T-6A_ADS_B_Out_SRD_Final_Draft_2_Nov_15.docx

DRAFT VERSION

For Official Use Only

SYSTEM REQUIREMENTS DOCUMENT

Automatic Dependent Surveillance-Broadcast Out Capability for the T-6A

2 November 2015 Draft

Joint Primary Aircraft Training System (JPATS)

WPAFB, OH

Prepared by:

T-6A Engineering Integrated Product Team 1970 Monahan Dr. Building 11A Area B

WPAFB, OH 45433

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

Avionics Lead Engineer 2 November 2015

Dick Terrell Program Manager 2 November 2015

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CHANGE HISTORY

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Contents

Tables

Scope/Introduction System Identification This System Requirements Document (SRD) pertains to the T-6A Texan II aircraft utilized by the US Air Force and the US Navy.

System Overview The T-6A is a single engine two-seat primary trainer designed to train student pilots and navigators in basic skills common to Air Force and Naval aviation. Produced by Beechcraft Defense Company, LLC (BDC), the T-6 is a military trainer that replaced the T-37B and is replacing the T-34C trainer aircraft. On May 27, 2010, the Federal Aviation Administration (FAA) published new rules governing airspace and avionics performance requirements that become effective January 1, 2020. The new rules mandate a capability called Automatic Dependent Surveillance-Broadcast Out (ADS-B) (Out). ADS-B (Out) is a cooperative surveillance technology in which an aircraft determines its position via satellite navigation and periodically broadcasts it, enabling it to be tracked. The information can be received by air traffic control ground stations as a replacement for secondary surveillance radar. The data can also be received by other aircraft to provide situational awareness and allow self-separation. The current transponder and Global Positioning System (GPS) navigation receiver on the T-6A are not compatible with ADS-B (Out) functionality. All ADS-B (Out) technical solutions must account for the current GPS navigation receiver remaining in the aircraft and functional while the current transponder must be upgraded to ADS-B (Out) capability or replaced with an ADS-B (Out) capable transponder. The current Radio Management System (RMS) can support all ADS-B (Out) transponder control and display functionality except for the ability of aircrew to enter Flight ID/call sign. The RMS will remain in the aircraft and functional to the degree required to support the ADS-B (Out) technical solution. All ADS-B (Out) technical solutions must comply with the aircraft’s existing Prime Item Product Functional Specification (PIPFS) or deviations from the PIPFS must be approved by the USG. These systems and any other modifications to the aircraft to support the requirements in this SRD will hereafter be referred to as “the installed system.”

Document Overview This SRD establishes the functional, performance and verification requirements for upgrading the T-6A aircraft to comply with the FAA mandate for ADS-B (Out).

Errors and Omissions Every attempt has been made to ensure the information contained herein is valid at the time of publication. The United States Government (USG) however, reserves the right to make changes, corrections and/or improvements at any time and without notice. In addition, the USG disclaims any and all liability for damages incurred directly or indirectly as a result of errors, omissions or discrepancies.

Applicable Documents 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, or as examples. While every effort has been made to ensure the completeness of this list, contractors are cautioned that they shall meet all specified requirements of documents cited in sections 3, 4, or 5 of this specification, whether or not they are listed.

Government Documentation Government Specifications, Standards, and Handbooks The following specifications, standards, and handbooks form a part of this document to the extent specified herein. Unless otherwise specified, the current issues of these documents will be those cited in the solicitation or contract.

Other Government Documents, Drawings, and Publications The following Government documents, drawings, and publications form a part of this SRD to the extent specified herein. Unless otherwise specified, the issues of these documents are those cited in the solicitation or contract.

FAA Advisory Circular (AC)- 20-165A

TBD

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, the text of this document takes precedence. Nothing in this document, however, supersedes applicable laws and regulations unless a specific exemption has been obtained.

Requirements System Requirements The installed system shall adhere to the Title 14 CFR Part 23 FAA Amended Type Certificate (ATC) or Supplemental Type Certificate (STC) standards. All avionics equipment utilized to support the ADS-B (Out) effort shall have an FAA Technical Standard Order Authorization (TSOA) for the intended function if required to obtain an ATC or STC. The installed system shall not degrade the operation of other systems on the aircraft. The installed ADS-B (Out) system shall meet the requirements listed in Title 14 CFR 91.227 for aircraft that operate in Class A airspace.

