PaveHawk_DVES_SRD_Draft.pdf

DRAFT

ADDM: System Requirements Document (SRD), Version 1.2 Based on MIL-HDBK-520 dated 19 Dec 2011

SYSTEM REQUIREMENTS DOCUMENT

DEGRADED VISUAL ENVIRONMENT SYSTEM (DVES)

For the

HH-60G PAVE HAWK

6 May 2018 Draft

Prepared for:

HH-60G Pave Hawk Special Program Office (SPO) Robins Air Force Base, Georgia

Prepared by:

DVES Integrated Product Team

HH-60G Pave Hawk SPO Robins Air Force Base, Georgia

Georgia Tech Research Institute 250 14th Street NW

Atlanta, GA 30332-0829

Under: (Where applicable) Contract XXX (Where applicable)

CDRL Item XXX (Where applicable)

Authenticated by: ______//SIGNED//________ Approved by: ______//SIGNED//________ First Name MI. Last Name Chief or Lead Engineer Day Month Year (Ex: 01 January 2010)

First Name MI. Last Name Program Manager Day Month Year (Ex: 01 January 2010)

DISTRIBUTION STATEMENT DISTRIBUTION STATEMENT C: Distribution authorized to U.S. Government Agencies and their Contractors (administrative or Operational Use; 1 May 2018). Other requests for this document shall be referred to AFLCMC/WIUBB, Robins AFB, GA 31098.

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CHANGE HISTORY

Change Version Date Section 3 provided for review and approval 0.1 7/31/17

(1) Incorporated feedback from SPO on System Overview and Section 3

(2) Formatting and editing of Section 4

0.2 8/7/17

Section 4 provided for initial review 0.3 9/5/17

(1) Incorporated ACC review comments

(2) Sections 4 and 5 smooth copies

0.4 10/16/17

(1) Modified environmental electromagnet effects

(2) Added maintenance security requirement

(3) Added acronym definitions

0.5 12/19/17

(1) Added ground clearance requirement

(2) Finalized CONOPS appendix

0.6 3/20/18

Revisions to Sections 3.2.8 and 4.2.8 with corresponding changes in the Section 5 traceability matrix

0.7 5/7/2018 iii

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ADDM 5000.02 TEMPLATE

Systems Requirements Document v ADDM: System Requirements Document (SRD), Version 1.2 Based on MIL-HDBK-520 dated 19 Dec 2011

Contents

1. SCOPE

1.1. System Identification

1.2. System Overview

1.3. System Requirements Document Overview

2. APPLICABLE DOCUMENTS

2.1. General

2.2. Government Documents

Specifications, Standards, and Handbooks

Other Government Documents, Drawings, and Publications

2.3. Non-Government Publications

2.4. Order of Precedence

3. SYSTEM REQUIREMENTS

3.1. Required States and Modes

OFF State

ON State

Transition from OFF to ON

Transition from ON to OFF

EMCON upon OFF Selection

3.2. System Functional Requirements

Functional Isolation from Existing Flight Control Systems

Functional Isolation from Existing Primary Flight Reference (PFR) Systems

Preservation of Existing Host Aircraft Functions

Sensor-Based Landing Zone Assessment

En Route Obstacle Awareness

Sensor System Requirements

DTED System Requirements

Symbology Generation System (SGS) Functional Requirements

Rendering System (RS) Functional Requirements

Pilot-Vehicle Interface (PVI) Control Function

3.3. System Interface Requirements

SMFCD

Symbol Generator Unit (SGU) / Digital Symbol Generator Unit (DSGU) vi ADDM: System Requirements Document (SRD), Version 1.2 Based on MIL-HDBK-520 dated 19 Dec 2011

Navigational System Upgrade (NSU)

Control Display Unit (CDU)

Color Weather Radar

AN/AAQ-29A FLIR

External Data Interfaces

3.4. Environmental, Safety, and Operational Health (ESOH) Requirements

3.5. Security Requirements

3.6. System Environment Requirements

Operational Environment Definitions

Operational Environmental Requirements

Electromagnetic Environmental Effects (E3)

3.7. System Quality Factors

DVES Reliability

Maintainability

Safety and Survivability

3.8. Design and Construction Constraints

Total System Weight

Electrical Interface

Electric Power

Current Draw

Peak Power Draw

Average Power Draw

3.9. Personnel Related Requirements

Manpower and Personnel

Pilot Vehicle Interface (PVI)

Maintainer Vehicle Interface (MVI)

3.10. Logistics Related Requirements

DVES Transport

Unique Identifiers

4. VERIFICATION PROVISIONS

4.1. Required States and Modes

OFF State

ON State

Transition from OFF to ON vii ADDM: System Requirements Document (SRD), Version 1.2 Based on MIL-HDBK-520 dated 19 Dec 2011

Transition from ON to OFF

EMCON upon OFF Selection

4.2. System Functional Requirements

Functional Isolation from Existing Flight Control Systems

Functional Isolation from Existing Primary Flight Reference (PFR) Systems

Preservation of Existing Host Aircraft Functions

Sensor-Based Landing Zone Assessment

Sensor-Based Obstacle Awareness

Sensor System Requirements

DTED System Requirements

Symbology Generation System (SGS) Functional RequirementsError! Bookmark not defined.

