FA855226RB001 RFP Attachment 19 SRD (CUI).pdf

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PR: FD2060-25-33741 REVISION: 0

System Requirements Document (SRD) for the

HH-60W Combat Rescue Helicopter “Jolly Green II” Degraded Visual Environment System (DVES)

Solicitation: FA8552-26-R-B001

18 June 2026

DISTRIBUTION STATEMENT C: Distribution authorized to U.S. Government Agencies and their Contractors (Critical Technology, Procurement, OPSEC; 1 Oct 2025). Other requests for this document shall be referred to AFLCMC/WIH, Robins AFB, GA 31098.

DESTRUCTION NOTICE: Destroy by any method that will prevent disclosure of contents or reconstruction of the document.

Controlled by: AFLCMC/WIH CUI Categories: CTI, PROCURE, OPSEC

LDC: FEDCON

Distribution Statement C POC: David Jones, david.jones.189@us.af.mil, DSN 497-4312 mailto:david.jones.189@us.af.mil

HH-60W DVES SRD

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Table of Contents

1.0 SCOPE

1.1 System Identification

1.2 HH-60W Jolly Green II

1.3 SRD Overview

1.4 Order of Precedence

2.0 BACKGROUND

2.1 Concept of Operations (CONOPS)

2.1.1 Introduction and Purpose

2.1.2 DRS Summaries

2.1.3 CONOPS DRS List and Mission Elements

2.2 Key Performance Parameters (KPP) and Key System Attributes (KSA)

2.2.1 KPP

2.2.2 KSA

3.0 SYSTEM REQUIREMENTS

3.1 Definitions

3.1.1 General Definitions

3.1.2 Data Definitions

3.1.3 Interface Definitions

3.1.4 Pilot-Vehicle Interface (PVI) Definitions

3.1.5 Latency Definitions

3.1.6 Coordinate System

3.2 Functional Requirements

3.2.1 Situational Awareness Information Delivery

3.2.2 Situational Awareness Information Sources

3.2.3 Support of Obstacle Assessment

3.2.4 Aircraft Integration

3.2.5 DVES Sensors

3.2.6 DVES Controls

3.2.7 DVES Displays

3.2.8 DVES Display Architecture

3.2.9 DVES Display Symbology

3.2.10 DVES World Model

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3.2.11 DVES A Priori Data Management

3.2.12 DVES Navigation Data Management

3.2.13 DVES Flight Plan Visualization

3.2.14 Warnings, Cautions, and Advisories (WCA)

3.2.15 Operational States and Modes

3.2.16 Maintenance Data and Diagnostics

3.3 Human-System Integration

3.3.1 Operations Manpower Levels

3.3.2 Operational Personnel Specialties / AFSCs

3.3.3 Maintenance Manpower Levels

3.3.4 Maintenance Personnel Specialties / AFSCs

3.3.5 Maintainer-Vehicle Interface (MVI)

3.3.6 Maintainer Anthropometric Accommodation

3.3.7 CBRN Compatibility

3.3.8 Lifting Limitations

3.3.9 Component Removal Access

3.3.10 LRU Access

3.4 Supportability

3.4.1 Maintainability

3.4.2 Scheduled Maintenance Days

3.4.3 Scheduled Maintenance Hours

3.4.4 BIT Isolation of Faulty LRU

3.4.5 Mean Time to Repair (MTTR)

3.4.6 Common Tools

3.4.7 Tool List

3.4.8 Special Tools

3.4.9 Software Update Interface

3.4.10 Part Number

3.4.11 Handling Requirements

3.4.12 Packaging Requirements

3.4.13 Transport by Ship

3.4.14 Transport by Air

3.5 Security

3.5.1 Classified Data Storage

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3.5.2 COMSEC

3.5.3 Zeroization

3.5.4 Hardware Classification

3.5.5 Protective Measures

3.6 Airworthiness

3.6.1 Functional Isolation

3.6.2 Electrical

3.6.3 Interior Cockpit Lighting

3.6.4 Electromagnetic Compatibility and Interference (EMI/EMC)

3.6.5 Electromagnetic Environmental Effects, Radiation Hazards, and Protection

3.6.6 Emissions Control (EMCON)

3.6.7 Electrostatic Discharge, Static, and Fault Protection

3.6.8 Environmental and Operational Suitability

3.6.9 Operational Safety

3.6.10 Reliability and Service Life

3.6.11 Software and Processing Requirements

3.6.12 Structural Integrity and Design Factors

3.6.13 Survivability

3.6.14 System Safety

4.0 REQUIREMENTS VERIFICATION PROVISIONS

4.1 General

4.1.1 Verification Methods

4.1.2 Verification Planning and Traceability

4.2 Functional Requirements

4.2.1 Situational Awareness Information Delivery

4.2.2 Situational Awareness Information Sources

4.2.3 Support of Obstacle Assessment

4.2.4 Aircraft Integration

4.2.5 DVES Sensors

4.2.6 DVES Controls

4.2.7 DVES Displays

4.2.8 DVES Display Architecture

4.2.9 DVES Display Symbology

4.2.10 DVES World Model

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4.2.11 DVES A Priori Data Management

