CNS_ATM ISP Annex Ver 1.2 20100528.docx

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KC-10 CNS/ATM Program Information Support Plan (ISP) [Annex to the KC-10A Extender ISP]

Version:

1.2 May

FOR OFFICIAL USE ONLY

DISTRIBUTION STATEMENT D: Distribution Authorized to Department of Defense ( DoD ) and U.S.

DoD Contractors only. Other requests for this document shall be referred to the 544 Aircraft Sustainment Squadron (ACSS), Tinker AFB, OK.

2.1 January 2008

Submitted By/Date:

ZACHARY COOPER

KC-10 CNS/ATM Program Manager

544 ACSS/GFLT

Approved By/Date:

COL JAMES G. FULTON

Commander, 727th Aircraft Sustainment Group (727 ACSG/CC) Tinker AFB, OK

THIS PAGE INTENTIONALLY LEFT BLANK

REVISION HISTORY

FOR OFFICIAL USE ONLY

KC-10 CNS/ATM Program ISP Annex Draft – Dec 2009

FOR OFFICIAL USE ONLY

KC-10 CNS/ATM Program ISP Annex

TABLE OF CONTENTS

Fig 2-4, Provide External Communications Operational Activity Model Node Tree Diagram

(OV-5) 19

Fig 2-5, Interact with Command/Control Authorities Operational Activity Model Node Tree Diagram (OV-5) 19 Fig 2-6, Interact with ATC Authorities Operational Activity Model Node Tree Diagram (OV-5) 19 Fig 2-7, Maintain Historical Records Operational Activity Model Node Tree Diagram (OV-5) 20 Fig 2-8, KC-10 CNS/ATM Operational Activity to System Function Traceability

FOR OFFICIAL USE ONLY ii

1. Introduction

The International Civil Aviation Organization (ICAO), Federal Aviation Administration (FAA), and other Civil Aviation Authorities (CAA) are implementing a new air traffic management architecture to increase system capacity and flight efficiency while continuing to meet flight safety standards. The key elements of the new Air Traffic Management (ATM) environment are based on required communications, navigation, and surveillance (CNS) performance in support of separation standards. In the CNS/ATM environment, aircraft must maintain precise position (navigation), and send aircraft position and intent to ground Air Traffic Control (ATC) facilities and other aircraft (surveillance) via voice and datalink (communications). In addition, voice communications are augmented by direct Controller-Pilot Data Link Communications (CPDLC). These capabilities allow reduced aircraft separations and new ATM procedures to be introduced, maximizing the use of optimum airspace while maintaining safety standards. Some CNS/ATM mandates are already in place and are likely to become much more restrictive by 2015.

1.1 Operational Scope

The KC-10 aircraft provides robust, sustained air refueling capability to support global attack, air-bridge, deployment, sustainment, employment, redeployment, homeland defense, theater support to joint, allied, and coalition air forces and specialized national defense missions. KC-10 can execute secondary missions in a manner not to significantly impact the primary Air Refueling (AR) mission. Secondary missions for the KC-10 include cargo and/or passenger airlift, Aeromedical Evacuation (AE) and Operations Plan (OPLAN) 8010.

This Information Support Plan (ISP) annex supports the initial increment in the evolutionary acquisition process for the CNS/ATM-modified KC-10A (hereafter referred to as KC-10). The current KC-10 CNS/ATM Program has been down-scoped from the KC-10 Aircraft Modernization Program (AMP). Due to cost, only the minimum requirements to meet 2015 mandates are included. The KC-10 CNS/ATM Program requirements outlined in the Capability Development Document (CDD), 5 August 2008, include three (3) Key Performance Parameters (KPPs) and four (4) Key System Attributes (KSAs):

· KPPs #1 CNS/ATM worldwide airspace access #2 Network Centric Operations (NCO) – “Net Ready (NR)-KPP #3 Material availability

· KSAs #1 FAA airworthiness certification #2 Ownership costs #3 Materiel reliability #4 Global Positioning System (GPS) accuracy

Figure 1-1, KC-10 CNS/ATM High-Level Operational Concept Graphic (OV-1)

KC-10 Operational Concept Graphic, OV-1, is displayed in figure 1-1. In the CNS/ATM environment, aircraft must maintain precise position (navigation), and send aircraft position and intent to ground ATC facilities and other aircraft (surveillance) via voice and datalink [Satellite Communications (SATCOM) and Line of Sight (LOS) communications]. In addition, voice communications are augmented by direct CPDLC. These capabilities allow reduced aircraft separations and new ATM procedures to be introduced--maximizing the use of optimum airspace while maintaining safety standards.