Rendering System (RS) Functional Requirements

Pilot-Vehicle Interface (PVI) Control Function

4.3. System Interface Requirements

SMFCD

Symbol Generator Unit (SGU) / Digital Symbol Generator Unit (DSGU)

Navigational System Upgrade (NSU)

Control Display Unit (CDU)

Color Weather Radar

AN/AAQ-29A FLIR

External Data Interfaces

4.4. Environmental, Safety, and Operational Health (ESOH) Requirements

4.5. Security Requirements

4.6. System Environment Requirements

Environmental Conditions

Operational Environmental Requirements

Electromagnetic Environmental Effects (E3)

4.7. System Quality Factors

DVES Reliability

Maintainability

Safety and Survivability

4.8. Design and Construction Constraints

Total System Weight

Electrical Interface viii ADDM: System Requirements Document (SRD), Version 1.2 Based on MIL-HDBK-520 dated 19 Dec 2011

Electric Power

Current Draw

Peak Power Draw

Average Power Draw

4.9. Personnel Related Requirements

Manpower and Personnel

Pilot Vehicle Interface (PVI)

Maintainer Vehicle Interface (MVI)

4.10. Logistics Related Requirements

DVES Transport

Unique Identifiers

5. REQUIREMENTS TRACEABILITY

5.1. Traceability to Capability Document or System Specification

5.2. List of Acronyms

6. APPENDIX SECTION

6.1. Appendix A – Key Performance Requirements

6.2. Appendix B (CONOPS) – see separate (U) FOUO document

1. SCOPE

This System Requirements Document (SRD) establishes performance based acquisition requirements for the HH-60G Pave Hawk Degraded Visual Environment System (DVES). The SRD was developed by the Air Force Life Cycle Management Center (AFLCMC) Pave Hawk Special Program Office (SPO) to address capability based requirements provided by Air Combat Command (ACC). This document has precedence over any cited documents.

1.1. System Identification

This SRD pertains to the Degraded Visual Environment System (DVES), which is a system intended for integration onto the HH-60G Pave Hawk helicopter. The HH-60G Pave Hawk is a highly-modified version of the Sikorsky UH-60 Black Hawk used for personnel recovery. The Pave Hawk features an advanced communications and navigation suite that includes integrated global positioning, and inertial navigation systems, satellite communications, secure voice, and have quick communications. The primary mission executed with the HH-60G is the recovery of downed aircrew members and other isolated personnel in austere and unfriendly territory. The U.S. Air Force HH-60G Pave Hawk is operated by the Air Combat Command (ACC), U.S. Air Forces in Europe (USAFE), Pacific Air Forces (PACAF), Air Education and Training Command (AETC), the Air Force Reserve Command (AFRC) and the Air National Guard (ANG).

The baseline HH-60G aircraft will have the following permanent modifications (PMods) installed prior to integration of DVES:

a) AN/AAQ-29A Forward Looking Infrared System (FLIR)

b) Smart Multi-Function Color Display (SMFCD)

c) Navigation System Upgrade (NSU) to Honeywell H-764 Selective Availability Anti-

Spoofing Module (SAASM) Embedded GPS/INU (EGI) receivers.

1.2. System Overview

Current systems on the HH-60G do not provide adequate situational awareness (SA) to pilots and aircrew during operation in some degraded visual environments (DVE). DVE events occur when aircraft-induced or ambient environmental conditions result in a loss of visual flight references (VFR). Aircraft-induced brownout and whiteout, smoke, rain, fog, smog, clouds, darkness, flat light, and blowing sand, dust, and snow can all contribute to DVE conditions. Operating in these conditions significantly increases the risk of catastrophic accidents that can result in loss of personnel and materiel. In particular, conducting takeoff, landing, and hover maneuvers within brownout and whiteout conditions carries with it the threat of dynamic rollover and controlled flight into obscured terrain and obstacles. Despite the risks, pilots and aircrew of the HH-60G are routinely called upon to perform their critical mission of combat search and rescue (CSAR) and personnel recovery under DVE conditions.

The Degraded Visual Environment System (DVES) will provide improved SA to pilots and aircrew operating in DVE conditions by adding new functional capabilities to the HH-60G. The priority for DVES is to address the operational DVE risk that ACC has identified as being paramount: dynamic rollover and hard landing during takeoff, landing, or hover in aircraft-induced brownout and whiteout. Mitigation of risks under other DVE conditions during other phases of flight is considered an objective of the program.

The prevailing paradigm in addressing the full spectrum of DVE risks is a three-pronged approach involving multi-spectral sensing, pilot-vehicle interface (PVI) improvements including flight symbology, and advanced flight controls. DVES will provide new sensing capabilities and improved PVI, which will complement existing HH-60G flight controls. DVES will feature a forward-looking Sensor System that will observe the physical scene and collect data on terrain and objects that will be displayed to the pilot, either as imagery, a perspective view of a 3D digital elevation map (DEM), or a map of detected obstacles. DVES will also feature a Symbology Generation System (SGS), which will provide information on aircraft dynamics and position relative to designated way, landing, and hover points.

The DVES Sensor System will improve SA by providing real-time or near-real-time data on terrain and obstacles that would otherwise be obscured by DVE. The DVES Sensor System will consist of one or more physical sensors, and may incorporate existing HH-60G sensors. The DVES Sensor System will include a sensor capable of collecting 3D georegistered imagery, which will provide enhanced SA in DVE scenarios. The DVES Sensor System will implement a “see-and-remember” technique, which will build a 3D georeferenced map from collected data and maintain it in system memory for as long as it remains operationally relevant. For instance, data collected over an extended field-of-view (FOV) at the beginning of a landing procedure will be maintained throughout the approach so that crew can maintain awareness of obstacles that do not remain within the Sensor System FOV, due either to the geometrical limits of the FOV or to the obscuration of the sensor by the DVE. The DVES Sensor System may additionally utilize “see-through” sensors that operate at electromagnetic (EM) wavelengths for which attenuation losses through common obscurants is less severe, allowing for observation of the physical scene in real-time under an elevated degree of DVE.

In addition to sensor data, DVES will be capable of utilizing previously collected digital terrain elevation data (DTED) to provide terrain and obstacle awareness. DVES will feature a DTED System for processing DTED data for display.

