Atch 3_SRD.pdf

CUI/Pre-Decisional

Distribution Statement:

SYSTEM REQUIREMENTS DOCUMENT

for the

T-7A ADVANCED PILOT TRAINING PROGRAM

T-7A BLOCK 10 UPGRADE FOR HIGH MACH AND

TERRAIN AVOIDANCE

RELEASE/REVISION: DATE:

Rev: 2.0 Feb 2024

Prepared by:

Air Vehicle Branch T-7 Division

Mobility and Training Aircraft Directorate US Air Force Life Cycle Management Center Wright-Patterson Air Force Base, OH 45433 ii

Page Left Intentionally Blank iii

General Comments / Actions Items For capturing comments/questions not specific to any existing section.

Rows will be deleted from the table as the items are addressed.

Reviewer Comment/Action iv

Table of Contents

2 APPLICABLE DOCUMENTS

GENERAL

GOVERNMENT DOCUMENTATION

Government Specifications, Standards, and Handbooks Other Government Documents, Drawings, and Publications

NON-GOVERNMENT PUBLICATIONS

ORDER OF PRECEDENCE

3 SYSTEM REQUIREMENTS

SYSTEM DESCRIPTION

DESIGN AND CONSTRUCTION

Human Factors Operational Environment Electromagnetic Radiation and Electrostatic Discharge Hardware Requirements Software Requirements

4 REQUIREMENTS VERIFICATION

OVERVIEW – VERIFICATION METHODS & COMPLETION INSTRUCTIONS

Philosophy of Verifications Location of Verifications Responsibility for Verifications Contractor Engineering Verification Test (CEVT) Verification Cross Reference Matrix

VERIFICATION METHODS

Demonstration (DEMO) Inspection (INSP) Analysis (ANLYS) Test (TEST) Laboratory Test (L) Ground Test Flight Test

T-7A BLOCK 10 UPGRADES REQUIREMENTS VERIFICATION

5 REQUIREMENTS TRACEABILITY

TRACEABILITY TO CAPABILITY DOCUMENT

6 ACRONYMS & DEFINITIONS

ACRONYMS

DEFINITIONS

List of Tables v

TABLE 2-1 GOVERNMENT SPECIFICATIONS, STANDARDS AND HANDBOOKS

TABLE 2-2 OTHER GOVERNMENT DOCUMENTS, DRAWINGS, AND PUBLICATIONS

TABLE 2-3 GUIDANCE ONLY AND NON-GOVERNMENT PUBLICATIONS

TABLE 4-1 VCRM (TO BE UPDATED ONCE REQUIREMENTS ARE FINALIZED)

Change History

Version Modified By Date Description Robinson 2 Nov 23 Updated sections 3.1, 3.1.1, 3.2.2, 3.2.3, 3.3, 6.1, and 6.2. Note TOC needs updated as 3.2 is not for Block 10 Upgrades, and the sections after 3.2 also do not line up with what’s in the TOC. Section 4 still to go. Also question/comment in section 1.3 on inclusion of egress/access, seems irrelevant for this.

1. SCOPE

This System Requirements Document (SRD), including appendices, establishes the top-level performance requirements for the United States Air Force (USAF) T-7A Advanced Pilot Training (APT) Block 10 Upgrade regarding High Mach and Terrain Avoidance.

1.1 System Identification

This SRD documents and further refines technical requirements outlined in the AETC generated 1067 requirements document.

1.2 System Overview

The T-7A aircraft will provide student pilots with the foundational flying skills and core competencies required to transition into 4th, 5th, and future generation Fighter and Bomber Aircraft. The T-7A Block 10 Upgrades effort consists of several unrelated requirements that will provide important capabilities desired by Air Education and Training Command (AETC) which were omitted from and or outside of the scope of the current T-7A contract. This SRD documents one of those requirements, High Mach and Terrain Avoidance.

1.3 System Objectives

The Block 10 Upgrades for High Mach and Terrain Avoidance shall support the objectives resultant from the individual 1067 Requirement Documents In Accordance With (IAW) the High Mach and Terrain Avoidance SOW, (To be completed post market research).

