Unlimited_Rights_Redacted_T-38C_AvCI_Study_Report.pdf

T-38C AVIONICS COMPONENT INTEGRATION (AvCI)

STUDY REPORT

12 August 2013

Contract Number: FA8211-12-C-0001 Contract Name: T-38C Avionics Post Production Support (APPS)

Distribution Statement D: Distribution authorized to Department of Defense (DoD) and U.S. DoD contractors for administrative or operational use, determined 25 January 2011. Other requests for a copy of this document shall be referred to AFLCMC/WLDMA.

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This REDACTED version of the study is provided with UNLIMITED RIGHTS Contract No FA8211-12-C-0001 Contractor Name The Boeing Company Contractor Address BOEING DEFENSE, SPACE & SECURITY

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SAINT LOUIS MO 63134-1939

Expiration Date 13 Feb 2018 The Government's rights to use, modify, reproduce, release, perform, display, or disclose these technical data are restricted by paragraph (b)(2) of the Rights in Technical Data--Noncommercial Items clause contained in the above identified contract. No restrictions apply after the expiration date shown above. Any reproduction of technical data or portions thereof marked with this legend must also reproduce the markings.

T-38C AvCI Report T38C-A015 12 August, 2013

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Table of Contents 1 Introduction

1.1 Conditions and Assumptions

2 Requirements 3 Work Accomplished 4 Avionics Component Supportability

4.1 Supportability Analysis Summary

4.2 Supportability Analysis Details

4.2.1 VHF NAV Backup Control Unit

4.2.2 Electronic Engine Display

4.2.3 Multi-Function Display (MFD)

4.2.4 Compact Flash Card

4.2.5 Mission Display Processor (MDP)

4.2.6 Heads Up Display (HUD) and Up Front Control Panel (UFCP)

4.2.7 VHF Navigation Receiver

4.2.8 VHF Communication Transceiver

4.2.9 Audio Interface System

4.2.10 SAS Control Panel

4.2.11 Transmitter, Angle of Attack

4.2.12 Video and Data Transfer Unit (VDTU)

4.2.13 Air Data Computer (ADC)

4.2.14 Cockpit Telivision Sensor (CTVS)

4.2.15 TCAS II Processor

4.2.16 Embedded GPS/INS (EGI)

4.2.17 UHF Commuincation Radio

4.2.18 UHF Control Panel

4.2.19 TACAN Radio

4.2.20 TACAN Controller

4.2.21 Mode S Transponder

4.2.22 Stick Grip

4.2.23 Grip, Throttle (Aft INBOARD)

4.2.24 Grip, Throttle (FWD & AFT Outboard)

4.2.25 Grip, Throttle (FWD Inboard)

4.2.26 Power Supply, Fuel Flow Xmitter

4.2.27 Transformer Rectifier, 50 amp (both)

4.2.28 Indicator, Airspeed (Standby) (both)

4.2.29 Indicator, Altimeter (Standby) (both)

4.2.30 Indicator, Vertical Velocity (Standby)(both)

4.2.31 Probe, Total Air Temperature

4.2.32 Compass, Magnetic (Standby)

4.2.33 Boom, Pitot Pressure

4.2.34 Indicator, Standby Attitude

4.2.35 Indexer, AOA (ARU-27)

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4.2.36 Antenna, RADAR Altimeter

4.2.37 Antenna, TCAS Upper Antenna

4.2.38 Antenna, VHF COMM

4.2.39 Antenna, Upper UHF (v-tip)

4.2.40 Antenna, Lower UHF

4.2.41 Switch, Manual Antenna Selector

4.2.42 Switch, UHF Antenna

4.2.43 Antenna, Tacan (Upper) & TCAS II (Lower)

4.2.44 Antenna, Mode S (Upper & Lower) & Lower TACAN

4.2.45 Antenna, GPS

4.2.46 Panel, Avionics Activation

4.2.47 Antenna, Marker Beacon

4.2.48 Antenna, Glideslope

4.2.49 Switch, RF TACAN

4.2.50 Battery Contactor

4.2.51 Relay Module

4.2.52 Light Panels

4.2.53 Relay

4.2.54 Relay

4.2.55 Transformer

4.2.56 Light Assembly

4.2.57 Diode Module

5 Concept of Component Replacement

5.1 Component Replacement Overview

5.2 Compopnent Replacement Recomendations

5.2.1 Mission Display Processor (MDP)

5.2.2 Head Up Display (HUD) and Up Front Control Panel (UFCP)

5.2.3 VHF Communications Transceiver

5.2.4 VHF Navigation Receiver

APPENDIX A: SUPPORTING DOCUMENTATION BY LRU

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1 INTRODUCTION

This report is intended to fulfill the requirements defined in the T-38C Avionics Component Integration (AvCI) Performance Work Statement (PWS). It provides a comprehensive supportability outlook for the T-38C avionics suite through 2026.

1.1 CONDITIONS AND ASSUMPTIONS

This report main body and Appendix A is provided with Government Purpose Rights;

Appendix B with the ROM pricing is provided as Boeing Proprietary.

A key assumption in the ROM estimates is that there is an ongoing support contract similar to the one under contract FA8211-12-C-0001. This study proposes the additional effort and procurements in addition to a similar support contract.

This study assumes that for any needed flight test program, The Boeing Company would provide engineering support only. The USG would provide pilots, the aircraft, the test range, fuel, etc.

Any depot installation cost would be the responsibility of the USG.

This report recommends a range of parts as outlined in Appendix B. Any deviation from technical content of the recommendations or the Appendix B recommended timeline would invalidate the ROM estimate.

The estimate provided herein is for planning purposes only. It does not constitute a firm commitment on the part of The Boeing Company.

2 REQUIREMENTS

The T-38C AvCI PWS provides the requirements for this study. As prescribed by the PWS, the study is comprised of two parts:

Part 1 (Report Section 4) Avionics Component Supportability – encompasses detailed research, analysis and solution recommendations for all Group B parts identified in Attachment 6 of the T-38C Avionics Post Production Support (APPS) contract plus eight select parts from the Group A parts in Attachment 5 of the APPS contract.