For the KC-10 aircraft to operate in this new environment, significant aircraft modifications are required. KC-10 CNS/ATM will use a systems approach to ensuring the KC-10 can operate in worldwide air space beyond 2015 using technology that is currently available and FAA certified. Avionics components will incorporate the following capabilities using Commercial Off-The-Shelf (COTS) and/or Government Off-The-Shelf (GOTS) software and hardware:

· Precision Navigation

· Satellite Datalink and Voice

· Flight Management System (FMS) replacement

· Inertial Navigation System (INS) replacement

· GPS replacement with Selective Availability Anti-Spoofing Module (SAASM) compliant GPS receiver

1.1.1 Joint Operations

The equipment improvement gained through the CNS/ATM Program upgrade will significantly increase the utility and enhance safety of the vital missions the KC-10 platform performs by providing improved capabilities for range, offload, payload, navigation, and communication. The KC-10 CNS/ATM Program implements those CNS/ATM requirements for the KC-10 currently mandated through 2015, and ensures the capability to perform associated or ancillary missions. The CNS/ATM-modified KC-10 will help ensure rapidly deployable, employable, sustainable and redeployable Joint Forces throughout the global battlespace. It enables air mobility operations and Focused Logistics (FL) by supporting the delivery of the fuel, equipment, supplies, and personnel in the right quantities, to the right place, at the right time.

Joint Functional Concepts (JFC). AR is a vital capability supporting several of the JFCs: FL; Force Application (FA); Joint Command and Control (C2); Protection; Net-Centric Environment (NCE); and Battlespace Awareness (BA). The KC-10 CNS/ATM Program falls primarily under the FL Functional Capabilities Board (FCB).

Focused Logistics. The CNS/ATM-modified KC-10 will help ensure rapidly deployable, employable, sustainable and redeployable Joint Forces throughout the global battlespace. It enables air mobility operations and FL by supporting the delivery of the fuel, equipment, supplies, and personnel in the right quantities, to the right place, at the right time. The KC-10 CNS/ATM Program supports the following FL JFC attributes: expeditionary, adaptable, and networked.

Force Application. The following FA JFC attributes are supported by the KC-10 CNS/ATM: agile and persistent.

Joint Command and Control. Joint C2 reflects the exercise of authority and direction by a commander over assigned and attached forces to accomplish a mission. The KC-10 currently lacks the required connectivity to Command and Control (C2) agencies. Very limited Real-Time Information in the Cockpit (RTIC) capability exists. However, airborne C2 assets will benefit from extended loiter time provided by AR. Additional communication capabilities provided by CNS/ATM will enhance an agile, responsive, robust, flexible, and adaptive joint force commander decision space;

Protection. The KC-10 is a vital enabler for Force Protection. The extended loiter time provided by AR is beneficial. As such, the CNS/ATM modified KC-10 will enable the Joint Force Commander’s accomplishment of the key protection activities of detect, assess, warn, defend, and recover.

Net-Centric Environment. The central idea in the NCE JFC is: If the Joint Force fully exploits both shared knowledge and technical connectivity, then the resulting capabilities will dramatically increase mission effectiveness and efficiency. KC-10 CNS/ATM supports the NCE by enabling shared information and understanding. CNS/ATM provides key position information to the network that enables air traffic management and Joint Force Commanders to make more timely and effective decisions.

Battlespace Awareness. BA is the key to increasing the reach, persistence, and agility of our military capabilities while increasing the range of military options available. CNS/ATM ensures the KC-10 can “get to the fight” while also providing the Joint Force Commander with improved knowledge of the current status of forces outside, inside and entering his Area of Responsibility. These capabilities will directly support increased reach, persistence and the range of military options available to the Joint Force Commander. BA will benefit from extended loiter time provided by AR. CNS/ATM supports all five of the desired BA attributes: persistence, agility, information, reach, and spectrum.

Joint Integrating Concepts (JIC). The CNS/ATM-modified KC-10 will be instrumental in supporting most of the JICs. It is especially important for the Joint Forcible Entry Operations (JFEO), Global Strike (GS), Net-Centric Operational Environment and Joint Logistics (JL) JICs. The GS JIC requires “GS operations will be executed anywhere in the world using Continental United States (CONUS)-based, forward-based, or deployed forces in a joint planning and execution environment with short timelines.” The unrestricted, timely access to worldwide airspace provided by KC-10 CNS/ATM directly supports these requirements.

USAF Concept of Operations (CONOPS). CNS/ATM supports the following USAF CONOPS by allowing unrestricted access to preferred routes and timing through compliance with CNS/ATM mandates:

Global Mobility. The CNS/ATM-modified KC-10 will provide mobility C2; AR; air transport; AE; air insertion of forces into hostile territory; space lift; initial set-up of bases; and standing up air ops in forward locations.

1.1.2 Threat-Specific Information

Mission requirements dictate the KC-10 must be capable of operating from worldwide locations day and night under most operational atmospheric conditions, including hot and cold, humid and arid, as well as high altitude. KC-10s must also operate from austere expeditionary airfields with minimal available infrastructure. The aircraft must operate seamlessly within future ICAO and FAA airspace structures. KC-10 should also be capable of operating in a Chemical and Biological (CB) environment, and be resistant to effects of information/electronic warfare. Future AR operations will face a wide range of threat systems as addressed in the basic KC-10 ISP. Besides threat systems held by potential adversary nations, additional threats, primarily terrorist groups, continue to acquire weaponry that threatens tanker operations. Developments in Information Warfare pose increasing threats to electronic systems on aircraft, and could be the most pervasive threat applicable to the CNS/ATM modifications. Threat systems such as portable directed energy weapons are a likely part of the terrorist’s weapons inventory. Denial of navigation and information systems data by Radio Frequency (RF) jamming, signal spoofing, and emitter detection/monitoring could jeopardize operations. Some avionics systems could be vulnerable to information attack such as insertion of false data and malicious software codes.

