rv9 KC10 TEMP 9 Nov 10.pdf

1 For Official Use Only

TEST AND EVALUATION MASTER PLAN (Ver 9.0, 9 Nov 2010)

FOR

KC-10 COMMUNICATIONS, NAVIGATION, AND SURVEILLANCE/AIR TRAFFIC

MANAGEMENT (CNS/ATM)

ACQUISITION CATEGORY LEVEL III

PEC 4

1219F

MN-7726

SUBMITTED BY

x___________________________________

JAMES G. FULTON, Colonel, USAF Commander, 727th Aircraft Sustainment Group

CONCURRENCE

x______________________________________ x______________________________________

JOHN J. SCORSONE, Colonel, USAF Director, Test and Evaluation Commander, 412th Test Wing HQ Air Mobility Command

APPROVAL

x _________________________________

DESIGNATED ACQUISITION OFFICAL

OKLAHOMA CITY-AIR LOGISTICS CENTER

2 For Official Use Only

TABLE OF CONTENTS

PART I – INTRODUCTION

1.1 PURPOSE

1.2 MISSION DESCRIPTION

1.3 SYSTEM DESCRIPTION

1.3.1 System Threat Assessment

1.3.2 Program Background

1.3.3 Key Capabilities

1.3.4 Technology Maturity

1.3.5 Modification Capabilities

1.3.6 System Functionality Description

1.3.7 Data Link Testing

1.3.8 DOD Information Assurance Certification for CNS/ATM

1.3.9 AOC Data Link Messages

1.3.10 ARINC GlobaLink Avionics Qualification Certification

1.3.11 Joint Interoperability Test Command (JITC) Interoperability and Supportability Certification

1.3.12 Requirements Traceability

1.3.13 Human Machine Interface (HMI)

PART II – TEST PROGRAM MANAGEMENT AND SCHEDULE

2.1 TEST & EVALUATION (T&E) MANAGEMENT

2.1.1 T&E Organization Construct

2.2 COMMON T&E DATA BASE REQUIREMENTS……………………. 25

2.3 DEFICIENCY REPORTING……………………………………………..25

2.3.1 Reporting Requirements

2.3.2 Deficiency Review Board (DRB)

2.4 TEMP UPDATES

2.5 INTEGRATED TEST PROGRAM SCHEDULE

3 For Official Use Only

PART III – TEST AND EVALUATION (T&E) STRATEGY

3.1 T&E STRATEGY

3.1.1 Test Objective

3.1.2 System Interfaces

3.1.3 System Integration

3.1.4 System Safety

3.1.5 Frequency Allocation

3.2 EVALUATION FRAMEWORK…………………………………………...29

3.2.1 Scope ……………………………………………………………. 29

3.2.2 Requirements Traceability………………………………………29

3.2.3 Verification………………………………………………………..30

3.2.4 Certification……………………………………………………….30

3.2.5 Reduced Vertical Separation Minimum (RVSM) [Deleted]…..30

3.2.6 OSS&E Baseline Level Six Certification……………………… 30

3.3 DEVELOPMENTAL EVALUATION APPROACH……………………… 36

3.3.1 Mission Oriented Approach

3.3.2 Developmental Test Objective

3.3.3 Modeling and Simulation – Not applicable to this section

3.3.4 Test Limitations – Not applicable to this section

3.4 LIVE FIRE TEST AND EVALUATION APPROACH

3.4.1 Live Fire Test Objectives

3.4.2 Modeling and Simulation (M&S)

3.5 CERTIFICATION FOR IOT&E

3.5.1 Assessment of Operational Test Readiness

3.6 OPERATIONAL EVALUATION APPROACH

3.6.1 Operational Test Objectives

3.6.2 Modeling and Simulation (M&S)

3.6.3 Test Limitations

3.7 OTHER CERTIFICATIONS

3.7.1 Reduced Vertical Separation Minimum (RVSM)

4 For Official Use Only

3.7.2 OSS&E Baseline Level Six Certification

3.8 RELIABILITY GROWTH

3.9 FUTURE TEST AND EVALUATION

PART IV – RESOURCE SUMMARY

4.1 INTRODUCTION …………………………………………………………54

4.1.1. Test Articles

4.1.2 Test Sites and Instrumentation

4.1.3 Test Support Equipment

4.1.4 Threat Representation

4.1.5 Test Targets and Expendables

4.1.6 Operational Force Test Support

4.1.7 Models, Simulations, and Testbeds

4.1.8 Joint Mission Environment

4.1.9 Special Requirements

4.2 FEDERAL, STATE, LOCAL REQUIREMENTS

4.3 MANPOWER/PERSONNEL AND TRAINING

4.3.1 Manpower/Personnel

4.3.2 Training

4.3.3 Flight Training Device (FTD)

4.4 TEST FUNDING SUMMARY

List of Tables

Table 1-1 CNS/ATM Requirements………………………………………………….13 Table 1-2 KC-10 CNS/ATM Requirements Matrix…………………………………17 Table 1-3 KPP Summary Table …………………………………………………….. 18 Table 1-4 KSA Summary Table…………………………………………………… Table 2-1 Integrated Test Team ……………………………………………………..30 Table 2-2 KC-10 CNS/ATM Test & Evaluation Schedule and major reports…33 Table 4-1 Test Articles……………………………………………………………… Table 4-2 Test Sites and Instrumentation…………………………………………..64

5 For Official Use Only

List of Figures

Figure 1-1 Operational Environment ……………………………………………….10 Figure 1-2 KC-10 CNS/ATM Systems Interface Description Diagram (SV-1)...22 Figure 1-3 KC-10 CNS/ATM Sys Functionality Description Diagram (SV-4a)..23 Figure 2-1 KC-10 CNS/ATM Test and Evaluation Schedule…………………….34 Figure 3-1 Top-Level Evaluation Framework Matrix………………………………36

APPENDIX 1 – ACRONYMS……………………………………………………………60

APPENDIX 2 – BIBLIOGRAPHY……………………………………………………….67

APPENDIX 3 – PROGRAM POINTS OF CONTACT………………………………...69

APPENDIX 4 – TRACEABILITY MATRIX (see separate attachment)…………

6 For Official Use Only

PART I - INTRODUCTION

1.1. Purpose.

This initial Test and Evaluation Master Plan (TEMP) presents a broad overview of the Integrated Test concept being employed to support the KC-10A, hereafter referred to as KC-10, Communications, Navigation, and Surveillance/Air Traffic Management (CNS/ATM) Program.

