The file's text, extracted by GovTribe without its formatting.
Attachment 3 - HSBP1012R0018
Threshold Requirements/Verification Matrix
REQUIREMENT/VERIFICATION CROSS-REFERENCE MATRIX
| Method of Verification |
| Classes of Verification |
| N/A – Not Applicable |
| A – Design |
| 1 – Analysis |
| B – 1st Article |
| 2 – Demonstration |
| C – Acceptance |
| 3 – Examination |
| D – Special |
4 – Test
| Section 3 |
| Verification Method |
| Verification Class |
| Section 4 |
| Requirement |
| Description |
| 1 |
| 2 |
| 3 |
| 4 |
| N/A |
| A |
| B |
| C |
| D |
| Verification |
(T) = Threshold/Minimum Capabilities
(O) = Desired Capabilities
| 1.2 System Overview |
| The selected airborne terminal shall (T) provide the following: |
a. An automatically steered Ku band antenna
b. A remote control function allowing adjustments to the system via the datalink from a ground control point
c. A Ku band transmit-and-receive capability of sufficient power and sensitivity to complete the mission as described herein
d. Digital IEEE 802.3 router services capable of managing up to eight separate IP devices and the bi-directional IP traffic from the Ku band transceiver
| 1.3 Operational strategy |
| Shall (T) be capable of being received at CBP facilities equipped with the necessary contractor-provided baseband equipment. |
| 1.5 General requirements |
| The KU BAND BLOSDD SYSTEM as designed and installed shall (T) be certified in accordance with all of the requirements of FCC Part 25 (Satellite Communications) and Part 87 (Aviation Services) All structural modifications and installations shall (T) be accomplished in accordance with FAR Part 23/25 and the Contractor’s technical drawings. |
| 1.5.2 Workmanship |
| Shall (T) ensure that parts fabricated or procured and installed in CBP OAM aircraft shall (T) conform to manufacturing standards consistent with the aircraft manufacturing industry. |
| 1.5.2 Workmanship |
| The following general manufacturing qualities shall (T) apply to assembled parts and sub-assemblies. All parts shall (T) be: |
a. Free from blemishes, defects, burrs and sharp edges
b. Dimensions shall (T) be within tolerances established in engineering drawings
c. Radii of fillets shall (T) be within tolerances established in engineering drawings
d. Marking of parts and sub-assemblies shall (T) allow proper identification and tracking of model and serial numbers
e. Alignment of parts, and tightness of sub-assemblies, screws and bolts shall (T) be to IAW Contractor specifications
| 1.5.2 Workmanship |
| The Contractor shall (T) ensure that all parts listed in the engineering drawing or wiring diagrams correspond to the respective diagram legend and installed part. |
| 1.5.2 Workmanship |
| Terminal strips shall (T) be readily identified and marked on permanent parts of the equipment. |
| 1.5.2 Workmanship |
| A number painted or marked on the chassis or rack adjacent to the plug or connector shall (T) identify internal and external plugs and connectors. |
| 1.5.2 Workmanship |
| Screws, bolts and non-welded connections that fasten flight critical components shall (T) be equipped with lock washers, lock nuts or other non-loosening devices or compounds. |
| 1.5.2 Workmanship |
| All workmanship inspections and verifications shall (T) be documented by the Contractor’s quality assurance staff in the aircraft logbook and are subject to verification by CBP quality assurance personnel as deemed necessary and appropriate. |
| 1.5.2 Workmanship |
| The Contractor shall (T) maintain a quality assurance program consistent with the provisions and practices outlined in ISO-9001-2000. |
| 1.5.3 Finish |
| Internal and external finishes of components installed in the aircraft shall (T) be compatible with the aircraft manufacturer finish. |
| 1.5.4 Electromagnetic Interference Compatibility (EMC/EMI)Control |
| Shall (T) be considered to be a mission critical element of avionics, but not a system critical to flight safety. |
| 1.5.4 Electromagnetic Interference Compatibility (EMC/EMI)Control |
| Shall (T) be integrated in accordance with the design practices outlined in the FAR Part 23 and Part 25 and MIL-STD-464 to minimize EMC/ EMI adverse impacts. |
| 1.5.4.1 Electromagnetic Environmental Effects (E3) |
| Shall (T) not present any electromagnetic safety hazards when properly operated. |
| 1.5.4.2 Electromagnetic Compatibility (EMC) |
| No element of the KU BAND BLOSDD SYSTEM shall (T) interfere with, or be interfered by the operation of any other aircraft equipment. |
| 1.5.4.3 Electromagnetic Vulnerability (EMV) |
| The system shall (T) be protected from electromagnetic discharges in such a manner than nearby lightning strikes and airframe static electrical discharges do not damage the equipment. |
| 1.5.4.3 Electromagnetic Vulnerability (EMV) |
| The system shall (T) be installed in such a manner that a direct lightning strike on the external features of the system shall (T) not place the aircraft in danger of departing controlled flight. |