Part 2 (Report Sections 5 & 6) Incremental Concept of Component(s) Replacement

– provides an incremental LRU replacement concept recommendation for LRUs that are projected to be obsolete (irreparable/irreplaceable/deemed beyond economical repair) as defined in Part 1.

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3 WORK ACCOMPLISHED

The basic tasks performed in the preparation of this report include:

• Leverage off of the findings from the T-38C Parts Obsolescence Report from 31 March 2013 to provide a comprehensive supportability outlook.

• Query current suppliers for their inputs on obsolescence outlook through 2026.

• Determine Lifetime Buy needs and LRU replacement candidates based on data collected.

• For Lifetime Buys determine consumption rate, quantity on hand, recommended purchase quantity and ROM estimate.

• Identify potential suppliers for LRU replacement concepts.

• Establish Proprietary Information Agreements (PIA) with potential suppliers.

• Issue Requests For Information (RFI) to potential suppliers for LRU replacement.

• Conduct meeting with potential suppliers.

• Analyze suppler RFI responses and obtain answers to follow up questions as necessary.

• Investigate the feasibility of integration of similar LRUs utilized by USN/USAF aircraft/avionic systems.

• Develop ROM estimates for LRU Replacement Concepts.

• Develop retrofit plan for LRU Replacement Concepts.

• Lay out ROM estimates by fiscal year.

• Compile data and findings into this report. Part 1 of the study is provided in

Section 4. Part II of the study is contained in Sections 5 and 6. All supplier inputs are included in Appendix A.

4 AVIONICS COMPONENT SUPPORTABILITY

Table 1 provides a supportability analysis summary for all of the components that were included in this study. The components are listed in descending priority order based on severity. The results can be summarized as follows:

• No Issues Identified on 47 LRUs

• Lifetime Buys of some components of 8 LRUs (refer to Table of Lifetime

Buy Recommendations in Appendix B)

• LRU Replacement Recommendations for 5 LRUs (refer to Section 5)

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4.1 SUPPORTABILITY ANALYSIS SUMMARY

Priority PART

NUMBER DESCRIPTION PROCUREMENT

SOURCE

CURRENT

REPAIR

SOURCE

2026 OUTLOOK

1 071-1377-02 NAVIGATION CONTROL UNIT (CD-413B) Millennium Millennium Life Time Buy Repair Kits

640-915-02-02 ELECTRONIC ENGINE DISPLAY (EED) L3-DS L3-DS AMLCD and fluorescent lamp Lifetime/Last Time

104-642-02-01 MULTI-FUNCTION DISPLAY (MFD) L3-DS L3-DS

AMLCD and fluorescent lamp Lifetime/Last Time

Buy in FY15 – F17

4 SDCFX-016G-

A61 Compact Flash Card SanDisk N/A Life Time Buy

623700-4 PROCESSOR, MISSION DISPLAY (MDP) TBD Astronautics Component Replacement

Candidate

4452-1000-01 HEAD-UP DISPLAY (HUD) TBD Elop Component Replacement Candidate

4477-1000-80 HUD POWER SUPPLY UNIT TBD Elop Component Replacement

Candidate

4453-1000-00 UP FRONT CONTROL PANEL (UFCP) TBD Elop Component Replacement Candidate

066-1101-00 RECEIVER, VHF NAVIGATION (VN-411B) Cobham Millennium Component Replacement

Candidate

064-1047-01 RADIO, VHF COMM TRANCEIVER (VC-

401B) Cobham Millennium Component Replacement

Candidate

AL-15-1290-2

AL-15-1289-4

AUDIO CONTROL PANEL (ACP)

AUDIO INTERFACE UNIT Orbit Orbit Life Time Buy CCAs and

Parts 10 2-73900

(Alt Part:

RY673)

SAS CONTROL PANEL Unavailable Boeing Life Time Buy Repair Kits

MS24378-2 TRANSMITTER, ANGLE OF ATTACK Unavailable Boeing Life Time Buy Kits and

LRUs

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NUMBER DESCRIPTION PROCUREMENT

SOURCE

CURRENT

REPAIR

SOURCE

2026 OUTLOOK

12 D-33062-000- 550000 VIDEO and DATA TRANSFER UNIT IAI IAI Life Time Buy

Components

HG1140AA01 COMPUTER, AIR DATA Honeywell Honeywell Component Refresh in

FY18

T38-118-02 HUD VIDEO CAMERA Rada Rada Life Time Buy

Components in FY18 15 066-01146-

0101 PROCESSOR, TCAS II Honeywell Honeywell Spare Units in FY18

16 34200602- 3SRB NAVIGATION UNIT (EGI/INS) Honeywell Honeywell Component Refresh in

FY20

71B261504-

71R261804-

PANEL, AVIONICS ACTIVATION Boeing Boeing No Identified Issues

9021720200-3 STICK GRIP Essex Boeing No Identified Issues 9021720400-5 GRIP, THROTTLE (AFT Inboard) Essex Boeing No Identified Issues 9021720400-2 GRIP, THROTTLE (FWD & AFT Outboard) Essex Boeing No Identified Issues 9021720400-7 GRIP, THROTTLE (FWD Inboard) Essex Boeing No Identified Issues 1A44-2C-1829 POWER SUPPLY, Fuel Flow Xmitter Avionic Instruments Avionic Instruments No Identified Issues

TRU1400-T38-

1874 TRANSFORMER RECTIFIER, 50 Amp (Both) Avionic Instruments Avionic Instruments No Identified Issues

15450-1173 INDICATOR, ALTIMETER (Standby) (Both) Aerosonic Aerosonic No Identified Issues

843-67-2A INDICATOR, VERTICAL VELOCITY

(Standby) (Both) Kearflex Kearflex No Identified Issues

102CP2AF PROBE, TOTAL AIR TEMPERATURE DLA (Rosemount) N/A No Identified Issues CB-2100-T6D COMPASS, MAGNETIC (Standby) Aviall Boeing No Identified Issues