1.4 System Requirements Document Overview

The top-level functional, performance, operational, and design requirements for the Block 10 Upgrades for High Mach and Terrain Avoidance are documented in Section 3 of this SRD. The corresponding verification requirements are documented in Section 4. The requirements identified herein will be expanded, developed, and decomposed into a functional performance baseline by the offeror and incorporated into its System Specification IAW the High Mach and Terrain Avoidance SOW, to be developed post market research. This SRD is developed using guidance from Data Item Description DI-IPSC-81431A, System/Subsystem Specification, Military Standard (MIL-STD)-961E, Defense and Program-Unique Specifications Format and Content, and Department of Defense (DoD) Standard Practice for Defense Specifications.

2 APPLICABLE DOCUMENTS

General To be completed post market research.

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 issues of these documents are those cited in the solicitation or contract.

Table 2--1. Government Specifications, Standards and Handbooks

Document Number Document Title Issue Date

Other Government Documents, Drawings, and Publications The following other 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.

Table 2--2. Other Government Documents, Drawings, and Publications

Non-Government Publications The following documents form a part of this document to the extent specified herein. Unless otherwise specified, the issues of these documents are those cited in the solicitation or contract.

Table 2--3. Guidance Only and Non-Government Publications

Document Number Document Title Issue Date

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.

3 SYSTEM REQUIREMENTS

Definitions in Section 6 help to clarify and form a part of the requirements in Sections 3 and 4 “Italicized text” indicates existence of a definition in Section 6.2.

System Description

The T-7A Block 10 upgrade will include an automatic recovery system to avoid Controlled Flight Into High Mach regimes and Controlled Flight Into Terrain past the point where a pilot who is aware of the surroundings would have already reacted to avoid the regime/terrain. The aircrew will also have the ability to manually initiate an automated recovery to upright, straight and level flight that is independent of any recovery against threat terrain. An automatic recovery for Controlled Flight Into Terrain would take precedence over the other recovery types, and automatic protection against High Mach would take precedence over a manually initiated recovery for loss of situational awareness.

Document Number Document Title Issue Date

The Terrain Avoidance system relies on several primary items to function. These are knowledge of the aircraft state (e.g. aircraft latitude, longitude, and altitude; aircraft angular orientation, rates, and accelerations; aircraft velocity vector; and throttle setting), knowledge of the local terrain and identification of the relevant terrain in the area which the aircraft may fly over given the aircraft state, the ability to project the aircraft path and altitude loss presuming a recovery is required to compare with the relevant terrain and identify whether to activate a recovery, and knowledge of system health to have confidence that inputs to the and Terrain Avoidance system support taking control from the pilot.

The High Mach protection system and pilot initiated recovery will rely on similar information as the Terrain Avoidance system to identify aircraft position and current and future speed / Mach (e.g. aircraft altitude; angular orientation, rates, and accelerations; aircraft velocity vector; and throttle setting). These would not require any knowledge of latitude, longitude, or local terrain features in order to function and as a result may be available when the Terrain Avoidance recovery is not.

The High Mach and Terrain Avoidance system should be active inflight following takeoff and climb above 200’ Above Ground Level (AGL) and should not interfere with the accomplishment of any portion of the T-7A mission.

General System Requirements

The T-7A Air Vehicle shall incorporate System-Wide Integrity Methods (SWIM) to permit non-redundant High Mach and Terrain Avoidance system and subsystem data to be utilized.

The T-7A Air Vehicle system-wide integrity methods for the High Mach and Terrain Avoidance system shall detect and accommodate failures that would cause the flight control system to perform an unsafe automatic recovery maneuver, disabling the High Mach and Terrain Avoidance automatic recovery function with these failures present and enabling the automatic recovery function if the failures clear.

The automatic and pilot initiated recoveries shall be executed by the VMSC, as it is the flight control computer and the only LRU on the aircraft with sufficient hardware redundancy and software level or rigor to take control of the aircraft. The aircrew shall be able to terminate a recovery through a triple redundant (at minimum) interface with the VMSC to ensure the termination of a recovery is initiated by the aircrew and not a consequence of a single wire or signal changing state.