| 1.5.4.4 Electromagnetic Interference (EMI) |
| The following emissions and susceptibility requirements shall (T) apply: CE102, CE106, CS101, CS114, CS115, CS116, RE102, RE103, and RS103. |
| 1.5.4.4 Electromagnetic Interference (EMI) |
| Bonding resistance between cable shields and LRUs shall (T) be IAW MIL-STD-464A to minimize the incidence of EMI. |
| 1.5.4.5 Electromagnetic Radiation Hazards (HERP/HERF) |
| The system shall (T) be designed and installed protect personnel, and fuel from the hazardous effects of electromagnetic and electrostatic energy under all normal operating conditions. |
| 1.5.4.5 Electromagnetic Radiation Hazards (HERP/HERF) |
| Hazards of Electromagnetic Radiation to Personnel (HERP) and Hazards of Electromagnetic Radiation to Fuel (HERF) concerns shall (T) be addressed. The electromagnetic radiation hazard criteria of MIL-STD-464C are applicable. |
| 1.5.4.6 Electrostatic Discharge (ESD) |
| The system shall (T) control and dissipate the build-up of electrostatic charges caused by precipitation static (p-static), fluid flow, air flow, and other charge generating mechanisms to aircraft fuel ignition to protect personnel from shock hazards, and to prevent performance degradation or damage to electronics. |
| 1.5.5 Service Life |
| The KU BAND BLOSDD SYSTEM shall (T) have a minimum service life of 20,000 operating hours or 20 years with the operation and utilization described in this specification and with maintenance operations in accordance with the Contractor’s/aircraft manufacturer’s recommendations. |
| 2.1.1 Reliability |
| The MFHBOMFDC shall (T) have a point estimate of at least 200 hours when tested using design controllable failures. The reliability of both system and components shall (T) be predicated on 1,000 hours of operation per year when operated and maintained in accordance with the Contractor’s recommendations. |
| 2.1.1 Reliability |
| To assist in tracking this reliability there shall (T) be an ability to track KU BAND BLOSDD operating hours. |
| 2.1.2 Availability |
| When flown and maintained in accordance with the manufacturer’s recommended procedures, the KU BAND BLOSDD SYSTEM shall (T) have an Operational Availability (Ao) of 0.95 or greater (based on 1,000 annual hours per aircraft with a base operating seven 7 days by 24 hours). |
| 2.1.3 Weight and Balance |
| The KU BAND BLOSDD SYSTEM shall (T) not create hazardous operating conditions or controllability problems due to shifts of the center of gravity of the aircraft under any normal loading and fuel state. |
| 2.1.3 Weight and Balance |
| The aircraft shall (T) be weighed upon completion and a new weight and balance chart shall (T) be created. The KU BAND BLOSDD SYSTEM shall (T) not affect the aircraft operational envelope. |
| 2.1.4 Aircraft System Interfaces |
| The KU BAND BLOSDD SYSTEM shall (T) neither be damaged by the operation of interfaced equipment onboard the aircraft when in any mode or condition of operation, including off, nor degrade or interfere with the operation of that equipment. |
| 2.1.4 Aircraft System Interfaces |
| A failure of the KU BAND BLOSDD SYSTEM shall (T) not adversely affect the operation of interfaced equipment whose functions are dependent upon input signals from the aircraft. |
| 2.1.5 External System Interfaces |
| The KU BAND BLOSDD SYSTEM shall (T), in conjunction with the satellite transponder and ground station, provide a data transport medium capable of transmitting bi-directional digital IP traffic in accordance with the performance parameters specified in this document. |
| 2.1.5 External System Interfaces |
| A digital video input port (MIL-STD-1553 bus capable) compatible with the WESCAM MX-15/20 and/or FLIR Star Safire video output standards and able to accept video feeds and embedded metadata for all MX 20 and/or FLIR Star Safire operating modes. This input port shall (T) be capable of accepting streaming digital video from the sensor at data rates of at least 1.5 Mbits/sec. |
| 2.1.5 External System Interfaces |
| An Ethernet (IEEE 802.3) 10/100BASE-T RJ45 connector port to support bi-directional TCP/IP and UDP/IP traffic between a router located on the aircraft and a router at the ground station. |
| 2.1.5 External System Interfaces |
| The system and all external digital interfaces shall (T) be certified and compatible with the network security standards as defined by NIST FIPS 140-2 Level 2 and data encryption in accordance with NIST Special Publication 800-21. |
| 2.1.6 System Safety Requirements |
| The KU BAND BLOSDD SYSTEM shall (T) not present any unique safety hazards to air or ground crew while in operation. |
| 2.1.6 System Safety Requirements |
| The system shall (T) be placarded to indicate any possible hazards or hazardous conditions in accordance with common aviation practice. |
| 2.1.6 System Safety Requirements |
| The Contractor shall (T) establish and maintain a system safety program that identifies all hazards associated with the design, fabrication and integration of the KU BAND BLOSDD. |