The KC-10 CNS/ATM TEMP is structured in the revised format and strategy defined with early collaboration from the Integrated Test Team (ITT) including members from the using command, HQ Air Mobility Command (AMC), 412th Test Wing (Responsible Test Organization (RTO)), Joint Interoperability Test Command (JITC), Federal Aviation Administration (FAA), Subject Matter Experts (SMEs) and OC-ALC/544 ACSS. Since a Contractor has not been selected yet, the TEMP will be updated with Contractor inputs and data after contract award.

1.1.1. The KC-10 CNS/ATM Program is an Acquisition Category (ACAT) Level III avionics upgrade effort. It is designed to replace aging analog equipment, including obsolete equipment and provide an upgraded cockpit with systems that enhance situational awareness and allow the aircraft to continue to operate unrestricted in global airspace. As such, it will use current technology, FAA certified, commercial off-the-shelf (COTS) and Government off-the-shelf (GOTS) software and hardware modified to this application. This TEMP will be updated with program decisions during the course of development and test of the prototype CNS/ATM modification that support all Capability Development Document (CDD) requirements.

1.1.2. This TEMP supports Milestone B and the KC-10 CNS/ATM Program is not on the OSD T&E Oversight List. The Program will comply with DoD 5000.02, Acquisition System Policy, dated 2 December 2008. Every effort will be made to minimize all testing duplication and combine FAA Certification, Contractor Test, Developmental Test and Operational Test objectives and data wherever possible and promote a seamless verification.

1.1.3. An Integrated Test Team (ITT) concept will be used to manage the test program. The Engineering and Manufacturing Development (EMD) test program will combine test objectives, events and data to the maximum extent. The EMD test, conducted in accordance with the intent of AFI 99-103, Capabilities-Based Test and Evaluation, will be an integrated test program with the Contractor, USAF, and FAA effort leading to FAA type certification of the design, verification of specification compliance, Military Utility Evaluation and airworthiness approval IAW AFPD 62-4, Standards of Airworthiness for Passenger Carrying Commercial Derivative Transport Aircraft. As the system matures, operational (real or simulated) profiles will be incorporated into developmental test sorties whenever possible to assess operational effectiveness. Additionally, the aircraft will be maintained primarily by AMC (USAF and Reserve) personnel during developmental testing to assess suitability. The testing conducted post-EMD will be primarily to complete dedicated Operational Test & Evaluation (OT&E) to verify the operational effectiveness and suitability, and provide information to the warfighter concerning the capabilities and operational impacts of the system as it is introduced into training and operational use. This TEMP is an overall plan designed to identify and integrate efforts and schedules of all T&E activities to be accomplished in this acquisition program.

1.2. Mission Description.

The KC-10’s primary mission for AMC is to provide worldwide day/night, adverse weather probe/drogue and boom Aerial Refueling (AR) on the same sortie to receiver-capable United States and coalition military aircraft. KC-10 aircraft are designed to provide robust, sustained AR capability to support global attack, air-bridge, deployment, sustainment, employment, redeployment, homeland defense, theater support to coalition air forces, and specialized

7 For Official Use Only national defense missions. The Air Force Requirements of Operational Capabilities Council (AFROCC) approved CDD for the KC-10A CNS/ATM modification, dated 5 Aug 08 identifies requirements to extend the KC-10 as a viable weapon system through fiscal year (FY) 2020.

The KC-10 CNS/ATM modification uses a systems approach in aiding pilot awareness, enhancing safety and alleviating task saturation in a high technology environment thus implementing a solution to meet these requirements for 59 KC-10 aircraft based at McGuire and Travis AFBs. The KC-10 CNS/ATM Program addresses the International Civil Aviation Organization (ICAO), FAA and other civil aviation authority (CAA) 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 aircraft 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 data link (communications). The CNS/ATM program modifies the KC-10 aircraft to fly in the current and anticipated worldwide airspace environment and supports net centric military operations.

Figure 1-1 - Operational Environment

1.3. System Description.

The ICAO, FAA and other CAA are implementing new air traffic management architecture to increase system capacity and flight efficiency while continuing to meet flight safety standards.

The new architecture reduces aircraft separation between aircraft and implements other new ATM procedures while maintaining or improving safety standards which is based on the use of new technology. The architecture is called Communications, Navigation, Surveillance/Air Traffic Management and it’s based on required communications, navigation, and surveillance performance in support of separation standards. The most critical technology elements of CNS/ATM are satellite-based navigation, increased used of data links rather than voice for

8 For Official Use Only pilot/controller communications in oceanic/remote airspace as well as en-route and terminal environments and improved surveillance that will enhance both ground and cockpit situational awareness. 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. The impact of not acquiring this modification for any aircraft would be non-compliant CNS/ATM aircraft would not be able to operate in airspace where new separation standards and ATM procedures are implemented therefore be excluded from those airspaces.