Disabling the High Mach and Terrain Avoidance function shall not affect any other T-7A Air Vehicle function.

The T-7A High Mach and Terrain Avoidance function shall complete the following actions to support a recovery decision at a rate no less than 10Hz:

1. Receive necessary information from the navigation system to determine aircraft state;

2. Identify relevant threat terrain in the local map based on aircraft position and trajectory and construct a threat terrain profile (including protection mode buffers and position uncertainty buffers) for a recovery maneuver to be compared against;

3. For the Terrain Avoidance recovery, calculate a recovery maneuver consisting of a delay phase propagating the existing aircraft state (to complete the avoidance comparison), a maneuver phase which consists of deselection of afterburner (if required) a roll to wings level, and pull to a maximum of 5.5G sustained (or continue existing maneuver through the vertical depending on initial aircraft state prior to the elevated G maneuver), and a post-maneuver climb phase to clear the threat terrain profile;

4. Compare the recovery maneuver with the proximity to threat terrain profile and determine altitude remaining for a recovery request to be needed based on energy state and Aircraft Configuration;

5. If the Terrain Avoidance recovery calculation determines an automatic recovery to avoid threat terrain is not required, calculate a recovery maneuver consisting of a deselection of afterburner (if required), a roll to wings level and pull to the allowable load limit to decelerate and decrease airspeed and/or Mach, and a post-maneuver phase to maintain airspeed and/or Mach within the High Mach region;

6. Deliver the time remaining and recovery request status to the VMSC.

The T-7A pilot initiated automatic recovery shall complete the following actions when requested:

1. Receive necessary information from the navigation system to determine aircraft state;

2. Calculate an appropriate recovery maneuver to return the aircraft to upright, straight and level flight. A nose low maneuver may be the same or a similar maneuver as the Terrain Avoidance maneuver, while a nose high maneuver would decrease flight path angle as required.;

3. Deliver the recovery request status to the VMSC.

The T-7A Air Vehicle shall execute an automated recovery maneuver over any surface, land and water, with any approved stores configurations and gross weights, to avoid flight into hazardous High Mach regimes and/or a collision with any natural terrain. For a Terrain Avoidance recovery the automatic recovery terminates when the current trajectory, if continued, will clear threat terrain with excess flight path angle of 5 degrees, and pitch rate gets zeroed unless the pilot has already taken control by prematurely terminating the recovery. For a High Mach protection recovery the automatic recovery terminates when the current trajectory, if continued, will maintain Mach or airspeed inside the High Mach region.

The High Mach and Terrain Avoidance automatic recovery shall not cause departure from controlled flight, be the source of exceeding an operating limit (although an operating limit may have been broken immediately prior to the recovery), or drive the aircraft to an energy state where the aircraft could not maintain altitude in a 2G turn.

The T-7A Air Vehicle shall limit the aircraft dynamics of the automatic recovery to protect the pilot. The automatic recovery does not unintentionally prolong an episode of g-induced loss of consciousness (GLOC) or cause injury to an unconscious pilot, hence the 5.5Gs sustained limit.

Due to the inertial lag of the pilot’s body during the roll onset, the aircraft transparency will sometimes strike the side of the pilot’s helmet. The system shall limit the roll rate to 180 degs/sec and the magnitude of roll acceleration to less than 500 deg/sec2 as a threshold and to less than 400 deg/sec2 as an objective during the recovery.

The T-7A Air Vehicle shall initiate an auto-recovery maneuver when the time remaining to successfully execute a recovery maneuver without entering a hazardous High Mach regime or ground impact is less than or equal to 1.5 seconds.