| 2.1.6 System Safety Requirements |
| In addition, the Contractor shall (T) provide a methodology to either eliminate or control those hazards. |
| 2.1.6 System Safety Requirements |
| Materials and processes shall (T), along with other design criteria, minimize environmental impacts from the manufacture, operation, maintenance, and repair of the aircraft and its subsystems in accordance with MIL-STD-882D. |
| 2.1.6 System Safety Requirements |
| Ozone-depleting substances shall (T) not be used. |
| 2.1.7 System Survivability |
| The aircraft critical functions shall (T) be preserved to allow continued safe flight and landing following any damage of the KU BAND BLOSDD SYSTEM. |
| 2.1.7 System Survivability |
| KU BAND BLOSDD SYSTEM shall (T) be able to operate in a partially mission capable mode, with the aircrew having the ability to determine which transmissions shall (T) go through the link. |
| 2.1.7 System Survivability |
| The installed equipment shall (T) not present a hazard during hard landings or crashes in accordance with FAA Part 25. |
| 2.1.7 System Survivability |
| The satellite terminal installation shall (T) be designed for compliance with the crash/impact safety standards specified in MIL-STD-810G. |
| 2.1.8 Corrosion Protection |
| All organic finishes used on the aircraft portion of the KU BAND BLOSDD SYSTEM shall (T) comply with manufacturer specifications and the requirements of MIL-STD-7179G |
| 2.1.8 Corrosion Protection |
| Where dissimilar metals come in contact within the system or as a result of the installation on the airframe, the metals shall (T) be adequately protected against galvanic corrosion in accordance with CBP aircraft maintenance practices as described OPNAVINST 4790.2J for P-3 aircraft and FAA Part 23/25 for the DHC-8 aircraft. |
| 2.1.9 Human Engineering Requirements |
| Human factors engineering shall (T) be performed to satisfy man-machine interface and facility interfaces to ensure efficient implementation of mission requirements. FAA or relevant military standards for human factors engineering practices and design standards shall (T) be followed during the installation on the aircraft. |
| 2.1.9 Human Engineering Requirements |
| The design system shall (T) prevent degradation or negation of safety features during operations, maintenance, storage, and shipping. |
| 2.1.9 Human Engineering Requirements |
| The system shall (T) be designed to reduce the probability of electrical shock or thermal shock type injuries, and the operator’s stations designed to minimize inadvertent operator encounters with edges, shelves, and other station protuberances. |
| 2.2 System Design and Configuration |
| The KU BAND BLOSDD SYSTEM design, installation and operation shall (T) conform with all Federal Communications Commission and International Telecommunications Union regulations for a Ku Band transponder including all frequency and power management mandates. |
| 2.2.1 System Quality View |
| In areas where satellite coverage allows, the KU BAND BLOSDD SYSTEM shall (T) be able to provide the end user with a signal not appreciably reduced in quality from the imagery presented to the onboard operator. |
| 2.2.1 System Quality View |
| The KU BAND BLOSDD SYSTEM shall (T) be able to provide a downlink feed with an adjustable pixel density and framing rate compatible with the bandwidth achievable in the specific geographical operations area. |
| 2.2.2 System Throughput |
| The system shall (T) be full duplex with simultaneous transmission in both directions. |
| 2.2.2 System Throughput |
| Optimal throughput shall (T) be 1.5 Mbits/sec (T) or greater where satellite coverage allows. |
| 2.2.3 Network Security and Data Encryption |
| In accordance with current mandates for federally operated, non-DoD, computer networks, the KU BAND BLOSDD shall (T) be compatible with network security measures in accordance with Federal Information Processing Standard (FIPS) Publication 140-2 Level 2 and encrypted IP traffic secured with NIST-approved encryption techniques. |
| 2.2.3 Network Security and Data Encryption |
| The Contractor shall (T) be required to pass the Federal Communications Commission (FCC) standard certification and accreditation procedure(s). |
| 2.2.4 Time delay |
| The total system latency, as measured by passing a video of a GPS driven clock display and comparing the imagery to the time as displayed on the ground control station, should (O) not exceed 2 seconds. KU BAND BLOSDD SYSTEM equipment latency shall (T) not be more than 500 milliseconds. |
| 2.2.5 Operational Area |
| The KU BAND BLOSDD SYSTEM shall (T) be able to provide a digital data link in all CBP operating areas, at a bandwidth consistent with the satellite coverage in those areas. |
| 2.2.5 Operational Area |
| The provider shall (T) assess the coverage options (satellite transponder footprints) and identify throughput capabilities for each of the areas of CBP operations (see Performance Specifications Figure 3). |