855B BOOM, PITOT PRESSURE DLA (Rosemount) N/A No Identified Issues

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NUMBER DESCRIPTION PROCUREMENT

SOURCE

CURRENT

REPAIR

SOURCE

2026 OUTLOOK

501-1131-03 INDICATOR, STANDBY ATTITUDE (ARU-

42) L3-AS L3-AS No Identified Issues

3809000-1 INDEXER, AOA (ARU-27/A) DLA (Honeywell) Boeing No Identified Issues S65-8280-10 ANTENNA, VHF COMM Sensor Systems N/A No Identified Issues 064-01076-

0101 RADIO, UHF COMM TRANSCIEVER Honeywell Honeywell No Identified Issues

071-01576- 1201 UHF COMM CONTROL PANEL Honeywell Honeywell No Identified Issues

18-31601-1 ANTENNA, UPPER UHF (V-TIP) Intertrade Intertrade No Identified Issues 2-61907-501 ANTENNA, LOWER UHF DLA (R.A. Miller) N/A No Identified Issues MS27407-1 SWITCH, MANUAL ANTENNA SELECTOR DLA N/A No Identified Issues 50010

SA-521A/A SWITCH, UHF ANTENNA DLA (Dow Key formerly L-3 Comm) N/A No Identified Issues

071-01548- 1200 ANTENNA, TCAS II, UPPER Sensor Systems N/A No Identified Issues

S65-5366-107L

ANTENNA, TCAS II, LOWER

Sensor Systems N/A No Identified Issues

ANTENNA, UPPER TACAN

066-01143-

0601 TRANSPONDER, MODE S Honeywell Honeywell No Identified Issues

MS25708/3-03

(Alt PN:

LBP415)

(Alt PN:

67C1821)

ANTENNA, MODE S UPPER

DLA N/A No Identified Issues

ANTENNA, MODE S LOWER

ANTENNA, LOWER TACAN

S67-1575-14 ANTENNA, GPS Sensor Systems N/A No Identified Issues LG81T6 ANTENNA, RADAR ALTIMETER (Both) Honeywell N/A No Identified Issues 2-61903-1 ANTENNA, MARKER BEACON DLA (Nurad) N/A No Identified Issues 522-0688-013

AT983A/ARN ANTENNA, GLIDESLOPE DLA (R.A. Miller) N/A No Identified Issues

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NUMBER DESCRIPTION PROCUREMENT

SOURCE

CURRENT

REPAIR

SOURCE

2026 OUTLOOK

805D0602-45 RECEIVER/TRANSMITTER, TACAN L3-AS L3-AS No Identified Issues 805D0663-31 BACKUP CONTROL, TACAN L3-AS L3-AS No Identified Issues 402JST-6301 SWITCH, RF TACAN Dow Key Microwave N/A No Identified Issues 71A262332-1001 BATTERY CONTACTOR Boeing N/A No Identified Issues MT89030100-30 or

-70 RELAY MODULE BAE N/A No Identified Issues 71B261507-1XX LIGHT PANELS Boeing N/A No Identified Issues ST5M1242-006 RELAY Deutsch N/A No Identified Issues 5M2231-002 RELAY Deutsch N/A No Identified Issues CRMAG19 TRANSFORMER CR Magnetics N/A No Identified Issues 15-0890-1 Light Assy Honeywell N/A No Identified Issues DD260N112K-K or

DD350N12K-K Diode Module Infineon Technologies N/A No Identified Issues

Table 1: Supportability Analysis Summary

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4.2 SUPPORTABILITY ANALYSIS DETAILS

4.2.1 VHF NAV BACKUP CONTROL UNIT

4.2.1.1 Supportability Issue: The VHF Nav Backup Control Unit (CD-413B) currently installed in the T-38C has been out of production since 2008. The OEM was not willing to propose a firm fixed price 5+ year repair contract for the APPS period of performance due to concerns over obsolescence. Boeing was able to find an alternate source of repair for the CD- 413B for the APPS period of performance. The Commercial Marketplace continues to provide repair support for the existing VHF Nav Backup Control Unit with no known issues during the APPS period of performance. It is anticipated that due to obsolescence issues, the CD-413B may be un-supportable beyond 2017.

4.2.1.2 Analysis. The CD-413B was designed by Bendix/King in the 1980’s and the rate at which analog parts are becoming obsolete has been accelerating dramatically in recent years. Of greatest concern is the display assembly. As mentioned above, the OEM of the CD-413B used in the T-38C has discontinued producing new units and has also discontinued repair of the CD-413B. The current repair source for the CD-413B, Millennium International, considers the risk of parts not being available is so high that they cannot guarantee repair beyond 2017. The CD-413B is not a high failure rate item.

Historical data compiled from FY08 thru FY12 shows an average of 12 VHF Nav Backup Control Units returned per FY with 40% of these returns were for failure of the display. The CD-413B does not incur many operating hours on the T-38C. It is only on when the MDP is off or when the Backup Mode Control Knob on the Avionics Activation Panel is in NAV B/U or BOTH. This fact should extend the operating life of the CD-413B significantly. The CD-413B OEM (Cobham) offers a replacement unit (FliteLine CVN-252) that is not a direct form/fit/function compatible to the current VHF Nan Backup Control unit. Significant mechanical modifications to the FCP Main Instrument Panel would be required (Depot level type modification). It is anticipated that no wiring changes would be required and the FliteLine CVN-252 can control the current VN-411B VHF Navigation System as well as the FliteLine CVN-251 VHF Navigation System. Another option would be to procure CD-413B overhaul kits as soon as possible to extend the supportability of the CD-413B thru 2026. Each CD-413B overhaul kit would include replacement of the heavy wear items including new front bezel, knobs and buttons, switches, displays and other miscellaneous components.