DVES will utilize the Smart Multi-Function Color Display (SMFCD) for the display of sensor and DTED data. As an objective, the program also seeks to acquire a helmet-mounted display (HMD) system for integration with DVES. DVES will provide the pilot with the capability to cycle between various video channels for display. Each DVES sensor will be assigned to an individual video output channel. The DTED System will also be assigned to an individual video output channel. This SRD sets no requirement necessitating the fusion of data from multiple sensors into a single common video image.

DVES will provide flight and ground approach symbology through its SGS. DVES will be capable of registering symbology spatially and temporally to any of the aforementioned video channels.

DVES will provide options for decluttering the display which will include the ability to toggle DVES video inputs on and off. The final result will be a coherent PVI and display concept that will provide enhanced SA without adding to pilot workload or fatigue.

DVES is intended to be the first step in equipping the HH-60G fleet for safer operations in all DVE conditions and during all phases of flight. Therefore, a design approach which will allow for future sensor and interface upgrades to provide additional capabilities is highly desired. To allow for easier integration with future host systems, conformity to standard communication and networking protocols, and compatibility with standard file formats, especially those for mission planning, event and fault logging, and storage of DTED, is also highly desired. Conformity to current information security standards is a requirement.

In summary, the HH-60G does not currently have the capability to sense obstacles through DVE obscurants or the capability to present advanced flight and ground approach symbology to pilots.

DVES will address these capability gaps and provide critical information to pilots and aircrew, allowing them to make immediate, mission-essential decisions that enhance survivability, mission effectiveness, mishap prevention, and risk reduction.

1.3. System Requirements Document Overview

This SRD establishes the Tier 1 procurement requirements for the HH-60G DVES. Section 2 lists additional documents that provide applicable requirements for military systems such as DVES.

Many of these documents are referenced throughout the SRD. All of the explicit requirements in this document are found in Sections 3, 4, and 5.

Section 3 details the performance requirements for DVES. This includes requirements related to system modes and functions (3.1); internal and external interfaces (3.3); environmental, safety, and operational health (ESOH) (3.4); security and privacy (3.5); operational environment (3.6);

quality factors including reliability, availability, maintainability, and survivability (3.7); design and construction constraints (3.8); personnel, pilot and maintainer vehicle interface, training, and logistics (3.9, 3.10). Requirements pertaining to the interface between DVES and the HH-60G flight control system are found in 3.2.1. Each explicit requirement in Section 3 is labeled with a unique requirement identifier or ReqID (e.g. DVES0010) to facilitate traceability throughout this document and throughout the acquisition program.

Section 4 contains verification requirements. It (4) outlines the general methods of verification, and (mirroring the paragraph structure of Section 3) explicitly defines how each requirement will be verified. For traceability each verification requirement in Section 4 is labeled with a unique verification ReqID originating from the parent ReqID, but with an added “V” suffix denoting verification, (e.g. DVES0010V).

Section 5 establishes the traceability requirements to be observed throughout the program provides a list of acronyms (5.2).

Section 6 contains appendices to the main document. Appendix A lists the key Air Combat Command performance based requirements.

Appendix B, a separate, access-controlled document describes the Concept of Operations (CONOPS) for DVES under relevant mission scenarios. These CONOPS are a source for derived requirements referenced throughout Section 3, and provide essential context for understanding the intended use of DVES. The CONOPS also provide details on mission timelines, flight procedures, and – by extension – Section 4 verification requirements.

Statements within this document containing the verb “shall” are explicit requirements and will be formally verified. Requirements in this document may additionally be delineated as being either a threshold (T) or an objective (O). Threshold requirements represent the minimum acceptable performance consistent with the operational needs of the users, while objective requirements represent highly desirable performance characteristics. Any requirement that is not specifically designated as a threshold or objective requirement is a threshold requirement. In general, operational performance beyond threshold levels is desired. When performance beyond threshold is not considered operationally significant or useful, the threshold is the objective (T=O), and the requirement will be so designated.

Statements within this document containing the verb “will” are statements of fact. A “will” statement may declare the purpose of - or describe the expected performance of the system with respect to – a given requirement. These statements do not represent distinct requirements and are not subject to independent verification.

Statements within this document containing the verb “should” articulate goals of the program that must be addressed by the offeror/contractor. Fulfilment of these goals is not formally verified.

Statements within this document containing the verb “may” are intended to provide a permissive design envelope with respect to a particular functional capability or a particular system requirement. Compliance with these statements is not formally verified.

2. APPLICABLE DOCUMENTS

This section lists the number, title, revision, and date of all documents referenced herein. This section also identifies the source for documents not available through normal Government stocking activities. However, some items listed may have limited distribution and not all documents will be available during the solicitation open period due to legal data rights issues and access to information at the FOUO/ITAR level. Sources for such documents are not contained in this SRD or solicitation. Access to these documents will be provided after response submission, and the documents will be transmitted under separate cover after appropriate review of an offeror’s submission and clearance by all contractual/legal entities required.

All Military Standards and Government documents are available through normal Government stocking activities. Copies of government documents are available online at http://quicksearch.dla.mil/ or from the Standardization Document Order Desk, 700 Robbins Avenue, Building 4D, Philadelphia, PA 19111-5094. Requests for copies of non-government documents should be addressed to the appropriate parties such as: American National Standards Institute, Inc. 1430 Broadway New York, NY 10018.

2.1. General

Documents listed in this section are specified in Sections 3, 4, or 5 of this SRD. This section does not include documents cited in other sections of this specification or recommended for additional information as examples. While every effort has been made to ensure the completeness of this list, contractors are cautioned that they should meet all specified requirements of documents cited in Sections 3, 4, or 5 of this specification, whether or not they are listed.