| 2.2.5 Operational Area |
| The analytical throughput for the geographical areas shall (T) be tabularized via a link analysis and provided as an operating envelope in the technical documentation for the system. |
| 2.2.5 Operational Area |
| The KU BAND BLOSDD SYSTEM shall (T) be able to operate over any Ku-band, geosynchronous satellite(s) that services the 48 contiguous United States. |
| 2.2.5 Operational Area |
| The KU BAND BLOSDD SYSTEM shall (T) be able to operate over any Ku band geosynchronous satellite that covers the geographical area depicted in Performance Specifications Figure 3, below, where the inner contour depicts our minimum required Ku band coverage area, and the outer contour depicts expanded areas of desired coverage. |
| 2.2.6 System Compatibility |
| The KU BAND BLOSDD SYSTEM outputs shall (T) be compatible with existing CBP/DHS networks such as CBP OneNet and associated routing and display equipment already installed in CBP OAM designated P-3 and DHC-8 aircraft and ground operating facilities. |
| 2.2.7 Built-In-Test (BIT) |
| The KU BAND BLOSDD shall (T) have Built-in-Test (BIT) capability. |
| 2.2.7 Built-In-Test (BIT) |
| GO/NOGO BIT data shall (T) be available to operators. |
| 2.2.7 Built-In-Test (BIT) |
| The BIT capability should (O) isolate detected problems to the LRU level with at least 66% (T), reliability. |
| 2.2.7 Built-In-Test (BIT) |
| The BIT function should (O) have a false alarm rate of no more than 5%(T) calculated by the formula: |
False alarm rate = (BIT alarms not confirmed by maintenance) / total alarms X 100%
| 3.1.1 Functional KPPs |
| The KU BAND BLOSDD SYSTEM shall (T) be used to transmit, continuous, standard resolution imagery with embedded metadata in real-time from the aircraft platform, via a satellite transponder (assuming adequate satellite footprint coverage – see Performance Specifications Figure 3), to the operations center for display purposes. |
| 3.1.1 Functional KPPs |
| The KU BAND BLOSDD SYSTEM shall (T) be used to transmit single frame imagery at the highest resolution possible, with embedded metadata, from the EO/IR sensor, to the ground operations centers for exploitation purposes. |
| 3.1.1 Functional KPPs |
| The KU BAND BLOSDD SYSTEM shall (T) be certified and compatible with network security measures defined by FIPS 140-2 Level 2 and data encryption in accordance with NIST Special Publication 800-21. |
| 3.1.2 Other KPPs |
| The KU BAND BLOSDD SYSTEM shall (T) provide an operational availability of 95%. |
| 3.2.1 Mission Envelopes |
| The KU BAND BLOSDD shall (T) be capable of meeting mission objectives while being subjected to aircraft maneuvers of up to 28 degrees stabilize back angles and pitch angles throughout the aircraft flight envelope. |
| 3.2.1 Mission Envelopes |
| The antenna design and installation shall (T) ensure that the KU BAND BLOSDD SYSTEM shall (T) not be masked by aircraft structure for at least 270 degrees (out of 360 degrees) of possible aircraft headings for all bank angles between +/- 28 deg without switching satellites. |
| 3.2.2 Emergency Egress |
| Installed equipment shall (T) not impede rapid egress from the cockpit or cabin area. |
| 3.2.3 Knobs/ Controls |
| The airborne segment of the KU BAND BLOSDD SYSTEM shall (T) have an operator selectable on-off switch. |
| 3.2.3 Knobs/ Controls |
| Component knobs, controls, and switches shall (T) be protected from inadvertent contact that would reset or damage the device. |
| 3.2.3 Knobs/ Controls |
| All knobs/controls shall (T) be properly labeled when installed. |
| 3.2.4 Signs/Placards |
| All safety placards shall (T) be in English and plainly visible. |
| 3.2.4 Signs/Placards |
| Wherever possible, pictograms shall (T) be used in lieu of worded placards. |
| 3.2.5 Cockpit Visibility |
| Any component or subsystem installed in or in the vicinity of the cockpit shall (T) be arranged to give the flight station crewmembers a clear and undistorted view to enable them to safely perform any maneuvers within the operating limitations of the aircraft, including taxi, takeoff, approach, and landing. |
| 3.2.5 Cockpit Visibility |
| All system displays or lights visible from the cockpit or other manned station, shall (T) have a brightness control capability available to the pilot and/or aircrew. |
| 3.2.6 Equipment Accessibility/ Removal |
| All components requiring routine maintenance shall (T) be accessible in no more than 5 minutes, with the exception of antennas covered by radomes, which shall (T) take no more than 30 minutes. |
| 3.2.6 Equipment Accessibility/ Removal |
| The installation design of mission system equipment and line replaceable units, subassemblies and parts shall (T) allow for the easy removal, replacement and adjustment of equipment on-site or in the field by aviation technicians using standard materials, mechanics tools and electronic repair equipment. |
| 3.2.6 Equipment Accessibility/ Removal |