For the KC-10 aircraft to operate in this new environment, significant aircraft avionics 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. Part of this program will be to solve two

(2) obsolescence issues; replacing the Inertial Navigation System (INS) and Flight Management System (FMS). SATCOM data link and improved GPS will be added using technology currently available and FAA certified. These will be commercial off-the-shelf (COTS), and/or Government off-the-shelf (GOTS) software and hardware. KC-10 CNS/ATM will be delivered in a single increment over a three and half year (2013-15) period.

1.3.1. System Threat Assessment.

1.3.1.1 The KC-10 CNS/ATM will be susceptible to a wide range of increasingly sophisticated, lethal, and widespread threat systems that all tankers face. In addition, many non state actors, primarily terrorist groups, continue to acquire weaponry such as man-portable air defense systems (MANPADS) that threatens tanker operations.

1.3.1.2 Tanker aircraft shall be able to operate in chemical, biological, and radiological environments. Directed Energy Weapons, including lasers and radio frequency weapons, represent an emerging threat especially during ground operations, takeoffs and landings.

Electro-optical/infrared guided surface-to-air missiles systems (SAM) including MANPADS, and antiaircraft artillery in all regions of the world present major threats. Additionally, the capabilities of Radar Guided SAMs continue to increase in range and lethality and will pose significant threats in the future as they enter inventories of potential adversaries. Fighter aircraft and their air-to-air missiles continue to present a threat to air refueling operations for the foreseeable future.

1.3.1.3 Information Warfare could be the most pervasive threat applicable to the KC-10 CNS/ATM Program modifications. Due to its reliance on external networks the modified CNS/ATM Program platform will be susceptible to two types of information assurance threats:

denial of navigation and communication service and communications-related environmental threats.

1.3.1.4 Denial of data link communication and GPS navigation could be accomplished by degrading the integrity and/or availability of the communications network and processing; by spoofing or jamming the systems; by nuclear-induced or electromagnetic pulse scintillation; or by preventing the use of system components through intentional or unintentional damage of these elements.

1.3.1.5. 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)

9 For Official Use Only

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 2006 (S)

Air Mobility Master Plan, 2008

1.3.1.6. Threat Organizational Resources. This threat assessment was reviewed by HQ AMC/A2A, DSN 779-4774/4729, in May 2008. Judgments stated in this threat assessment regarding adversarial capabilities are consistent with Defense Intelligence Agency (DIA)-validated assessments.

1.3.2. Program Background.

The KC-10 CNS/ATM Program is based on the KC-10 CNS/ATM CDD (5 August 2008), which was approved by the AFROCC on 17 September 2008. The CDD was derived from the Initial Capabilities Document (ICD) of Air Refueling (27 April 2005) and the KC-10 Aircraft Modernization Program (AMP) CDD, which was approved by the Joint Requirements Oversight Council (JROC) on 2 June 2006. The Acquisition Program Baseline (APB) will be written and approved for Milestone B. The Acquisition Decision Memorandum for Material Development decision was signed by Mr. John Over (MDA), the OC-ALC Executive Director, on 6 April 2009.

1.3.2.1 Previous Testing.

Earlier efforts to provide CNS/ATM capability on the KC-10 were attempted with GATM and AMP, as stated in para 1.3.1. The primary lessons learned from those programs are to ensure the Contractor has a viable, robust Systems Integration Laboratory (SIL), test cards are efficient, test planning and a fully Integrated Test Team (ITT) are utilized properly. These have been addressed with the KC-10 CNS/ATM Program.

1.3.2.1.1. The acquisition strategy is to conduct a full-and-open competition leading to the award of a single contract for all elements of the program. The contract and its options will be for a baseline KC-10 CNS/ATM aircraft configuration. This baseline will be for those performance requirements identified in the CDD as “threshold” requirements. The acquisition is in accordance with Federal Acquisition Regulation (FAR) Part 15, Contracting by Negotiation.

This acquisition will award to a single integrator to accomplish design/development, test and evaluation, production and installation. This acquisition is utilizing Performance Price Tradeoff (PTT) source selection procedures.

1.3.2.2. A RAND Corporation study (Titled: Assessing the Cost and Effectiveness of Modernizing the KC-10A to Meet Global Air Traffic Management Mandate) in 2009 concluded that the modified KC-10 would obtain better fuel savings in optimal air routes and any further fielding delays would impose severe operational restrictions on the aircraft.

1.3.2.3. An earlier attempt (KC-10 Global Air Traffic Management [GATM]) to upgrade the KC- 10 fleet was terminated for increased cost growth and technical difficulties associated with integrating digital avionics into an analog based avionics suite. Since then, a KC-10 Aircraft Modernization Program (AMP) had been planned and programmed based on JROC approved/validated requirements (KC-10 AMP CDD, 2 Jun 2006). After completion of concept refinement studies, the estimated program costs exceeded the initial planned program and also exceeded the Acquisition Category (ACAT) I threshold for EMD programs. The FY09 budget process zeroed the KC-10 AMP line in FY09 and beyond to pay corporate bills. A RAND Corporation study (Titled: Assessing the Cost and Effectiveness of Modernizing the KC-10A to Meet Global Air Traffic Management Mandate) in 2009 concluded that the modified KC-10

10 For Official Use Only would obtain better fuel savings in optimal air routes and any further fielding delays would impose severe operational restrictions on the aircraft. The HQ AMC/CC was presented and supports this narrow/focused CNS/ATM modification approach to ensure continued worldwide global airspace access. The request for full program funding was included in the Air Mobility Command FY10 Program Objective Memorandum submission.