2.2. Government Documents

Copies of government documents may be available online at:

• https://quicksearch.dla.mil/

• http://www.e-publishing.af.mil/

• http://www.dtic.mil/cjcs_directives/cjcs/instructions.htm

• http://www.dtic.mil/whs/directives

Specifications, Standards, and Handbooks

Document Number Document Title and Date

ADS-33E-PRF Aeronautical Design Standard Performance Specification: Handling Qualities Requirements for Military Rotorcraft, 21 MAR 2000

ADS-37A-PRF Electromagnetic Environmental Effects (E3) Performance and Verification Requirements

ADS-51-HDBK Aeronautical Design Standard Handbook: Rotorcraft and Aircraft Qualification (RAQ) Handbook, 21 OCT 1996

MIL-STD-108E Definitions of and Basic Requirements for Enclosures for Electric and Electronic Equipment, Notice 2, 8 AUG 1990

MIL-STD-461G Requirements for the control of electromagnetic interference characteristics of subsystems and equipment, 10 DEC 2007

MIL_STD-464C Electromagnetic Environmental Effects Requirements for Systems MIL-STD-704F Aircraft Electrical Power Characteristics, Notice 2, 25 OCT 2013 MIL-STD-1472G Department of Defense Design Criteria Standard: Human

Engineering, 11 JAN 2012 MIL-STD-1686C Electrostatic Discharge Control Program for Protection of Electrical and Electronic Parts, Assemblies, and Equipment (Excluding Electrically Initiated Explosive Devices), 25 OCT 1995

JSSG-2010 Joint Service Specification Guide – Crew Systems, 30 October 1998.

MIL-STD-810G Environmental Engineering Considerations and Laboratory Tests, 15

APR 2014

MIL-STD 188 Military Communications System Technical Standards MIL-STD-1553B “Aircraft Internal Time Division Command/Response Multiplex Data

Bus”, 21 Sept 1976

MIL-STD-3009 “LIGHTING, AIRCRAFT, NIGHT VISION IMAGING SYSTEM

(NVIS) COMPATIBLE”, 2 Feb 2001 http://www.e-publishing.af.mil/ http://www.dtic.mil/cjcs_directives/cjcs/instructions.htm http://www.dtic.mil/whs/directives

MIL-HDBK-516C “Airworthiness Certification Criteria”, 12 Dec 2014 MIL-HDBK-5400 “Electronic Equipment, Airborne General Guidelines for”, 30 Nov

MIL-PRF-89020B “Performance Specification, Digital Terrain Elevation Data (DTED), 23 May 2000

MIL-STD-196F “Joint Electronics Type Designation Automated System”, 11 Sept

MIL-STD-881C “Work Breakdown Structures for Defense Material Items”

Other Government Documents, Drawings, and Publications

Document Number Document Title, Revision, and Date

AFI10-601 Capabilities Based Requirements Development AFI10-604 Capabilities Based Planning AFI48-139 Laser and Optical Radiation Protection Program AFI61-204 Disseminating Scientific and Technical Information AFI63-101 Acquisition and Sustainment Life Cycle Management AFI63-1201 Life Cycle Systems Engineering AFI99-103 Capabilities Based Test and Evaluation AFMCI 99-103 Test Management CJCSI 3170.01 Joint Capabilities Integration and Development System (JCIDS)

Manual – Manual for the Joint Capabilities Integration and Development System

DoDD 5000.01 The Defense Acquisition System DoDI 5000.02 Operation of the Defense Acquisition System DoD 5200.1-PH DoD Guide to Marking Classified Documents DoD 5200.1R Information Security Program DoDD 5230.34 Distribution Statements on Technical Documents DoDD 5230.35 Withholding of Unclassified Technical Data from Public Disclosure DoDD 8320.02 Data Sharing in a Net Centric Department of Defense DoDD 8500.01 Information Assurance (IA) DoDI 6055.11 Protecting Personnel from Electromagnetic Fields DoDI 6055.15 DoD Laser Protection Program DoDI 8500.2 Information Assurance (IA) Implementation DI-IPSC-81431 System/Subsystem Specification (SSS) TO 00-35D-54 USAF Deficiency Reporting, Investigation, and Resolution, 1 Sept

DCID 6/3 Director of Central Intelligence Directive 6/3 - Protecting Sensitive

Compartmented Information within Information Systems

2.3. Non-Government Publications

Application for copies for IEEE documents should be addressed to the IEEE Service Center, P.O.

Box 1331, 445 Hoes Lane, Piscataway, NJ 08855-1331, or online at http://www.ieee.org.

Document Number and revision

Document Title, Revision, and Date

ANSI Z163.1 American National Standard for Safe Use of Lasers IEEE 1014 Standard for Versatile Backplane Bus: VMEbus

IEEE STD 610.12 Standard Glossary of Software Engineering Terminology

IEEE STD 1220-2005

– (ISO/IEC 26702)

Application and Management of the Systems Engineering Process

IEEE STD 1471-2000 Systems and Software Engineering - Recommended Practice for Architectural Description of Software Intensive Systems

ISO 8802-3 Standard for Carrier Sense Multiple Access/Collision Detect

(CSMA/CD)

NTIA Manual Manual of Regulations and Procedures for Radio Frequency Management

RFC 768 User Datagram Protocol RFC 791 Internet Protocol, DARPA Internet Program Protocol Specification RFC 793 Transmission Control Protocol, DARPA Internet Program Protocol

Specification Raytheon SMFCD O&M ICD846HN0001 System Interface Control Document (ICD) FOR THE HH-60G

SMFCD SYSTEM SMART MULTI-FUNCTION COLOR

DISPLAY, 15 July 2016

SSDD846HN0001,

Rev -

SYSTEM/SUBSYSTEM DESIGN DESCRIPTION (SSDD) FOR

THE HH-60G SMFCD Permanent Modification (PMod), 15 January

SDD846HN3553-01,

Rev -

SOFTWARE DESIGN DESCRIPTION (SDD) FOR THE HH-60G

SMFCD Permanent Modification (PMod), 15 December 2015 icd935hnb0000355- 01, Rev B

HH-60G Selective Availability Anti-Spoofing Module (SAASM) Embedded GPS/INU (EGI) Project (Navigation System Upgrade) Interface Control Document (ICD), 27 Jan 2016 ssdd935hnb0000355- 01, Rev E

HH-60G Selective Availability Anti-Spoofing Module (SAASM) Embedded GPS/INS (EGI) Project (Navigation System Upgrade) System/Subsystem Design Document (SSDD), 11 March 2015

SDD935HNB000035

5.

