Questions Set 2a.pdf

Ref Question Response

1.2.4.1 NVIS - Is the requirement going to be that the entire aircraft has to be made NVIS compatible, or only those systems that are being added? External and internal?

The latest SRD revision removed NVIS requirement, except in the display section where it says displays should be NVIS compatible.

3.2.1.2 Is it your intent to follow DO-178B guidelines for SW development? Yes.

3.2.2.4.1 To what CAT Level? Autoflight capability for lateral and vertical navigation is the objective. If you have to have coupled VNAV to meet all CNS/ATM requirements, then it is a requirement. No CAT level is assigned.

3.2.2.5.1 Auto-throttle operations - Significant aircraft performance modeling is required to perform auto-throttle certification. Does the Government have unlimited rights to this data and will it be made available and when?

No, we do not have unlimited rights. Auto-throttle is not a part of this effort.

3.2.2.5.8 We are assuming the zeroize function only applies to the user defined navigation database and not the standard DAFIF data base. There are safety concerns (and D200 compliance issues) with zeroizing the DAFIF database.

We are only talking about the navigation/mission database and military flight plans.

3.2.2.6.1 Why is INU support for legacy AFCS required when a new AFCS is required? Revised SRD does not replace the AFCS as a requirement, only if it is required to meet the CNS/ATM requirements to 2015.

3.2.3.1 Is it intended that the formation flight operations be coupled with the autopilot and provide aircraft guidance and formation change operations or only provide adequate situational awareness such that the pilots can maintain formation integrity (i.e. skin paint)?

The latter. Procedurally, the KC-10 uses a combination of autopilot, auto throttles, radar skin paint, A/A TACAN, and ETCAS to support formation flying. The KC-10 has no requirement in the CDD for a Station Keeping System.

3.2.5.1.4 Is this intended to be a NSA approved zeroize or a simple "purge" of the data? This could impace the certification of existing ADS-B functions.

This is intended to be a purge of all data. The goal is to ensure all buffers are purged of data so the transponder does not provide any position information of where the aircraft has been while the transponder is in "ADS Off" mode.

3.2.6.1 Displays are mentioned but not the CDU or other controls. Is there a desire to replace them also?

Whatever is required to obtain FAA certification for all CNS/ATM requirements.

3.2.9.1 What is the current FAA Cert level for the aircraft thiat is required to be maintained? Is the intent to get an STC for the upgraded aircraft?

The KC-10 is a full Civil certified aircraft with a Type certification as well as numerous STCs. Full FAA certification is required for this modification.

3.2.10.1 What is the projected IOC data outside of the 31 Dec 2015 program completion date?

Does the Air Force have a CNS/ATM timeline that they would like to use to identify the applicable CNS/ATM requirements by 2015 or is this the contractor's responsibility?

IOC is scheduled for 2013 and FOC for 2015.

3.5.1.2 What is the current MC rate? With the potential addition of numerous additional

CNS/ATM components, is new vs. old system reliability the measure for MC rate?

CNS/ATM modification reliability shall not impact overall aircraft ability to achieve 85% MC rate.

3.6.6.2 Although an objective, please clarify to what extent the LPI requirement is desired for off the shelf CNS/ATM equipment? Is this intended only if the CNS/ATM equipment supports LPI?

Selection of equipment that can support this objective is one solution. Keep in mind this is an objective.

3.6.6.4 Although an objective, please clarify to what extent the LPI requirement is desired for off the shelf CNS/ATM equipment?

This is an objective.

3.7.4 Clarify understanding of using OFPs directly in simulators without modification. Does this mean you want to follow ARINC-610B?

Yes, the intent is to follow ARINC 610B standards or its sucessor.

3.9.3.2 There will be equipment replaced but will the analysis also imply to include the added equipment?

The level of financial details will not provide analysis support to warrant added equipment.

3.2.2.3.4 Is a digitized moving map required for the initial KC-10 CNS/ATM upgrade? If it is required to meet CNS/ATM requirements, then yes. Isn't a moving map required? Nav displays generally show the aircraft's position and shows it moving along its flight path.

3.2.2.5.8 Please specify which NSA standards are required for the zeroize capability AFSSI 8580, Dated 17 Nov 08 and it will be in bidders library.