For detailed threat information, see the following documents:

Air Capstone Threat Assessment, DoD-1574-4320-08, June 2008, (S//NF).

Information Operations (IO) Capstone Threat Assessment (U), DI-1577-37-07 Volumes 1--14 and 16, Sixth Edition, April 2007 (S//NF//20361018) Chemical, Biological, and Radiological Capstone Threat Assessment, DI-1650-83-06, June 2006 (S//FGI GBR//NF)) Air Force Tactics, Techniques, and Procedures 3-1.22, Tactical Employment - KC-10/ KC-135, May 06 (S) Air Mobility Master Plan, 2008

1.2 System Interface.

1.2.1 System Interface Description.

The Node to Node Systems Interface, SV-1 (Figure 1-2), depicts the interconnectivity between system nodes and their respective systems. KC-10 CNS/ATM only exports data from and imports data to the Datalink Service Provider (DSP). Messages from the KC-10 are then routed to either ATC or Tanker Airlift Control Center (TACC) using inherent DSP capability. The relay functionality is not part of CNS/ATM and is not included in the architecture.

To understand this interconnectivity, it is necessary to understand the purpose of the CNS/ATM modification to the KC-10. With increased air traffic congestion, the CNS/ATM modification will provide improved communication with air traffic controllers. The DSP relays voice and message communication between the aircraft and the ATC or the TACC even in remote locations or over oceans. There are several competing datalink service providers in the world and in some areas with overlapping service, e.g. Europe. The two dominating service providers are Aeronautical Radio Inc. (ARINC) and Society of International Telecommunication Aeronautics (SITA). Messages are text-based information of essentially the same type as can be sent via ground to ground telex. Aircraft Communications Addressing and Reporting System (ACARS) is the system used to transmit these messages. ACARS is a datalink technology developed specifically for the airline industry. As an external node to the KC-10, the DSP is not part of the GIG nor part of the CNS/ATM architecture, but only a relay for message traffic between the KC-10 and air traffic and tanker controllers. The KC-10 CNS/ATM Program will not publish data or provide services for GIG users.

The two aircraft systems associated with the DSP external node are the SATCOM and Very High Frequency (VHF) datalink transceivers. This node is not present in the operational views because from an operational perspective, the information is being exchanged between the aircraft and either ATC or TACC. From a system perspective, this information is actually relayed through a DSP, and is included here for design reference. Additional external nodes from the KC-10 program architecture are shown to enhance the system-level context.

All manual and automatic CPDLC and C2 messages being sent or received by the aircraft are exchanged through the SATCOM and VHF datalinks communication nodes. While C2 messages are normally sent via SATCOM Beyond Line of Sight (BLOS), the CNS/ATM functionality determines the optimum routing (SATCOM or VHF) for CPDLC messages.

Figure 1-2. KC-10 CNS/ATM Systems Interface Description Diagram (SV-1)

1.2.2 System Functionality Description.

Figure 1-3 Systems Functionality Description Diagram (SV-4a) depicts the hierarchy of the system from a functional perspective. It illustrates the system functions that must take place in order to achieve successful completion of the operational activities. Transfer data via datalink, has been added to the program level architecture with its further decomposition into transferring data via SATCOM or VHF datalink, processing message traffic, and printing messages (all in yellow). The main purpose is to show the data flows between the top-level internal system function and external functions. The external datalink exchanges that are required for datalink transfer to take place are shown along with other associated system functions ( in green): provide for surveillance Identification Friend or Foe/Selective Identification Feature (IFF/SIF) for Automatic Dependent Surveillance-Broadcast (ADS-B) and ADS-Contract (C); provide human-machine interface to initiate messages, for automatic/manual message generation (respond/reply to requests for information) and for routing the print command to the aircraft printer. The KC-10 CNS/ATM exports data from and imports data to the DSP. Messages from the KC-10 are then routed to either Air Traffic Control or Tanker Airlift Control using inherent DSP capability (shown on the SV-1). The relay functionality is not included in the architecture since it is not part of KC-10 CNS/ATM.

Transfer Data via Datalink function is decomposed into its four KC-10 CNS/ATM components. Their names and functionalities are:

· Transfer Data via SATCOM Datalink – sends all automatic and manual C2 and CPDLC messages, plus the ADS-C messages that require BLOS transmission

· Transfer Data via VHF Datalink – sends all automatic and manual CPDLC messages and ADS-C messages that require LOS transmission

· Process Message Traffic – processes automatically generated messages from the FMS computer, plus those manually generated using the FMS keypad. Messages are processed to the optimum transmission datalink transceiver, and messages are received from the transceivers from the ground stations and processes them for internal transmission to the FMS

· Print Messages – command from the FMS to the aircraft printer to print selected messages Process Message Traffic and Print Messages are further decomposed to the following components:

· Initiate Messages – manually generated messages.

· Respond/Reply to Request for Information – manually or automatically generated messages in response to requests.