4.2.1.3 2026 Support Recommendation. Boeing recommends the USAF procure the CD-413 overhaul kits as soon as possible. Boeing conservatively projects 200 expected failures of the CD-413B between FY18 and FY26. There are currently 488 CD-413B’s

See release markings on cover page Page 14 of 456 in the T-38C inventory. For planning purposes, Boeing recommends procurement of a minimum of 200 CD-413 overhaul kits as soon as possible (FY15) as it is un-known at this time how long these overhauls kits will be available. An assessment would have to be made at the time that funding would be available if the overhaul kit solution remains viable. Refer to Appendix B Table 1 for information on supplier, recommended quantities, and ROM cost estimate for FY15-FY17 life time buys. Refer to Appendix B Table 2 for ROM estimate by fiscal year.

For supporting documentation refer to Appendix A - VHF BACKUP CONTROL UNIT

4.2.2 ELECTRONIC ENGINE DISPLAY

4.2.2.1 EED AMLCD

4.2.2.1.1 Supportability Issue: The EED active-matrix

liquid crystal display (AMLCD) (aka "EED glass") is no longer in production, and no other programs are currently using an AMLCD of this configuration.

4.2.2.1.2 Analysis: Based on a worse case consumption

rate of 25 pieces per year, as determined by trend data complied during the time period 10/1/10 thru 9/30/12, the current inventory of AMLCDs will be depleted by 3/1/2019 and a new AMLCD will be needed to support repairs. The EED vendor has found a company that can supply a commercial grade version of the 6.4” diagonal AMLCD that the EED uses. The EED vendor has already begun using this company as a source for AMLCDs used on some of their other product lines. For T-38C, the EED vendor (when funded) would obtain the raw commercial AMLCD panel and would design the Display Interface Board (DIB) and other hardware modifications needed to incorporate the new AMLCD. This new AMLCD would also require environmental qualification. It is estimated that 24 months would be needed to complete the design, qualification, and production procurement of the new AMLCD.

4.2.2.1.3 2026 Support Recommendation. Boeing recommends the USG initiate design, development, qualification, and procurement of a new EED AMLCD, preferably in FY15, but no later than 3/1/2017 to support future repairs of EEDs. Refer to Appendix B Table 1 for information on supplier, recommended quantities, and ROM cost estimate for FY15-FY17 life time buys. Refer to Appendix B Table 2 for ROM estimate by fiscal year. No retrofit is required.

For supporting documentation refer to Appendix A - EED

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4.2.2.2 EED Backlight.

4.2.2.2.1 Supportability Issue: The florescent lamps used to backlight the EED have a limited life before they dim and fail. There will be a significant increase in the rate of failures of these components as the life limit of the lamps is reached (EEDs are powered up more frequently than other avionics). The lamp supplier has indicated that the leaded glass that is currently in stock is no longer manufactured however the lead free alternative is currently in production. It is unknown how long production of the lead free glass will continue as the AMLCD display industry is trending more toward LED backlighting.

4.2.2.2.2 Analysis: One approach is to allow the lamp to fail and replace it with a new, equivalent florescent lamp. However, the industry is trending away from the florescent backlighting and more towards LED backlighting. This could result in manufacturers of florescent backlight becoming scarce or non-existent. Another possibility is to upgrade to a new LED-based backlight, which would provide for longer backlight lamp life, but this requires some initial funding for design and qualification. A change to LED backlight would eliminate fluorescent lamp obsolescence concerns. LEDs have additional benefits for luminance, redundancy, and a reduction of the internal heat generated by the lamps and power supply.

The supplier provided a proposal in April 2010 for the non-recurring effort (NRE) to develop and qualify an LED backlight for the EED. The NRE price was $1,019,379.44.

In February of 2010 the suppler provided a ROM estimate for the recurring cost of retrofitting an EED with an LED backlight. The 2015 LED retrofit unit cost is approximately $12,920.00.

In comparison, the 2013 lamp price is $260.55 (2 lamps per EED). For planning purposes, the lamp price should be escalated by 3-4 % per year starting in 2017. Note that when the lamps are replaced, the lamp assembly consisting of a circuit board and high voltage connector are also replaced. This cost is not included in the previously quoted lamp price but is covered in the $/flight hour cost. There are no known DMS issues with the circuit board or high voltage connector.

4.2.2.2.3 2026 Support Recommendation: There are currently 971 fielded EEDs for the air vehicle and 48 EEDs for the ATDs. It is expected that all of the fielded air vehicle EEDs will require lamp replacement at least once between 2017 and 2026. Therefore as a matter of risk mitigation should the fluorescent lamps no longer be available after the current contract period, it is recommended that the USAF consider a lifetime buy of 2200 EED fluorescent lamps ((971 + 48) x 2) + 162 spares = 2200 in FY 15 or FY 16. Refer to Appendix B Table 1 for information on supplier, recommended quantities, and ROM cost estimate for FY15-FY17 life time buys. Refer to Appendix B Table 2 for ROM estimate by fiscal year. No retrofit is required.

For supporting documentation refer to Appendix A - EED Lamps

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4.2.2.3 Miscellaneous EED Components and Special Test Equipment (STE)

4.2.2.3.1 Supportability Issue: Miscellaneous components/parts will become obsolete in the 2017 to 2026 time period. The suppliers STE is also susceptible to parts obsolescence issues that will have to be addressed.

4.2.2.3.2 Analysis: While it is difficult to predict which EED components will have DMS issues beyond the current 5 year outlook, based on past experience, the estimated EED component DMS and STE support costs for the 2017-2026 are included for planning purposes in the fiscal year ROM Estimate.

4.2.2.3.3 2026 Support Recommendation: For planning purposes it is recommended to include funding in the yearly support cost for the EED. The ROM estimate by fiscal year is provided in Appendix B Table 2.

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4.2.3 MULTI-FUNCTION DISPLAY (MFD)

4.2.3.1 MFD AMLCD

4.2.3.1.1 Supportability Issue: The

MFD active-matrix liquid crystal display (AMLCD), (aka "MFD glass"), is currently in production and other programs are using the 10.4" AMLCD.

However, during the current life of this product there have been at least five different configurations of AMLCD created to support this display.

Although the current source of the 10.4” AMLCD is still viable, current availability is not guaranteed for the future.

