META_Requirements.pdf

Multi-Engine Training Aircraft (META)

Requirements Information

01/16/2020

***THIS DOCUMENT IS FOR INFORMATION AND/OR PLANNING PURPOSES ONLY***

DISTRIBUTION A. Approved for Public Release. Distribution unlimited.

NOTE:

This document is for information only. This DOCUMENT is for information gathering and/or internal planning purposes only. With this information and question list submittal, it serves the purpose of generating dialog during the META Industry Day open forum and subsequent one-on-one meetings that day.

SUMMARY

The Naval Air Warfare Center Training Systems Division (NAWCTSD), The Naval Air Systems Command (AIR 4.0M), at the direction of the Naval Undergraduate Flight Training Systems Program Office (PMA-273), is conducting a Decision Support Analysis (DAS) to identify potential solutions. The Industry Day open forum and one-on-one verbal dialog will also assist in the requirements generation process, development of the acquisition strategy and budgetary submission. Each alternative currently comprises of three component capabilities: (1) A Multi-Engine Training Aircraft, (2) An Unit Training Device (UTD) and (3) an Operational Flight Training (OFT) Device. Material alternatives may include upgrades to existing systems, modifications to existing training aircraft, and new design systems. Appropriate multi-engine training media (i.e. simulator) is to be incorporated and developed as part of the material solution/concept.

1.0 BACKGROUND

Strategic planning by PMA-273 and Air Warfare, Office of the Chief of Naval Operations (OPNAV N98) has established future utilization projections for the T-44. Such rates, when compared to service life predictions highlight a potential shortfall of flight hours capability around the 2025 timeframe. Hence the urgency to plan for an advanced Navy multi-engine training capability now, given the normal acquisition timelines associated with development of new or upgraded systems.

2.0 CAPABILITY REQUIREMENTS

A multi-engine training capability is required to provide advanced training for the United States Navy (USN) and United States Marine Corps (USMC). The T-44 currently supports Chief of Naval Air Training (CNATRA’s) T- 44 Multi-Engine Flight Instructor and Transition Curriculum (i.e. CNATRAINST1542.153C), T-44C Advanced Multi-Engine MPTS (i.e. CNATRAINST 1542.168), T-44C Multi-Engine Flight Instructor (i.e. CNATRAINST 1542.170), and T-44C Intermediate E-2/C-2 MPTS syllabi (i.e. CNATRAINST 1542.175).

The USN pilot training programs will utilize both ground and flight training systems as part of an integrated solution to support intermediate and advanced multi-engine training events, to include simulators (i.e. multi-engine training media) and/or multi-engine training aircraft. Modernization efforts affecting the complexities of the Navy’s multi-engine aircraft fleet will likely drive needs to alter and/or re-balance training objectives supported by trainer aircraft and/or simulator hardware.

A summary of the aircraft training system capability requirements is provided in Table 1.

Table 1

Capability Requirement Name/Number

Operational Attribute/Metric

Initial Objective

Human Engineering

Cockpit Aircrew anthropometric accommodation representative of fleet aircraft. Two-seats, side-by-side arrangement with a jump seat behind the two. All seats will allow for associated survival equipment compatible with (current) USN Aviation Life Support System (ALSS) flight gear.

Cockpit Configuration

Operationally Flown from either cockpit seat, including all actions necessary to safely recover the aircraft.

Cabin Configuration

The ability for the two pilot seats and two crew seat directly behind the pilot seat to have the following independent abilities; optionally monitor radio and

NAVAID, adjust volume of Internal Communication System (ICS)

Power Plant Engine Twin engine, non-centerline thrust, capable of simulating single engine operations

Air Vehicle (AV) Performance

Range of Action

Air Vehicle (AV) Performance Avionics

Crew Load 2 aircrews, 3 passengers 200 lbs. of baggage

Single Engine Rate of Climb(4)

Critical Field Length (ft.)(5)

Stall Characteristics(6)

Adequate airframe buffet warning provided in landing configuration

Starting Instruments and Navigation

Radar Altimeter, INS/GPS, Auto-pilot, Tactical Collision Avoidance System (TCAS), RNAV Terminal, RNAV (GPS) Approaches, and Instrument Landing System (ILS) Category 1.

Avionics Interoperability

Identification Identify Friend or Foe (IFF) Controls and Displays

Integrated Digital Cockpit Displays

Controls and Displays Mission Systems

Weather Radar

Communications Two VHF/UHF dual-band radios and Inter- Communication System (ICS) for pilot communications.

Supportability Usage Rate (flying hours per year)(8)

Supportability Sustainment

Fatigue Life (flight hours)

Size, Weight, Power and Cooling (SWaP- C)

Sustainment Ground Based Training System

(GBTS)

GBTS

Configuration Fidelity

A GBTS with complete and dimensionally accurate layout and features to represent cockpit and flying characteristics of a Design Basis Aircraft.

GBTS Motion Acuity

Ground Based Training System

(GBTS)

GBTS Visual Acuity

Operational Flight Trainer (OFT) Wide field of view visual image generation and display system with a terrain and object data base to include accurate and relative aircraft sizing, shape, features, angle off, aspect angle and closure rates.

