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 1 IUKB-NYC MBA Information Systems for Business Strategy Individual Project: Build a Basic Management Information System Case of: - HAF Training Command (Squadron Level) Clarification: The studied case is hypothetic and does not represent any actual and/or approved operational requirement for the Hellenic Air Force Prepared by: Col. Emmanuel Zarogiannopoulos Supervisor: Dr. D. Andreou

Transcript of MIS_FOR HAF SQN

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Information Systems for Business Strategy

Individual Project:

Build a Basic Management Information System

Case of: - HAF Training Command (Squadron Level)


The studied case is hypothetic and does not represent any actual and/or

approved operational requirement for the Hellenic Air Force

Prepared by: Col. Emmanuel Zarogiannopoulos

Supervisor: Dr. D. Andreou

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Table of Contents


1.  MISSION .........................................................................................................3 

2.  ORGANIZATION ................................................................................................4 

3.  PROSPECTS – OBJECTIVES ................................................................................7 


1.  THE GENERAL SITUATION .................................................................................8 

2.  THE SPECIFIC PROBLEM ....................................................................................9 

3.  HOW THE SYSTEM WORKS NOW ...................................................................... 10 






M AINTENANCE FEATURES ..................................................................................... 20 

F ATIGUE &  HEALTH D ATA R ECORDER  ................................................................... 20 

STRUCTURAL F ATIGUE MONITORING:.................................................................... 21 

ENGINE F AULT AND C YCLES R ECORDER  ................................................................. 22 

BLACK BOX OPTION ............................................................................................ 22 

GROUND STATION ............................................................................................... 22 

FLIGHT D ATA R ECORDER (B Y PLR   A  VIONICS - WWW.PLRIS.COM) ........................... 23 




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The Hellenic Air Force

1. Mission

The main mission of the Hellenic Air Force is to prevent war, protect national

sovereignty and maintain the country's integrity in cooperation with the other Services

of the armed forces and the Allies.

The provision of immediate support to the operations of the land and naval forces

as well as the organization and conduct of the country's air defense also constitute part

of the Hellenic Air Force main mission.

 Additional to its wartime mission, Hellenic Air Force during peacetime carries out a

great number of important missions, which emphasize its social role. Missions such as

fire fighting, agricultural air spraying, air medical evacuations and search and rescue

operations are carried out within its area of responsibility, the Athens FIR.

 Also Hellenic Air Force takes part in peacekeeping and humanitarian aid operations,

in the framework of NATO or UN.

Furthermore, the Hellenic Air Force has the additional task to support the public

safety whenever needed. In this context Hellenic Air Force is providing the necessary

personnel and equipment, while at the same time is developing, in close co-operation

with other relevant national authorities, the Operational Plan for the Air Defense

coverage of all main cities, against any air threat.

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2. Organization

In order to carry out its mission, Hellenic Air Force is organized and operates in a

way that ensures:

a. Operability of the Service in peace and war time.

b. Unity of command

c. Fast and flexible decision making process.

d. Centralized control of forces and decentralized execution of operations.

e. Capability of rapidly bringing its forces to the appropriate readiness status

in order to assume operations.

Its organization is shown in steps:

Hellenic Air Force General Staff (HAFGS) is the Service’s supreme level of


Hellenic Air Force

General Staff  

Tactical Air Force 

 Air SupportCommand 

 Air TrainingCommand 

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Under the General Staff there are three major formations: the Tactical Air Force,

the Air Support Command and the Air Training Command.

a. Tactical Air Force

Hellenic Tactical Air Force’s main mission is to maintain its forces’ combat ability

and operational readiness at high level, so as to contribute to deterring war, as well as

to carry out, if required, air operations in accordance to the existing air doctrine and

operational plans.

In order to carry out his mission successfully, the Chief of Tactical Air Force

exercises operational control over fighter aircraft, RADAR units as well as ground to air

missile units.