4.2.12 DVES Navigation Data Management

4.2.13 DVES Flight Plan Visualization

4.2.14 Warnings, Cautions, and Advisories (WCA)

4.2.15 Operational States and Modes

4.2.16 Maintenance Data and Diagnostics

4.3 Human-System Integration

4.3.1 Operations Manpower Levels

4.3.2 Operational Personnel Specialties / AFSCs

4.3.3 Maintenance Manpower Levels

4.3.4 Maintenance Personnel Specialties / AFSCs

4.3.5 Maintainer-Vehicle Interface (MVI)

4.3.6 Maintainer Anthropometric Accommodation

4.3.7 CBRN Compatibility

4.3.8 Lifting Limitations

4.3.9 Component Removal Access

4.3.10 LRU Access

4.4 Supportability

4.4.1 Maintainability

4.4.2 Scheduled Maintenance Days

4.4.3 Scheduled Maintenance Hours

4.4.4 BIT Isolation of Faulty LRU

4.4.5 Mean Time to Repair (MTTR)

4.4.6 Common Tools

4.4.7 Tool List

4.4.8 Special Tools

4.4.9 Software Update Interface

4.4.10 Part Number

4.4.11 Handling Requirements

4.4.12 Packaging Requirements

4.4.13 Transport by Ship

4.4.14 Transport by Air

4.5 Security

4.5.1 Classified Data Storage

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4.5.2 COMSEC

4.5.3 Zeroization

4.5.4 Hardware Classification

4.5.5 Protective Measures

4.6 Airworthiness

4.6.1 Functional Isolation

4.6.2 Electrical

4.6.3 Interior Cockpit Lighting

4.6.4 Electromagnetic Compatibility and Interference (EMI/EMC)

4.6.5 Electromagnetic Environmental Effects, Radiation Hazards, and Protection

4.6.6 Emissions Control (EMCON)

4.6.7 Electrostatic Discharge, Static, and Fault Protection

4.6.8 Environmental and Operational Suitability

4.6.9 Operational Safety

4.6.10 Reliability and Service Life

4.6.11 Software and Processing Requirements

4.6.12 Structural Integrity and Design Factors

4.6.13 Survivability

4.6.14 System Safety

5.0 REQUIREMENTS TRACEABILITY VERIFICATION MATRIX (RTVM)

6.0 APPENDIX A: CONOPS

6.1 Introduction and Purpose

6.2 Design Reference Scenario (DRS) Summaries

6.3 DRS 1: CSA

6.3.1 Summary

6.3.2 Detailed Mission Narrative

6.3.3 Perform Mission Planning

6.3.4 Perform Aircrew Preflight and Startup Activities

6.3.5 Launch and System Initialization

6.3.6 Perform Shipboard Launch and System Initialization

6.3.7 Enroute Flight

6.3.8 Perform Approach - Single Ship

6.3.9 Vignette (Hover/Hoist Operations):

6.3.10 Vignette (DVES System Failures and Loss of Pilot SA):

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6.3.11 Vignette (Overflight Refinement of Landing Point (LP)):

6.3.12 Perform Approach - Multiple Ship

6.3.13 Perform Shipboard Approach and Landing

6.3.14 Conduct LZ Operation

6.3.15 Conduct Ship/Overwater Hoist/Rope Ops

6.3.16 Perform Take Off from LZ

6.3.17 Conduct Tactical Operations

6.3.18 Recover At Base

6.3.19 Perform Field Level Maintenance

6.3.20 Support Debrief / AAR

6.3.21 Perform Training

6.4 DRS 2: CASEVAC

6.4.1 Summary:

6.4.2 Detailed Mission Narrative:

6.4.3 Perform Mission Planning

6.4.4 Perform Preflight and Startup Activities

6.4.5 Launch and System Initialization

6.4.6 Perform Shipboard Launch and System Initialization

6.4.7 Enroute Flight

6.4.8 Perform Approach - Single Ship

6.4.9 (CUI) Perform Approach/LZ Operations/Take Off from LZ- Multiple Ship

6.4.10 Perform Shipboard Approach and Landing

6.4.11 Conduct Ship/Overwater Hoist/Rope Ops

6.4.12 Recover At Base

6.4.13 Perform Field Level Maintenance

6.4.14 Support Debrief / AAR

6.4.15 Perform Training

6.5 DRS 3: Civil SAR

6.5.1 Summary:

6.5.2 Detailed Mission Narrative

6.5.3 Perform Mission Planning

6.5.4 Perform Preflight and Startup Activities

6.5.5 Launch and System Initialization

6.5.6 Perform Shipboard Launch and System Initialization

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6.5.7 Enroute Flight

6.5.8 Perform Approach - Single Ship

6.5.9 Perform Approach – Multiple Ship

6.5.10 Perform Shipboard Approach and Landing

6.5.11 Conduct LZ Operations

6.5.12 Conduct Ship/Overwater Hoist/Rope Ops

6.5.13 Perform Take Off from LZ

6.5.14 Conduct Tactical Operations

6.5.15 Recover At Base

6.5.16 Perform Field Level Maintenance

6.5.17 Support Debrief / AAR

6.5.18 Perform Training

6.6 DRS 4: Air Capable Ship Embark

6.6.1 Summary

6.6.2 Detailed Mission Narrative

6.6.3 Perform Mission Planning

6.6.4 Perform Preflight and Startup Activities

6.6.5 Launch and System Initialization

6.6.6 Perform Shipboard Launch and System Initialization

6.6.7 Enroute Flight

6.6.8 Perform Approach - Single Ship

6.6.9 Perform Approach – Multiple Ship

6.6.10 Perform Shipboard Approach and Landing

6.6.11 Conduct LZ Operations

6.6.12 Conduct Ship/Overwater/Hoist/Rope Ops

6.6.13 Vignette (Air-Capable Ship (Single Spot) & CVN (Large Deck) Recovery) ... 165

6.6.14 Vignette (Air-Capable Ship (Single Spot) Wave Off):

6.6.15 Vignette (CVN (Large Deck) Recovery):

6.6.16 Vignette (CVN (Large Deck) Wave Off):

6.6.17 Vignette (Ship MEDEVAC Hoist Recovery):

6.6.18 Vignette (Ship HVBSS FASTROPE Insertion):

6.6.19 Perform Take Off from LZ

6.6.20 Conduct Tactical Operations

6.6.21 Recover At Base

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6.6.22 Perform Field Level Maintenance

6.6.23 Support Debrief / AAR

6.6.24 Perform Training

6.7 DRS 5: DVES Support

6.7.1 Summary

6.7.2 Detailed Mission Narrative

6.7.3 Perform Mission Planning

6.7.4 Perform Preflight and Startup Activities

6.7.5 Launch and System Initialization

6.7.6 Enroute Flight

6.7.7 Perform Approach - Single Ship

6.7.8 Perform Approach - Multiple Ship

6.7.9 Conduct LZ Operations

6.7.10 Perform Take Off from LZ

6.7.11 Conduct Tactical Operations

6.7.12 Recover At Base

6.7.13 Support Debrief / AAR

6.7.14 Perform Field Level Maintenance

6.7.15 Perform Maintenance Above Organizational/Field Level

6.7.16 Perform Training and Maintainer Qualification

7.0 APPENDIX B: References

7.1 References

7.2 General

7.3 Government Documents

7.4 Table of References

8.0 APPENDIX C: Acronyms and Definitions

Table of Tables Table 1. CONOPS DRS List Table 2. CONOPS Mission Elements Table 3: Key performance Parameters Table 4: Key System Attributes Table 5. Dimensions of cited obstacles Table 6. List of data types and standard file formats Table 7. HH-60W maintainer multivariate anthropometric values Table 8. HH-60W maintainer CBRN gear