Wiring MIL-DTL-81381 wiring or any form of Kapton type wiring shall not be used.

System Functional Requirements Transponder Control The ADS-B Out transponder control and display technical solution must take into account the fact that the Allied King RMS-555 Radio Management System (COBHAM part # 066-04028-1002), which is currently used for transponder control, will remain in the aircraft. The RMS provides all ADS-B Out transponder control and display functionality except for the ability for aircrew to enter Flight ID/call sign. Both on the ground and in flight, the ADS-B Out transponder control technical solution must retain all current transponder control and display functionality, such as the ability to operate the transponder from either cockpit and both cockpit’s ability to view transponder functions and settings changes made by the other cockpit. It should be noted that current RMS transponder control functionality is capable of being ‘strapped out’ or disabled.

GPS

An AC 20-165A compliant Wide Area Augmentation System (WAAS) GPS that is FAA-approved for unrestricted navigation in the National Airspace System shall be used for ADS-B functionality. GPS initial satellite acquisition time shall be no longer than 2 minutes. Pitch up to 20 degrees shall not result in loss of GPS data. Bank up to 30 degrees for one minute during normal aircraft maneuvering, including holding patterns and turns, shall not result in loss of GPS data. Temporary loss of antenna line of sight to satellites of less than 30 seconds shall not be noticeable to the crew. For signal loss duration times greater than 60 seconds, the reacquisition time shall be no more than 10 seconds.

Transponder Upgrade Replacement or Addition The current MST-67A transponder shall be upgraded to FAA TSO C166b compliance or replaced with a TSO 166b compliant transponder per AC-20-165A that supports both transponder and ADS-B (Out) functions. At initial power-on, the ADS-B (Out) equipment shall automatically fill the Flight ID registers with the call sign of the previous flight. The system shall allow the flight crew to input an alternate Flight ID (such as a new radio call sign) from either cockpit before or during flight.

Safety Requirements System Safety Requirements Unless otherwise specified or FAA certification requirements become more stringent, the installed system shall be fail-safe in that no single point of failure or combination of failures with a rate greater than 1X10-7 per flight hour can cause a critical or catastrophic mishap. Fail-safe is defined as a design feature that ensures the aircraft and systems remain safe or, in the event of a failure, shall cause the aircraft and systems to revert to a state which shall not result in a mishap. Definitions of critical and catastrophic mishap are as defined in MIL-STD-882E, paragraph 4.3.3.

Occupational Health and Safety Requirements Any new or peculiar support equipment or procedures procured for the aircraft shall be designed in compliance with AFI 91-203, Air Force Consolidated Occupational Safety Instruction, as amended by Air Force Guidance Memorandum 3, dated 19 August 2014. In accordance with AFI 91-203, when Air Force Occupational Safety and Health guidance or safety criteria does not cover a situation, the contractor shall use non-Air Force standards, including national consensus standards, professional safety and health standards, or other Federal agency standards. MIL-HDBK-454B Guideline 1, Safety Design Criteria – Personnel Hazards, will be used as guidance only. Personnel hazard areas to be monitored include fail-safe interlocks, electrical bonding, grounding, exposure to high voltage, radiation, high temperature, mechanical hazards, and hazardous materials.

Prohibited Hazardous Materials The following hazardous materials are prohibited and shall not be contained in any delivered hardware, including Commercial Off The Shelf (COTS) hardware, and shall not be used in the operation or support of the aircraft.

Trichloroethane (=Methyl Chloroform)

Table 1: Prohibited Hazardous Materials Fasteners Fasteners that could cause foreign object damage or loss of the aircraft if they separate from the structure shall have provisions to assure they are either retained on the structure or cannot become loose.

Toxicity The installed system shall maintain a safe environment for personnel and shall not cause toxic exposure in excess of the limits per OSHA Standard 29 CFR 1910, sections 1000, 1001, 1010, 1012, 1017, 1025, and 1028.

Security and Privacy Requirements The proposed upgrade shall comply with Information Assurance requirements IAW DoDD 8500.01, Information Assurance (IA), and DoDI 8500.2, Information Assurance (IA) Implementation.