8.33kHz RNAV 1

ADS-B out RNAV 2

ADS-C RNP-.3

CPDLC RNP-1

BRNAV RNP-2

CVR RNP-4 Oceanic/Remote

CVR Datalink Recording RNP-10

ELT RNP-12.6

FANS-1/A RVSM

FDR SATCOM DL

FM Immunity/P-ILS SATCOM Voice

GPS SAASM TAWS

GPS2000+ TCAS

HF Voice VDL Mode 2

Mode S VDL Mode 4

Required Time of Arrival

Green – KC-10 is currently compliant, Yellow – KC-10 is partially compliant, White – CNS/ATM Program requirement

Table 1-1 - CNS/ATM Requirements

1.3.3. Key Capabilities.

Certain system capabilities of the KC-10 CNS/ATM Program are considered essential to mission accomplishment and are designated as key performance parameters (KPP). Those attributes that are considered essential, but do not meet KPP requirements, are designated key system attributes (KSAs).

1.3.3.1. Key Interfaces.

The KC-10 CNS/ATM will interface with external information networks/services for navigation, for communication with ATC and TACC, or for net centric warfare.

11 For Official Use Only

1.3.3.1.1. Satellite-Based GPS Navigation Interfaces.

The updated GPS will receive military and civil GPS navigation information from satellites to support flight management capability to position the aircraft within the position tolerances required by worldwide RNP/RNAV/PRNAV navigation standards.

1.3.3.1.2. CNS/ATM Data Link Communications Interface.

KC-10 CNS/ATM Systems Interface Description Diagram, SV-1 (Figure 1-2), depicts the interconnectivity between data link system nodes and their respective systems. The upgraded KC-10 exports data from and imports data to only the Data Link Service Provider (DSP), which acts as a relay to the outside world. The DSP routes the KC-10 messages to either ATC or TACC. DSP routing functionality is inherent to the data link service provider, and not part of aircraft architecture.

12 For Official Use Only

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

1.3.3.2. Special Test or Certification Requirements

1.3.3.2.1. FAA Regulations and Type Certification.

Federal Aviation Regulations, (FAR), Part 25, contains airworthiness standards for airplanes in the transport category, governing all aviation activities in the United States to promote safe aviation. The FARs are part of Title 14 of the Code of Federal Regulations (CFR). A wide variety of activities are regulated, such as airplane design, typical airline flights, and pilot training activities.

1.3.3.2.2. The KC-10 is a commercial derivative aircraft that has a FAA Type Certificate (TC).

This FAA Certification must be maintained for the KC-10 and must comply with AFPD 62-4, Standards of Airworthiness for Passenger-Carrying Commercial Derivative Transport Aircraft.

FAA evaluations will TBD once a contractor has been determined and will include engineering, test planning, ground testing, flight testing, test reports, flight manual, supplements, and airworthiness procedures for required by the FAA for granting or amending a Type Certificate or granting a Supplemental Type Certification. The KC-10 Original Equipment Manufacturer holds a FAA TC. Successful test/completion of all FAA requirements for the KC-10 CNS/ATM Program modification will lead to a Supplemental Type Certificate (STC).

1.3.3.3. Systems Engineering (SE) Requirements.

To ensure all test requirements are properly planned and executed, the systems engineering process for the KC-10 CNS/ATM Program will be conducted IAW the 727 ACSG OI 99-001, System Engineering, dated 6 April 2009. The program will use system engineering processes & procedures per the System Engineering Plan (SEP) in 727 ACSG SEP (September 2008) and KC-10 CNS/ATM Annex (TBD 2010). The program will implement a comprehensive disciplined systems engineering approach to design, develop, integrate, test, produce, and install the CNS/ATM modification on the KC-10 and associated training systems—including human centered operations and maintenance.

13 For Official Use Only

1.3.3.4. The KC-10 CNS/ATM Program has three (3) KPPs and four (4) KSAs.

CDD

Para#

KPP Development Threshold (T) Development Objective (O)

6.1.1. 1. CNS/ATM

Airspace Access

Aircraft shall be capable of worldwide operations in civil & military airspace & shall meet the most current & programmed/forecasted 2015 FAA/ICAO standards for airborne CNS/ATM functions

INU shall provide:

o Navigation that supports the legacy analog autoflight system;

o Simultaneous analog & digital interface capability;

o Blended civil/military GPS navigation solutions

FMS shall provide flight management capability that supports attaining technical performance standards for worldwide RNP/RNAV/PRNAV navigation standards:

o RNP 2 enroute o RNP 1.0 in Terminal area o RNP 0.3 for approach operations o Load computer flight plans and DAFIF simultaneously and shall take no more than 15 minutes (THRESHOLD) and 10 minutes (OBJECTIVE).

T = O

6.3. 2. Net Centric Operations

As defined in CJCSI 6212.01, 8 Mar 06 As defined in

CJCSI

6212.01, 8 Mar 06

6.5. 3. Material Availability

Installation of CNS/ATM systems & subsystems shall support & not degrade current KC-10 operational availability (Ao)

T = O

(Note: DAFIF=Digital Automated Flight Information File)

Table 1-3 - KPP Summary Table

14 For Official Use Only

Para #

KSA Development Threshold (T) Objective (O)

6.1.5. 1. FAA

Airworthiness Certification

T = O KC-10 shall maintain its FAA certification IAW AFPD 62.5 without reducing or losing any current capabilities.

6.5.2. 2. Ownership Cost

T = O Total CNS/ATM program Operating and Support (O&S) cost shall not increase current KC-10 weapon system O&S costs.

6.5.1. 3. Mean Time Between Maintenance- Total

T = O CNS/ATM MTBM-T shall not degrade current KC-10 MTBM- T.

6.1.3.3. 4. GPS

Obsolescence

T = O GPS capability shall provide for necessary navigation accuracy to support currently programmed 2015 CNS/ATM mandates.