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Table 9. External electromagnetic environment (EME) for systems capable of shipboard operations from MIL-STD-464D, Table 1A Table 10. Baseline electromagnetic environment (EME) from MIL-STD-464D, Table 1D Table 11. Commonly accepted natural environmental climatic conditions from MIL-STD-810H, Part III, Table I Table 12. DRS Elements and Mission Phases Table 13: Tiers of Shipboard Operations Table 14: Approach Phases Table 15: Hoist Safety Requirements

Table of Figures

Figure 1. Current MFD EO/IR Enroute Display Overlay from 1H-60(H)W-1 Figure 2. Current MFD EO/IR HAT Display Overlay from 1H-60(H)W-1 Figure 3. Example of 3D conformal landing symbology (bright green) from the DVES-G program.

Figure 4. HH-60 3/1 Approach Figure 5. Adjustment of the TDP

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1.0 SCOPE

1.1 System Identification

This System Requirements Document (SRD) defines the contractual system requirements for the HH-60W Degraded Visual Environment System (DVES). The DVES program is managed by the U.S. Air Force (USAF) Life Cycle Management Center (AFLCMC), Intelligence, Surveillance, Reconnaissance & Special Operations Forces (ISR-SOF) Directorate, AFLCMC/WIH Helicopter Division (hereinafter “the Government”), located at Wright-Patterson Air Force Base (WPAFB), OH, and Robins Air Force Base (RAFB), GA. Day-to-day program execution is the responsibility of the Helicopter Sustainment Branch (AFLCMC/WIHBB) at RAFB.

The purpose of the DVES program is to design, develop, integrate, test, produce, install, and field a system that mitigates risks associated with HH-60W operations in degraded visual environments (DVEs). A DVE occurs when aircraft-induced or ambient environmental conditions result in a loss of visual flight references (VFR) for pilots and aircrew. Contributors to DVE conditions include aircraft-induced brownout, whiteout, and seawater spray as well as ambient conditions such as smoke, rain, fog, smog, clouds, darkness, flat light, and blowing sand, dust, or snow. These conditions significantly impair visibility and increase the risk of Controlled Flight Into Terrain (CFIT), obstacle collisions, dynamic rollover, and hard landings.

DVES is intended to improve safety and mission effectiveness during critical phases of flight in both DVE and visual meteorological conditions (VMC). It will provide real-time or near real-time terrain and obstacle imagery; intuitive visual displays and symbology; and clear visual and aural warnings, cautions, and advisories. DVES will detect landing-zone hazards (e.g., poles, vehicles, fence posts, wires, ditches, berms, holes, large rocks) and en route hazards (e.g., terrain, antennas, wires, poles), thereby enhancing situational awareness (SA) for HH-60W pilots and aircrew and enabling safer, more effective mission execution.

1.2 HH-60W Jolly Green II

The HH-60W Jolly Green II is a dual-piloted, multi-engine, rotary-wing aircraft derived from the Army UH-60M Program of Record (PoR). Its primary mission is to conduct Combat Search and Rescue (CSAR) and Personnel Recovery (PR) worldwide from isolated, hostile, or denied territory. Secondary missions include those inherent to PR capability, such as combatant insertion/extraction, non-conventional assisted recovery, civil Search and Rescue (SAR), noncombatant evacuation operations, emergency aeromedical evacuation, international disaster relief and humanitarian assistance, homeland security, and National Aeronautics and Space Administration (NASA) mission support.

The HH-60W is employable in all global regions, day or night, in adverse weather, and under a variety of threat conditions, including the presence of chemical, biological, radiological, and nuclear (CBRN) hazards. It is capable of rapid deployment from main operating bases (MOBs), forward operating bases (FOBs), and austere or unprepared sites, and can deploy on PR missions from near or aboard single- and multi-spot United States Navy (USN) surface ships. An in-flight refueling capability supports airborne alert and extended-range missions.

While most airframe structural components and all dynamic system structures (including blades, rotors, and transmissions) are common with the UH-60M, the HH-60W incorporates structural modifications, non-developmental items (NDI) from other programs, and newly developed elements. Structural modifications support expanded main fuel tanks, a modified aerial refueling

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system, and a modified countermeasures dispensing system. The cockpit and cabin feature a new armor system, armored seats, and a new cabin floor with seat pans and pallet and litter interfaces.

The HH-60W instrument panel maintains the UH-60M configuration, including cockpit multi-function displays (MFDs), magnetic compass, master warning panel, digital clock, Integrated Vehicle Health Management System (IVHMS) event switch, and Electronic Standby Instrument System (ESIS) display. The HH-60W adds upgraded Ethernet architecture, circuit breaker panels, data concentrator units, an air data system, and a modified IVHMS. The aircraft also incorporates an embedded Cross Domain Solution (CDS) to separate Red (classified) mission data from Black (unclassified) maintenance data. The CDS receives data from the IVHMS, Advanced Mission Computer (AMC), and Flight Management System (FMS).

Two AMCs integrate mission processing, data links, sensors, defensive avionics, and controls and displays. The AMCs manage aircraft subsystems by performing control and status functions and provide tactical video to the cockpit MFDs (two per pilot station, four total) and cabin displays (one per gunner station and one center, three total). The AMCs interface with avionics equipment via Ethernet, dual MIL-STD-1553B mission buses, ARINC 708, ARINC 429, and RS-422.