· Maintain Messages Print Messages 1.1.3.4 Process Message Traffic 1.1.3.3 1.4 1.3 1.2 Provide For Communicatio n s 1.1 Transfer Data via

VHF

Datalink 1.1.3.2 Transfer Data via

SATCOM

Datalink 1.1.3.1 1.1.3 1.1.2 1.1.1 Voice Communications via radio 1.1.4

KC-10

Systems Provide For Surveillance Provide For Navigation Provide Human-Machine Interface Transfer Data Via RF Transfer Data Via Physical Interface Transfer Data Via Datalink 1.1.3.3.1 1.1.3.3.2 1.1.3.4.1 Maintain Messages Initiate Message Traffic Respond/Reply to Request for Information

Figure 1-3. KC-10 CNS/ATM Systems Functionality Description Diagram (SV-4a)

1.3 Program Data.

Program Contact Information :

KC-10 CNS/ATM Program Manager: Mr. Zachary Cooper 544 ACSS/727 ACSG, Tinker AFB OK

DSN 336-4105

mailto:zachary.cooper@tinker.af.mil

KC-10 CNS/ATM Engineer: Mr. Randy Smejkal 544 ACSS/727 ACSG, Tinker AFB OK

DSN 336-4981

mailto:randy.smejkal@tinker.af.mil

Program Acquisition Category: ACAT III

Milestone Decision Authority (MDA):

Milestone covered by the specific ISP: Milestone B

Projected milestone date: May 2010

2. Analysis

2.1 Warfighting Missions

Air Force Doctrine Document 1 (AFDD-1) includes four primary missions accomplished by the KC-10: GS support, air bridge support, aircraft deployment, and theater support to combat air forces. AR forces perform these missions in support of strategic, operational, and tactical level objectives across the range of military operations. The equipment improvement gained through the CNS/ATM Program upgrade will significantly increase the utility and enhance safety of the vital missions the KC-10 platform performs by providing improved capabilities for range, offload, payload, navigation, and communication. The KC-10 CNS/ATM Program implements those CNS/ATM requirements for the KC-10 beyond 2015, and ensures the capability for the KC-10 to perform associated or ancillary missions.

2.2 Information Needed for Mission Support

The KC-10 can execute secondary missions such as cargo and/or passenger travel, AE, and OPLAN 8010, without impacting the primary AR mission. The KC-10 CNS/ATM Program will provide the capabilities to meet existing and known future mission requirements. All KC-10 missions will benefit equally from the improved CNS/ATM capabilities, both operationally and functionally.

In the CNS/ATM environment, aircraft must maintain precise position (navigation), and send aircraft position and intent to ground ATC facilities and other aircraft (surveillance) via voice and datalink (SATCOM and LOS communications). In addition, voice communications are augmented by direct CPDLC. These capabilities allow reduced aircraft separations and new ATM procedures to be introduced--maximizing the use of optimum airspace while maintaining safety standards.

Figure 2-1, Operational Node Connectivity (OV-2) describes Operational Nodes, connectivity, and information exchange needlines between nodes. The only external Information Exchanges (IEs) added to the KC-10 platform level architecture by KC-10 CNS/ATM are the SATCOM and VHF datalink exchanges between the aircraft and two authorities: Air Control Authority and Operational Control (OPCON) Authority. These are represented by needlines 1-4. The OV-2 needlines represent IEs between Operational Nodes.

Figure 21. KC-10 CNS/ATM Operational Node Connectivity Diagram (OV-2)

The CNS/ATM operational activities are basically the same for all KC-10 missions. Table 1 below provides the IEs for typical operational missions for each operational Node.

Table 1. KC-10 CNS/ATM Operational Nodes and Corresponding IEs

Up Link (U/L): Additional Messages, Air Traffic Advisories, Contract/Monitor/Surveillance Requests, Crossing Constraints, Lateral Offsets, Negotiation Requests, Report/Confirmation Requests, Responses/Acknowledgements, Route Modification, Speed Changes, System Management Messages, Vertical Clearances

D/L: 7500 Report, Automatic Initialization Request, Block in Delay Report, Block Out Delay Report, CPDLC Echo Report, Diversion Report, Engine Report, Enroute Delay Report, ETA Report, Flight Plan Report, Flight Plan Request, Flight Plan Response Report, Flight Plan Summary Report, Flight Plan Unable Report, Free Text Report, In Event Report, In Range Report, Loopback Test Response, Message Acknowledgement, Miscellaneous Report, Off Event Report, On Event Report, Operations Normal Report, Other Report, Out Event Report, Position/Weather Report, Progress Report, Ramp Services Report, RB-OOOI Information Response, Return-to-Gate Event Report, Snag Report, Structural Report, Takeoff Delay Report, Takeoff Planning Request, Takeoff Runway Data Request, Tanker Flight Log Report, Undelivered Message Advisory, Weather Request, Weight/Balance Report, Wind Data Request

2.3 Operational Users and Notional Suppliers

This section of the analysis identifies and defines external operational nodes with the subject node of the architecture (CNS/ATM-modified KC-10) to enable functional capabilities. Only interaction with those external operational nodes associated directly with CNS/ATM are analyzed in this annex. The KC-10 aircraft analysis is covered in the basic KC-10A ISP.