| Access panels and closures shall (T) provide access to components requiring inspection, replacement, calibration and adjustment, as well as to disconnect fittings for ease of maintenance and reduction in maintenance time. |
| 3.2.6 Equipment Accessibility/ Removal |
| The Contractor shall (T) ensure easy entry to compartments that require entrance between scheduled inspections. |
| 3.2.6 Equipment Accessibility/ Removal |
| Connectors shall (T) be mounted to allow for disconnection and reconnection with minimum effort during component removal. |
| 3.2.6 Equipment Accessibility/ Removal |
| Wiring bundles shall (T) be long enough to permit replacement of connectors 3 times without splicing or before replacing the wire bundles and for ease of access to the component for repair/replacement, i.e. a “service loop”. |
| 3.2.6 Equipment Accessibility/ Removal |
| Wiring bundles shall (T) not be hardwired to any equipment or equipment racks. |
| 3.2.6 Equipment Accessibility/ Removal |
| Connector dust caps and panel covers shall (T) be provided to protect the connectors when equipment is not installed. |
| 3.2.6 Equipment Accessibility/ Removal |
| Built-In-Test features shall (T) be included. |
| 3.2.6 Equipment Accessibility/ Removal |
| Any modification to the pressure vessel, exterior doors or access panels shall (T) be certified by an aviation engineer and may require FAA certification depending on the aircraft type. |
| 3.2.7 Electrical System |
| Electrical AC and DC power requirements for any equipment being installed on OAM aircraft, whether for test and evaluation or permanent install shall (T) be compatible with existing power generation and distribution equipment. |
| 3.2.7 Electrical System |
| Equipment installation shall (T) be done in a manner that is consistent with the electrical power priority system onboard the aircraft. |
| 3.2.7 Electrical System |
| There shall (T) be circuit protection and a means of disconnection between the equipment and aircraft electrical source. |
| 3.2.7 Electrical System |
| All equipment installed shall (T) comply with MIL-STD-7080, MIL-STD-461F, and certified by an aviation structural and systems engineer. |
| 3.2.8 Instrumentation |
| The BLOS Data Link system shall (T) provide operators with indications of failure or degraded performances which are visible from the cockpit. |
| 3.2.9 Air Conditioning |
| The system shall (T) produce and release no more than 2KW of heat dissipation in the aircraft cabin. |
| 3.2.9 Air Conditioning |
| The external components of the system, including the antenna and antenna control system, shall (T) not require dedicated chilled air or fluid cooling. |
| 3.2.9 Air Conditioning |
| The system shall (T) not require any specific forced air cooling for safe operation throughout the aircraft’s operating environment as specified below: |
Altitude: 0-9000ft MSL (assume electronic equipment is installed in a pressurized cabin)
Ambient air: 40° F (-40° C) to 122° F (+50° C)
| 3.2.10 Power |
| The KU BAND BLOSDD SYSTEM shall (T) be capable of using aircraft power capability without the need to turn off any aircraft systems or any reduction in operational capability |
| 3.2.10 Power |
| The KU BAND BLOSDD SYSTEM shall (T) have a meter indicating the number of hours it has been powered and operational. |
| 3.2.11 Spectrum Certification |
| KU BAND BLOSDD SYSTEM equipment installed in OAM aircraft shall (T) be subject to all applicable FCC and ITU mandates and shall (T) be processed through the National Telecommunications and Information Administration (NTIA) spectrum certification procedures by the manufacturer / Contractor. |
| 3.2.11 Spectrum Certification |
| The system shall (T) have an Interdepartment Radio Advisory Committee (IRAC) document number to validate the system has been certified |
| 3.2.11 Spectrum Certification |
| The KU BAND BLOSDD SYSTEM shall (T) be fully compliant with Federal Communications Commission (FCC) requirements, Part 25, identified in Section 25.134 for power density, Section 25.209 for antenna performance in azimuth and Section 25.222 for EIRP off-axis copolarization spectral density, off-axis cross-polarization spectral density and pointing accuracy requirements in conformance with two degree satellite spacing. |
| 3.2.12 Frequencies |
| The KU BAND BLOSDD SYSTEM shall (T) be capable of operating in the Ku band range of 10.95-14.5 Giga Hertz (GHz) in accordance with the formal definition of radar frequency band nomenclature in Institute of Electrical and Electronic Engineers (IEEE) Standard 521-2002. |
| 3.2.12 Frequencies |
| The signal interface with the aircraft GFE shall (T) be at a minimum 10/100BASET RJ45 connector |
| 3.2.13 Data Rates |
| The terminal shall (T) have easily configurable independent transmit and receive data rates |
| 3.3.1 Operational Temperature Extremes |
| Components of the KU BAND BLOSDD SYSTEM shall (T) be capable of meeting mission objectives in ambient air temperatures between -40° F (-40° C) to 122° F (+50° C) for daily cycle (air temperature outside shelters with solar load of 355 BTU/sq. ft/hr). |