System Environment Requirements Electromagnetic Compatibility The installed system shall operate without performance degradation to the aircraft training mission during concurrent operation of any combination of the remaining subsystems and equipment. The aircraft shall have Radio Frequency (RF) compatibility among all antenna-connected subsystems and equipment.

Electromagnetic Interference Electromagnetic interference characteristics of the installed equipment shall be controlled to ensure electromagnetic compatibility within the system and with the external environments in accordance with DO-160G or later.

Grounding and Bonding All electrical and electronic items which have the capability of producing, radiating, or responding to electromagnetic energy shall be electrically bonded to the aircraft ground system with a resistance of 2.5 milliohms direct current or less for metallic interfaces.

Vibration The installed system shall operate in the vibration environments which are commensurate with the required parameters of 3.4.5.1 and all combinations thereof. Vibration sources include, but are not limited to, engine operation and aerodynamic disturbances.

Natural Environments The installed system shall meet the requirements of this SRD before, during, and after exposure to the following natural and induced environmental conditions defined in paragraph 3.4.5.1.

Expected Operating Environments The aircraft with the installed system shall be capable of performing all missions including ground servicing at the expected environments at the planned operating locations except as otherwise specified herein. The expected operating environments shall be as defined below. Ground and flight temperature, humidity, solar radiation, in-flight icing, and lightning requirements are as follows:

a) The extreme ambient temperatures for ground operations shall be -9°F to 109°F dry bulb. External heaters and coolers are not permitted in this temperature range.

b) The extreme ambient temperatures for in-flight operations shall be -65°F to 109°F dry bulb.

c) The extreme ambient relative humidity for ground and flight operation shall be 12% to 95% relative humidity.

d) Lightning protection shall be in accordance with FAR 23 section 23.1306

e) The installed system shall perform under all environmental conditions of vibration, acoustics, thermal, and shock experienced by the aircraft, systems, and equipment.

System Quality Factors Maintainability The installed system shall meet the maintainability criteria in MIL-STD-1472G section 5.9 for all normal and emergency conditions. The removal and replacement of high failure rate Line Replaceable Units (LRUs) shall not require removal of more reliable LRUs. Removal and replacement of failed LRUs shall not require the use of special tools. Modified equipment shall preclude improper installation, mounting, or connection of LRUs, assemblies, subassemblies, cables, or lines. All connections located in close proximity to each other shall be: physically non-interchangeable except when the connectors are specifically designed to be interchangeable for supportability reasons; clearly marked as to their correct installation; and, unable to cause damage to the equipment.

Usability The installed system shall not degrade operator workload in comparison to that of the current system. Operator workload shall be verified in flight test using the Bedford Workload rating scale.

Design and Construction Contraints The design and installation of the upgrade shall comply with FAA AC 20-165A.

Personnel Related Requirements Displays All electronic displays shall be readable under the full range of ambient lighting from complete darkness to direct sunlight. If modifications are made to the basic displays to improve the sunlight readability characteristics (e.g., brightness, contrast, color difference, etc.) these modifications shall not noticeably reduce the fidelity and legibility of the displays. Display readability shall be met under the following lighting conditions:

· Night - 0 foot candles (fC) ambient lighting,

· Daylight (sun over the shoulder) - 10,000 fC ambient diffuse lighting on the face of the display, and 2,000 fL ambient specular lighting, and Twilight (flying into the sun) - 500 fL ambient specular lighting incident on the display, and 10,000 fC ambient diffuse lighting directly into the pilot’s eyes.

All flight and mission functions shall be duplicated at both crew stations. The configuration, location, and actuation of all controls and displays shall be identical. Each crewmember shall receive positive indication that the other crewmember has actuated a control. Controls, displays, and instruments requiring visual access shall be located forward of the Neutral Seat Reference Point (NSRP), shall be as close as possible to the aircrew member’s forward vision line, shall not be obstructed by other equipment or the glare shield, and shall be viewable from all pilot eye locations. Any labels, placards, etc., that must be read in-flight shall be legible from all pilot positions. Information presented on an electronic display shall conform to the following requirements:

· Noticeable flicker shall not be present in the display.