The AMCs provide, at a minimum, the following capabilities:

• Onboard mission planning, including an Automated Route Replanner (ARR)

• Electro Optical/Infrared (EO/IR) sensor display and control

• Weather radar display and control

• Data link track management

• Geospatial situational (GEOSIT) display

• Image display

• Electronic checklist display

• Equipment and system status displays

Onboard mission planning with ARR supports automated mission planning based on operator defined constraints. Data loaded via the Data Transfer Device (DTD) are used by the AMC to display mission data on the MFDs. Data link track management provides device and link management for the Common Interactive Broadcast (CIB), Situational Awareness Data Link (SADL), and Link 16. The digital map service customizes maps using data from the Mass Memory Unit (MMU) and Data Transfer System (DTS). The EO/IR display provides video from the EO/IR sensor, full sensor control, and tactical overlays. The weather radar display provides sensor data and control. The image display enables viewing of images received from offboard sources. The checklist display provides electronic aircraft procedures, and the system status display provides rolled up status for avionics subsystems.

Key HH-60W mission equipment relevant to DVES integration includes, but is not limited to:

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• Aircraft Survivability Equipment (ASE) o AN/ALE-47 Countermeasures Dispensing System (CMDS) o AN/AAR-57 Common Missile Warning System (CMWS) o AN/AVR-2B Laser Detecting Set (LDS) o AN/APR-52 Radar Warning Receiver (RWR)

• Communications o AN/ARC-210 Receiver/Transmitter (R/T) radio sets (5x) o AN/ARS-6(V) Personnel Locator System (PLS) o AN/DPX-7 Reduced Size Transponder (RST) Identification Friend or Foe (IFF) o Cabin Wireless Intercommunication System o ASQ-177D R/T-1995(C)/G Enhanced Position Location Reporting System

(EPLRS)

o Embedded National Tactical Receiver (ENTR) V4 / TacNet Tactical Radio (TTR)

• Data Links o Situational Awareness Data Link (SADL) via EPLRS o Common Interactive Broadcast (CIB) via ENTR V4 o Link-16 via TTR o Blue Force Tracker (BFT)

• Data Transfer System (DTS) o Data Transfer Unit (DTU) o Three 256-Gigabyte (GB) Data Transfer Devices (DTDs) o Crash-Survivable Memory Unit (CSMU) / Flight Data Recorder (FDR) o Cryptographic Ignition Key (CIK)

• Navigation o Embedded GPS/Inertial Navigation System (EGI), including planned upgrades from the FOCUS program to the Honeywell EAGLE-M EGI o AN/ARN-147(V) VHF Omnidirectional Range (VOR) / Instrument Landing

System (ILS) o AN/ARN-149 Low-Frequency (LF) Automatic Direction Finder (ADF) o AN/ARN-153(V) Tactical Airborne Navigation (TACAN) o APN-209 Radar Altimeter (RADALT)

• Sensors o MX-10 Turret with:

EO High-Definition (HD) dual-camera, daylight (color) and low-light (monochrome) sensors

Mid-Wave Infrared (MWIR) sensor (monochrome) Laser Range Finder (LRF) and Laser Illuminator o P-701A Weather Radar (tail numbers prior to 14522) o RDR-7000 Weather Radar (tail numbers 14522 and subsequent)

• Weapons o GAU-2 Minigun (7.62×51 mm NATO) and/or GAU-18/21 Machine Gun (.50 cal)

1.3 SRD Overview

This SRD establishes the Tier 1 (top-level) procurement requirements for DVES and is organized as follows:

• Section 1 – Defines program scope and introduces the HH-60W host aircraft.

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• Section 2 – Provides background information, including the Concept of Operations (CONOPS) and previous HH-60W DVES market research.

• Section 3 – Specifies the system-level requirements for DVES.

• Section 4 – Specifies verification requirements. It describes the general verification methods and, mirroring the structure of Section 3, explicitly defines how each requirement will be verified. For traceability, each verification requirement in Section 4 references the corresponding Section 3 requirement by paragraph number (e.g., SRD 3.2.1).

• Section 5 – Contains the Requirements Traceability Verification Matrix (RTVM) that links each requirement to its design implementation and to the specific test or verification activity that proves it was met.

• Section 6 – Contains Appendix A: CONOPS including the Design Reference Scenarios (DRSs).

• Section 7– Contains Appendix B: References.

• Section 8 – Contains Appendix C: Acronyms and Definitions.

Within this document:

• Statements using the verb “shall” are explicit, verifiable requirements. They will be formally verified. Requirements may be designated as threshold (T) or objective (O).

Threshold requirements define the minimum acceptable performance consistent with operational needs; objective requirements describe highly desirable performance above the threshold. Any requirement not explicitly labeled as threshold or objective is a threshold requirement. When performance beyond the threshold is not considered operationally significant or useful, the threshold is set equal to the objective (T = O) and designated as such.

• Statements using the verb “will” are statements of fact. They may explain the purpose of a requirement or describe expected system performance with respect to a requirement.

These statements do not constitute independent requirements and are not subject to standalone 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 using the verb “may” define a permissive design envelope for particular functions or capabilities. Compliance with “may” statements is not formally verified.

1.4 Order of Precedence

Unless otherwise specified in this SRD or in the contract, if a conflict arises between this document and any referenced material (excluding associated specification sheets), the content of this SRD

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shall take precedence. Nothing in this SRD, however, supersedes applicable laws or regulations unless a formal exemption has been granted by the appropriate authority.

When a document is cited by number without a revision identifier, the latest approved revision is intended. In the event of contract award, the executed contract, including any documents explicitly incorporated by reference, shall take precedence over this SRD and its references for all matters addressed therein.

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2.0 BACKGROUND

2.1 Concept of Operations (CONOPS)

Reference section 6.0 (Appendix A) for the entire CONOPS, as an overview is presented here for convenience.

2.1.1 Introduction and Purpose

This document outlines Design Reference Scenarios (DRS) in which the Degraded Visual Environment System (DVES) may be employed to increase capability and safety. The goal of this section is to provide the Contractor with a sense of how the system will be used and the background behind many of the parameters specified in the System Requirements Document (SRD). Key factors are to illustrate issues impacting Human Systems Integration (HSI) with respect to crew workload and safety during these difficult missions, and to provide insights regarding tactical flight usage of the system.

These design reference scenarios are designed to:

• Express a broad range of intended system capabilities, including normal system operations, abnormal conditions and threats that are expected to exercise the system capabilities beyond what might be experienced during routine operations.

• Quantify system goals, such as operating ranges and times to accomplish critical operations.