4.2.3.1.2 Analysis: MFD AMLCD consumption is based on two causes; physical damage and AMLCD failure. Historically; 56% of MFD AMLCD consumption is caused by physical damage and 44% by AMLCD failure. An MFD cover glass replacement initiative has been implemented to salvage damaged MFDs where the cover glass is damaged (cracked) but the AMLCD itself is not damaged. Based on a consumption rate of 43 AMLCDs per year as determined by trend data compiled during the time period 10/1/06 thru 9/30/12 the current inventory of MFD AMLCD’s will be depleted by 9/1/18 if no future cover glass re-work is performed. If two additional cover glass re-work batches are performed during the current APPS contract, it is estimated that the current inventory of MFD glass will be depleted by 9/1/19.

4.2.3.1.3 2026 Support Recommendation: Due to the market driven demand for military grade AMLCD’s, it is hard to predict how long the current MFD AMLCD supplier will continue to manufacture the current MFD AMLCD. Therefore, as a matter of risk mitigation, it is recommended that the USAF consider a lifetime buy of 250 pieces of the current MFD AMLCD in FY15 or FY16 and continue the cover glass replacement effort of 25 re-worked AMLCDs every third year. Refer to Appendix B Table 1 for information on supplier, recommended quantities, and ROM cost estimate for Fy15-FY17 life time buys. Refer to Appendix B Table 2 for ROM estimate by fiscal year. No retrofit is required.

For supporting documentation refer to Appendix A - MFD

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4.2.3.2 MFD Backlight

4.2.3.2.1 Supportability Issue: The fluorescent lamps used to backlight the MFD have a limited life before they dim and fail. There will be a significant increase in the rate of failures of these components as the life limit is reached. The lamp supplier has indicated that the leaded glass that is currently in stock is no longer manufactured however the lead free alternative is currently in production. It is unknown how long production of the lead free glass will continue as the AMLCD display industry is trending more toward LED backlighting. This could result in manufacturers of florescent backlight becoming scarce or non-existent.

4.2.3.2.2 Analysis: One approach is to allow the lamp to fail and replace with a new, equivalent fluorescent lamp. Another possibility is to upgrade to a new LED-based backlight (similar to the LED backlight for the EED), which would provide for longer backlight lamp life, but this requires some initial funding for design and qualification. A change to LED backlight would all but eliminate any MFD backlight obsolescence concerns. LEDs have additional benefits for luminance, redundancy, and a reduction of the internal heat generated by the lamps and power supply. The NRE and recurring costs for an LED Backlight for the MFD would be comparable to the NRE and recurring costs for an EED LED backlight.

Note that when the lamps are replaced, the lamp assembly consisting of a circuit card and high voltage connector are also replaced. This cost is not included in the previously quoted lamp price but is covered in the $/flight hour cost. There are no known DMS issues with the circuit board or high voltage connector.

4.2.3.2.3 2026 Support Recommendation: There are currently 968 fielded MFDs. It is expected that all of these MFDs will require lamp replacement at least once between 2017 and 2026. Therefore, as a matter of risk mitigation should the fluorescent lamps no longer be available after the current contract period, it is recommended that the USAF consider a lifetime buy of 2100 MFD fluorescent lamps (968 x 2 = 1936 + 164 spares) in FY15 or FY16. Refer to Appendix B Table 1 for information on supplier, recommended quantities, and ROM cost estimate for FY15-FY17 lifetime buys. Refer to Appendix B Table 2 for ROM estimate by fiscal year. No retrofit is required

For supporting documentation refer to Appendix A - MFD Lamps

4.2.3.3 MFD SVGA AMLCD

4.2.3.3.1 Supportability Issue: There are currently twenty (20) MFD units that contain a super graphics video array (SVGA) AMLCD still in operation in the T-38C fleet. When this AMLCD went obsolete in 2001, a retrofit kit was developed to cover internal MFD circuitry and hardware changes to enable communication with an extended graphics array (XGA) AMLCD. When a SVGA MFD AMLCD fails the repair requires incorporation of

See release markings on cover page Page 19 of 456 this XGA retrofit kit. Boeing has and will continue to acquire retrofit kits to support SVGA AMLCD failures during the current APPS period of performance.

4.2.3.3.2 Analysis: Based on current failure trend data of the MFD SVGA AMLCD, there will be approximately 5 SVGA MFDs remaining in the field after the current APPS contract expires.

4.2.3.3.3 2026 Support Recommendation: No known issues at this time that would prevent support after the current APPS contract. However, as was stated in the T-38C Obsolescence Report, CDRL T38C-A007, dated March 31, 2013, Boeing procured enough retrofit kits to support SVGA failures incurred during the current APPS contract.

Boeing recommended the USG take advantage of this opportunity by procuring the additional 5 retrofit kits that will be required beyond the current APPS contract thereby receiving the price break of a quantity buy. As the USAF was unable to procure the additional kits in FY13, for planning purposes, the remaining 5 retrofit kit pricing is included in Appendix B Table 1. Refer to Appendix B Table 2 for ROM estimate by fiscal year.

For supporting documentation refer to Appendix A - MFD XGA

4.2.3.4 MISCELLANEOUS MFD COMPONENTS AND SPECIAL TEST

EQUIPMENT

4.2.3.4.1 Supportability Issue: Miscellaneous components/parts will become obsolete in the 2017 to 2026 time period. The suppliers STE is also susceptible to parts obsolescence issues that will have to be addressed.

4.2.3.4.2 Analysis: While it is difficult to predict which MFD components will have DMS issues beyond the current 5 year outlook, based on past experience, the estimated MFD component DMS and STE support costs for the 2017-2026 period could be approximately $330k per year in 2012 dollars.

4.2.3.4.3 2026 Support Recommendation: For planning purposes it is recommended to include funding in the yearly support cost for the MFD. Refer to Appendix B Table 2 for ROM estimate by fiscal year.

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4.2.4 COMPACT FLASH CARD

4.2.4.1.1 Supportability Issue: The Compact Flash Card (CFC) is not an item on the Group B list and is not Boeing’s responsibility to furnish, but it is known to be of concern for ongoing availability, so it is included here for information. The CFC is a commercial item, and the particular variety that was provided under ECP 44 was sold by SanDisk. The 8 GB CFC provided with the video data transfer system is no longer commercially available.