Table 1-4 - KSA Summary Table

1.3.4. Technology Maturity.

The Concept Refinement Study (July 2007) confirmed that COTS/MOTS solutions are already flying in both commercial and military aircraft worldwide. CNS/ATM is mature technology; due to COTS availability the KC-10 CNS/ATM will be delivered in a single increment. The current Technology Readiness Level (TRL) for this program is assessed no lower than Level 7.

1.3.5. Modification Capabilities.

The following capabilities provided by the KC-10 CNS/ATM Program will upgrade aircraft systems and avionics capabilities to provide worldwide airspace accessibility for existing 2015 CNS/ATM mandates through the incorporation of the following capabilities with this modification.

1.3.5.1. Flight Management System (FMS).

The obsolete legacy FMS will be replaced with a more capable, state of the art unit. The FMS manages many aircraft guidance functions and is the heart of the CNS/ATM system that includes, but is not limited to: hosting navigation data bases, flight plans, direct-to routings, Standard Instrument Departure Systems (SIDS), Standard Terminal Arrival Routes (STARs), non-precision approaches, time and fuel performance predictions plus navigation, autopilot, flight director, and auto-throttle operations.

1.3.5.1.1. The FMS provides flight management that supports worldwide RNP-4/RNAV- 1/2/PRNAV navigation standards: RNP 2 en route, RNP 1.0 in the Terminal area and RNP 0.3 for approach operations; PRNAV in the Terminal Area.

15 For Official Use Only

1.3.5.1.2. The FMS provides flight management for formation flight and tanker operations. The guidance portion of the FMS will include air refueling tracks, rendezvous, multiple climb/cruise/descent profiles on the same sortie and fuel onloads/offloads. The new FMS will have the capability to zeroize (i.e. data erasure to National Security Agency (NSA) standards) and will be compatible with AMC’s PFPS and AWE mission planning and the 618th Tanker Airlift Control Center (TACC) Airlines Operational Control (AOC) data link message set. The FMS will also support ADS and CPDLC data link messages.

1.3.5.2. Inertial Navigation System (INS).

The obsolete legacy INS LRU will be replaced. The new INS unit will provide: (1) navigation that supports the legacy autoflight system; (2) simultaneous analog and digital interface; and (3) A Blended INS/civil GPS navigation solution and blended INS/military GPS navigation solution.

The INS will provide navigational accuracy sufficient to meet FAA certification of CNS/ATM navigational requirements.

1.3.5.3. Global Positioning System (GPS).

GPS satellite-based precise navigation capability will allow the aircraft to navigate with extreme accuracy. The legacy GPS will be replaced with one whose performance (military and Technical Standard Order (TSO) civilian) shall provide sufficient navigational accuracy to support 2015 CNS/ATM mandates. The GPS will have standard positioning service (SPS) functionality and precise positioning service (PPS) functionality and provide the ability to switch between SPS and PPS modes with no loss of navigation solution. The SPS and PPS GPS functions will include receiver autonomous integrity monitoring (RAIM) and fault detection and exclusion.

1.3.5.4. Selective Availability Anti-Spoofing Module (SAASM).

SAASM is a key piece to the new GPS. SAASM allows decryption of precision GPS coordinates, provides for satellite authentication, over-the-air rekeying, and contingency recovery. SAASM does not provide any additional anti-jam capability because it uses the exact same signal-in-space as current GPS signals.

1.3.5.5. Enhanced Ground Proximity Warning System (EGPWS).

The legacy EGPWS provides only an aural alert. The CNS/ATM modification will provide ground mapping visual information on new display/s including a moving map capability that obtains position data from the navigation solution.

1.3.5.6. Enhanced Traffic Alert and Collision Avoidance System (ETCAS) .

The existing ETCAS display location will be moved.

1.3.5.7. Data Link System.

With increased air traffic congestion, the CNS/ATM modification will provide improved communication with air traffic controllers. A data link service provider (DSP) will relay voice and text-based message communications between the aircraft and the air traffic control (ATC) and/or the Tanker Airlift Control Center (TACC) via data link-- even when the aircraft is in remote locations or over oceans. The data link system will support AOC, ADS, and CPDLC communications for CNS/ATM. Worldwide, the two dominant service providers are Aeronautical Radio Inc. (ARINC) and the Society of International Telecommunication Aeronautics (SITA).

1.3.5.7.1 As an external node to the KC-10, the DSP is not part of Global Information Grid (GIG) nor part of the CNS/ATM on-aircraft architecture, and acts only as a server for relaying

16 For Official Use Only message traffic between the KC-10 and air traffic controllers and tanker controllers. The KC-10 CNS/ATM Program will not publish data or provide services for GIG users Aircraft Communications Addressing and Reporting System (ACARS) and Aeronautical Telecommunications Network (ATN) (for VDL Mode 2/4) are the external networks used to transmit data link messages between the aircraft and the ground stations via radio or satellite..

1.3.5.7.2 The two KC-10 CNS/ATM aircraft data link systems associated with the DSP external node are the SATCOM and the Very High Frequency (VHF) data link transceivers. When the data link system is used, the transmission medium could be SATCOM or VHF frequencies.

1.3.5.7.3 The SATCOM data link can send/receive automatic and manual C2 and CPDLC messages, plus the ADS-C broadcasts that require beyond line of sight (BLOS) transmission.

1.3.5.7.4 The VHF Data link can send/receive automatic and manual CPDLC messages and ADS-B broadcasts that require line of sight (LOS) transmission.

1.3.5.7.5 The “Process Message Traffic” function processes automatically-generated messages from the FMS computer, plus any messages manually generated using the FMS keypad.