| 3.3.2 Operational temperature Shock |
| The KU BAND BLOSDD SYSTEM equipment shall (T) not suffer damage or subsequently fail to meet mission objectives when subjected to abrupt temperature changes (more than 20° C within 1 hour) between -40° F (-40° C) to 122° F (+50° C). |
| 3.3.3 Humidity |
| The KU BAND BLOSDD SYSTEM and maintenance equipment shall (T) be capable of meeting mission objectives and sustain no physical damage during and after prolonged exposure to extreme high humidity levels for hot and basic categories as encountered in tropical areas as defined in MIL-STD-810G. |
| 3.3.4 Fungus |
| The KU BAND BLOSDD SYSTEM shall (T) not show evidence of deterioration and remain operable and storable when exposed to fungi in the humid, warm conditions defined in MIL-STD-810G. |
| 3.3.5 Salt Fog |
| The KU BAND BLOSDD SYSTEM shall (T) be capable of meeting mission objectives and not sustain any physical or functional damage during and after exposure to salt fog in marine environments as defined in MIL-STD-810G. |
| 3.3.6 Blowing Sand and Dust |
| The KU BAND BLOSDD SYSTEM shall (T) be capable of meeting mission objectives and shall (T) be protected against and resistant to the degrading effects during and after exposure to sand and dust particles of all expected operating and storage environments as defined in MIL-STD-810G. |
| 3.3.7 Rain |
| The KU BAND BLOSDD SYSTEM shall (T) be capable of operating in and meeting mission objectives when exposed to precipitation measuring 12.5mm (T) per hour for one hour with a 2.25mm mean droplet size, with a Standard Deviation of 0.77mm. as defined in MIL-STD-810G. |
| 3.3.8 Vibration and Shock |
| The KU BAND BLOSDD SYSTEM shall (T) not suffer physical or functional damage and meet mission objectives when subjected to the vibration and shock limits of the P-3 and DHC-8 aircraft as defined in MIL-STD-810G. |
| 3.4.2 Link Performance |
| Under peak coverage conditions, the link shall (T) be able to operate at 1.5 Mbps full duplex information rate (T) with a goal of 2 Mbps (O) at a bit error rate of better than or equal to 10-7 and an annual link probability of 99.5% with minimized spectral spreading. |
| 3.4.2 Link Performance |
| In the CONUS edge and beam edge scenarios, the Contractors shall (T) specify the maximum data rate achievable using the same bandwidth or power equivalent bandwidth (PEB) as the peak case. |
| 3.4.3 Ground Terminal |
| The KU BAND BLOSDD shall (T) be capable of being received at DHS facilities, either directly or through a Contractor facility. |
| 3.4.3 Ground Terminal |
| The Contractor shall (T) be responsible for installation, testing and commissioning of the ground terminal. |
| 4.0 Maintainability Requirements |
| The installation design of mission equipment, subassemblies, LRUs and parts shall (T) allow for removal, replacement and adjustment of equipment on-site or in the field by aviation maintenance technicians using standard material, mechanics tools and electronic repair equipment. |
| 4.0 Maintainability Requirements |
| LRUs shall (T) be replaceable without removing other sub-items with the exception of the antenna radome. |
| 4.0 Maintainability Requirements |
| LRUs with the same part number shall (T) be fully interchangeable. |
| 4.0 Maintainability Requirements |
| Interchange of system LRUs, as part of a maintenance action, shall (T) not require manual adjustment or calibration to be performed. |
| 4.0 Maintainability Requirements |
| Handles and lifting aids to assist with both manual and mechanical handling of the LRUs shall (T) be included. |
| 4.0 Maintainability Requirements |
| All labels shall (T) be easily read and properly oriented when the LRU is in its normally installed position. |
| 4.1 Mean-Time-to-Repair |
| The KU BAND BLOSDD SYSTEM Mean-Time-to-Repair (MTTR) shall (T) be in a range from 1.0 to 2.0 hours, depending on aircraft configuration. The MTTR assumes a two level maintenance concept, with the repair actions being LRU removal and replacement at the organizational level. |
| 4.1 Mean-Time-to-Repair |
| The MTTR shall (T) be defined as the time required to diagnose and isolate faults using BIT and troubleshooting technical manuals, perform the LRU removal and replacement, and to perform the system check out. |
| 4.2 Accessibility Requirements |
| All avionics and electrical components requiring routine maintenance shall (T) be readily accessible. |
| 4.2 Accessibility Requirements |
| The installation design of mission system equipment and line replaceable units, subassemblies and parts shall (T) allow for the easy removal, replacement and adjustment of equipment on-site or in the field by aviation maintenance technicians using standard material, mechanic’s tools and electronic repair equipment. |
| 4.2 Accessibility Requirements |
| Access panels and closures shall (T) provide access to components requiring inspection, replacement, calibration and adjustment, as well as to disconnect fittings for ease of maintenance and reduction in maintenance time. |