• Convey qualitative system goals, such as flexibility and graceful degradation under conditions where there is a high degree of uncertainty.

• Provide a basis for deriving functional requirements.

• Supply a basis for assessing function allocation decisions.

• Allow assessment of operator interface issues by considering workload intensity and level of precision required.

• Define dynamic simulation requirements for verification.

• Guide planning of test conditions.

It is important to keep in mind that some of these design reference scenarios intentionally include elements that are apt to be rarely encountered and sequences of events that may be highly improbable on a single mission. Such elements are important in analysis because they represent the unusual conditions that a system design must accommodate in addition to routine operations.

2.1.2 DRS Summaries

Four scenarios, each with several mission elements are identified to help frame the requirements for the system. The Mission Element Matrix, presented in Table 1, is a list of elements (e.g., mission type, environmental and situational factors, threats, and system malfunctions) that impact the design, with emphasis on potential impact on crew performance requirements, mapped against the scenario in which the element appears. Each element is featured in at least one scenario, and many are featured in multiple scenarios, in combination with other elements in the matrix.

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2.1.3 CONOPS DRS List and Mission Elements

Elements

Mission Type / Summary

S1 S2 S3 S4 S5

Combat Search and Rescue (CSAR). A two ship HH-60W element responds as part of a Combat Search and Rescue (CSAR) effort to recover an airman shot down deep within a high threat environment.

X

Casualty Evacuation (CASEVAC). A two ship HH-60W element performs a multiple Casualty Evacuation mission at an unimproved LZ within a low threat area within induced DVE environments (battlefield smoke and ownship dust) to execute a two-ship landing and extraction.

Many activities are as previously described; the main intent of this Scenario is to stress two ship DVE operations.

X

Civil Search and Rescue (SAR). A single ship HH-60W aircraft rescues the pilot of a light civil aircraft missing over a remote and rugged Alaskan theater. The HH-60W crew employs the DVE system within blowing snow whiteout conditions while conducting hoist operations, and must recover in significant fog below normal approach minima.

X

Air-capable Ship Embark. A two ship HH-60W detachment is embarked aboard a DDG (Flight III) to conduct Combat Search and Rescue (CSAR) ashore and in the littorals during combat operations.

X

Supportability. The DVES system is maintained across the above scenarios from both the home base as well as while deployed.

X

Table 1. CONOPS DRS List.

Mission Phase S1 S2 S3 S4 S5

Perform Mission Planning X X X X X

Perform Preflight and Startup Activities X X X X X

Launch and System Initialization X X X X X

Perform Shipboard Launch and System Initialization X

Perform Enroute Flight X X X X

Perform Approach - Single Ship X X

Perform Approach - Multiple Ship X

Perform Shipboard Approach and Landing X

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Mission Phase S1 S2 S3 S4 S5

Conduct LZ Operations X X X

Conduct Ship/Overwater Hoist/Rope Ops X

Perform Take Off from LZ X X X

Conduct Tactical Operations (Overwatch with downwash) X X

Recover At Base X X X X

Perform Field Level Maintenance X

Support Debrief / AARs X X X X X

Perform Training X X X X X

Environmental / Obscurant Conditions

Night X X X

Dust and sand X X X

Fog and snow X

Smoke X X

Pitching and rolling reference / landing surface X

Sea and salt spray X

Stack gases X

Ship superstructure turbulence (a.k.a. Air-wake, or Burble) X

Threat Type

CBRN (Chemical Bio Radiological Nuclear) threat assumed present X X X

High enemy threat X

Low enemy threat X X

No enemy threat X X X

Table 2. CONOPS Mission Elements.

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2.2 Key Performance Parameters (KPP) and Key System Attributes (KSA) As per previous Requests for Information – Sources Sought releases and based on the validated USAF Form 1067 modification proposal requirements, the following reiterates major DVES system performance parameters and attributes.

2.2.1 KPP

KEY

PERFORMANCE

PARAMETERS

THRESHOLD OBJECTIVE

Detect wires ≥ 0.75 km >4km

Real-time sensor

Any sensor databases shall continuously attempt to update imagery data from onboard sensors for terrain/obstacles within 1 km of the aircraft.

Any sensor databases shall continuously attempt to update imagery data from onboard sensors for terrain/obstacles within 4 km of the aircraft.

Imagery resolution The system shall allow aircrew to identify enroute and terminal area hazards with dimensions as small as 12 inches.

The system shall allow aircrew to identify enroute and terminal are hazards with dimensions as small as 1 inch.

Real-time display

Sensor/database imagery shall be available for view simultaneously on all cockpit and cabin MFDs with tactical flight symbology overlaid.

Same as threshold.

ATTRIBUTE

Mission debriefs

Sensor imagery shall be record-able and available for simultaneous playback with overlaid tactical flight symbology.

Same as threshold.

Table 3: Key performance Parameters

2.2.2 KSA

KEY SYSTEM ATTRIBUTES

1. The system shall be at a Technical Readiness Level (TRL) 8-9 technology.

2. The system shall be at a Manufacturing Readiness Level (MRL) 9 or above.

3. The system shall allow aircrew to identify enroute hazards such as terrain, antennas, wires, and poles. System shall allow aircrew to identify terminal area hazards such as poles, SRD REVISION: 1.0 FINAL 19

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vehicles, fence posts, wires, ditches, berms, holes, and large rocks.

4. DVES shall provide symbology and flight information that indicates obstacle/obstruction horizontal/vertical/lateral distances from the aircraft during all critical mission segments.

5. DVES shall display flight information that enable aircrews to maintain >/= 75-meters of separation of the aircraft from obstacles and hazards, with an acceptable margin of error of (+) or (-) 2-meters.

6. DVES shall detect and display a spatially accurate depiction of obstacles in the area of interest including objects greater than or equal to 2 feet cubed, poles greater than 30 feet tall and 5 inches in diameter, wires greater than 3/8 inch in diameter, depressions greater than 2’ x 2’ x 1’ (length, width, depth) and variations in landing zone terrain greater than 2’ in height from a distance of 50 meters and 50’ above ground level and provide pilots visual information necessary to safely land and take off from a predetermined landing zone in degraded visual environments.

7. System shall integrate with existing HH-60W sensor, display, navigation, and flight management systems to the maximum extent practical.

