter aircraft. Our aircraft parking or apron area is utilized
for aircraft parking, loading, unloading, and servicing of 12
aircraft. The apron area is located between the taxiway and the
aircraft maintenance hangar. Next in the Airside facility will be
the apron or parking area. The apron used will be a special
purpose apron Special purpose aprons are provided for specific
operations, such as providing safe areas for arming/disarming
aircraft and other specific mission requirements that demand
separation of or distinct handling procedures for aircraft.”
(AFD-101207-050.). The special apron will be utilized because
we will be operating and testing fighter type aircraft. In
addition the apron scheme is set up that our aircraft will be
parked at a 45 degree angle to avoid jet blast.

7. Landside Facilities
The landside facilities will consist of the aircraft maintenance
areas and the aviation operations support area. These facilities
will consist of a 2 maintenance hangars, operation support
building and a parts storage facility, the main maintenance
hangar is large enough to house 12 fighter aircraft for safe
keeping for bad weather storage. The large hangar will be used
for maintenance activities such as fuel cell maintenance, phase
inspections, avionics and heavy maintenance activities. The
other hangar will provide engine test and repair activities. The
operations support building will be located on the next to the
main hangar on the flight line side and will consist of air traffic
control, aircraft rescue and firefighting, fueling facilities,
Maintenance groups and operations groups. A parts storage
and supply facility will be attached to the back the hangar to
provide all storage of new and removed parts. The storage
facility will be able to provide logistical support for all aircraft
maintenance needs.
Logistics and Maintenance Requirements
The analysis that was conducted for this report is the logistic
support analysis (LSA). The basic principal for this analysis is
to ensure that there will be no bottlenecks in support
capabilities and logistic responsiveness. In support of the
arriving unit, several factors will need to be considered such as;
what the anticipated levels of repair that the unit will require
are, anticipated availability of resources, and general overall
repair policies such as “repair or replace” criteria (DAU, n.d.).
The analysis will also cover the initial distribution and storage
of any and all parts and supplies the unit will require and the
facilities that will house each department. Operational
considerations must also be addressed such as fuel and ground
support equipment (GSE).
When looking at the arriving unit as a system, one of the first
steps in the design of the system is to establish what type of
initial support the unit will need. The arriving unit is expected

8. to be twelve (12) fighter aircraft. With this in mind, initial
manpower and personnel requirements will need to be
established. The organizational unit (O-Level) will be divided
into seven (7) departments ranging from operations, avionics,
Flight equipment, weapons, training, and airframes and power
plants. Initial personnel numbers for each department will range
from twelve to twenty-four, but will be flexible depending on
mission requirements.
An intermediate level (I-Level) test and repair section will also
be established to facilitate all scheduled and unscheduled
repairs the O-Level maintenance cannot sustain. The I-Level
support section will be divided into seven (7) maintenance
departments to mirror the needs of the organizational unit and
to offer any support not applicable to the organizational unit.
The I-Level section will also provide the ground support
equipment (GSE) that the unit will need. The requirements for
GSE will be dictated by type of aircraft the unit maintains,
however three GSE units will be on hand per 2 aircraft. I-level
personnel numbers will also be dictated by mission requirement,
however the initial establishment will be between six to twelve
personnel for each department. No depot maintenance will be
established at this location, however if parts or equipment need
to be repaired not sustainable by I-Level, they will be shipped
to the appropriate repair facility.
A shipping and supply department will also need to be
established and will be divided between packing and handling,
storage and transportation (Blanchard, 2008). Both departments
will have the initial requirements of twenty-five personnel each.
The shipping department will ensure that all materials are
packaged and shipped according to postal regulations. They will
establish any and all third party logistics (3PL) contacts to
ensure continuity between supply chains. A warehouse will be
located near the shipping department that will house all of the
spare parts and consumables that the unit will need. The
warehouse will need about twenty-four personnel to function
across multiple work shifts. Initial requirements for all parts

9. and consumables will be evaluated on a system operational
requirement and any scheduled maintenance dictated by
technical manuals.
If not already present at the location, a fuel farm and delivery
system will need to be established. This will consist of safely
maintaining and storing enough fuel supply for three months. A
minimum of eight trucks will need to be available. Four fuel
trucks and two defuel trucks. The initial requirements of
fourteen personnel will manage the driving and operating of the
equipment. All personnel will have to be licensed to operate the
trucks. If a fuel farm is not operational at the location, an
environmental feasibility analysis will have to be conducted to
ensure that there is no detrimental harm to the environment.
Facilities will need to be established to maintain and house
twelve aircraft, all levels of maintenance, support and
warehouse and supply sections. Fund considerations associated
with facilities include power, heating and air, environmental
controls, and communications (Blanchard, 2008). The request
for these considerations will be included in the feasibility
analysis.
Finally, to ensure that all levels are communicating effectively
a computer system will need to be established. This includes all
hardware, software, and accessories required to perform system
maintenance at each level (Blanchard, 2008). In addition to
communications, technical data information will need to be
applied to all computers to facilitate training and the repair of
all equipment at the organizational and intermediate levels.
This analysis was prepared to ensure that the entire system will
operate as one unit under each phase of integration to the
location. The system must be designed for sustainment and
supportability if the entire project is to be effective.
Technical Performance Measures
Technical Performance Measures (TPMs) are exactly what it
sounds like, measurements of how the system is performing.
Blanchard states, “The number of objectives may be numerous,
and the designer needs to understand which are more important

10. than others and the relationships between them.” (2008, p.68).
In order for our maintenance department to be successful, we
must determine and prioritize our TPMs. An objective tree is
utilized to help prioritize these objectives. (Fig. 1). The basic
measurement of any system is the cost-effectiveness and the
system effectiveness. The following measures, listed by
priority, lay out the TPMs to be used for designing and
developing our maintenance department. The cost-effectiveness
of this maintenance department will be determined by
maximizing the amount of utility derived from all personnel and
equipment assets while minimizing the cost throughout the
lifecycle. The system effectiveness of the maintenance
department is determined by evaluating many different aspects
of the system. The ability level of the technicians must also be
measured to ensure that there is sufficient expertise on site with
the qualifications to work any and all systems. The
computerized maintenance documentation and tracking systems
must perform at an accelerated rate to keep up with the high
demand of the flight schedule. The location of the facility must
be selected for its proximity to training ranges and strategic
military locations. High efficiency ground support equipment
(GSE) must be utilized to reduce cost and adhere to the
emissions restrictions. Sustainability of this equipment is
imperative to the longevity of this department.
Figure 1
To improve strategic ability
To meet military standards
To use all available technology
To exceed training requirements
To maintain uniformity
To be readily available
To obtain high performance
To maximize efficiency
To minimize overhead

11. To maximize effectiveness
To maximize cost-effectiveness
To design and develop an aircraft maintenance department for
military use utilizing technology and reducing costs to the
taxpayer.
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