| 4.2 Accessibility Requirements |
| Access to compartments that require entrance between scheduled inspections, other than those required to replace a component due to malfunction, shall (T) provide easy entry. |
| 4.2 Accessibility Requirements |
| Connectors shall (T) be mounted and keyed to allow for disconnection and reconnection with minimum effort during component removal. |
| 4.2 Accessibility Requirements |
| Wiring bundles shall (T) be long enough to permit replacement of connectors at least three times without splicing or before replacing the wire bundles. Wiring bundles shall (T) not be hard wired to any equipment or equipment racks. |
| 4.2 Accessibility Requirements |
| Built-In-Test features shall (T) be included. |
| 4.3 Special Maintenance Tools |
| The Contractor shall (T) ensure that any maintenance to the KU BAND BLOSDD SYSTEM does not require any specialized maintenance tools. |
| 4.4 Ground Servicing Requirements |
| Maintenance of the KU BAND BLOSDD SYSTEM shall (T) not require unique Contractor tools or maintenance procedures and must be compatible with standard routine schedule maintenance time frames. |
| 5.0 Testing Requirements |
| The Contractor shall (T) be responsible for planning and executing all functional verification and regression tests. |
| 5.0 Testing Requirements |
| The Contractor shall (T) prepare and submit to the COTR ground and flight test plans that outline the tests to be conducted no later than 60 days prior to the scheduled aircraft acceptance test. |
| 5.0 Testing Requirements |
| The functional tests shall (T) verify the basic KU BAND BLOSDD SYSTEM performance as specified in this document. |
| 5.0 Testing Requirements |
| . The regression tests shall (T) re-affirm aircraft design and modification integrity and to ensure that no degradation of other onboard avionics and electronic equipment performance has been caused by innate incompatibilities or inadequate manufacturing and/or installation techniques. |
| 5.1 Contractor Tests |
| Contractor tests shall (T) consist of ground and flight tests of installed or modified equipment in accordance with the specified test plans and procedures to be developed by the Contractor. |
| 5.1 Contractor Tests |
| Test procedures shall (T) be sufficient to demonstrate that the aircraft, aircraft modifications and all mission system installations and modifications meet or exceed all specification requirements and all FAA criteria required for certification of the DHC-8. |
| 5.1.1.1 Mission Equipment Ground Tests |
| The Contractor shall (T) conduct engineering evaluation and ground acceptance tests on all systems installed or modified as a result of this installation. |
| 5.1.1.1 Mission Equipment Ground Tests |
| Installation ground checkout procedures provided with all equipment shall (T) be used for testing of the specific equipment. |
| 5.1.1.1 Mission Equipment Ground Tests |
| Ground checks of the mission equipment shall (T) be performed in accordance with the applicable technical manual or Contractor's manuals. |
| 5.1.1.1 Mission Equipment Ground Tests |
| The Contractor shall (T) develop test plans for any equipment lacking an existing manual technical/installation manual or operational checkout procedure. |
| 5.1.1.2 EMI/EMC Testing |
| Upon completion of the modification and equipment installation and prior to system flight tests, the Contractor shall (T) perform an EMI/EMC source and victim test |
| 5.1.1.2 EMI/EMC Testing |
| Physical masking and antenna pattern distortion due to the radome and support structure on the AEW P-3 shall (T) not be considered interference unless that masking or distortion shall (T) prevent operation over an azimuth of more than 30 degrees for any elevation angle, as referenced from the KU BAND BLOSDD SYSTEM antenna. |
| 5.1.2.1 Aircraft Flight Tests |
| The Contractor shall (T) demonstrate to Government representatives that the aircraft with KU BAND BLOSDD SYSTEM installed, shall (T) satisfactorily meet all of the criteria outlined in the CBP Flight Manual (P-3) and the FAA-approved (DHC-8) Flight Manual including requisite supplements and shall (T) satisfactorily perform all of the mission profiles under the conditions outlined in this performance specification and the approved flight test plan. |
| 5.1.2.1 Aircraft Flight Tests |
| Flight testing of the aircraft shall (T) verify that the system design, performance, mission system installation and workmanship meet acceptable industry standards and do not compromise the integrity of the aircraft. |
| 5.1.2.1 Aircraft Flight Tests |
| Functional demonstrations of the mission systems and their functions shall (T) also be accomplished as part of the flight acceptance testing. |
| 5.1.2.2 Flight Test Support |
| All aircraft and mission system flight testing shall (T) be accomplished at CBP facility designed by the COTR. |
| 5.1.2.2 Flight Test Support |