As depicted in Figure 2-1, OV-2, Air Control Authority and OPCON Authority are the only external operational activities associated with the KC-10 CNS/ATM Program.

Air Control Authority: An AMC controller coordinates actions with the KC-10 to achieve safe and effective sortie operations. The CNS/ATM capability allows more efficient use of air space and provides greater safety to the aircrew.

OPCON Authority: The TACC, an AMC agency for centralized C2, schedules and controls all tanker and airlift resources worldwide. Air Force tasking as well as DOD support is channeled through the state-of-the-art hub of mobility control.

2.4 Data Quality

The key elements of the new ATM environment are based on required communications, navigation, and surveillance performance in support of separation standards. The aircraft must maintain precise position (navigation) and send aircraft position and intent to ground ATC facilities and other aircraft (surveillance) via voice and datalink (communications). These communications must be of sufficient quality to enable mission accomplishment, and must be capable of being inhibited, when required

2.4.1 Quality of Data to Support Functions

Data quality is an attribute of the informational data required. Data quality assessment for KC-10 CNS/ATM will use the same metrics as defined in the KC-10A ISP: Accuracy, Precision, Integrity and Usability. The first element of data quality stems from data usability to support the mission. The quality of data needed for the KC-10 also hinges on accuracy. Accuracy is a measure of the correctness or veracity of the data. Complete data quality figures for accuracy and precision for the CNS/ATM modified KC-10 will be provided in the System Data Exchange Matrix (SV-6) (included as Appendix B) and trace back to the overarching mission in the matrices that describe the functions in the “KC-10 CNS/ATM Execute Operational Activity Model Node Tree Diagram (OV-5) (Figure 2-3). KC-10 information, data and exchange resulting from the CNS/ATM modification must directly support the approved KC-10 CNS/ATM CDD. All means of communication must be of sufficient quality to enable mission accomplishment, and must be capable of being inhibited, when required.

2.4.2 Mission Activities and Functions

2.4.2.1 CNS/ATM Airspace Access

Aircraft shall be capable of worldwide operations in civil and military airspace and shall meet the most current and programmed/forecasted 2015 FAA/ICAO standards for airborne CNS/ATM functions (THRESHOLD, KPP#1). In Accordance With (IAW) DOD acquisition guidelines, COTS/Non-Developmental Items (NDIs) are preferred and modifications required to meet KPP#1 shall not degrade the current capabilities of the KC-10A (THRESHOLD).

2.4.2.2 Communications

The aircraft shall have communications management function(s) that meet the functional and interface requirements of 2015 CAA standards (THRESHOLD) required for worldwide military flight operations. The communications management radios shall support operation over the existing ATC/Airline Operational Control (AOC) datalink ground infrastructure (THRESHOLD). It shall support a customized airline operational control message set that includes automatic position reporting, Out-Off-On-In (OOOI) aircraft status reporting, free text, and other messaging needed to support the 18 AF/618 TACC integrated flight management architecture IAW AMC Airline Modifiable Information (AMI) message sets (THRESHOLD). This application shall operate over the LOS/BLOS datalink systems (THRESHOLD). Human Factors Engineering (HFE) principles will be followed to provide a system that possesses easy communication management tasks.

2.4.2.2.1 Voice and Data Communications

The aircraft shall be capable of handling BLOS and LOS voice and/or data communications during all phases of flight and ground operations (except ground refueling) (THRESHOLD). Voice transmissions shall be capable of being accessed at the prime cockpit locations, the prime boom operator position and one other boom pod position (THRESHOLD). Data transmissions received shall be displayed at the pilot and co-pilot locations (THRESHOLD). Data transmissions shall be capable of being downloaded and electronically transferred via a Data Transfer Medium into the applicable aircraft system (e.g., FMS) by any of the cockpit flight crew (THRESHOLD).

2.4.2.3 Datalink

The KC-10 CNS/ATM shall provide pilot-controllable independent datalink capability in the cockpit (THRESHOLD). Datalink capability shall be provided with transmit inhibit functionality (THRESHOLD). The pilot will be capable of activating and deactivating the datalink at will without disrupting the tempo of flight operation. The aircraft shall have VHF digital link (VDL) mode 2 capability (THRESHOLD), and shall provide a clear upgrade path for future LOS ATC datalink communications (THRESHOLD). The aircraft shall have at least one SATCOM system that supports the CPDLC and ADS-C functionalities (THRESHOLD). A crew-accessible cockpit printer shall be installed as part of the avionics suite, and the printer shall be able to print all messages received from off board sources (THRESHOLD).

2.4.2.4 Navigation

2.4.2.4.1 Inertial Navigation Units (INUs)

INUs shall provide navigation that supports the legacy analog autoflight system, simultaneous analog and digital interface capability and a blended civil/military GPS navigation solution (THRESHOLD, KPP #1). The current KC-10 INUs do not meet 2015 CNS/ATM Required Navigation Performance (RNP) tolerances and are no longer manufactured or supportable.