Messages are processed to the optimum transmission data link transceiver. Also, messages from the ground stations are received and processed for internal transmission to the FMS. The” Print Messages” command from the FMS to the aircraft printer will print selected messages.

1.3.5.8. Cockpit Digital Instrumentation, at a minimum will be limited to Attitude Direction Indicator, Horizontal Situation Indicator and the Cockpit Display Unit for the new FMS.

Additional cockpit digital instrumentation may be accomplished, depending on which solution is chosen during source selection.

1.3.5.9. Limited Integrated On Board Aircraft Network (digital/analog integration). All LRU’s are COTS and will require significant software integration including the data bus. At this time we do not know the extent of all of the integration requirements since contact award has not occurred.

1.3.5.10. Very High Frequency Data Link (VDL) Mode 2.

VDL Mode 2 will manage all ACARS and ATN message traffic through CPDLC.

1.3.5.11. Very High Frequency Data Link (VDL) Mode 4.

VDL Mode 4 will manage all ADS-B activity.

17 For Official Use Only

KC-10 CNS/ATM Requirements Matrix Capability Purpose

ADS-C Oceanic airspace aircraft position reporting and used in place of CPDLC message and voice

ADS-B Out Broadcast precise aircraft position reporting to ATM and other aircraft

AOC Messages ATM messages

BRNAV Europe enroute

CPDLC ATM/Pilot message exchange

Data Loader Software load capability at the field level

Displays To support TCAS/TAWS/ADS

FMS To support RNP & RNAV

INS To support RNP & RNAV and EGPWS

GPS Satellite based precise en-route navigation, both vertical and lateral, approaches and landings

SAASM GPS security for PPS (military/Government)

1 PPS receiver Precise Position Service

1 SPS receiver Standard Positioning Service for both military and civil aviation

INS Internal aircraft capability for navigation utilizing stricter tolerances

Printer Print messages and most displayed data

PRNAV European airspace where aircraft must fly with 1 NM accuracy, 95% of the time

BRNAV Europe en-route

PRNAV European airspace where aircraft must fly with 1 NM accuracy, 95% of the time

RNAV 1 U.S. STARS & SIDs with a performance of + 1 NM accuracy, 95% of the time

RNAV 2 U.S. Nav routes with a performance of + 2 NM accuracy, 95% of the time

RNP 10 Nav performance accuracy necessary for operations within RNAV air space with a performance accuracy of + 10 NM, 95% of the time

RNP 4 En-route Oceanic airspace with either 50/50 NM or 30/30 NM separation with a

18 For Official Use Only

Oceanic/Remote performance accuracy of + 4 NM, 95% of the time

RNP 2 A performance accuracy of + 2 NM, 95% of the time including reduced horizontal separation

RNP 1 U.S. SIDs & STARS & some European airspace including reduced horizontal separation with a performance accuracy of + 1 NM, 95% of the time

RNP .3 For approaches with reduced horizontal separation and a performance of + .3 NM accuracy, 95% of the time

SATCOM Voice BLOS Pilot-Controller communications and C2 Ops

SATCOM DL (BLOS) ATM C2 communications for flight in Oceanic airspace (FL310-410)

VHF DL Mode-2

(LOS)

LOS Pilot-Controller digital data communications and C2 Ops

TAWS Forward looking terrain avoidance, premature decent alert, ground proximity warning

Time of Arrival Control

To meet all timing requirements (usually approaches) and refueling rendezvous (within 30 sec) and controlled by the FMS

Cockpit Voice Recorder/Data Link

Recorder

One unit record cockpit voice communications of flight crewmembers on the flight deck and record datalink messages from all sources on board the aircraft and translates those signals into usable data. (SRD 3.2.4.4.12)

VDL Mode 2 ACARS and ATN

VDL Mode 4 ADS-B

Capabilities Enable KC-10 Availability & Airspace Access Post 2015

Table 1-2

1.3.6. System Functionality Description.

1.3.6.1. Figure 1-3 KC-10 CNS/ATM 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.

19 For Official Use Only

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

1.3.6.2.

The transfer of 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/Fig 1-3). The main purpose is to show the data flows between the top-level internal system function and external functions. The external datalink exchanges required for datalink transfer to take place are shown at this level along with other associated program functions (in green): to provide for surveillance Identification Friend or Foe/Selective Identification Feature (IFF/SIF) for ADS-B and ADS-C; and to provide Human- Machine Interface, FMS computer for automatic/ manual message generation and for routing the print command to the aircraft printer. The KC-10 CNS/ATM imports and exports data only to/from the DSP. Messages from the KC-10 are then routed to either Air Traffic Control or TACC 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.

1.3.6.3. 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 broadcasts that require BLOS transmission

20 For Official Use Only

Transfer Data via VHF Datalink – sends all automatic and manual CPDLC messages and ADS-B broadcasts 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

1.3.7. Data Link Testing.

Data link testing will evaluate all data link messaging activities within the CNS/ATM system.

Ground testing for data link capability will simulate an Air Traffic Services (ATS) unit (ground station). This will delete the need to require support from an FAA/ATS facility. Organizations such as Air Traffic Control Communications Testing Facility and Avionics System Test (ACTFAST) can provide ATS Air Traffic applications end-to-end testing for the KC-10A CNS/ATM Program.

1.3.8. DOD Information Assurance Certification for CNS/ATM.

Per AFI 33-210, section 3.19, Air Force Certification and Accreditation, the CNS/ATM modified KC-10 aircraft is defined as a platform IT system: a special purpose IT system which employs computing resources that are physically embedded in, dedicated to, or essential to real time mission performance. (The CNS/ATM hardware, firmware, and software are dedicated to KC-10 information processing for air traffic management.) However, the KC-10 CNS/ATM Program does not include network access or IT interconnections; therefore, DOD Certification and Accreditation (C&A) is not required for the KC-10 CNS/ATM Program.