The T-7A Air Vehicle shall execute a recovery maneuver only under the following conditions:

1. High Mach and Terrain Avoidance function is enabled (N/A for High Mach regime avoidance);

2. Terrain map of the local area is loaded to the aircraft (N/A for High Mach regime avoidance);

3. Aircraft navigation solution is valid (N/A for High Mach regime avoidance);

4. Aircraft landing gear is raised and the aircraft has climbed above 200 AGL;

5. High Mach and Terrain Avoidance function determines an automatic recovery is required;

6. Aircraft is operating in controlled flight;

7. Aircraft has sufficient energy to maintain altitude in a 2G turn;

8. Aircraft Operating Limits are satisfied (aircraft upper airspeed limit excepted, TBD);

9. Neither aircrew has ejected; and

10. No system interlocks or fail-safe conditions are in place.

*Note: Recoveries for uncertified stores, maneuvering outside of operating limits (N/A for High Mach regime avoidance) or with system failures unrelated to successful operation are considered as fall-out capability, with no recovery requirements.

The T-7A Air Vehicle shall allow pilot inputs that aid the High Mach and Terrain Avoidance recovery and ignore pilot inputs that do not, except to prematurely terminate the recovery. Pilot aiding is limited to aft pitch stick once the aircraft is within 15 degrees of upright and may lead to exceeding limits of the automatic recovery system.

The T-7A Air Vehicle shall provide a NORM mode to prevent a premature or unneeded recovery maneuver when flying 500 feet Above Ground Level (AGL) low-level mission. The NORM mode is the default protection mode for the High Mach and Terrain Avoidance function.

The T-7A Air Vehicle shall provide a MIN mode to prevent a premature or unneeded recovery maneuver when flying 300 feet Above Ground Level (AGL) low-level mission.

The T-7A Air Vehicle shall provide a STRAFE mode tailored for T-7A strafe operations in order to prevent premature or unneeded recovery maneuvers during low angle strafe. The STRAFE protection mode is automatically used when the A/G master mode and gun are selected.

The T-7A Air Vehicle shall provide the capability to select enabling or disabling the High Mach and Terrain Avoidance function and choose either NORM or MIN or OFF/ON protection, and allow cycling between all states at any time on the ground/in the air. System shall display current operating mode in primary flight reference.

The T-7A Air Vehicle shall provide a Hands-On Throttle and Stick (HOTAS) capability to interrupt an automatic recovery maneuver in progress and, if held, prevents recovery initiation.

The T-7A Air Vehicle shall display the following recovery maneuver utilizing current T-7A symbology on the HUD and/or LAD, in addition to the auditory indications as defined below:

1. Visual advisory when a recovery is imminent (symbols > < at edge of HUD 2-3 seconds ahead of activation that approach the center of the HUD as time to activate nears zero);

2. Visual and auditory advisory during an automatic recovery (>< on HUD and LAD, visual message on HUD, and auditory cue);

3. Visual and auditory cues of Terrain Avoidance disabled through pilot selection and system failure (separate WCAs for each and established associated tone); and

4. Baseline T-7A GPWS indications.

The T-7A Air Vehicle shall provide the ability for a pilot to manually initiate a recovery to upright, straight and level flight (+/- 5 deg flight path angle with lower limit dependent on aircraft energy, +/- 5 deg roll angle) regardless of the state of the Terrain Avoidance function, unless the High Mach and Terrain Avoidance function is disabled due to a failure that prevents the software from knowing current aircraft orientation with sufficient precision to generate a recovery to wings level. If energy is insufficient to achieve flight path angle metric, the roll angle metric is still satisfied. This must be available with no more than two LAD selections, the first being continuously displayed on the status bar.

The T-7A Air Vehicle shall prioritize an automatic High Mach and Terrain Avoidance recovery maneuver over a pilot initiated request unless the automatic recovery results in a lower termination angle.

The T-7A Air Vehicle shall provide aural and visual alerts during the execution of the Pilot initiated recovery.

The T-7A Air Vehicle shall record High Mach and Terrain Avoidance related parameters to the Flight Incident Recorder for post-incident analyses. High Mach and Terrain Avoidance related parameters include: latitude, longitude, altitude, horizontal and vertical navigation uncertainties, calibrated airspeed, bank angle, dive angle, roll rate, load factor, protection level, and terrain elevation that triggered the recovery. Pitch stick, roll stick, and protection mode are recorded beginning one second prior to the recovery and continue recording to the end of the recovery at a rate no less than 10 Hz. During the recovery, minimum altitude (MSL and AGL) as well as the state of the switch to prematurely end a recovery are also recorded. The flight recorder shall record data related to both pilot initiated and automatic recoveries.