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b.  Air Support Command

Hellenic Air Support Command’s main mission is to program and monitor the

materiel’s maintenance, ensure its quality, carry out air transport / search – rescue / air

fire-fighting and air medical evacuation missions. Subordinate to Air Support Command

is a number of support and supply Units as well as the Transport, Fire-fighting and

Spraying, a/c and Helicopters Squadrons.

c.   Air Training Command

Hellenic Air Training Command’s mission is to program, monitor, evaluate and

improve the training offered to the Air Force personnel.

Subordinate to this Command are the Air Force Academy and other Schools,

training Units and training centers.











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3. Prospects – Objectives

Hellenic Air Force as of its role must follow the technological developments, in

order to maintain and further improve the defense capabilities necessary to fulfill its

mission. In parallel, it must continue its contribution to the society’s common benefit,

and care for its personnel. In order to achieve the above mentioned, it has set its

priorities which mainly include:

•  Improvement of personnel training through a robust training program.

•  Smooth incorporation and exploitation of new technologies.

  Development of a modern C4I



•  Improvement of the existing Air Defense capabilities.

•  Upgrade of the STO2 capabilities.

1 Command Control Communication Computers & Information2 Stand Off weapons (launched from a great distance, outside of the enemy’s defense capabilities









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Determining the problem

1. The General Situation

Tactical Air Force felt the need to call a meeting with the Air Training and Air

Support Commands on the purpose to ensure a spherical approach to those fields,

discuss directly how things are going and what the immediate or near future

implementations should be in order to optimize their fields.

It was said that, Hellenic Air Force is operating from 18 main airfields that are

dispersed throughout the continental and insular parts of the country, as shown in the

following map.



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Hellenic Air Force is manned with military and civil personnel of different

qualifications. The military personnel, men and women, consist of career officers, non-

commissioned officers (NCOs), professional airmen, and conscript airmen. The total

number is approximately 30.000.

2. The specific problem

Many fighter - transport - training and several other roles Squadrons are

dispersed in the Combat Wings and Combat Groups throughout the country. In

addition to that, since the inventory includes a variety of assets – in regard to origin

(USA, European, Russian, Israeli etc.) and type/role (Air Defense, Air Attack, Air

Reconnaissance, Air Superiority, Airborne Early Warning, Electronic Warfare, Air

Transport, Air MEDEVAC3  etc.) – it is commonly accepted that TRAINING and

MAINTENANCE of the 1st degree has to be assigned to the level of Squadron, the 2nd 

degree to the Wing (airbase) and the 3rd degree to the Industry.

Therefore, although specified institutional texts (training orders, technical orders

etc.) have been published as an effort to have a proper and common training and

support system throughout the Air Force, it is very obvious that each squadron has to

apply its own training and maintenance system which on the one hand fits better with

the specific aircraft type and the role of the squadron and, on the other hand fits well

with the maintenance and support system of the procuring agency.

 Another issue is that, in the frame of modern training, fighter pilots must be

aware of the performance and capabilities of other A/C types and carried weapons. On

this purpose “Dissimilar exercises” are taking place among all various A/C types

Squadrons of HAF and other NATO and PfP Air Forces. During these exercises, four (4)

to eight (8) A/C are deployed from an airbase to another, together with a number of

pilots and maintenance personnel, enough to support the theoretical part of the

exercise (seminars, presentations) and the flight program. Considering that one hour of

3 MEDical & EVACuation

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a fighter’s (A/C) flight costs 5-7.000 €, we may easily get an idea of the thousands of

Euros spent as transport expenses during an exercise, just to make the participants

able to have common Briefings/Debriefings4, exchange points of view and transfer

special knowledge on their type (knowledge Management). If we add the personnel’s

travel expenses plus accommodation plus perdiem5, then the amount of Euros spent

becomes tremendous.

 Additionally, Chief Engineers use to complain because Air Crews (due to the

mission load) are not always bringing back detailed recordings of the flight parameters,

instruments fluctuations, combined indications and anything else that could be helpful

for the maintenance crew, the quality controller, the maintenance records update,

maintenance and surveys prioritization and programming, etc.