2.4.2.4.2 Flight Management System (FMS)

FMS shall provide a flight management capability that supports attaining technical performance standards for worldwide RNP/ Area Navigation (RNAV)/ Precision Area Navigation (PRNAV) navigation standards: RNP 2 enroute, RNP 1.0 in the Terminal area and RNP 0.3 for approach operations (THRESHOLD, KPP #1). The FMS shall include military functionality to include the ability to load, display and provide flight information for formation flight and tanker operations (THRESHOLD). The performance portion of the FMS shall provide for multiple climb/cruise/descent profiles on the same sortie (THRESHOLD). The FMS shall be compatible with current AMC mission planning and C2 systems [e.g., Air Force mission planning system like the Joint Mission Planning System (JMPS), Advanced Computer Flight Plan (ACFP), and 618th TACC airline operational control message sets] (THRESHOLD). The FMS shall have the ability to upload computer flight plans and the National Geospatial-Intelligence Agency (NGA)/ Digital Aeronautical Flight Information File (DAFIF) navigation database simultaneously and the upload shall take no more than 15 minutes (THRESHOLD). The FMS should include the capability to adapt to future DAFIF formats. A Flight Performance Model (FPM) compatible with AMC C2 systems shall be required (THRESHOLD). And, the FMS shall have the capability to zeroize (i.e. data erasure capability to National Security Agency (NSA) standards) (THRESHOLD).

2.4.2.4.3 Global Positioning System (GPS)

The GPS capability [military and FAA Technical Standard Order (TSO) civilian] shall provide for necessary navigation accuracy to support currently programmed 2015 CNS/ATM mandates (THRESHOLD, KSA #4). A SAASM-compliant military GPS receiver shall be provided to support military GPS functionality (THRESHOLD). The integrated GPS system shall provide both Standard Positioning Service (SPS) and Precise Positioning Service (PPS) functionality (THRESHOLD). The crew shall have the ability to switch between SPS and PPS modes in flight with no loss of navigation solution (THRESHOLD). The SPS and PPS GPS systems shall provide Receiver Autonomous Integrity Monitoring (RAIM) and Fault Detection and Exclusion (FDE) (THRESHOLD). The GPS receiver shall also have a growth path to accommodate M-code (THRESHOLD). The current KC-10 GPS also requires replacement since it is currently embedded in the obsolete FMS.

2.4.2.5 Surveillance

Automatic Dependent Surveillance (ADS) The aircraft shall have ADS-B Out functionality to enable the automatic and independent reporting of aircraft identity, position, and intent, via Mode S transponder for ATC purposes (THRESHOLD) to support worldwide flight operations.

2.5 Timeliness Criteria

This section provides an analysis of the timeliness criteria of the CNS/ATM modified KC-10 and its communications with the Air Control Authority and the OPCON Authority. It includes an assessment of the sequence of events depicted in Figure 2-2, OV-6c Operational Event-Trace Description. The Operational Events depicted correspond to the IEs described in the OV-5 Activity Model which are further defined in the OV-3. An analysis of CNS/ATM modified KC-10 time-ordered sequence of IEs between participating scenario operational nodes found no timing abnormalities. As a minimum, applicable CNS/ATM data/information must meet or exceed levels to support established KC-10A weapons system KPPs and KSAs.

2.5.1 OV-6c, KC-10 CNS/ATM Operational Event/Trace

One of three products used to describe operational activity in a scenario or sequence of events is the OV-6c. It normally provides a time-ordered examination of operational events exchanged between participating operational nodes. Events are horizontal arrows and are depicted in time sequence from top-to-bottom. OV-2 Operational Nodes are the "poles." Those “poles” not connected to operational events (Air Defense, AR Provider, AR Receiver/Other Aircraft, GPS, and Tactical Air Control Authority) are program-level architecture operational activities that are not associated with KC-10 CNS/ATM, but are included for context.

Although an OV-6c is normally a time-phased depiction of IEs, the timing of both C2 and CPDLC messages is event-driven. They are depicted here in the order they occur in the reference documents for consistency. Those that are associated with the Joint Critical Operational Activity (JCOA) of Sending/Receiving CPDLC messages are annotated as part of a Joint Critical Mission Thread (JCMT).

Figure 2-2. KC-10 CNS/ATM Operational Event-Trace Description (OV-6c)

2.6 Quantity of Information Required

KC-10 CNS/ATM connectivity will exist with Air Control Authority and OPCON Authority. Emerging communication requirements center around CPDLC, with VDL mode 2 identified as the solution by European control agencies. Characterization of these paths, including size and throughput (bandwidth), depends on mission tasking, timeline, threat environment, and so on. Therefore, the quantity of information flowing to and from the KC-10 will vary. Within a mission, whether the data stream will be steady or burst again depends on the mission environment.

2.7 Information Accessibility/Discovery

This portion of the analysis discusses the systems and methods that a CNS/ATM modified KC-10 will use to access and discover information from external systems with intent to enable the GIG. Information needs described in the OV-2, OV-5, SV-2, SV-4, SV-5, and SV-6 were assessed. The key items under analysis with the incorporation of new CNS/ATM capabilities are the KC-10 communications with Air Control Authority and the OPCON Authority in relationship to: (a) missions and requirements; (b) interfacing nodes, needlines, and activities; (c) IEs and data flows; and (d) activities and process flow.