4.2.4.2 Analysis: A similar 16 GB model, verified to be compatible through testing, is currently available (P/N SDCFX-016G-A61). The OEM, SanDisk, is unwilling to guarantee availability of the 16 GB card for the next 5 years, and based on the nature of the flash memory market it is expected that the currently verified models will be difficult if not impossible to procure in 5 years.

The critical timing requirements required for capturing multiple channels of streaming video simultaneously are not provided in commercial specifications for CFCs. Therefore any alternate part candidates must be rigorously tested to assure suitability for use in the T-38.

4.2.4.3 2026 Support Recommendation: Boeing recommends that the USG procure 5000 of the 16 GB CFCs (P/N SDCFX-016G-A61) as soon as possible. This will allow a distribution of 500 cards per year for 10 years. This is a low cost item that can be purchased now to avoid a major availability problem in the out years. Refer to Appendix B Table 1 for information on supplier, recommended quantities, and ROM cost estimate for FY15-FY17 life time buys. Refer to Appendix B Table 2 for ROM estimate by fiscal year.

For supporting documentation refer to Appendix A - COMPACT FLASH CARD

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4.2.5 MISSION DISPLAY PROCESSOR (MDP)

4.2.5.1.1 Supportability Issue: The MDP is

currently out of production. Astronautics Corporation of America, the OEM, indicates they do not expect to be able to continue repairs beyond 2020. Boeing and the OEM have purchased additional parts and circuit card assemblies (CCAs) in order to provide support for the term of the APPS contract. With continued acquisition of spare assemblies the OEM believes they can continue making repairs through 2020.

4.2.5.2 Analysis: By 2020 the design of the MDP

will be thirty years old. At this point the expected frequency of repairs and the diminishing supply of spare parts make this risk of guaranteed support for the T-38C fleet of MDPs unacceptably high.

The OEM has recently provided a ROM estimate to support the MDP from 2017 – 2026. While this is not the recommended approach, the ROM estimate is provided in Attachment A (IAI MDP Alternative 1)

4.2.5.3 Support Recommendation: Boeing recommends a replacement with a new LRU. Refer to the Concept of Component Replacement section of this document.

For supporting documentation refer to Appendix A - MDP

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4.2.6 HEADS UP DISPLAY (HUD) AND UP FRONT CONTROL

PANEL (UFCP)

4.2.6.1 Supportability Issue: The OEM

and current repair source of the HUD reported at a supportability review that the current HUD system, which includes three LRUs: the Pilot Display Unit (HUD-PDU), HUD Power Supply Unit (HUD-PSU), and Up Front Control Panel (UFCP) will not be supportable beyond the period of performance of the current APPS contract options, due to non-availability of parts. Their prediction is that in 2017 so many parts will be unavailable that they would not be able to guarantee repair services.

4.2.6.2 Analysis: The HUD was designed more than

20 years ago and the rate at which the analog parts are becoming obsolete has been accelerating dramatically in recent years. The OEM considers the risk of parts not being available is so high that they cannot commit to repair or overhaul beyond 2017.

Any attempt at continued use of the existing HUD will result in a high level of risk in having sufficient units for the entire fleet of T-38s. In addition to the recommended replacement concept, the OEM has recently provided a ROM estimate to support the existing HUD from 2017 – 2026. The IAI ROM estimate for this approach is provided in Appendix A (Section 1.23.2)

4.2.6.3 Support Recommendation: Boeing recommends a replacement with a new LRU. Refer to the Concept of Component Replacement section of this document.

For supporting documentation refer to Appendix A - HUD For supporting documentation refer to Appendix A - UFCP

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4.2.7 VHF NAVIGATION RECEIVER

4.2.7.1 Supportability Issue: The VHF

Navigation Receiver (VN-411B) currently installed in the T-38C has been out of production since 2008. The OEM was not willing to propose a firm fixed price 5+ year repair contract for the APPS period of performance due to concerns over obsolescence. Boeing was able to find an alternate source of repair for the VN-411B for the APPS period of performance. The Commercial Marketplace continues to provide repair support for the existing VHF Nav R/T with no known issues during the APPS period of performance. It is anticipated that due to obsolescence issues, the VN-411B will be un-supportable beyond 2017.

4.2.7.2 Analysis: The VN-411B was designed by Bendix/King in the 1980s and the rate at which analog parts are becoming obsolete has been accelerating dramatically in recent years. As mentioned above, the OEM of the VN-411B used in the T-38C has discontinued producing new units and has also discontinued repair of the VN-411B. The current repair source for the VN-411B, Millennium International, considers the risk of parts not being available is so high that they cannot guarantee repair beyond 2017.

Historical data compiled from FY08 thru FY12 shows an average of 24 VHF Nav’s returned per FY with 38% of these being No Fault Found by the repair source. The VN- 411B OEM (Cobham) offers a replacement unit (FliteLine CVN-251). Boeing has already performed some preliminary integration testing of the FliteLine CVN-251 in the Boeing St. Louis System Integration Lab (SIL). Initial results have uncovered some minor issues. Boeing engineering continues to work with Cobham and it is anticipated that current communication issues with the MDP can be resolved with some wiring modifications. Lab testing has revealed the FliteLine CVN-251 to be compatible with the current CD-413 VHF Backup Control Panel currently installed in the T-38C. Once this is resolved; on aircraft testing will still be required before final determination can be made.

Boeing has also researched the Rockwell Collins VIR-4000 Integrated Navigation Receiver. Based on the information provided, the level of aircraft wiring and mounting changes would be far greater than that of the FliteLine CVN-251. It is also anticipated that MDP OFP changes would be required if the Rockwell Collins solution was chosen.

4.2.7.3 2026 Support Recommendation. For planning purposes, Boeing recommends a replacement VHF Navigation Receiver to be ready for attrition fielding once the current configuration has become impossible to support. The Cobham FliteLine CVN-251 Navigation System appears to be the most adaptable to the T-38C. Refer to the Concept of Component Replacement section of this document.