NSU SDD

http://www.ieee.org/

106-900-111-BCC7,

Rev D

Interface Control Document (ICD) for the HH-60G Pave Hawk Operational Flight Program (OFP) Sustainment Block Cycle Change 7 (BCC7), April 2016

106-900-111-BCC8,

Rev F*

Interface Control Document (ICD) for the HH-60G Pave Hawk Operational Flight Program (OFP) Sustainment Block Cycle Change 8 (BCC8), October 2016

Raytheon AAQ-29A FLIR ICD Telephonics APN-239 CWXRDR ICD

Click here to enter text.

2.4. Order of Precedence

Unless otherwise noted herein or in the contract, in the event of a conflict between the text of this document and the references cited herein (except for related specification sheets), the text of this document takes precedence. Nothing in this document, however, supersedes applicable laws and regulations unless a specific exemption has been obtained. If a specific revision is not included with a document number, the latest revision of the document is implied.

3. SYSTEM REQUIREMENTS

DVES is a system that interfaces with existing, program of record, host aircraft systems. The system is physically comprised of hardware and software components that are part of the larger crew panel mounted display and/or helmet assemblies, cockpit control assemblies, and aircraft assemblies. The system may be comprised of helmet-mounted components, line replaceable units (LRU), cables, and fixtures.

Note: A priori data may be Government-furnished information (GFI), contractor-furnished, or some combination thereof.

Figure 3-1. DVES system diagram.

As envisioned here, DVES consists of four primary components. These are the Sensor System, the DTED System, the Symbology Generation System (SGS), and the Rendering System (RS). The description of the individual components and their interconnectivity provided here is intended only as a tool to assist in the definition of requirements for DVES. The offeror/contractor may offer an alternative system layout or an alternative distribution of functional capabilities across components as long as all requirements of DVES are met. A basic system diagram is shown in Figure 3.1. Note: A priori data may be Government-Furnished Information (GFI), contractor-furnished, or some combination thereof.

The Sensor System, DTED System, and SGS are each briefly described in Section 1.2. The purpose of the RS is to collect the output from each of the other three components and render video and audio outputs. Section 3.1 describes the requirements for the operating states and modes of the DVES. Detailed functional requirements for DVES system components are provided in Section

3.2. Requirements related to the interface of DVES components with existing platform systems can be found in Section 3.3. Section 3.3 also features a detailed narrative of existing platform systems that can be utilized in the implementation of DVES.

3.1. Required States and Modes

Requirements related to the operating cycle of DVES are defined in terms of two states (OFF, ON), and three primary modes within the ON state (OPERATE, STANDBY, MAINTENANCE). The names of states and modes provided here are for the purpose of requirements definition only; adherence to this naming convention is not a requirement of DVES.

Requirements specific to these states and modes are provided in the following subsections.

Requirements related to the built-in-test (BIT) processes mentioned below can be found in Section

3.7.2.3. DVES will feature the following BIT processes: Power-up BIT (PBIT), Continuous BIT (CBIT), Initiated BIT (IBIT), and Maintenance BIT (MBIT).

PVI requirements related to DVES states and modes can be found in Section 3.9.2.

OFF State

[DVES0010] DVES shall have an OFF state (T=O). DVES will be unpowered while in the OFF state. In the OFF state, DVES will be unable to (a) cause damage to the host aircraft or any of its systems, (b) cause harm to aircrew or maintenance personnel, or (c) be damaged through the conduct of normal operations. Moving components will remain secured (stowed, caged, or an equivalent) and kinetically damped while DVES is in the OFF state.

ON State

[DVES0020] DVES shall have an ON state (T=O). DVES will be powered and prepared to function in any of its primary modes while in the ON state. Power will be applied to all DVES components as required for the selected mode. CBIT will be operable at all times while DVES is in the ON state. The ON state will include the following primary modes: OPERATE, STANDBY, and MAINTENANCE. The ON state may include additional primary modes as necessary to improve DVES usability, maintainability, and safety.

While in the OPERATE and STANDBY modes, DVES will execute its Operational Flight Program (OFP). The OFP will provide all of the DVES functionality needed to conduct flight operations. The OFP will be initialized when DVES enters OPERATE or STANDBY from MAINTENANCE or upon first entering the ON state. Once the OFP is initialized, it will continue to execute without reinitialization during and after transitions between OPERATE and STANDBY. The OFP may include distinct sub-modes as necessary to satisfy DVES functional requirements and to ensure DVES usability and safety. For example, the OFP may include sub-modes dedicated to specific stages of flight such as takeoff, landing, hover, or en route flight.

In the MAINTENANCE mode, DVES will execute its Maintenance Program (MP). The MP will provide all of the DVES functionality needed to conduct maintenance operations. The MP will be initialized upon entering the MAINTENANCE mode and exited upon leaving the mode.

Flight and maintenance operations are described in detail in the CONOPS document.

3.1.2.1. OPERATE Mode

[DVES0030] DVES shall have an OPERATE mode within the ON state (T=O). While DVES is in the OPERATE mode, active and passive sensors will be operational but IBIT and MBIT will not be available.

3.1.2.2. STANDBY Mode

[DVES0040] DVES shall have a STANDBY mode within the ON state (T=O). STANDBY will provide emission control (EMCON) for active sensors. EMCON is defined in Section 3.7.3.8.

Active sensors will not transmit in STANDBY. Moving components that are not in use will be secured and damped. Passive sensors will be operational. IBIT will be available. MBIT will not be available.