2.7.1 Applying DOD Information Enterprise Architecture (IEA) to Operational Activities The application of DOD IEA principles in delivering IT capabilities that conduct communications is a requirement. DOD IEA principles and rules are used in the development of activity models to describe the communications activities of systems. The following principles and rules have been applied to the KC-10 CNS/ATM Program:

· Global Principal (GP) 01 - DoD CIO-governed resources are conceived, designed, operated and managed to address the mission needs of the Department.

· Data & Services Deployment Principle (DSDP) 04 - Semantics and syntax for data sharing should be defined on a community basis. Information sharing problems exist within communities; the solutions must come from within those communities.

· Data & Services Deployment Business Rules (DSDR) 11 - Existing enterprise data, services, and end-user interfaces shall be used whenever possible, practical and appropriate, instead of re-creating those assets

2.7.2 Datalinks and Message Sets

The analysis reveals how information will be accessed or discovered in the CNS/ATM environment. The KC-10 must maintain precise position (navigation) and send aircraft position and intent to ground ATC facilities and other aircraft (surveillance) via voice and datalink communications. In addition, voice communications are augmented by CPDLC. All manual and automatic CPDLC and C2 messages being sent or received by the aircraft are exchanged through one of two nodes, SATCOM or VHF datalinks. While C2 messages are normally sent via SATCOM BLOS, the CNS/ATM functionality determines the optimum routing (SATCOM or VHF) for CPDLC messages.

The OV-5 Node Tree diagram, Figure 2-3, depicts the operational activities that are supplemental to the program level architecture. The green operational activities depict the program-level architecture, and yellow operational activities are those associated with KC-10 CNS/ATM. These operational activities describe what the KC-10 CNS/ATM Program needs to do.

A.7 Maintain Historical Records A.3 Provide Airlift Services A.2 Conduct Aerial Refueling A.1 Conduct Sortie A.0 Execute A.5 Interact with Command/Control Authorities A.6 Interact with ATC Authorities

JCOA

A.4 Provide External Communications Figure 2-3. KC-10 CNS/ATM Execute Operational Activity Model Node Tree Diagram (OV-5)

In the OV-5 Node Tree Diagram above and the further decomposition in figures 2-4, 2-5, 2-6, and 2-7 describes how information/data is obtained and communicated.

· The “Provide External Communications” activity enables access to SATCOM datalink and VHF datalink.

· The “Interact with ATC Authorities” activity enables the crewmembers to exchange datalink information with Air Control Authority and be in compliance with the CNS/ATM structure in the post 2015 time period.

· The “Interact with C2 Authorities” activity allows transmission and receipt of ACARS message traffic to the appropriate OPCON Authority.

· The “Maintain Historical Record” activity allows C2 and CPDLC messages to be sent to the printer. KC-10 with CNS/ATM modification has no data stores facilitating GIG-enabled search, discovery, and retrieval of data by external users.

In figure 2-4, the “Provide External Communications” operational activity, enables the physical connectivity to external sources and enables receipt of data from and sending of data to the external sources. As noted in the A.4.1 and A.4.2 nodes, these operational activities are aligned to the DOD IEA.

A.4 Provide External Communications A.4.1 Provide Physical Connectivity DoD

IEA 4.2

A.4.2 Provide Data in a Manner That Meets End User Needs DoD

IEA 1.4.1

Figure 2-4. Provide External Communications Operational Activity Model Node Tree Diagram (OV-5)

In figure 2-5, the “Interact with Command/Control Authorities” operational activity enables the communication for sending and receiving flight plan information, status and position information, and weather condition information.

A.5.1 Communicate Flight Plan Information A.5 Interact With Command/Control Authorities A.5.2 Communicate Status/Position Information A.5.3 Communicate Weather Information Figure 2-5. Interact With Command/Control Authorities Operational Activity Model Node Tree Diagram (OV-5)

In figure 2-6, the “Interact with ATC Authorities” operational activity enables the controller/pilot communication for sending and receiving emergency/advisory, surveillance, in-route, and take-off/approach information.

A.6.2 Communicate In-Route Information A.6.1 Communicate Emergency/ Advisory Information A.6 Interact With ATC Authorities A.6.4 Communicate Take Off/Approach Information A.6.3 Communicate Surveillance Information

Figure 2-6. Interact With ATC Authorities Operational Activity Model Node Tree Diagram (OV-5)

In figure 2-7, the “Maintain Historical Records” operational activity enables the provision for a cockpit printer to print all messages received from off board sources for record.