3. How the system works now

  Currently, automated maintenance and supplies systems are in use. However,

the specific hardware/software:

o  maintenance wise - covers the equipment/spare parts requests, traffic

control and deliveries and,o  training wise – assists the scheduler (operations and training manager) in

building realistic flight schedules based on the availability of assets taken under

consideration the rotational “pre-scheduled” (weekly, monthly, quarterly, semi-annual,

annual) A/C maintenance, as well as the “non-scheduled” maintenance (special surveys

due to A/C overg’s, engine problems, avionics malfunctions, weapon systems

malfunctions, internal and external cleaning demands etc).

  All the data needed to make the system running are either manual data inputs,

manually recorded, manually stored but automatically processed or outcomes of an

4 Briefings and especially Debriefings are considered as the best knowledge management tool of fighter squadrons.

During a well prepared debriefing every individual is realizing what he planned wrong and what right, what heexecuted wrong and what right, where exactly the problem/s was/were, how many frames the enemy was in his gun-aiming system, and many other details extremely useful for both training, maintenance and flight safety.5 Personal daily expenses

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absolutely manual procedure where pilots bring their remarks, then work on them using

the big binders (A/C manuals, Systems manuals) prepare the relevant logs and pass

their conclusions to the engineers who on their side re-engineer the outcomes working

with their ones binders (TECH books) in order to point out the possible problem and

program the relevant maintenance required.

  Formations of A/C taken off from different air bases or landing to different air

bases (different geographical areas), supposed to execute a common mission or

cooperate in any way, are facing the realistic problem of mission planning coordination,

individual mission briefings and debriefings.

Organization and Training-Maintenance Management Model w/o MIS6 

6  Transport A/C bring the dissimilar Fighters Maintenance crew to hosting base. Hosted Fighters must perform

landings, participate the Mission Briefings, wait for the crew-rest period, take-off for the exercise, land again to thehosting base, participate the Debriefings, wait for the crew-rest period and take-off for the mother base. What aresources waist…………just because the proper MIS system is not available……….

 Analysis Tools

 A B C D E F G H

Systems Malfunction

Maintenance Schedules

Jan. Feb. Mar.



F & M Crews Remarks  

Important Feed back information 


Open SiteReferences



 Acc t. Consult.  Inform  

W/D Result s





Spare parts (IN/OUT docs)

Process Flow Map Squadron Ops Office (Air Crews)


Daily Flight Schedulero Weapons & Tactics Sectiono Standardization/Evaluation Section

Maintenance Office (Techs)o Fuselageo Egresso Weapons

o  Avionic s


- Normal Procedures- Emergency Procedures

- Maintenance Instructions- Malfunctions/AC response

Natural Presence Obligatory

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The way the system works right now is displayed in the above diagram, bearing

in mind that dotted lines represent “manual inputs”.

However, there should be a technical way to overtake all these problems andestablish a system that could ensure the full, fast and perfect collection, exploitation,

process, evaluation, validation and transfer of data, in order to:

a.  Avoid additional expenses by eliminating the need for natural presence of

all crews to the same base for planning, briefing and debriefing activities,

in cases of combined multi-type, multi-squadron, multi-national ……..

exercises (Integrated Briefing/Debriefing Environment).

b.  Record as many flight parameters, structural fatigue factors, acceleration

factors etc., as possible for maintenance optimisation (automatic fault

analysis and problematic element realization, automated spare part

request / immediate order, optimized maintenance programming, etc.).


Record detailed navigation, maneuvering, aiming parameters in order to:


 Adjust, refine, optimize, and verify the respective systems and


(2)   Investigate mission results, debrief and Reconsider mission


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The Challenge to implement an MIS

Information management is practiced in the Air Force, especially in the field of C3 

(Command Control Communication) and Maintenance and Supplies fields. Bothindependent and integrated systems have been applied. The advantages of MIS have

already been appreciated by both the front-liners, their managers (Squadron leaders,

Wing Commanders) and the Headquarters (Staff officers, Sections Chiefs, Directors).