While DVES is in STANDBY, the OFP will be the only active program. Operationally relevant data that was previously collected using active sensors while DVES was in the OPERATE mode will remain available to the system for as long as storage limits allow.

3.1.2.3. MAINTENANCE Mode

[DVES0050] DVES shall have a MAINTENANCE mode within the ON state (T=O). While in the MAINTENANCE mode, the MP will be the only active program. Sensors will be operational as needed to perform maintenance tasks. When not in use, moving components will be secured and damped. IBIT will be available. MBIT will be available.

Interlock Requirements

[DVES0060] MAINTENANCE mode shall be accessible only when both wheels have weight on them and the weight on wheels (WOW) interlock is activated (T=O).

Radiation Safety Requirements

[DVES0070] The MP shall have distinct sub-modes for any maintenance task (e.g., alignment, power check, etc.) that requires active sensors to radiate (T=O). Within these sub-modes, active sensors should radiate at a power level that is no higher than what is needed to complete the selected maintenance task. In all other MP sub-modes, active sensors will not radiate.

3.1.2.4. Transition from OPERATE to STANDBY

[DVES0080] The transition from OPERATE to STANDBY shall be completed within three seconds (T), one second (O) of the selection of STANDBY.

3.1.2.5. Transition from STANDBY to OPERATE

[DVES0090] The transition from STANDBY to OPERATE shall be completed within three seconds (T), one second (O) of the selection of OPERATE.

3.1.2.6. Transition from MAINTENANCE to STANDBY

[DVES0100] The transition from MAINTENANCE to STANDBY shall be completed within ten seconds (T), five seconds (O) of the selection of STANDBY.

3.1.2.7. Transition from STANDBY to MAINTENANCE

[DVES0110]The transition from STANDBY to MAINTENANCE shall be completed within ten seconds (T), five seconds (O) of the selection of MAINTENANCE.

EMCON upon STANDBY Selection

[DVES0120]EMCON for active sensors shall be established within one second (T), one-half second (O) of the selection of STANDBY from within OPERATE or MAINTENANCE. EMCON is defined in Section 3.7.3.8.

Transition from OFF to ON

[DVES0130]The transition from the OFF state to the ON state shall be completed within five minutes (T), three minutes (O), over the full operating temperature range specified in Table 3-6.

PBIT will execute during the transition from the OFF state to the ON state.

Transition from ON to OFF

[DVES0140]The transition from the ON state to the OFF state shall be completed within ten seconds (T), five seconds (O) of the selection of the OFF state.

EMCON upon OFF Selection

[DVES0150]EMCON for active sensors shall be established within one second (T), one-half second (O) of the selection of the OFF state. EMCON is defined in Section 3.7.3.8.

3.2. System Functional Requirements

The purpose of DVES is to provide enhanced SA to HH-60G pilots and aircrew during operations in DVE conditions. DVES will add new functional capabilities to the HH-60G aircraft.

Requirements related to these functional capabilities are specified in terms of the major system components described in the System Overview (Section 1.2), and at the beginning of Section 3.

The major components of DVES are its Sensor System, DTED System, Symbol Generation System (SGS), and Rendering System (RS). Functional requirements for DVES are found in the following subsections.

In the following requirements, the term “functional isolation” refers to a condition existing between two systems in which the function and performance of one system is independent of the function and performance of the other. A system that is “functionally isolated” from another system can have no effect on the function or performance of the system from which it is isolated.

In the sections that follow, when not explicitly qualified as being 2D or 3D, the term “imagery” may refer to either 2D imagery or 3D imagery, or a combination of both.

Environmental conditions referenced in the following requirements are defined in Section 3.6.1.

Note that the defined DVE conditions are designated as either threshold (T) or objective (O) conditions.

Functional Isolation from Existing Flight Control Systems

[DVES0160]DVES shall be functionally isolated from current HH-60G flight control systems, which include the primary flight controls, the automatic flight control system (AFCS), and the improved altitude hover and hold system (IAHHS). The function and performance of the HH-60G flight control systems will not depend on the presence, operation, status, or health of DVES. DVES will not increase latency in the flight control systems, nor otherwise degrade their function. In the course of DVES integration, the HH-60G flight control systems will not be modified or upgraded.

DVES may interface with sensors, systems, and buses that interface with the AFCS or IAHHS as long as the preceding conditions are met.

Functional Isolation from Existing Primary Flight Reference (PFR) Systems

[DVES0170]DVES shall be functionally isolated from current HH-60G primary flight reference (PFR) interfaces and displays. The function and performance of PFR interfaces and displays will not depend on the presence, operation, status, or health of DVES. DVES will not increase latency in the display of PFR information to the user. In the course of DVES integration, HH-60G PFR displays and their controllers will not be modified or upgraded. DVES will not modify, corrupt, or otherwise alter data provided by sensors, systems, or buses to PFR displays. DVES may interface with sensors, systems, and buses that supply PFR data as long as the preceding conditions are met.

Preservation of Existing Host Aircraft Functions

[DVES0180]DVES shall, in total as a system, preserve all existing host aircraft functions that are supported by hardware or software that is modified or replaced by DVES, or with which DVES interfaces. Preserved functions will meet all legacy requirements applicable to the function.

Preserved functions will meet or exceed all performance benchmarks established for the function prior to the integration of DVES.

Sensor-Based Landing Zone Assessment

DVES will provide users with the capability to assess a landing zone (LZ) through the collection, processing, and display of imagery. DVES will provide imagery for LZ assessment under clear and DVE conditions during both day and night. The DVES Sensor System will feature, at minimum, a sensor capable of collecting 3D georeferenced imagery, and will implement a “see-and-remember” technique to maximize the spatial extent over which the system can provide near-real-time data for crew SA. The “see-and-remember” technique will also ensure that the system can continue to provide SA in the event of DVE obscuration of the Sensor System.