8. The system shall not be mounted on the aircraft so as to cause or create damage when the full aircraft weight is on ground.

9. Sensor video with symbology overlay shall be record-able and available for simultaneous playback during aircrew debriefing.

10. The system shall be composed of line-replaceable units that are accessible, removable, and replaceable by O-level maintenance.

11. DVES shall include a capability to build a geo-referenced mapping of obstacles and hazards from collected data to implement a “see-and-remember technique” so that the crew can maintain awareness of obstacles that do not remain within the sensor Field of View (FOV) for as long as the obstacle or hazard remains operationally relevant.

12. The net system weight of DVES solution shall not exceed 150 pounds.

13. The solution should model the US Army solution, where possible, to produce efficiencies in research, development, procurement and sustainment.

Table 4: Key System Attributes

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3.0 SYSTEM REQUIREMENTS

3.1 Definitions

To avoid ambiguity in communicating requirements, the following terms are defined at the outset.

These terms and definitions apply throughout the remainder of the document.

3.1.1 General Definitions

3.1.1.1 Pilot

The term “pilot” may refer to the designated pilot, designated co-pilot, Pilot Flying (PF), or Pilot Not Flying (PNF). The term “pilots” refers to both pilots on the aircraft and therefore can refer to both the designated pilot and co-pilot, as well as both the PF and PNF.

3.1.1.2 Crew

The term “crew” may refer to one or both of the personnel assigned to the left and right crew stations in the aircraft.

3.1.1.3 Aircrew

The term “aircrew” refers to all assigned mission personnel in the aircraft inclusive of the pilots, crew, and rescue team.

3.1.1.4 Situational Awareness (SA)

The term “Situational Awareness” or acronym “SA” refers to the ability of the aircrew to perceive, comprehend, and project the state of friendly and adversarial forces, terrain, threats, hazards, and environmental factors to enable effective decision-making and safe aircraft operation in dynamic and often degraded contexts.

3.1.1.5 Situational Awareness Information

The term “Situational Awareness Information” or “SA Information” refers to visual and/or aural information presented to the aircrew for the purpose of enhancing SA. SA Information complements, without replacing, degrading, or superseding, the instrument-flight qualified Primary Flight References (PFR).

3.1.1.6 Austere Environment

The term “Austere Environment” refers to operational locations and non-typical environmental conditions where the DVES system is required to operate but lack infrastructure and support facilities typically found in established military bases or developed areas.

3.1.1.7 Obstacle

The term "obstacle" refers to any solid object or matter that may cause damage to the aircraft and/or pose a risk to flight operations if the aircraft was to strike it. Relevant obstacles include, but are not limited to, the following: terrain, trees, antennas, wires, poles, ground and air vehicles, fence posts, ditches, berms, holes, and rocks. Obstacles may be stationary or moving.

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3.1.2 Data Definitions

3.1.2.1 Navigation Data

The term "Navigation Data" refers to the navigation-related data created, selected, or modified for a particular sortie or mission, including waypoints, storepoints, off-route waypoints, flight plans (active, alternate, and stored), search patterns, and associated leg and constraint data. Navigation Data is defined by operators in the mission planning system, stored to the mission Data Transfer Device (DTD), loaded to the aircraft via the Data Transfer System (DTS), and then maintained and managed in the Flight Management System (FMS).

3.1.2.2 Flight Plan

The term "Flight Plan" refers to an ordered series of waypoints, with associated leg and constraint data, that defines a route of flight for guidance. On the HH‑60W, Flight Plans are created, stored, edited, and executed within the Flight Management System (FMS), which provides one active Flight Plan (used for guidance), one alternate Flight Plan, and up to 99 additional stored Flight Plans. In this document, “Flight Plan” refers to the route as managed by the FMS.

3.1.2.3 DVES Navigation Data

The term "DVES Navigation Data" refers to a set of navigation data elements maintained and managed within DVES. The DVES Navigation Data is initialized from the Navigation Data, but elements within the DVES Navigation Data may be added, modified, or deleted without affecting the Navigation Data resident on the FMS or any other system.

3.1.2.4 DVES Flight Plan

The term “DVES Flight Plan” refers to a flight plan maintained and managed within DVES. DVES Flight Plans are initialized from FMS-managed Flight Plans. Elements within a DVES Flight Plan may be added, modified, or deleted without affecting any Flight Plan resident on the FMS or any other system.

3.1.2.5 DVES World Model

The term "DVES World Model" refers to the organized set of georegistered imagery and geospatial data loaded, collected, and used by DVES to provide SA Information through the DVES Display and DVES Audio.

3.1.3 Interface Definitions

3.1.3.1 Logical Interface

The term "Logical Interface" refers to the set of non-physical interface characteristics (e.g., data content, format, timing, protocol, and behavior) for DVES to exchange specific information with another system or LRU, independent of how the physical connectivity is implemented. A logical interface requirement does not imply

• a direct physical connection between DVES and the other system or LRU, nor

• a direct logical coupling between their implementations.

The requirement is satisfied if DVES can obtain or provide the required data in the specified format with the specified characteristics via any available physical path (e.g., shared data bus, intermediary LRU, or network).

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3.1.3.2 Physical Interface

The term "Physical Interface" refers to the set of hardware and low-level electrical/optical characteristics that enable the transfer of signals or data between DVES and another system or LRU. A physical interface includes, as applicable:

• connectors and pin assignments

• wiring/cabling and topology

• electrical/optical characteristics (i.e., voltage levels, signal types, termination, impedance, power levels, etc.)

• physical layer protocols (e.g., line coding, bit rates, MIL-STD-1553/ARINC 429/Ethernet physical layer, etc.)

A physical interface requirement specifies how DVES is physically connected and how signals are physically conveyed, independent of the higher-level data content, format, or behavior carried over that connection.

3.1.3.3 Interface

The term "Interface" refers to the combination of a Logical Interface and Physical Interface.

3.1.3.4 Functional Isolation

The term "Functional Isolation" refers to a design property between two systems whereby all operating characteristics of one system are unaffected by the presence, absence, mode of operation, degradation, loss of power, or malfunction of the other. If System 1 is Functionally Isolated from System 2, then no normal operation, abnormal operation, or failure of System 1 will alter the performance, behavior, interfaces, or availability of System 2.