 A great challenge, considered as a critical success factor in reengineering training

and maintenance, is the implementation of an MIS at Squadron level thus facilitating

both mission planning, training and maintenance. Everybody agreed that computerizing

a system we are automatically driven to the advantages; reduced clerical cost, quicker

processing time and improved reliability. Everyone knows that the computer

capabilities alone make life a lot easier for all managers. The advantage of time and

accuracy spread over the lifespan of the information system means improved long-term

vision and focus for top, middle and lower managers.

With a leading management software solution in place, we can literally redefine

our management information system. By linking all of our diverse management aspects

into a unified whole, we can greatly increase the efficiency by which we complete

projects and tasks, making for faster turnaround and fulfillment of activities. More

importantly, we give our most sweeping section goals a foundation in a systematic

approach offering measurable results that can keep us on the right track.

We have experienced this level of performance, with all of our management

elements working as one toward a common goal, and then a software solution seems to

be right for us. Leading providers offer consulting and training options that will ensure a

seamless transition, so we can expect a quick deployment and the training to begin

working right away. With the opportunity to experience an exceptional level of

performance, it’s the right time to take the next bold step.”

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Why do we need automation and how we should properly choose and introduce

information control system? An effective use of the Internet is one of the most

important factors. So, several questions have appeared. How can we use it safely

running no risk of losing the important information? Is it necessary to automate all

kinds of activities? How we can possibly estimate the effect of the implemented

automation system? And is it possible to save money on computers, computer

networks, software and programmers. In order to answer these and many other

questions, which can appear we have considered the diagram of activities' circulation.

 An MIS tailored to the Squadron level needs will optimize various activities, as

previously referred, since the amount of data recorded during flight, the higher

accuracy of these data, the less pilot work load (recording data during flight is a U for

flight safety – U stands for the term “Unfavorable factor”) will:

a.  Ensure better maintenance though the same time will provide the tools for

a more accurate, more deep and detailed investigation of system

problems and fault analysis.

b.  Facilitate the conduct of a serious of exercises - execution of which today

is demanding the deployment of a number of A/C with supporting

personnel thus implying a great effort and high expenses on behalf of the

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 Air Force, by providing the capabilities for tele-briefings, remote mission

planning, remote score data analysis, data transfer etc.

Required MISfor Squadron level Training & Maintenance

 After a detail study of the entire cycle of requirements for the Squadron level

Training & Maintenance as well as for the establishment of an Integrated Debriefing

Environment using the HAF standard methods of requirements definition and

prioritization, and after a thorough investigation and contacts with key officers in the

Squadron/Wing/Headquarters Staffs, I am hereby summarizing what the ultimate

required system is combining.

  Solution for Fatigue & Health Data Recorder (Training & Maintenance)

  Solution for Structural Fatigue Monitoring (Maintenance)

  Solution for Engine Fault and Cycles Recorder (Maintenance)

  Solution for Black Box Option (Training & Maintenance)

  Solution for Ground Station (Training)

  Solution for Integrated Debriefing Environment (Training/Knowledge mng)

In the frame of OFFSETS, RADOM Aerospace, after wide field cooperation with us,

during which we clearly defined the specific requirements per field of operation (training

 – maintenance) we are considering the following Management Information Systemtailored to our needs.

The system will be later on presented in detail. As a general idea must be

understood that with the combination of the full spectrum of IT, such as

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TPS/MIS/EIS/DSS/ES/FAIS/OAS/ERPS (Transaction Processing System/Management

Information System/Executive Information System/Decision Support System/Expert

System/Functional Area Information System/Office Automation System/Collaboration

System/Enterprise Resource Planning System), apart of the amount, accuracy, speed of

data collection and data processing, a great managerial capability will be obtained

through the provision of info to the managerial level for better decision making. The

same time summarized info will be made available to the chain of command which with

the use of drill down tools can see any detailed info stored in the system. Thus

achieving the desired performance enhancement, business model extension and service

offerings expansion.

Ex andEnhance

E x  t   e n  d 


Enhance Add functionality or features tocurrent service offerings, orimprove performanceof existing services

Extend Add new business


Expand Add new service offerings

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Proposed Solution: Onboard Enhanced Training &Maintenance Management System

Cockpit Flight Data Recorder (CFDR)

 An on-board debriefing system is added to the existing or upgraded Avionics

suite of the aircraft.