A.7 Maintain Historical Records A.7.1 Print Communication Figure 2-7. Maintain Historical Records Operational Activity Model Node Tree Diagram (OV-5)

The communications management radios shall support operation over the existing ATC airline operational control datalink ground infrastructure. It will support a customized airline operational control message set that includes automatic position reporting, OOOI aircraft status reporting, free text, and other messaging needed to support the 18 AF/618 TACC integrated flight management architecture IAW AMC AMI message sets. The CNS/ATM modified KC-10 will also have ADS-B out functionality to enable the automatic and independent reporting of aircraft identity, position, and intent, via mode S transponder for ATC purposes

CPDLC - CPDLC is a method by which air traffic controllers can communicate with pilots over a datalink system. The CPDLC application provides air-ground data communication for the ATC service. This includes a set of clearance/information/request message elements which correspond to voice phraseology employed by Air Traffic Control procedures. The controller is provided with the capability to issue level assignments, crossing constraints, lateral deviations, route changes and clearances, speed assignments, RF assignments, and various requests for information. The pilot is provided with the capability to respond to messages, to request clearances and information, to report information, and to declare/rescind an emergency. The pilot is, in addition, provided with the capability to request conditional clearances (downstream) and information from a downstream Air Traffic Service Unit. A “free text” capability is also provided to exchange information not conforming to defined formats. An auxiliary capability is provided to allow a ground system to use datalink to forward a CPDLC message to another ground system.

2.7.3 Information and Systems Allocation

The SV-5a product, Figure 2-8, KC-10 CNS/ATM Operational Activity to System Function Traceability Matrix, allocates system functions to an operational activity. The reviewer can see how the system functionality described in SV-4a, figure contributes to a particular operational activity. This information can also be used to derive how information makes itself visible and accessible to the KC-10 Operator.

FOR OFFICIAL USE ONLY 32

Figure 2-8. KC-10 CNS/ATM Operational Activity to System Function Traceability Matrix (SV-5a)

The mission for the KC-10 CNS/ATM Program was based on requirements outlined in the CDD. Mission capabilities to be supported by the KC-10 are those identified as part of the approved Joint Capability Areas (JCAs). To align the architecture to the mission capabilities, the Joint Common System Functions List (JCSFL), is used. The JCSFL provides an essential common lexicon describing system functionality in common terms across an enterprise perspective. The JCSFL is resident and maintained in the Joint Architecture Capability Assessment Enterprise (JACAE), an architecture development and analysis environment operated by USJFCOM J89. Table 2-1, provides traceability from the systems functionality (SV-4a) to the JCSFL common definitions. It demonstrates the alignment of the architecture to the mission.

Table 2-1. KC-10 CNS/ATM Systems Functionality to JCSFL Traceability

2.8 Ability of Supporting Systems to Supply Information

For the purpose of assessing the ability of supporting systems to supply information, CNS/ATM program Communities of Interest (COI) are USAF C2, e.g. 18 AF/618 TACC and worldwide ATC.

The use of unique airline operational control function messages support datalink communication between the aircraft and C2 operations centers using AMC-approved message sets. Currently, tanker aircraft and other Mobility Air Forces (MAF) aircraft use ACARS for this functionality using the “AMC ACARS Message Set” Message Set. ACARS is a digital datalink system for transmission of small messages between aircraft and ground stations via radio or satellite. The protocol was defined in the 1970s and uses telex formats.

ACARS messages are of three types:

· ATC

· Airline Operational Control /TACC for AMC aircraft

· Airline Administrative Control (AAC)

ATC messages are used to communicate between the aircraft and Air traffic control. These messages are defined in ARINC Standard 623. ATC messages are used by aircraft crew to request clearances, and by ground controllers to provide those clearances. Airline operational control and AAC messages are used to communicate between the aircraft and its base. These messages are defined by the users and meet at least the guidelines of ARINC Standard 618, or they are standardized according to ARINC Standard 633. Various types of messages are possible and these include fuel consumption, engine performance data, and aircraft position as well as free text data.

Since the KC-10 is one of the last AMC aircraft to be modified to meet CNS/ATM requirements for FY2015 worldwide access, the information supporting systems are well-established and will meet KC-10 needs.

2.9 Radio Frequency Spectrum Needs

The assessment of spectrum supportability for the KC-10 CNS/ATM Program requires, at a minimum, receipt of equipment spectrum certification, reasonable assurance of the availability of sufficient frequencies for operation from host nations, and a consideration of Electro-magnetic Compatibility.

2.9.1 Equipment Spectrum Certification

According to DoD Directive 4650.1, Policy For Management And Use Of The Electromagnetic Spectrum, 8 June 2004, a spectrum-dependent system consists of those electronic systems, subsystems, devices and/or equipment that depend on the use of the electromagnetic spectrum for the acquisition or acceptance, processing, storage, display, analysis, protection, disposition, and transfer of information. Equipment Spectrum Certification is required for use on the KC-10.

2.9.2 Availability of Sufficient Frequencies

DD Form 1494, Application for Equipment Frequency Allocation, is required for each new, improved, COTS, NDI, or government-furnished equipment that will radiate electromagnetic energy into free space. RF dependent components must comply with applicable national and international spectrum management statutes, policies, and regulations, including joint spectrum certification and obtaining spectrum supportability in all host nations where deployment of the system or equipment is planned. Since the KC-10 CNS/ATM Program is a competitive acquisition and the final technical solution will not be known until source selection has completed, frequency planning will occur as early as possible in system acquisition and will follow the frequency allocation stages outlined in Air Force Instruction (AFI) 33-118.

2.9.3 Electromagnetic Effects &…