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For supporting documentation refer to Appendix A - VHF NAV RECEIVER

4.2.8 VHF COMMUNICATION TRANSCEIVER

4.2.8.1 Supportability Issue: The VHF

Communication Transceiver (VC-401B) currently installed in the T-38C has been out of production since 2008. The OEM was not willing to propose a firm fixed price 5+ year repair contract for the APPS period of performance due to concerns over obsolescence. Boeing was able to find an alternate source of repair for the VC-401B for the APPS period of performance. The Commercial Marketplace continues to provide repair support for the existing VHF Com R/T with no known issues during the APPS period of performance. It is anticipated that due to obsolescence issues, the VC-401B will be un-supportable beyond 2017.

4.2.8.2 Analysis: The VC-401B was designed by Bendix/King in the 1980s and the rate at which analog parts are becoming obsolete has been accelerating dramatically in recent years. As mentioned above, the OEM of the VC-401B used in the T-38C has discontinued producing new units and has also discontinued repair of the VC-401B. The current repair source for the VC-401B, Millennium International, considers the risk of parts not being available is so high that they cannot guarantee repair beyond 2017.

Historical data compiled from FY08 thru FY12 shows an average of 67 VHF Com’s returned per FY with 30% of these being No Fault Found by the repair source. The VC- 401B OEM (Cobham) offers a replacement unit (FliteLine CVC-151). Boeing has already performed some initial integration testing of the FliteLine CVC-151 in the Boeing St. Louis System Integration Lab (SIL). Initial results are favorable although on aircraft testing is still required before final determination can be made. Boeing has also researched the Rockwell Collins VHF-4000 VHF Communications Transceiver. Based on the information provided, the level of aircraft wiring and mounting changes would be far greater than that of the FlieLine CVC-151. It is also anticipated that MDP OFP changes would be required if the Rockwell Collins solution was chosen.

4.2.8.3 2026 Support Recommendation: For planning purposes, Boeing recommends a replacement VHF Communications Transceiver to be ready for attrition fielding once the current configuration has become impossible to support. The Cobham FliteLine CVC- 151 VHF Communications Transceiver appears to be the most adaptable to the T-38C.

Refer to the Concept of Component Replacement section of this document.

For supporting documentation refer to Appendix A - VHF COMM TRANSCEIVER

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4.2.9 AUDIO INTERFACE SYSTEM

4.2.9.1.1 Supportability Issue: The Audio Interface System consists of two LRUs: one Audio Interface Unit (AIU) and two Audio Control Panels (ACP) (one in each cockpit).

Orbit, the OEM and repair provider, has indicated the AIU and ACP are both out of production, but could still be purchased by special order.

4.2.9.1.2 Analysis: The OEM monitors parts

availability and acquires additional spares and/or substitute parts as required. However, to meet the repair turnaround time required to support T-38C operations Boeing has acquired additional spare CCAs for the AIU to support the APPS contract period of performance.

4.2.9.1.3 2026 Support Recommendation: The OEM has proposed manufacturing additional spare CCAs for the Audio Interface Unit (AIU) along with light plates and switches for the ACP.

Because of diminishing supplies, Boeing recommends ordering these spares before the end of FY15 to insure availability. Based on the supplier’s ROM estimate, additional funding should be added to projected AIU/ACP support allocation in FY15 to acquire additional spare assemblies. Refer to Appendix B Table 1 for information on supplier, recommended quantities, and ROM cost estimate for Fy15-FY17 life time buys. Refer to Appendix B Table 2 for ROM estimate by fiscal year.

For supporting documentation refer to Appendix A - AIS

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4.2.10 SAS CONTROL PANEL

4.2.10.1 Supportability Issue: The SAS control panel

is no longer in production, limited repair parts are still available from DLA. Some repair parts are obsolete but available from the aftermarket.

4.2.10.2 Analysis: Boeing anticipates 300 repairs of

this assembly will be required during the duration of this study (Apr 2017 – Dec 2026).

4.2.10.3 2026 Support Recommendation: Boeing recommends the USG consider a life time buy of repair parts (while still available) to provide continued repair support. Boeing estimates that 200 repair kits should support 300 repairs. Refer to Appendix B Table 1 for information on supplier, recommended quantities, and ROM cost estimate. Refer to Appendix B Table 2 for ROM estimate by fiscal year.

For supporting documentation refer to Appendix A - SAS CP

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4.2.11 TRANSMITTER, ANGLE OF ATTACK

4.2.11.1 Supportability Issue: The AOA

Transmitter is no longer in production. Spare parts continue to be available, however the OEM’s have not committed to spare parts support to 2026.

Boeing anticipates a need for new complete assemblies prior to 31 Dec 2018.

4.2.11.2 Analysis: Boeing anticipates 400 repairs

of this assembly will be required during the duration of this study (Apr 2017 – Dec 2026).

Boeing also believes the odds that some of these repairs will require replacement of parts no longer available (Housing) is very high, driving the need for new replacement units.

4.2.11.3 2026 Support Recommendation: Boeing recommends purchase of 300 repair kits and 100 new units to provide future support. Refer to Appendix B Table 1 for information on supplier, recommended quantities, and ROM cost estimate. Refer to Appendix B Table 2 for ROM estimate by fiscal year.

For supporting documentation refer to Appendix A - TRANSMITTER, AOA

4.2.12 VIDEO AND DATA TRANSFER UNIT (VDTU)

4.2.12.1 Supportability Issue: The VDTU is a new

unit that is currently being installed via TCTO 554. It has currently been installed in little more than half the fleet. The OEM, Israel Aerospace Industries, has not identified any components that put the VDTU at risk.

4.2.12.2 Analysis: The VDTU faces the same

supportability issues as with all avionics, there is a constant risk of critical parts going out of production.

4.2.12.3 2026 Support Recommendation: Boeing recommends continued monitoring of parts and plans to insure the VDTU remains supportable, and plan lifetime buys of some parts as early as FY15. Refer to Appendix B Table 1 for information on supplier, recommended quantities and ROM cost estimate. The total ROM estimate by fiscal year is provided in Appendix B Table 2.