The T-7A Air Vehicle shall record automatic recoveries and pilot-initiated recoveries along with the High Mach and Terrain Avoidance related parameters to the Data Transfer Cartridge.

The T-7A Air Vehicle High Mach and Terrain Avoidance function shall demonstrate safe recoveries from the historical mishaps listed in table 3-1.

Table 3-1 Representative Mishap Profiles Mishap Type Description

Terrain Masking Characterized by dive angles in excess of 15 degrees, bank angles in excess of 135 degrees, airspeeds between 400 and 500 KCAS, and 1-4 g load factor.

Night Vision Goggle Disorientation

Characterized by dive angles in excess of 10 degrees, bank angle in excess of 90 degrees, airspeeds between 300 and 400 KCAS, and 1 g load factor.

Pressed Bombing Attack

Characterized by dive angles in excess of 15 degrees, between -30 and 30 degree bank angle, airspeeds above 450 KCAS, and near 1 g load factor.

Pressed Strafing Attack

Characterized by dive angles less than 15 degrees, bank angles near zero, airspeeds between 400 and 500 KCAS. and near l g load factor.

G-Induced Loss of Consciousness - Subsonic

Characterized by dive angles in excess of 45 degrees, bank angles in excess of 120 degrees, and airspeeds between 350 and 550 KCAS.

G-Induced Loss of Consciousness - Supersonic

Characterized by bank angles in excess of 15 degrees, and airspeeds in excess of Mach 1.0.

Low Altitude Split- S

Characterized by dive angles in excess of 30 degrees, bank angles near 180 degrees, elevated load factor.

Level Flight into Mountain

Characterized by near zero dive and bank angles, airspeeds between 300 and 600 KCAS, and near l g load factor. Mountainous terrain.

Spatial Disorientation into Mountain

Characterized by dive angles in excess of 15 degrees, bank angles in excess of 80 degrees, and airspeed between 300 and 550 KCAS. Mountainous terrain.

Spatial Disorientation into Smooth Terrain

Characterized by dive angles between 5 and 50 degrees, bank angles below 90 degrees, airspeeds between 200 and 400 KCAS.

Design and Construction

Human Factors

The aircraft controls, displays, access panels and all other human-machine interfaces shall be developed, and designed from a human-centered approach that considers the physical, cognitive, and sensory skills, capabilities, and limitations of the personnel who operate, support, maintain, and train on the system, IAW the human engineering criteria of MIL-STD-1472, as applicable. (Note: MIL-STD-1472 tailoring for applicability will be mutually agreed to/approved by the program office and recorded via Contract Data Requirements List (CDRL)).

Operational Environment

3.2.2.1 This modification is expected to be satisfied with software updates only, with the possible exception of a switch to effect a pilot-initiated recovery. The pilot-initiated recovery needs to come from a switch or button that has multiple poles to allow for redundancy of the signal, with preference to have at least three poles so the signals can be independently transmitted to the three VMSCs. If a “soft” button is used (on the LAD), it must be available with no more than two LAD selections, the first being continuously displayed on the status bar. Should additional hardware modifications be required, such as updates to the navigation system, these updates would need to satisfy the environmental tests expected for operational use as identified in MIL-STD-810H and associated airworthiness requirements as stated in MIL-HDBK-516C, AA-22-01, and AC-17-01.

Electromagnetic Radiation and Electrostatic Discharge

3.2.3.1 If hardware modifications are required, such as updates to the navigation system, these updates shall satisfy the Electromagnetic Radiation and Electrostatic Discharge tests as identified in MIL-STD-461G and associated airworthiness requirements as stated in MIL-HDBK-516C that represent possible conditions encountered operationally.