· Symbology shall conform to existing commercial standards.

· Symbology, graphical and alphanumeric elements shall be clearly visible, readable, and discernible from all crew member eye locations (including off-axis viewing within limited operator mobility constraints) and under all flight conditions.

· Stationary alphanumeric symbols vertically oriented to the crew member shall subtend 15 minutes of arc.

· Nonvertical or nonstationary symbols shall subtend at least 15 minutes of arc.

Display Luminance The luminance and contrast of all new or modified displays shall support crew operations throughout the flight envelope and under all lighting conditions. The forward and aft instrument panels shall provide luminance such that luminance uniformity does not exceed 2:1 luminance ratio between any two displays. Luminance variation of any display shall not exceed 30 percent.

Display Legibility and Latency The information displayed on all new or modified displays shall be fully legible, easily interpreted, and free of distracting artifacts such as flicker, jitter, and noise under all environmental, mission and threat conditions. Latency of displayed data shall be limited such that the crew does not perceive a delay between control inputs and the system’s response.

Display Glare and Reflections There shall be minimal glare internal to each transparency, with minimal interference and restriction of outside visibility from the rear cockpit. Glare shields and display lighting shall be used to minimize glare and reflections on the transparencies and other reflective surfaces. Interference with external visibility from the rear cockpit, due to glare and reflection from either cockpit shall be minimized.

Controls and Displays Compatibility All new or modified controls and displays shall be compatible with Nomex Summer Flyers Gloves Type GS/FRP-2.

System Status/Failure Annunciation The installed system shall include a method to display its operational status to the flight crew which is consistent with the overall flight deck design philosophy IAW AC 20-165a.

Human Performance All modifications after contract award shall meet the human engineering criteria in MIL-STD-1472, sections 4, 5.1 through 5.5, 5.9, and 5.13 for all normal and emergency conditions for all anticipated missions.

Regulatory, and Certification Requirements Regulatory Requirements The upgrade shall comply with Title 14 Code of Federal Regulations, Section 91.225, “Automatic Dependent Surveillance Broadcast (ADS-B) Out Equipment and Use” for aircraft operating in Class A airspace.

Certification Requirements The design and installation of the ADS-B (Out) modification shall be FAA certified via an Amended Type Certificate or a Supplemental Type Certificate and meet certification requirements for a USG-approved MIL-HDBK-516C certification basis.

Verification Provisions This section defines a set of requirement verification methods. In addition, this section specifies for each requirement in Section 3 the method(s) to be used to verify the requirement has been met. A table is used to present this information and is documented in Appendix B.

Verification Methods Unless otherwise specified, the contractor is responsible for verification of all requirements specified herein. Except as otherwise specified, the vendor may use his own facilities or any commercial laboratory acceptable to the U.S. Government. The U.S. Government reserves the right to monitor or perform any inspections demonstrations, analyses, or tests set forth in the specification where such inspections are deemed necessary to assure that parts, materials, or services conform to prescribed requirements.

Demonstration Demonstration is defined as the operation of the system or subsystem which requires observation to demonstrate requirement compliance. This verification does not require the use of instrumentation, special test equipment, or subsequent analysis. An example would be a fit and function check.

Test Test is defined as verification of the requirements through the application of established test procedures, usually with instrumentation, within specified environmental conditions and subsequent compliance confirmation through analysis of the data generated. This requirement may be fulfilled by submission of data which demonstrates the required test has been satisfactorily accomplished.

Analysis Analysis is defined as processing of accumulated data obtained from other qualification methods to verify requirement compliance. Examples of analysis are reduction interpolation or extrapolation of test results. This verification requirement may be fulfilled by submission of data previously produced which demonstrates the analysis has been satisfactorily accomplished.

Inspection Inspection is defined as visual verification that the system, including system documentation, conforms to the requirements specified herein. Visual verification can be in the form of inspection of the physical installation and/or review of documents reflecting qualification requirements.

Requirements Traceability Requirements traceability shall be in accordance with the Statement of Work For Automatic Dependent Surveillance-Broadcast Out for the T-6A Aircraft where specified.