3.2.4.4.14.2 Please specify which GIG policy is required. The CNS/ATM program is not developing a new information exchange system, standards or equipment. This program is also not adding to or modifying existing standards, networks, or policies. The CNS/ATM program will subscribe to commercial datalink services provided by a certified commercial datalink service provider. The CNS/ATM will not publish data or provide services for GIG users. Therefore, Data and Service Exposure Criteria do not apply. Under JCIDS, CNS/ATM program is required to comply with policies listed CJCSI

6212.01C, DoDD 4630.5, and Technical Standards listed TV1.

3.2.8.4 Typical commercial off the shelf mission/Flight Management Systems do not support

"power off" zeroization. Is it acceptable to provide only "power on" zeroization for the mission/Flight Management System or should the cost of changing the off the shelf system to provide this capability be included?

Threshold requirement--Contractor to provide a solution.

3.3.2.1 What are the safety requirements currently defined for the KC-10 aircraft? Should meet requirements in current AFOSH standards and AFI 21-101.

3.6.1.1.1.7 Is this requirement referring to the terrain database in the existing Terrain Avoidance

Warning System and if so, is there a requirement in the CNS/ATM program to upgrade this existing unit?

No upgrade to the TAWS LRU is being required.

3.6.3.1 Please provide the specific next-generation military joint communications architecture requirements expected to be complied with as part of the CNS/ATM program.

Next Generation Transportation System (NextGen) stakeholders are currently working on establishing the requirements under NextGen

JPDO and Single European Sky ATM Research Program (SESAR) programs. NextGen is a complex undertaking that requires a comprehensive plan to facilitate. The NextGen Concept of Operations (CONOPS) Enterprise Architecture (EA) and Integrated Work Plan

(IWP) can be found at http://www.jpdo.gov. The CONOPS and EA provide a common vision for how NextGen will operate in the 2025 timeframe and beyond. The IWP provides a comprehensive suite of tools to support the collaborative planning and deliberation needed among partners and stakeholders to priortize needs, extablish committments, coordinate efforts, and focus resources on the work needed to achieve the Next Generation Air Transportation System (NextGen). Requirements under SESAR have been developed into three phases:

1) Definition Phase (SESAR Master Plan) 2)Development Phase 3)Deployment Phase. SESAR's CONOPS and future requirements can be found at http://www.eurocontrol.int/sesar/public/subsite_homepage/homepage.html Both NextGen and SESAR initiatives will need full compatability and interoperability to enable aviation communities to acheieve global worldwide ATM synergies. We believe that

Aeronautical Telecommunications Network (ATN) and Automatic Dependent Surveillance -Broadcast (ADS-B IN) will be the next specific NextGen/SESAR capabilities needed on the CNS/ATM Program to support future Air Traffic Management requirements.

When will the model contract and sections L&M be available and will questions and answers be permitted?

Draft RFP is planned to be released in December. Questions and comments will be allowed for a TBD specified time.

We know that KPPs and KSAs can be grounds to proposal exclusion. What is the weighting for "threshold" and non-marked requirements that are not KPPs and KSAs.

What is the weighting/scoring for "objective" requirements, if any?

There is no weighting or scoring. Performance Price Trade-off source selection procedures will be used. All technical requirements must be met to be technically acceptable.

Boeing and NGC selected a secure digital intercommunications system for their KC-45A concepts. The basic features of ICS: )Analog + Digital, VOIP, Text to Speech, Spatial

3D, Wireless ICS, Adaptive noise cnaceling (Not available via any headset). Will KC-10

CNS/ATM RFP include requirement for ICS with above capabilities/features?

No.

During full rate production, how many aircraft will be allowed to be down for modification at one time?

Contractor's proposal should contain a plan to meet the FOC date of 2015. No more than five (5) aircraft being down at any one time.

Will you be adding "List of Attendees" to FEDBIZOPPS? Yes

Is it expected that KC-10 operators/aircrews will access multiple levels of classified data during the same flight?

No.

There appears to be a significant difference in the approach to provide Type 1 Training to aircrew and maintenance personnel. SOO paragraph 5.6.1 appears to limit the effort for the aircrews to "Support the ATS prime contractors with analysis and courseware requirements", while paragraph 5.6.2 includes the normal Type 1 Training tasks of "Plan, develop, conduct, deliver and support maintenance training analysis and Type 1 maintenance raining". SOO paragraph 2.0 states that a Program Objective is "This

CNS/ATM modification program shall include developing Type 1 Aircrew and

Organizational Level Maintenance training". In addition, SRD paragraph 3.7.2 required the development and delivery of aircrew Type 1 Training. Is the effort for aircrew limited to supporting the ATS contractor, or does it include developing and delivering aircrew Type 1 training? Recommendation: The aircrew and maintenance Type 1

Training tasks should be the same. There is considerable overlap between the aircrew and maintenance Type 1 training. Developing both at the same time, by the same contractor, will result in savings to the Government. In addition, because this training will need to be develoed concurrently with the aircraft design effort, this will ensure that the aircrew training is ready when required.