For supporting documentation refer to Appendix A - VDTU

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4.2.13 AIR DATA COMPUTER (ADC)

4.2.13.1 Supportability Issue: The ADC is currently out of production. The OEM and current repair provider, Honeywell, projects that the ADC is supportable through 2018 without obsolete part refresh of the box. This support includes building a limited number of replacement units

4.2.13.2 Analysis: ADCs built early in the

program contain parts that no longer exist. When one of these parts fails, as had happened recently, the ADC must scrapped requiring a replacement unit to maintain the required level of spares.

Manufacturing entire new units, while still possible, puts a strain on a dwindling stockpile of obsolete parts. The current ADC design has several parts which can no longer be procured.

The unit needs three circuit card assemblies re-designed to eliminate the non-procurable parts.

4.2.13.3 2026 Support Recommendation: Boeing recommends a modernization update to the existing ADC which would be needed in the 2018 time frame. This approach will provide a low risk, cost effective solution to support the ADC though 2026. The repair pricing is not expected to be affected by this redesign. A minimal amount of ground and flight testing may be required. The non-recurring estimate for the ADC update is provided by fiscal year in Appendix B Table 2. No retrofit is required.

Although not recommended, a new box ROM estimate from Elbit is provided in Appendix A for comparison.

For supporting documentation refer to Appendix A - ADC

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4.2.14 COCKPIT TELIVISION SENSOR (CTVS)

4.2.14.1 Supportability Issue: The CTVS (also

known as the HUD camera) is still in production by Rada who took over from the original OEM during production of the T-38C retrofit kits. Rada does not anticipate any supportability issue that they will not handle through 2018.

4.2.14.2 Analysis: The CTVS OEM continues to

encounter DMS issues and deals with them as required. This includes replacement of many original units beyond economical repair.

2026 Support Recommendation: Boeing recommends continued monitoring of parts and plans to ensure the CTVS remains supportable. For planning purposes, funding for procurement of obsolete components is recommended for FY18. The ROM estimate by fiscal year is provided in Appendix B Table 2.

For supporting documentation refer to Appendix A - CTVS

4.2.15 TCAS II PROCESSOR

4.2.15.1 Supportability Issue: None

4.2.15.2 Analysis: The TCAS processor is commercial part and

the version used in the T-38C is out of production. Honeywell, the OEM, has plans in place to provide replacement LRUs through 2018 as special order item. Repair and overhaul of the TCAS processor will continue through 2026.

4.2.15.2.1 The TCAS system for the T-38C is made up of the

TCAS processor and Mode S Transponder. The industry is moving to a TCAS based on ADS-B (in and out). There is currently in development a TCAS processor based on ADS-B technology that would likely be close to a Form and Fit replacement for current TCAS processor, should such a replacement be required beyond 2020. This new processor would be required should there be mandate for the T- 38C to meet the requirements of ADS-B in.

4.2.15.3 2026 Support Recommendation: Boeing recommends continued monitoring of parts and plans to insure the TCAS Processor remains supportable, however the availability of replacement units should also be monitored. For planning purposes, See release markings on cover page Page 30 of 456 funding should be added to the projected TCAS processor support allocation for FY18 to replace an estimated three units beyond economic repair. Refer to Appendix B Table 2 for ROM estimate by fiscal year.

For supporting documentation refer to Appendix A - TCAS PROCESSOR

4.2.16 EMBEDDED GPS/INS (EGI)

4.2.16.1 Supportability Issues: The EGI is out of

production and there are no additional spare LRUs to acquire. Honeywell, the OEM, has committed to continued repair of the EGI though 2026. There is currently one supportability issue with the EGI which will require investment prior to 2026. There is a circuit card containing the Inertial Electronics (IE) circuit. This card is common to the family of EGIs used on several other platforms. The IE card contains a part which is no longer available.

Honeywell has redesigned the IE card to include the temperature compensation function. The new card is known as the Smart IE card. The Smart IE card can be used in the T-38C EGI, however use of the new card requires a minor mechanical modification to the chassis for purposes of fit. There will be non recurring charges for qualification of the new card and for modifications to the chassis.

4.2.16.2 Analysis: The IE card is a highly reliable part and there is little risk of the new card being required under the existing contract. There are subassemblies included in the EGI not manufactured by the OEM that are also out of production, they include the GPS interface card and the Y-SAS card. There are large numbers of spares for both as well as repair parts for the Y-SAS card. These assemblies should be supportable though 2026

4.2.16.3 2026 Support Recommendation: Boeing recommends continued monitoring of parts should unexpected issues arise. Boeing recommends that funds be allocated between 2017 and 2023 to eliminate all obsolete parts. The non-recurring estimate for the EGI parts update is provided by fiscal year in Appendix B Table 2. No retrofit is required.

For supporting documentation refer to Appendix A - EGI

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4.2.17 UHF COMMUINCATION RADIO

4.2.17.1 Supportability Issue: None

4.2.17.2 Analysis: The UHF radio is a commercial radio which is still in production. At this time the manufacture is planning continued production through 2019 and repair support through 2026.

4.2.17.3 2026 Support Recommendation: Boeing recommends continued monitoring of parts and plans to ensure the UHF radio remains supportable.

For supporting documentation refer to Appendix A - UHF Comm Radio

4.2.18 UHF CONTROL PANEL

4.2.18.1 Supportability Issue: None

4.2.18.2 Analysis: The UHF radio control panel is a

commercial device which is still in production. At this time the manufacture is planning continued production through 2019 and repair support through 2026.

4.2.18.3 2026 Support Recommendation: Boeing recommends continued monitoring of parts and plans to ensure the UHF radio remains supportable.

For supporting documentation refer to Appendix A - UHF Control Panel

4.2.19 TACAN RADIO

4.2.19.1.1 Supportability Issue: None

4.2.19.1.2 Analysis: The TACAN radio is a commercial

device which is still in production. At this time the OEM, L3- Com, is planning continued repair support through 2026.

4.2.19.1.3 2026 Support Recommendation: Boeing recommends continued monitoring of parts and plans to insure

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