1.3.8.1. Information Assurance.

The KC-10 CNS/ATM Program will fully comply with the IA requirements in DOD 8500, Policy and Guidance series and CJCS 6510,Chairman of the Joint Chiefs of Staff Instructions series directives, instructions and manuals. KC-10 CNS/ATM is designated Mission Assurance Category II IAW DODI 8500.2.

Restoration through protection, detection and reaction capabilities.

The capability of protecting or destroying electronically stored material and crypto keys during any phase of ground and flight operation.

If support equipment can protect all data and information (level of classification) consistent with the same level of protection required to troubleshoot/maintain systems on the aircraft.

The CNS/ATM systems will ensure availability and protect against denial of service on internal and system interface data transfers.

1.3.8.2. IA Risk Assessment.

An Information Assurance (IA) risk assessment will be identified as part of the IA requirements, and any related required testing will be conducted accordingly. IA capability will be monitored, reported and evaluated as a distinct element of mission readiness throughout the KC-10 CNS/ATM system development. The KC-10 CNS/ATM Program will fully comply with the IA requirements in DOD 8500 series and CJCS 6510 series directives, instructions and manuals.

KC-10 CNS/ATM is designated Mission Assurance Category II IAW DODI 8500.2.

21 For Official Use Only

1.3.9. AOC Data Link Messages.

The aircraft will exchange text-based airline operational control (AOC) messages with Tactical Airlift Control Center via data link. All ADS messages exchanged by the aircraft will be via the SATCOM or VHF data links.

1.3.10. ARINC GlobaLink Avionics Qualification Certification.

The DSP, ARINC, has developed a four-phase Avionics Qualification program that provides the capability to determine if avionics systems conform to ARINC data link specifications and permit end-to-end testing between the data link avionics and the host computer. The initial phases involve lab testing, while the final phase involves sending/receiving messages over the actual ACARS network using the actual on-aircraft integrated data link system. The avionics manufacturers must submit all avionics for qualification testing or provide proof of FAA or Part 25 certification prior to operational use.

1.3.11. Joint Interoperability Test Command (JITC) Interoperability and Supportability Certification.

The KC-10 CNS/ATM Program shall meet interoperability requirements for joint military operations as directed by the Joint Interoperability Test Command (JITC) certification for DOD IT and NSS. Integration of current, modified, and new software capabilities will follow applicable DOD 5000-series guidance.

1.3.11.1 A JITC representative is a member of the KC-10 CNS/ATM Program Integrated Test Team (ITT) and will evaluate systems interoperability and spectrum supportability.

Interoperability and supportability certification and accreditation testing will be performed IAW CJCSI 6212.01E, CJCSI, Interoperability And Supportability Of Information Technology And National Security Systems, DODD 4630.5, Interoperability And Supportability Of Information Technology And National Security Systems, DODI 4630.8, Procedures for Interoperability and Supportability of Information Technology (IT), and National Security Systems (NSS), (DISR, 30 June 2004).

1.3.12. Requirements Traceability.

A requirements traceability process has been established. This process will be maintained and integrated into the management practices (Contractor and AF) providing effective requirements traceability among the SRD, Contractor Statement of Work (CSOW), Contract Data Requirement Listings (CDRLs), system specification, product specifications, test plans, test procedures, and other documents as applicable. Traceability will be discussed and planned during Program Design Reviews (PDR) and Critical Design Reviews (CDR) as well as within Test Plan Working Groups (TPWG) and Independent Review Teams (IDR).

1.3.12.1. Key planned reviews will support the various certifications. They are as follows but this list is not inclusive:

Initial Review (estimated 30 days after contract award) Preliminary Design Review (PDR) (estimated 60 days after contract award) Critical Design Review (CDR) Test Plan Working Group (TPWG)s Test Readiness Review (TRR) Flight Test Readiness Review (FTRR) Production Readiness Review (PRR)

22 For Official Use Only

Modification Readiness Review (MRR) Systems Requirement Review (SRR) Software Requirement Specification (SRS) Software Design Description (SDD) Cockpit Working Group Review (CWG)

1.3.13. Human Machine Interface (HMI).

Ideally, human factors will be addressed during design, rather than fixed after test.

1.3.13.1. The HMI design goal is to decrease demands on skills requirements, training and personnel costs and optimize the efficiency/effectiveness of the human-machine system. In both design and test, the KC-10 CNS/ATM Program shall address applicable HSI domains (Manpower, Personnel, Training, Human Factors Engineering, Environment, Safety, Occupational Health, Personnel Survivability, and Habitability) to optimize total system performance and accommodate the characteristics of the crew, maintainers, sustainers, trainers, and support personnel. The program shall consider, but is not limited to: human characteristics, anthropometry, biomedical factors, cognitive capabilities and limitations, performance aiding, control and display integration, automation, and perceptual cueing.

1.3.13.2. Situational awareness and crew workload are critical in terminal areas. Displays and controls shall be located so they can be read and operated without error or interference to the degree of accuracy required by personnel in the normal operating or servicing positions, without requiring the operator to assume an uncomfortable, awkward or unsafe position.

1.3.13.3. Testing at the Contractor’s Systems Integration Laboratory (SIL) and Government testing will identify and mitigate any situational awareness, usability, or workload issues during HMI testing for individual modules and the CNS/ATM equipment as a system.

2. PART II – TEST PROGRAM MANAGEMENT AND SCHEDULE

2.1. Test & Evaluation (T&E) Management.

NOTE: The roles and responsibilities of the test evaluation participants are fully explained in the ITT Charter.