| The Contractor shall (T) provide pre-flight and post-flight support of the KU BAND BLOSDD components. |
| 5.1.2.2 Flight Test Support |
| The Contractor shall (T) each provide a KU BAND BLOSDD SYSTEM operator for all in-flight activities. |
| 5.1.2.2 Flight Test Support |
| Test support requirements shall (T) be presented to the COTR for review and approval no later than 60 days prior to the installation of the KU BAND BLOSDD SYSTEM on the aircraft. |
| 5.2 Acceptance Tests |
| The formal acceptance test of the aircraft modified with the KU BAND BLOSDD SYSTEM shall (T) consist of a comprehensive Functional Check Flight syllabus combined with a functional checkout of the KU BAND BLOSDD SYSTEM itself. |
| 5.2 Acceptance Tests |
| The Contractor shall (T) have the option of providing fly-along observers or ground station observers to assist in the testing. |
| 6.0 Verification |
| The test and verification plan shall (T) be developed by the KU BAND BLOSDD SYSTEM Contractor in alignment with the contract and approved by CBP. |
| 6.0 Verification |
| The Government shall (T) have the final determination as to the specific responsibilities for conducting, all verifications and tests required herein. |
| 6.2.1 Design |
| Where practical, the Contractor shall (T) independently verify individual KU BAND BLOSDD SYSTEM elements prior to being included as part of the total KU BAND BLOSDD SYSTEM. For all COTS/GOTS elements of the KU BAND BLOSDD SYSTEM, documented analysis of the performance in service, with satisfactory findings, will serve as adequate proof of compliance for specific, comparable requirements. |
| 6.2.2 First Article Inspection |
| If such an inspection is performed, the results shall (T) be documented by the Government and a copy provided to the Contractor for action as necessary. |
| 6.3 Test Plans, Methods, and Procedures |
| Documentation of the results from all verification activities shall (T) be provided by the organization executing the verification process. |
| 6.4.1 Electromagnetic Environmental Effects (E3) Requirements |
| The KU BAND BLOSDD SYSTEM, as installed, shall (T) be verified to meet the requirements of Section 3.3 Environmental Performance in the KU BAND BLOSDD Performance Specification. Verification methods and requirements are to be defined in accordance with the provisions of this specification and the specific performance requirements defined in MIL-STD-461. |
| 6.4.2 Electromagnetic Environmental Effects (E3) Facilities |
| DHS shall (T) determine the most cost effective facility to perform the subject tests and will incorporate such data into the program Integrated Master Schedule and the Master Test Plan. |
| 6.4.3 COTS and NDI |
| Any waivers to these requirements that might requested by the Contractor to support the selection of COTS or GOTS components shall (T) be submitted to the Government disposition at least 60 days prior to the start of verification activities. |
| 7.1 Technical Manuals |
| The Contractor shall (T) provide technical manuals and supplements for the added equipment that contain sufficient scope of text written to the depth necessary to operate, test, and maintain the equipment represented in this contract. |
| 7.1 Technical Manuals |
| The Contractor shall (T) make all of the required manuals available to the COTR for review and approval 60 days prior to delivery of the system. |
| 7.1 Technical Manuals |
| All manual updates shall (T) be automatically distributed to the COTR within 30 days of receipt/publication. |
| 7.1 Technical Manuals |
| The Contractor shall (T) provide two hard copies and one CD ROM set of the following manuals: |
a. Quick reference handbooks
b. Operating data manuals
c. Weight and balance manuals
d. Pilot and sensor operator checklists
e. Mission systems maintenance manuals
f. Troubleshooting charts/guides for installed mission avionics and equipment
g. Mission systems illustrated parts breakdown (IPB)
h. Sensor operator manual
i. Mission system electrical and mechanical drawings
| 7.1.1 FAA-Approved Flight Manual |
| Any changes to the FAA-approved flight manual due to modifications shall (T) be furnished to the Government by the Contractor and incorporated, as required. |
| 7.1.1 FAA-Approved Flight Manual |
| All performance charts shall (T) be updated to reflect the performance of the aircraft with the KU BAND BLOSDD SYSTEM installed. |
| 7.1.1 FAA-Approved Flight Manual |
| Five hard copies of the system manual and five hard copies of checklists shall (T) be delivered with the first system. |
| 7.1.2 Maintenance Manuals |
| The Contractor shall (T) furnish any changes to the maintenance manuals as a result of modifications. The maintenance manual shall (T) include the following: |
a. Wiring diagrams for avionics installations
b. Wiring diagrams for all other electrical installations
c. Spare parts catalog
d. Operating, troubleshooting charts/guides and maintenance manuals for all CFE avionics and mission equipment
e. KU BAND BLOSDD SYSTEM support plan