Appendices Appendix A: Acronyms and Definitions

ADS-B

AFB

AFOSH

Automatic Dependent Surveillance – Broadcast Air Force Base Air Force Occupational Safety and Health

ATC

BIT

BDC

CFR

Amended Type Certificate Built In Test Beechcraft Defense Company Code of Federal Regulations

CG

COTS

Center of Gravity Commercial Off The Shelf

EMI

FAA

FAR

fC fL Electromagnetic Interference Federal Aviation Administration Federal Aviation Regulation Foot Candle Foot-Lambert

GPS

HF

IA

IAW

ID

JPATS

Global Positioning System High Frequency Information Assurance In Accordance With Identification Joint Primary Aircraft Training System

MIL-STD

NAS

NDB

NSRP

OSHA

RF

Military Standard Naval Air Station Non-Directional Beacon Neutral Seat Reference Point Occupational Safety and Health Administration Radio Frequency

SRD

STC

TSO

TSOA

UHF

USG

VHF

VOR

WAAS

System Requirements Document Supplemental Type Certificate Technical Standard Order Technical Standard Order Authorization Ultra High Frequency United States Government Very High Frequency VHF Omnidirectional Range Wide Area Augmentation System

Appendix B: Test and Verification Matrices Table 2: “Test and Verification Requirements” contains the requirements identified in Section 3 “Requirements” and the verification method to be used to determine compliance. Definitions of Demonstration (D), Test (T), Analysis (A), and Inspection (I) are provided in Section 4.1. Entries labeled “Info” in the Verification Method column of Table 2 refer to narrative that is for information only requires no verification. Verification methods indicated for each requirement shall not take precedence over FAA-required methods for certification.

Table 2: Test and Verification Requirements

3.2 System Functional Requirements

Both on the ground and in flight, the ADS-B Out transponder control technical solution must retain all current transponder control and display functionality, such as the ability to operate the transponder from either cockpit and both cockpit’s ability to view transponder functions and settings changes made by the other cockpit. It should be noted that current RMS transponder control functionality is capable of being ‘strapped out’ or disabled.

3.3 Safety Requirements

3.4 System Environment Requirements

a. The extreme ambient temperatures for ground operations shall be -9°F to 109°F dry bulb. External heaters and coolers are not permitted in this temperature range.

b. The extreme ambient temperatures for in-flight operations shall be -65°F to 109°F dry bulb.

c. The extreme ambient relative humidity for ground and flight operation shall be 12% to 100% relative humidity.

d. Lightning protection shall be in accordance with CFR 23 section 23.1306.

e. The installed system shall perform under all environmental conditions of vibration, acoustics, thermal, and shock experienced by the aircraft, systems, and equipment.

3.5 System Quality Factors

3.6 Personnel-Related Requirements

AC 20-165A par 4-1.e

Display readability shall be met under the following lighting conditions:

· Night - 0 foot candles (fC) ambient lighting,

· Daylight (sun over the shoulder) - 10,000 fC ambient diffuse lighting on the face of the display, and 2,000 fL ambient specular lighting, and Twilight (flying into the sun) - 500 fL ambient specular lighting incident on the display and 10,000 fC ambient diffuse lighting directly into the pilot’s eyes.

Controls, displays, and instruments requiring visual access shall:

· be located forward of the Neutral Seat Reference Point (NSRP)

· be as close as possible to the aircrew member’s forward vision line

· not be obstructed by other equipment or the glare shield be viewable from all pilot eye locations

Information presented on an electronic display shall conform to the following requirements:

· Noticeable flicker shall not be present in the display.

· Symbology shall conform to existing commercial standards.

Symbology, graphical and alphanumeric elements shall be clearly visible, readable, and discernible from all crew member eye locations (including off-axis viewing within limited operator mobility constraints) and under all flight conditions.

T-6A PIPFS AC 20-165A par 4-1.e.(1)

The forward and aft instrument panels shall provide luminance such that luminance uniformity does not exceed 2:1 luminance ratio between any two displays.

AC 20-165A par 4-1.e.(1) & 4-1.e.(5)

Luminance variation of any display shall not exceed 30 percent.

AC 20-165A par 4-1.b & 4-1.e.(1)

3.7 Regulatory and Certification Requirements

JPATS Requirement