2.1.1. T&E Organization Construct.

The T&E Construct will involve the Cockpit Working Group (CWG) and Instrument Working Group (IWG) but other entities maybe required as the program evolves.

2.1.1.1. Integrated Test Team (ITT).

The 727 ACSG in conjunction with HQ AMC/TE finalized the ITT Charter on 12 Mar 10 to support the seamless verification concept identified in AFI 99-103 and minimize the transitions between Contractor, and Government developmental and operational testing and to ensure all related activities are fully coordinated. Active support of the ITT, consisting of representatives from the Contractor, DT&E, OT&E, FAA and System Program Office, will maximize testing efficiency and exchange of test data while minimizing duplicate testing. Program testing will combine developmental testing and operational testing to the maximum extent possible. The ITT core team and supporting agencies are shown in Table 2-1. The test team will include various engineering and technical disciplines, support personnel and operators as required.

23 For Official Use Only

2.1.1.2. Instrument Working Group

The ITT anticipates establishing an IWG will be required to identify the data acquisition system requirements. The IWG will define the data acquisition requirements and data processing requirements to include data reduction and validation after the contract has been awarded and a contractor is available.

2.1.1.3. Cockpit Working Group

The CWG will provide program management with technical guidance and current operational perspective of the KC-10 CNS/ATM Program to help evaluate the operational suitability, effectiveness, and human factors performance of all aspects of modification designs.

2.1.1.4. System Program Manager (SPM).

The 727 ACSG Commander (CC), OC-ALC, Tinker AFB, OK, is the KC-10 SPM with overall responsibility for the management, sustainment, and development of all programs related to the KC-10. The 727 ACSG/CC has designated the KC-10 CNS/ATM Program Manager, located in the 544th Aircraft Sustainment Squadron (544 ACSS), as the ITT co-chair with HQ AMC/TE IAW AFI99-103, Capabilities-Based Test and Evaluation. The 727 ACSG awards and executes the CNS/ATM contract, tracks and resolves all deficiency reports (DRs) identified in the KC-10 CNS/ATM modification, to include those generated during on-aircraft ground and flight testing.

The KC-10 CNS/ATM Program Manager (PM), located in the 544 ACSS, represents the SPM in implementing the guidelines identified in AFI99-103, Capabilities-Based Test and Evaluation.

2.1.1.5. Operational Test Organization (OTO).

HQ AMC/TE, as defined in AFI 99-103, is the operational test organization for CNS/ATM. The HQ AMC/TE Director has designated the HQ AMC/TE Command Test & Evaluation Manager, Tanker Aircraft, Scott AFB, IL as the CNS/ATM ITT co-chair with 727 ACSG and to implement the guidelines identified in AFI 99-103 including, developing, conducting test plans and reporting all Operational Test and Evaluation (OT&E).

2.1.1.6. Responsible Test Organization (RTO).

The 412 TW located at AFFTC, Edwards AFB, is the RTO, and the 418 FLTS is the Test Execution Organization (TEO) for the on-aircraft ground and flight test program in accordance with AFMCI 99-103 guidelines.

2.1.1.7. Federal Aviation Administration (FAA).

The FAA’s Military Certification Office (MCO) is responsible for supporting flight testing of commercially derivative military aircraft for certification to FAA standards. The MCO office representative will review and approve all test plans, reports and other test documentation related to FAA type certification, certify the aircraft, participate in planning meetings as required and participate in the conduct of testing leading to FAA type certification of the KC-10

CNS/ATM.

2.1.1.8. Joint Interoperable Test Command (JITC).

JITC Will provide interoperability, spectrum supportability, and C4I standards conformance assessments for the commercial and/or military communications equipment as needed, as well as participate in or provide support for certification of the aircraft. JITC will develop Joint Interoperability test plans as required and will support KC-10 CNS/ATM Aircraft Interoperability and Supportability Certification. JITC maintains a centralized, UHF SATCOM test facility for standards conformance and interoperability certification testing at Fort Huachuca, AZ.

24 For Official Use Only

2.1.1.9. ESC/ACU (Electronic Systems Center/Mission Planning Systems Program Office). The ESC/ACU will be involved with the certification of the DAFIF data chain certification process. They will also provide technical support on development of Aircraft/Weapons/Electronics (A/W/E) mission planning activities in support of new KC-10 Mission Planning software implementation and related mission planning issues. The ESC/ACU will review and provide input on all test plans, reports and other test documentation related to mission planning

2.1.1.10. Engineering & Manufacturing Development (EMD) Contractor.

The winning Contractor, as the EMD Contractor, is responsible for the physical and functional integration of CNS/ATM systems into the KC-10 aircraft, to include developing and maintaining a configured CNS/ATM systems integration laboratory (SIL) to support laboratory testing and on-aircraft testing. Per contract provisions, the Contractor will:

Participate in the ITT as a member working with the SPM, Government DT, and OT personnel to develop test plans and test information sheets

Design and install test instrumentation on the aircraft to include wiring, calibration, data reduction and analysis

Prepare final DT&E reports in support of the RTO and to meet all FAA certification requirements

2.1.1.11. AIMS Program Office (WR-ALC/ENT).

NOTE: AIMS support will be required should any part of the IFF system be affected by the CNS/ATM modification. AIMS will provide technical support on Identification Friend or Foe (IFF) implementation and other issues related to AIMS certification of the IFF system on the upgraded KC-10A aircraft. They will also participate in the conduct of testing leading to AIMS certification of the IFF system affected by the CNS/ATM modification on the upgraded KC-10A aircraft.

AIMS testing, if necessary, will be of those systems not tested by the FAA.

Core…