The debriefing system comprises a Cockpit Flight Data Recorder - CFDR that is

mounted in the cockpit and is integrated with the avionics system; it records the Flight

Data parameters on a Flash memory Card (PCMCIA).

The CFDR   system also contains optional synchronized digital video recording,

based on the HUD7 camera.

The PCMCIA Card is removed by the pilot after each flight and can be replayed

on PC (desktop, portable laptop or notebook) computers.

Figure 1: CFDR Onboard System

Optional on-board connection to the aircraft UHF transceiver can send the

aircraft main parameters (aircraft position, velocities, accelerations, certain discrete

signals) to the other training aircraft and to the Ground Station to create a real time

7 Head Up Display

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database, which is used to perform real time ACMI8, Radar and RWR 9 systems, in-flight

simulation and situational awareness picture.

Figure 2: PCMCI Cartridges

The Ground System enables to replay a complete mission with 3D visualization of

the aircraft maneuvers, terrain, pilot’s cockpit activity, accuracy of instrument

approaches and operation of weapon systems including simulated and real bomb hits


Figure 3: ACMI and Debriefing System

Real terrain visualization will enable to replay tactical maneuvers and low-level

navigation and ground attacks.

The Cockp i t  F l i gh t Da ta Reco rde r  system enables to merge and replay multi-ship operations such as ACM/ACT10 and tactical maneuvers (to GPS accuracy).

8 Air Combat Maneuvers Indicator

9 Radar Warning Receiver10 Air Combat Manœuvres / Air Combat Tactiques

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The system protocols are Internet-Compatible (TCP/IP) and can be transmitted

via Internet or Intranet networks between squadrons or airbases.

The debriefing SW can be loaded and used on a commercial notebook computer

and be used by each Trainee as aM i s si on P l a nn i ng

  tool to prepare for the next


Figure 4: Debriefing System Display

The same ground station can be used for mission planning, waypoint selection and

mission scenarios rehearsing.

Therefore, the ground debriefing station can supply the following:

• 3D over terrain data presentation, with real data.

• 2D-map presentation of aircraft position.

• Single or multi-ship presentation.

• HUD video synchronization.

• Simulated trajectories of weapons and post flight Scoring.

• Mission planning.

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Maintenance Features

The Flight Data Recorder, which will be an integral part of the avionics package,

will be also utilized for Avionics Maintenance:

 All BIT results can be recorded on it along with the data usually recorded for

pilots’ debriefing.

It will enable to replay the complete flight and troubleshoot of avionics as well as

airframe problems encountered during the flight. This is performed through integration

of the CFDR data with the aircraft’s avionics hot mock-up.

There is also an option to extend the CFDR usage for additional maintenance

applications as described below.

Figure 5: Avionics Hot Mock-Up

Fatigue & Health Data Recorder

The CFDR already integrated in the Avionics suit for ACMI debriefing will be

utilized for Maintenance applications. The CFDR already connected to the Mux-Bus and

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recording flight data, will be interfaced to additional sensors such as Strain gauges,

Engine gauges etc through a signal conditioning unit as presented below:

Figure 6: CFDR Interfaces for extended usage

The Data will be processed onboard and recorded for the following applications:

♦  Structure Fatigue monitoring and Logger

♦  Engine Cycles Logger

♦  Engine Limits exceeding and malfunctions recording

♦   Avionics BIT recording.

♦  Mishap and troubleshooting investigations

Structural Fatigue Monitoring:

Monitoring Airframe Structure fatigue parameters based on the actual

maneuvering of the aircraft, rather than just logging flight hours, optimizes the actual

usage of operational flight hours of the aircraft while reducing maintenance and

inspections costs.

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Engine Fault and Cycles Recorder

The CFDR can monitor engine parameters such as FTIT, RPM, and Oil Pressure

etc. and will detect events of exceeding limits. Once detected, it will continuously record

all engine data and associated flight data. The data will be used to reconstruct it on the

Ground for better trouble-shooting of engine problems.