3.1.4 Pilot-Vehicle Interface (PVI) Definitions

3.1.4.1 DVES Display

The term “DVES Display” refers to a visual presentation DVES provides to users via an Interface with an existing Multi-Function Display (MFD), inclusive of all visual symbology and imagery.

3.1.4.2 DVES Audio

The term “DVES Audio” refers to the invocation of audio alerts by DVES through a Logical Interface with the aircraft Intercommunication System (ICS).

3.1.4.3 Pilot Station MFD

The term "Pilot Station Multi-Function Display" or “Pilot Station MFD” refers to any of the four physical MFD units located at either pilot station.

3.1.4.4 Crew Station MFD

The term "Crew Station Multi-Function Display" or "Crew Station MFD" refers to either of the two physical MFD units located at the left and right crew stations.

3.1.4.5 Rescue Team MFD

The term "Rescue Team Multi-Function Display" or "Rescue Team MFD" refers to the single physical MFD unit located in the center of the aircraft between the two Crew Station MFDs. There is no requirement for DVES to interface with the Rescue Team MFD.

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3.1.4.6 Primary Flight Reference Display

The term “Primary Flight Reference Display” or “PFR Display” refers to the visual presentation of the Instrument Meteorological Conditions (IMC) qualified Primary Flight References (PFR).

3.1.4.7 Primary Flight Reference MFD

The term "Primary Flight Reference Multi-Function Display" or "PFR MFD" refers to any Pilot Station MFD that has been set by the pilot to present the PFR Display.

3.1.4.8 Situational Awareness Display

The term "Situational Awareness Display" or "SA Display" refers to a visual presentation of SA Information. An SA Display complements the IMC-qualified PFR Display by providing mission-relevant SA information. This describes all visual presentations available to aircrew via a Pilot Station or Crew Station MFD other than the PFR Display.

3.1.4.9 Situational Awareness MFD

The term "Situational Awareness Multi-Function Display" or "SA MFD" refers to any Pilot Station or Crew MFD that has been set to present an SA Display

3.1.4.10 Control Cueing

The term "Control Cueing" refers to symbology presented to the pilot that explicitly commands or directs specific control inputs on the flight controls (e.g., cyclic, collective, pedals) to achieve a desired aircraft attitude, flight path, or maneuver, as opposed to symbology that provides situational awareness only. DVES will not provide Control Cueing.

3.1.4.11 Mission Cueing

The term "Mission Cueing" refers to symbology presented to the pilot that conveys mission‑related guidance and status relative to the active flight plan or mission profile (e.g., route / waypoint direction, position, course, altitude, time, fuel state, or other mission parameters) to support pilot decision‑making. Mission Cueing may indicate desired directions or trends (such as a pointer to the next planned waypoint) but does not provide explicit “fly‑to” commands or direct specific control inputs on the flight controls.

3.1.4.12 Non-Cueing Symbology (Symbology)

The term "Non-Cueing Symbology" or just "Symbology" refers to symbology presented to the pilot for informational purposes only, which does not imply or provide any explicit or implicit direction for how the information should be used to make control or mission decisions. Non‑cueing symbology includes basic state and status indications such as airspeed, ground speed, radar and barometric altitude, heading, and similar parameter readouts.

3.1.5 Latency Definitions

3.1.5.1 Dynamic Latency

The term "Dynamic Latency" refers to the time delay between a change in the real-world position and/or orientation of the aircraft and the corresponding update of georegistered imagery or symbology in the DVES Display.

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3.1.5.2 Sensor Latency

The term "Sensor Latency" refers to the time delay between the physical capture of information by a DVES sensor and its incorporation into the DVES World Model, which the DVES Display then renders.

3.1.5.3 Total Latency

The term "Total Latency" refers to the sum of the Sensor Latency and Dynamic Latency.

3.1.5.4 Real-Time Sensor

The term "Real-Time Sensor" or "RT Sensor" refers to a sensor with a Total Latency that is within the required limit for Dynamic Latency.

3.1.5.5 Near-Real-Time Sensor

The term "Near-Real-Time Sensor" or "NRT Sensor" refers to a sensor that collects georegistered data of sufficient accuracy that it can be used to render an accurate perspective of the observed scene several seconds to even - in some cases - minutes after collection. This is commonly referred to as a "see-and-remember" capability.

3.1.6 Coordinate System

The aircraft-fixed coordinate system to be used throughout this document is defined such that the origin lies at the aircraft center of mass (COM), the x-axis runs from the tail of the aircraft through the nose, the y-axis runs from the left of the aircraft to the right, and the z-axis runs from the top of the aircraft downward. Azimuthal angles in the xy-plane are measured from the positive x-axis and are positive (negative) for angles extending towards the positive (negative) y-axis. Polar or zenith angles are measured from the positive z-axis (nadir) and lie in the range [0o, 180o].

3.2 Functional Requirements

3.2.1 Situational Awareness Information Delivery

[DVES00010] DVES shall deliver visual and aural SA Information to indicate the relative position of and closure rate to obstacles encountered during all phases of flight including takeoff, enroute terrain flight, approach, hover, and landing IAW MIL-STD-1472H (sections 5.2, 5.7, and 5.17).

(Ref also AMACC Chapter 9 & Appendix A.)

3.2.2 Situational Awareness Information Sources

[DVES00020] DVES shall utilize RT and NRT sensor data in combination with GFI imagery, digital elevation maps (DEMs), and obstacle databases to determine the location of obstacles relative to the aircraft during all phases of flight including takeoff, enroute terrain flight, approach, hover, and landing IAW MIL-STD-1472H (sections 5.2 and 5.17). (Ref also AMACC Chapter 9 & Appendix A.)

3.2.3 Support of Obstacle Assessment

[DVES00030] DVES shall provide SA information that enables aircrew to detect and assess enroute and terminal area obstacles at sufficient range to initiate a successful avoidance maneuver within the specified flight envelope of the aircraft. Aircrew assessment of obstacles consists of aircrew detecting the presence of an obstacle, assessing the risk to the aircraft, and then, through crew coordination, taking action to avoid it. Assessment begins only once DVES presents the relevant SA Information to the aircrew via a DVES Display or DVES Audio. The obstacle

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detection range of the DVES Sensors must be sufficiently long to account for the displacement of the aircraft during the Total Latency period for the flight profiles described in the DVES CONOPS.