Hardware Requirements

3.3.1 Minimum hardware requirements to host the High Mach and Terrain Avoidance function are:

a. PowerPC PowerQUICC II processor or equivalent

b. Flash Memory Carrier of 3 GB; Program SDRAM 32 Mbytes; Program/Auxiliary

SDRAM 64 Mbytes

c. Communication with the T-7A VMSC at a rate of 10-12 Hz

Software Requirements

3.4.1 Minimum software requirements to host the High Mach and Terrain Avoidance function are:

a. Operating Systems utilized shall be Safety-critical certified Operating System

b. When multicore processor is used, software design schema utilized shall be Bounded Multicore Processing (BMP)

c. Software design shall be IAW AA-22-01

4 Requirements Verification

Overview – Verification Methods & Completion Instructions Section to be completed post market research. It is expected that verification of High Mach and Terrain Avoidance requirements will contain a mixture of analysis, ground, and flight testing.

Offerors shall be able to accomplish verification methods listed in section 4.2 as deemed appropriate.

Philosophy of Verifications The basis of any verification method is the root source that establishes the data used to support requirement compliance. The intent of the development verification approach is to maximize the integration of development, and operational evaluations, in order to optimize costs, schedule, and performance.

Location of Verifications Prime Contractor, sub-contractor, commercial, and Government owned facilities that are acceptable to the Government, may be utilized for the application(s) intended.

Responsibility for Verifications The prime contractor is responsible for planning, resourcing, performing, successful completion, and reporting for all requirement compliance verifications. The Government’s formal approval of verification documentation constitutes completion. The Government reserves the right to require additional verification effort within the confines of the required verification methods.

The Government reserves the right to participate in or witness any of the requirement verifications.

Contractor Engineering Verification Test (CEVT) All Section 3 Requirements shall be verified during CEVT with Government witness at government discretion, by means of demonstration, inspection, analysis, and test.

Verification Cross Reference Matrix The VCRM (Table 4--1) provides the cross reference between each Section 3 requirement, the associated minimum required verification methods (defined below), and the associated verification paragraph numbers.

Table 4-1 VCRM (to be updated once requirements are finalized)

Paragraph DEMO INSP ANLYS TEST N/A

Verification Methods The verification methods are defined below. The methods are independent but are sometimes used as formal complements to other verification methods, to support substantiation or for completeness. The methods can also be used in combination with other verification methods to convert already available data to verification compatible data.

Demonstration (DEMO) This verification method consists of a non-instrumented operation of the actual component or system under specified controlled conditions on the aircraft or in an equivalent environment, where functional success is determined on a qualitative or pass/fail basis. This can be on the ground (g) or in-flight (f).

Inspection (INSP) This verification method consists of actual component, system, function, installation non-destructive examination (without special or complex equipment) by sensory means, simple physical manipulation, and simple measurement, including review of authenticated documentation.

Analysis (ANLYS) This verification method consists of an evaluation of components or systems interacting with their intended environment, using technical calculations, mathematical modeling based on physical laws and empirical data. Analysis can include design margins. Sensitivity, similarity, and failure effects analysis are forms of this method. Analysis associated with refining test data is not part of this method.

Test (TEST) This general group of sub-methods consists of quantitative measuring of the characteristics or performance of actual components or systems in controlled intended conditions (real or representative). These sub-methods include analysis of the resulting data. Sub-methods include the following: Laboratory, ground and flight test.

Laboratory Test (L) This verification consists of testing in an off-aircraft ground-based facility with a physical simulation of the operating environment.

Ground Test This verification consists of on-aircraft testing under static ground conditions.

Flight Test This verification consists of on-aircraft testing under dynamic ground, transition-to-flight, and flight envelope conditions.

T-7A Block 10 Upgrades Requirements Verification All verification criteria will be determined and described once the requirements have been further defined and refined.