Time at predefined Temperatures Levels and flight conditions, Afterburner time

etc. will be logged for automatic Engine Cycles counting.

Black Box Option

There is an option to connect the CFDR to a crash protected memory unit

(CSMU) for accident investigation.

In this option the CFDR will collect flight data and systems statuses and send it

via an RS 422 line to an off the shelf Crash safe memory unit (F-16 type). Or to a more

advances Voice and Data Recorder (VADR).

Ground Station

 A PC based station will be utilized to process the PCMCIA recorded data. It will

be possible to recreate a complete flight, to present the A/C flight path like in the ACMI

station and in addition to present the engineering data from the engines, airframe andother onboard systems.

The station will be used for logging airframe fatigue and engine usage data and

for troubleshooting and mishap investigation.

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Figure 7: CFDR Ground Station

Flight Data Recorder (By PLR Avionics - www.plris.com) 

System Description

The FDR is a cockpit mounted unit with a high end microprocessor controlled

system, which provides collection of A/C data from several independent sources and

records them on PCMCIA FLASH cards. Up to two Type III PCMCIA FLASH cards can be

used to provide storage capacity for the recording of flight data. The FDR contains all

the required switches and lamp indicators on its front panel and does not need any

additional control panels to operate the unit.

The FDR includes the following aircraft interfaces:

•  The aircraft’s MIL-STD 1553 data bus.

•  Serial digital data busses, including RS-232, RS-422, RS-485, ARINC 429.

•  PCM data stream input and output

•  Discrete signals

•   Analog inputs.

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The FDR selects specified data words from the MUX-Bus, RS, ARINC and from the

BIL and stores them on the internal PCMCIA compatible Flash cards. The FDR

synchronizes the recorded data from these sources to the time of flight.

The Flash cards also contain a special setup file providing the FDR with

predetermined user setup information. This information in general defines for each

input source the parameters selected to be recorded and any other user supplied


 As a result of its recording capabilities and its capability to record data, video and

audio the applications in which the FDR can be utilized are numerous and varied. Some

of these are:

•  Mission Data Recorder (MDR)

•  Data Transfer Equipment (DTE)

•  Pilot Air Combat Training and Evaluation (PACTES)

•  Flight Test Data Recorder (FTDR)

The Debriefing Station displays the recorded video synchronized with any recorded

data parameters. These can also be displayed in conjunction with a 3D Terrain Map or2D Map. The FDR records the flown route, which can later be replayed over the terrain,

displaying one or more aircraft. When used in this manner, the system provides an

excellent pilot debriefing tool, as a training tool or as a practice run for special missions.


The Integrated Debriefing Environment (IDE) is a PC based software package

intended for use by design and development engineers during the integration and test

stages. It provides crisp clear real-time graphic representation of acquired or recorded

data. Capable of accepting a large number of data sources, it synchronously displays all

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selected parameters and collects your data entirely in a digital domain. Your recorded

data can be transferred via you LAN network, FTP transferred, or even emailed.

 A total of 100 designated pages of users selected parameters can each be

viewed. User friendly menu driven operation ensures smooth setup, parameter

definition, event and phenomena observation and report generation.

The IDE includes powerful search capabilities, which identify events,

exceedences, time, etc. It has a simple, menu driven data streams definition process,

which define the incoming messages (sub-messages), parameters inside messages and

graphic presentation pages.

 Arbitrary calculations can be performed on the parameters and presented either

in real-time or during playback. The user can extend the set of applicable functions.

 View your acquired or recorded data in "raw" format, as physical or engineering units or

calculated using compound formulas.

The IDE incorporates a powerful but very user friendly Report Generator. The

user defines report template and format, data sections and data formats.

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SETUP: Initializing the system requires the definition of the set of channels the

IDE will deal with. This includes the list of channels and, their hardware protocol

parameters, such as baud rate, number of data bits, addresses, etc.

It also requires a definition of the set of messages to be recorded. This includes such

information as message name, the input channel receiving the message, message

length, message format.