In the following requirements, the term “landing zone” refers to a volume enclosing a designated landing point. For the purposes of this document, the dimensions of an LZ are 500’ (L) x 500’

(W) x 50’ (H), positioned such that the designated landing point is centered in the ground plane.

Here, length (L) represents the along-track direction, width (W) represents the cross-track direction, and height (H) represents the vertical direction.

The term “lane” refers to a section of the ground plane within the LZ. A lane extends the length of the LZ and has a width of 200’. It is assumed that the designated landing point is centered in the lane.

The term “escape corridor” refers to a zone 200’ wide that extends in length 500’ beyond the designated landing point. It is assumed that the designated landing point is centered along the cross-track dimension of the corridor.

Assessment is defined in terms of the Johnson criteria, which describes the approximate number of line pairs (lp) necessary to perform a visual task on an object in an image. The Johnson criteria to be used in determining DVES conformity to the following requirements are defined in Table 3-1. Note that in addition to the resolution requirement, the term “recognition” implies the ability to discern the general shape as well as major features of the object.

Task Description Resolution (lp)

Detection Presence of an object is observed 1.0 ± 0.25

Recognition Type of a detected object is discerned (e.g., trees, vehicles, and buildings can be discerned from one another)

4.0 ± 0.8

Table 3-1. Johnson criteria for determining feasibility of performing a visual task.

3.2.4.1. Initial Landing Zone Assessment

[DVES0190]DVES shall collect, process, and display imagery of sufficient contrast and resolution to allow for the initial assessment of obstacles within a landing zone, as indicated in Table 3-2, under clear and DVE conditions, during day or night, from a slant range of 1000 feet (T), 3000 feet (O).

Obstacle Notes / Approximate Dimensions Task Aircraft H-60 Fuselage 50’ (L) x 9’8” (W) x 12’4” (H) R (T)

H-60 Rotor diameter: 53’8” R(T)

Automobile Truck 19’ (L) x 6’8” (W) x 6’4” (H) R (T)

Tree Trunk 6” (dia)

R (T) Branches/Foliage 10’ (dia) x 25’ (H)

Wall Cinderblock 10’ (W) x 10’ (H) R (T) Pole Wooden 12” (dia) x 50’ (H) D (O) Wire Power/Telecom 0.5” (dia) x 100’ (L), 50’ AGL D (O) Note:

Orientation of the obstacles with respect to the flight path vector should be considered arbitrary. Tasks are detection (D) or recognition (R), and are designated as either threshold (T) or objective (O). Obstacles listed here are representative of obstacles commonly encountered in LZs. The list is not exhaustive. DVES performance should be similar for obstacles of similar scale and composition.

Table 3-2. Obstacles and corresponding assessment tasks for the initial assessment of the LZ and the escape corridor.

3.2.4.2. Second Landing Zone Assessment

[DVES0200]DVES shall collect, process, and display imagery of sufficient contrast and resolution to allow for the second assessment of obstacles within a landing zone lane, as indicated in Table 3-3, under clear and DVE conditions, during day or night, from a slant range of 500 feet (T), 1500 feet (O).

3.2.4.3. Final Landing Zone Assessment

[DVES0210]DVES shall collect, process, and display imagery of sufficient contrast and resolution to allow for the final assessment of obstacles within a landing zone lane, as indicated in Table 3-3, under clear and DVE conditions, during day or night, from a slant range of 100 feet (T), 500 feet (O).

Obstacle Notes / Approximate Dimensions Task Aircraft H-60 Fuselage 50’ (L) x 9’8” (W) x 12’4” (H) R (T) H-60 Rotor diameter: 53’8” R(T)

Automobile Truck 19’ (L) x 6’8” (W) x 6’4” (H) R (T)

Tree Trunk 6” (dia)

R (T) Branches/Foliage 10’ (dia) x 25’ (H)

Wall Cinderblock 10’ (W) x 10’ (H) R (T) Pole Power/Telecom 12” (dia) x 50’ (H) D (T) Berm Earthen 10’ (L) x 12” (W) x 8” (H) D (O) Ditch Earthen 10’ (L) x 12” (W) x 8” (deep) D (O) Hole Earthen 2’ (dia) x 2’ (deep) D (O) Post Wooden 6” (dia) x 3’ (H) D (O)

Rebar Metal 0.75” (dia) x 3’ (H), 20° from vertical D (O)

Rock 2’ (dia) x 2’ (H) D (O) Wire Power/Telecom 0.5” (dia) x 100’ (L), 50’ AGL D (O)

Wire Power/Telecom/ Metal Cable 0.25” (dia) x 10’ (L), 3’ AGL D (O)

Note: Orientation of the obstacles with respect to the flight path vector should be considered arbitrary. Tasks are detection (D) or recognition (R), and are designated as either threshold (T) or objective (O). Obstacles listed here are representative of obstacles commonly encountered in LZs. The list is not exhaustive. DVES performance should be similar for obstacles of similar scale and composition.

Table 3-3. Obstacles and corresponding assessment tasks for the second and final assessments of the LZ.

3.2.4.4. Escape Corridor Assessment

[DVES0220]DVES shall collect, process, and display imagery of sufficient contrast and resolution to allow for the assessment of obstacles within the escape corridor, as indicated in Table 3-2, under clear and DVE conditions, during day or night, from a slant range of 500 feet (T), 1500 feet (O).

3.2.4.5. Maintain Awareness of Obstacles

[DVES0230]DVES shall collect, process, and display imagery of sufficient contrast and resolution to allow users to assess and maintain awareness of obstacles, as indicated in Table 3-2, at ranges up to 75 feet (T), 500 feet (O) from a designated landing point, under clear and DVE conditions, during day or night, throughout landing and subsequent takeoff procedures.

3.2.4.6. Slope Estimation

DVES should be capable of using its sensors to estimate the slope of the LZ in the vicinity of the designated landing point to within ±1° from a slant range up to 1000 feet and presenting the measurement to the user.