In the requirements that follow, ranges refer to the ground distance between the aircraft and a specified point – the position of the obstacle for enroute assessment, or a designated landing point (LP) or hover point (HP) for terminal area assessment – when the relevant SA Information must be presented to the aircrew to support assessment. The ranges in the following requirements assume DVES Sensors operate in clear visibility conditions prior to assessment. The ranges apply to both day and night operations. In the following requirements, the term “Terminal Area” refers to an area measuring 100 m x 100 m with a designated LP/HP at its center. The term “Departure Lane” refers to an area measuring 100 m x 100 m immediately beyond the Terminal Area in the direction of aircraft travel. Table 3 provides reference dimensions for the obstacles cited in the requirements.

Obstacle Dimension Large Moderate Small

Terrain features (slope, step, berm, ditch, hole) height, depth, or width

≥2 m 1 - 2 m 0.5 - 1 m

Tree + Canopy height diameter

≥8 m ≥4 m

4 - 8 m 2 - 4 m

1 - 4 m 1 - 2 m

Pole/Antenna height diameter

≥6 m ≥20 cm

3 - 6 m 10 - 20 cm

1 - 3 m 5 - 10 cm

Vehicle length, width, or height

≥4 m 2 - 4 m 0.75 - 2 m

Fence height length

≥2 m ≥4 m

1 - 2 m 2 - 4 m

0.5 - 1 m 1 - 2 m

Suspended wire height diameter pole spacing

≥6 m ≥10 mm ≥10 m

3 - 6 m ≥10 mm ≥10 m

1 - 3 m 5 - 10 mm 5 - 10 m

Rock length, width, or height

≥1.5 m 1 – 1.5 m 0.5 - 1 m

Table 5. Dimensions of cited obstacles.

3.2.3.1 Assessment of Enroute Obstacles

[DVES00040] DVES shall provide SA Information to support the enroute assessment of the following obstacles by the aircrew from a range of (T) 2,000 m, (O) 4,000 m.

• Terrain

• Large trees, poles, and antennas

3.2.3.2 Assessment of Enroute Suspended Wires

[DVES00050] DVES shall provide SA Information to support the enroute assessment of large suspended wires by the aircrew from a range of (T) 750 m, (O) 4,000 m.

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3.2.3.3 Assessment of Enroute Air Vehicles

[DVES00060] DVES shall provide SA Information to support the enroute assessment of (T) moderate-sized, (O) small air vehicles by the aircrew from a range of (T) 750 m, (O) 4,000 m.

3.2.3.4 Enroute Assessment in Ambient DVE Conditions

DVES should provide SA Information to support enroute assessment of obstacles at reduced ranges in light-to-moderate ambient DVE conditions.

3.2.3.5 Initial Assessment of Terminal Area Obstacles

[DVES00070] DVES shall provide SA Information to support assessment of the following obstacles in a Terminal Area by the aircrew from a range of (T) 1,000 m, (O) 2,000 m from the designated LP/HP.

• Terrain

• Large terrain features, vehicles, fences, and rocks

• Moderate-sized trees, poles, antennas, and suspended wires

3.2.3.6 Initial Assessment of Departure Lane Obstacles

[DVES00080] DVES shall provide SA Information to support assessment of the following obstacles in the Departure Lane by the aircrew from a range of (T) 1,000 m, (O) 2,000 m from the designated LP/HP.

• Terrain

• Large trees, poles, antennas, and suspended wires

3.2.3.7 Second Assessment of Terminal Area Obstacles

[DVES00090] DVES shall provide SA Information to support assessment of the following obstacles in a Terminal Area by the aircrew from a range of (T) 300 m, (O) 750 m from the designated LP/HP.

• Terrain

• Moderate-sized terrain features, fences and rocks

• Small trees, poles, antennas, vehicles, and suspended wires

3.2.3.8 Second Assessment of Departure Lane Obstacles

[DVES00100] DVES shall provide SA Information to support assessment of the following obstacles in the Departure Lane by the aircrew from a range of (T) 300 m, (O) 750 m from the designated LP/HP.

• Terrain

• Large terrain features, vehicles, fences, and rocks

• Moderate-sized trees, poles, antennas, and suspended wires

3.2.3.9 Final Assessment of Terminal Area Obstacles

[DVES00110] DVES shall provide SA Information to support assessment of the following obstacles within 20 m of a designated LP/HP from a range of (T) 50 m, (O) 250 m from the designated LP/HP

• Terrain

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• Small terrain features, trees, poles, antennas, vehicles, suspended wires, fences, and rocks

3.2.3.10 Assessment of Departure Lane upon Departure

[DVES00120] DVES shall provide SA Information to support assessment of the following obstacles in the Departure Lane upon departure from a designated LP/HP.

• Terrain

• Small terrain features, trees, poles, antennas, vehicles, suspended wires, fences, and rocks

3.2.3.11 Terminal Area and Departure Lane Assessment in Ambient DVE Conditions DVES should provide SA Information to support assessment of Terminal Area and Departure Lane obstacles at reduced ranges in light-to-moderate ambient DVE conditions.

3.2.4 Aircraft Integration

The objective of the DVES program for aircraft integration is to provide intuitive interface surfaces for aircrew that function coherently with existing systems, while adopting a federated system integration approach. However, even as a federated system, DVES will be required to interface with several existing aircraft buses and LRUs to satisfy its functional requirements. The DVES Display, for instance, must be presented on existing cabin multi-function displays (MFDs).

Mission data, including navigation data and a priori obstacle data, which is loaded by aircrew prior to each sortie must be obtained by DVES in a manner that does not introduce additional workload.

DVES may calculate its own navigation solution internally, but it is expected to consume the aircraft navigation solution as an input to that calculation and maintain synchronization with the aircraft time standard. These are requirements that must be met in whole through the integration efforts of the DVES original equipment manufacturer (OEM). Put simply, the DVES OEM must deliver a system that integrates with the MFDs and any aircraft system(s) from which it can obtain mission data and the platform navigation solution.

In addition to those systems, there are other existing aircraft…