The difference comes from the maturity of existing training. Operations training is well defined, with an existing contractor. Mgt training is currently on aircraft. The development of training aids is a goal of AMC/A4 via their Maintenance Training CONOPS.

SRD 3.1.2.2 What specific national and international electro-magnetic spectrum standards is the contractor required to meet?

FAA/ICAO and other international air traffic agencies

SRD

3.2.4.4.14.2

Specify the Global Information Grid (GID) compliance requirements (specifications, policy numbers, etc.)

The CNS/ATM program is not developing a new information exchange system, standards or equipment. This program is also not adding to or modifying existing standards, networks, or policies. The CNS/ATM program will subscribe to commercial datalink services provided by a certified commercial datalink service provider. The CNS/ATM will not publish data or provide services for GIG users. Therefore, Data and Service Exposure Criteria do not apply. Under JCIDS, CNS/ATM program is required to comply with policies listed CJCSI

6212.01C, DoDD 4630.5, and Technical Standards listed TV1.

SRD 3.2.6.22 Specify which FAA standards/versions apply. Whatever is required to obtain FAA certification for all CNS/ATM requirements.

SRD 3.2.7.1 Specify which Air Force standards are applicable to loading and verifying OFP. The FAA standards will override any other applicable standards. For Mx AFSCs, any database loading limitations/requirements can be found in AFI 21-101, AMC Supplement, Aircraft and Equipment Maintenance Management; TO 00-5-16, Software Manager's Manual

USAF Automated Computer Program Identification Number (CPIN); TO-005-17, Computer Program Identifications Numbering (CPINS).

SRD 3.2.9.2 Specify the USAF air worthiness criteria required for compliance. For those areas not covered by FAA Certification, MIL HDBK-516 is the handbook, AFPD 62-4, Standards of Airworthiness for

Passenger Carrying Commercial Derivative Transport Aircraft, 1 Dec 1998, and AFPD 62-5, Standards of Airworthiness for Commercial

Derivative Hybrid Aircraft, 8 Aug 2001.

SRD 3.4.1.2 Specify the applicable NSA requirements for compliance with classified voice and data communications.

No classified voice is required,therfore, no NSA requirement is necessary

SRD

3.6.1.1.1.2

Specify the Open System Joint Task Force requirements for structured programmed languages and open-system approaches.

Will be available. Requirement documents for structured programmed languages and open-system approaches, to include Modular Open

Systems Approaches (MOSA) can be found at http://www.acq.osd.mil/osjtf/index.html

SRD 3.6.3.1 Specify the DOD requirements for next generation military joint communications architecture.

Next Generation Transportation System NextGen Stakeholders are currently working on establishing the requirement under JPDO and

Single European Sky ATM Research Program (SESAR) programs. NextGen is a complex NextGen undertaking that requires a comprehensive plan to facilitate. The NextGen Concept of Operations (CONOPS), Enterprise Architecture (EA) and Integrated Work

Plan (IWP) can be found at http://www.jpdo.gov. The CONOPS and EA provide a common vision for how NextGen will operate in the

2025 timeframe and beyond. The IWP provides a comprehensive suite of tools to support the collaborative planning and deliberation needed among partners and stakeholders to prioritize needs, establish commitments, coordinate efforts, and focus resources on the work needed to achieve the Next Generation Air Transportation System (NextGen). Requirements under SESAR have been developed into three phases: 1) Definition Phase (SESAR Master Plan) 2) Development Phase 3) Deployment Phase. SESAR's CONOPS and future requirements can be found at http://www.eurocontrol.int/sesar/public/subsite_homepage/homepage.html Both NextGen and SESAR initiatives will need full compatibility and interoperability to enable aviation communities to achieve global worldwide synergies. We believe that Aeronautical Telecommunications Network (ATN) and Automatic Dependent Surveillance - Broadcast (ADS-B IN) will be the next specific NextGen/SESAR capabilities needed on the CNS/ATM Program to support future Air Traffic Management requirements.