5 Requirements Traceability

Traceability to Capability Document

(TBD)

6 Acronyms & Definitions

Acronyms

Acronym Definition

3-D Three-Dimensional AETC Air Education and Training Command AETCI Air Education and Training Command Instruction AFECD Air Force Enlisted Classification Directory AFI Air Force Instruction AFMAN Air Force Manual AFSC Air Force Specialty Code ANLYS Analysis ANSI American National Standards Institute Ao Operational Availability APT Advanced Pilot Training APU Auxiliary Power Unit BBT Blade Blend Trainer BIT Built-in Test BL Blending Learning CAPRE Common Aircraft Portable Reprogramming Equipment CEVT Contractor Engineering Verification Test CLS Contractor Logistics Support CND Computer Network Defense CNSSI Committee on National Security Systems Instruction COMM/NAV Communication/Navigation CONOPS Concept of Operations CPU Central Processing Unit CST Crew Station Trainer CTF Centralized Training Facility CUI Controlled Unclassified Information DAFMAN Department of the Air Force Manual DBA Design Basis Aircraft DEMO Demonstration DISR DoD IT Standards Registry DL Distance Learning DoD Department of Defense DoDI Department of Defense Instruction DoDM Department of Defense Manual DMT Digital Maintenance Trainer DTD Digital Training Device EBLS Enterprise Blended Learning Service EMT Environmental Management Trainer EPO Emergency Power Off

ERD Extended Reality Device ET Embedded Training ETIC Estimated Time In Completion F Fahrenheit FIPS Federal Information Processing Standard FMC Fully Mission Capable GFE Government Furnished Equipment GIG Global Information Grid

GLOC G-induced Loss of Consciousness GPU Graphics Processing Unit GTG (Global Information Grid) Technical Guidance GUI Graphical User Input HAZMAT Hazardous Material HTD Hardware Training Device

HUD Heads Up Display Hz Hertz (SI unit) IA Information Assurance IAW In Accordance With IETM Interactive Electronic Technical Manual IMI Interactive Multimedia Instruction INSP Inspection IOS Instructor/Operation Station IPU Interface Processor Unit ISMT Integrated Systems Maintenance Trainer IT Information Technology IWS Instructor Workstation LAD Large Area Display

LAN Local Area Network LGT Landing Gear Trainer LMS Learning Management System LRU Line Replaceable Unit MC Mission Capable MDC Maintenance Data Collection MIL-HDBK Military Handbook MIL-STD Military Standard MOB Main Operating Base MSIL MTS System Integration Laboratory MTBF Mean Time Between Failure MTBM Mean Time Between Maintenance MTBSM Mean Time Between Scheduled Maintenance MTBUM Mean Time Between Unscheduled Maintenance MTD Maintenance Training Device MTLV Maintenance Task List Validation

MTS Maintenance Training System NA Not Applicable NAS National Aerospace Standard NDI Nondestructive Inspection NFPA National Fire Prevention Association NIST National Institute of Science and Technology NMC Non Mission Capable OFP Operational Flight Program OSHA Occupational Safety and Health Administration PK Public Key PKI Public Key Infrastructure PMC Partially Mission Capable PST Propulsion System Trainer RMF Risk Management Framework SC Smart Classroom SE Support Equipment SIL Systems Integration Laboratory SLT System Level Trainer SSEWG System Security Engineering Working Group SRD System Requirements Document SRTM Security Requirements Traceability Matrix SWS Student Workstation T3M Training Task Traceability Matrix TBD To Be Determined TCTO Time Compliant Technical Order TO Technical Order TOMS Training Operations Management System TSRA Training System Requirements Analysis TSSC Training System Support Center UMTF Unit Maintenance Training Facility USAF United States Air Force V Volts VCRM Verification Cross Reference Matrix

Definitions

Term Definition

Actual Support Equipment Support equipment used on the flight line in support of aircraft maintenance

Air Vehicle Includes the aircraft and the onboard hardware / software necessary to perform assigned missions, autonomous operation, mission re-planning, and communication with off-board systems as appropriate.

Configuration A collection of an item's descriptive and governing characteristics, which can be expressed in functional terms.

GPWS Ground Protection Warning System

High Mach The maximum Mach or airspeed within the Region of Return to Recoverable Handling, based on current/projected altitude, or the maximum Mach or airspeed at which structural damage is unlikely to occur at the current/projected altitude.

Premature or unneeded A recovery maneuver initiated when the Air Vehicle is not in danger of a ground collision

VMSC Vehicle Management System Computer

WCA Warning Caution Advisory

A-1

4.3 T-7A Block 10 Upgrades Requirements Verification