3.2.4.7. Storage of 3D Imagery

DVES should retain in memory, for as long and at as high of a resolution as storage limits allow, the most recent 3D imagery collected of a designated landing zone. DVES should prioritize for storage 3D imagery that differs significantly from available DTED data, either due to the presence of obstacles or variations in terrain, so as to make optimal use of available memory.

En Route Obstacle Awareness

DVES should collect, process, and display imagery of sufficient contrast and resolution to allow users to detect and recognize (as defined in Section 3.2.4) obstacles such as terrain hazards (e.g.

ridges, cliffs), wires (e.g. power, telecom), antennas (e.g. radio, cellular), telephone poles, and smoke stacks at a range greater than or equal to 1 km during day or night flight, under clear or DVE conditions. Due to the difficulty in processing and recognizing threats in a cluttered environment, Detection is defined as a shared user/system task, where DVES sensor based information is necessary to provide information on which obstacle/ground clearance awareness depends.

Sensor System Requirements

[DVES0240]The DVES Sensor System shall collect imagery and provide it to the DVES RS for rendering and display (T=O). The displayed imagery will accurately reflect the position and orientation of the aircraft to within the latency requirements established in Section 3.9.2.

3.2.6.1. Frame Rate

The frame rate of a physical sensor is defined for a non-scanning imaging system as the rate at which it acquires imagery with its (focal plane array) FPA, and for a scanning imaging system as the rate at which it completes full scans over its FOV. Frame rate requirements vary according to the type of imagery collected by the physical sensor. This is due to the limited temporal utility of 2D imagery versus 3D imagery. While the aircraft is in motion, 2D imagery must be continuously updated to maintain an accurate view of the scene from the perspective of the sensor. In contrast, georeferenced 3D imagery collected from one position or perspective can be used to algorithmically construct a projection of the scene from another position or perspective. Therefore, DVES physical sensors that collect 2D imagery are required to have faster frame rates than those that collect 3D imagery. The specific frame rate requirements are found in the following subsections.

2D Imagery Frame Rate

[DVES0250]The frame rate of any DVES physical sensor component that collects 2D imagery shall be greater than or equal to the refresh rate of the Government-furnished SMFCD (T), and the contractor-furnished HMD (O).

3D Imagery Frame Rate

[DVES0260]The frame rate of any DVES physical sensor component that collects 3D imagery shall be greater than or equal to 1 Hz (T), 2 Hz (O).

3.2.6.2. Georegistration

[DVES0270]The DVES Sensor System shall georegister the imagery that it collects.

Georegistration refers to the process by which imagery, symbology, or elevation data is mapped to a known and well-defined Earth-fixed coordinate system. For 2D imagery, georegistration implies knowledge of the position and orientation of the sensor FOV – or equivalently, the “boresight” - when the imagery was acquired. For 3D imagery, georegistration involves positioning data points or voxels in the Earth-fixed coordinate system. Georegistration of DVES imagery will be of sufficient accuracy to allow for alignment with georegistered symbology generated by the SGS and with georegistered DTED data provided by the DTED System.

DTED System Requirements

[DVES0280]The DVES DTED System shall provide DTED data to the RS for rendering and display (T=O). The perspective of the displayed symbology and imagery will accurately reflect the position and orientation of the aircraft to within the latency requirements established in Section 3.9.2.

3.2.7.1. Compatibility Requirements

[DVES0290]The DVES DTED System shall be compatible (T) with DTED Level 0, Level 1, and Level 2 as defined in MIL-PRF-89020B. In addition, the DVES DTED System should be compatible (O) with the emerging standard defense gridded elevation data (DGED) as defined by the Defense Geospatial Intelligence Working Group (DGIWG) in the Defense Gridded Elevation Data Product Implementation Profile (DGIWG-250). DVES should also be compatible (O) with existing formats for obstacle and other geospatial data in use by the DoD, government agencies including the National Geospatial-Intelligence Agency (NGA), or in industry. When used in this document, the term “DTED data” may refer to any of the aforementioned types of data.

3.2.7.2. Storage Requirements

[DVES0300]DVES shall provide at least 1 TB of storage for DTED data.

Symbology Generation System (SGS) Functional Requirements

[DVES0310]The DVES SGS shall be capable of generating visual symbology and audio advisories to improve pilot situational awareness during flight (T=O). Visual symbology and audio advisories will present accurate and timely information regarding the aircraft position, orientation, and dynamics within the latency requirements established in Section 3.9.2.

3.2.8.1. Approach Symbology and Audio

[DVES0312]The DVES SGS shall provide approach symbology and audio to assist the pilot in navigating to a designated landing or hover point (T=O). The approach symbology will present accurate and timely information within the latency requirements established in Section 3.9.2. The approach symbology will present an approach profile with the following properties:

a) Forward velocity will not exceed 5 kts at touchdown or hover point.

b) Aft velocity will be zero at touchdown or hover point.

c) Lateral velocity will not exceed 1 kt at touchdown or hover point.

d) Vertical velocity will not exceed 100 FPM at touchdown.

3.2.8.2. BIT Symbology and Audio

[DVES0315]The DVES SGS shall be capable of generating visual symbology and audio advisories based on DVES BIT results and system health (T=O). Visual symbology and audio advisories will present accurate and timely information regarding DVES BIT results and system health within the latency requirements established in Section 3.9.2.

Rendering System (RS) Functional Requirements

The DVES RS is responsible for generating video and audio outputs based on inputs from the Sensor System, DTED System, and SGS. As envisioned here, the RS features a series of input channels. One channel is dedicated to the DTED System, one channel is dedicated to the SGS, and one channel is dedicated to each of the individual physical sensors that comprise the Sensor System. Requirements related to the DVES RS are found in the following subsections.

3.2.9.1. Audio Function

[DVES0320]The DVES RS shall…