Setup also describes the set of parameters residing in each message, value

presentation format, and the corresponding calibration formula.

Parameters can be united into subsets for convenience of use and presentation.

Subsets can be either displayed in pages while debriefing or dumped into ASCII files.

DEBRIEFING: The debriefing process is performed based on the setup

information and recorded or acquired data. It represents this data to the user in tables

with raw and engineering data, gages, bars, graphs, etc.

Each time the IDE is initialized it will use the settings defined during the previous run.

This includes the last setup information, last page on the screen, last assigned pages

and so on. It allows the user to start debriefing with minimal preparations. To start the

debriefing process the IDE must be “connected” to its source of data.

The “connect” operation can be either to a file, or to a user defined Data Source

Handler. This is either provided together with the IDE, or written by the user, in the

form of a Dynamic Link Library (DLL). By using this technology the user can connect the

IDE to an arbitrary device, which will acquire data from the desired source(s), pack it

according to predefined rules and provide it to the IDE for debriefing and recording.

REPORT GENERATOR:  The IDE can produce three types of reports - Traffic

Report, Report by Event and Report by Time Step. The last two types of reports can be

produced both in ASCII and binary forms.

The Traffic Report is an ASCII file which displays a line for each message, containing

message time and message name.

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 ASCII reports contain lines with exact time and value of all parameters included in the

subset selected by the user for the

report. Binary reports contain

parameters included in the selected

subset, in the form they were


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It takes a great deal of effort, expertise, time, and money to create amanagement information system that produces comprehensive and integrated

information on demand. The development or the improvement of a management

information system is usually a major organizational undertaking.

The way the system will be working after the implementation of the required MIS

is displayed in the following diagram, bearing in mind that blue arrow-lines represent

 “automated data transfer”  11.

Organization and Training-Maintenance Management Model with MIS

11  As you will notice, the only “manual activity” taking place wil l be the pilot’s PCMCI cartridge delivery το  the

maintenance control and then all data will be automatically distributed, analyzed, evaluated by the specialized tools,thus providing flight crews with all data required for the training-advantageous validation of the mission and,maintenance people with each and every peace of information required not only to conduct but also to level upmaintenance.

 Analysis Tools

 A B C D E F G H

Systems Malfunction

Maintenance Schedules

Jan. Feb. Mar.



F & M Crews Remarks 

Important feed back information 


Open SiteReferences


d Acc t. Consult.  Inform 

W/D Results






Spare parts (IN/OUT docs)

Process Flow Map


- Normal Procedures- Emergency Procedures

- Maintenance Instructions

- Malfunctions/AC response

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The automated system provides managers of different levels with the

following i nd i ca t i ve tools:

Maintenance Officer:  Collecting more and of much higher accuracy

maintenance data (Enhanced ) thus facilitating fault analysis and equipment


Maintenance Supervisor: Extend   maintenance effectiveness via statistical

analysis of problematic systems, in which cases and under which conditions.

Maintenance Command: Expand   maintenance capabilities due to the better

scheduling of 2nd and 3rd degree maintenance.

Evaluation Officer: will be able to point out weaknesses of every individual

pilot as well as weaknesses in maintenance procedures and (extend) make

decisions on the way to eliminate them. Will eliminate “skills evaluation doubts”

(human factor divergences) because grading will now on be based on recorded

performances of the individuals (Enhance Evaluation) .

Training Officer: Enhance   the training system based on information (data)

collected on the full spectrum of crews’ activities. Extend  effectiveness in training

management via cooperation with Evaluation officer based now on doubtlessinformation.

Operations Officer: Extend  decision making, i.e. engage crews in roles better

fitting to their skills in accordance with their recorded performances. 

Squadron Leader: Extend   decision making, i.e. order for additional air-to-

ground attack training missions, if a lower factor of professionalism has been

indicated for the squadron pilots in relevant missions.

Training Command: Expand   capabilities by the use of Integrated DebriefingEnvironment (IDE). 

* Advantages are not limited to the above mentioned but for the purpose

of this project it is not considered necessary to enter into further

operational details.