GBTS Visual Acuity

Table 1. META Capability Requirements and Gaps/Overlap

Notes:

(1) Mission mid-point with 3 crew and 200 lbs baggage, with maximum continuous power, at altitude for maximum speed

(2) At the maximum takeoff weight

(3) 100 feet per minute rate of climb at design mission mid-point with 3 crew and 200 lbs baggage, with propeller feathered on inoperative engine and maximum continuous power on the other engine, with flaps and landing gear retracted

(4) At design mission take-off gross weight at sea level under MIL-STD-210A, Hot Day (103° F) conditions.

with propeller feathered on inoperative engine and take-off power on the other engine, with flaps in the takeoff position, with landing gear extended

(5) Design mission take-off gross weight at sea level under MIL-STD-210A, Hot Day (103°F) conditions, no wind, brakes only

(6) In landing configuration at maximum landing weight

(7) Hot Day refers to Hot Daily Cycle during day light hours referenced in MIL-HDBK-310

(8) On average there will be 30 Ready For Training (RFT) aircraft per day, 69 sorties, and 137 flight hours per day, with 237 flight days per year

The Navy META sustainment concept also seeks to reduce ownership, operation, and support costs while increasing availability, if possible, when compared to the current T‐44 fleet.

The Navy utilizes three (3) levels of maintenance, Organization, Intermediate, and Depot. The optimal maintenance concept/sustainment strategy will be determined through the Product Support Analysis and the Supportability Analysis process. These processes are outlined in the TA-STD-0017 Product Support Analysis and the GEIA-HB-0007 Logistics Product Data Handbook.

The following are Mission Profiles CNATRA’s currently conducts as part of its student curriculum.

Mission Profile #1 (Design Mission) Mission 1– Cruise to Mission Training, Descent for Extended Landing Pattern Training

SEGMENT FUEL TIME DISTANCE SPEED ALTITUDE THRUST

SETTING

Take-Off 5 minutes at maximum continuous power at installed, sea level static conditions with all engines operating (3 crew and 200 lbs. payload) Climb Max ROC Max

Continuous High Work Loiter 1.5 hours No Credit Max Range 15,000 ft.(1) No Credit Descent No Credit No Credit To 1,000 ft.

Holding Pattern Loiter 1.75-2.5 hours(2) No Credit Max Range 1,000 ft.

No Credit to Landing To Sea level Taxi Shut Down 5 mins No Credit Sea Level Ground Idle Reserve Fuel Allowance 5% initial usable fuel(3)

20 mins No Credit

Max Endurance

Sea Level

(1) Cruise alt no less than 15,000 and not greater than cruise ceiling (300 ft./min climb potential)

(2) This Segment captures a period of time in the holding pattern and with 32 or more touch and goes per flight with two Student Pilots and one

Instructor Pilot. Vary the time on this leg to finish the mission with zero fuel.

(3) Reserve fuel is 5% of initial useable fuel and fuel required for 20min loiter at sea level at max endurance plus all engines operating.

(4) Maximize the distance on the Cruise legs so that the Reserve leg the aircraft has zero fuel.

Mission Profile #2 Mission 2 – Max Range Mission

SEGMENT FUEL TIME DISTANCE SPEED ALTITUDE THRUST

SETTING

Take-Off 5 minutes at maximum continuous power at installed, sea level static conditions with all engines operating (3 crew and 200 lbs. payload) Climb Min Time to Climb To Optimum Cruise

Intermediate

Cruise out Maximize Distance(4)

Optimum Cruise

Optimum Cruise Alt

Descent to Landing None None No Credit End Cruise to Sea Level

Reserve Fuel Allowance 5% initial usable fuel(2)

20 mins No Credit Max Endurance

Sea Level

Mission Profile #3

Mission 3 – One Touch and Go Evolution

SEGMENT FUEL TIME DISTANCE SPEED ALTITUDE THRUST

SETTIN

G

Approach Starting Condition is 50 % fuel, 3 crew, 1,000ft and speed 120 KIAS or speed needed for controllable low speed flight.

Descent to touch down 95 KIAS or Controllable landing Speed

Sea Level

Acceleration after Touch down

10 sec Takeoff Speed

Sea Level

Climb Optimum

ROC

To 1,000 ft.

180 deg. Turn 30 deg.

Angle of Bank (AOB)

1,000 ft.

Cruise Downwind 1 min 120 KIAS or Controllable cruise speed

1,000 ft.

180 deg. Turn to Approach

30 deg. AOB Sea Level

Multi-Engine Training Aircraft (META) Questions for Industry Day (4 Feb 2020):

1. What acquisition and execution strategy does your company recommend for META? If applicable, how has previous platform procurements and lifecycle sustainment experience influenced your recommendation?

2. Based on your recommended strategy from question #1, how would an all-inclusive / turn-key services contract play out over the life of the META platform (assuming the Navy owns the platform vs a leasing scenario)?

3. What is your company’s thoughts on the associated aircraft simulator strategy and expertise? In-house development as with the META platform or contracted out with a simulator centric company? Owned or leased by the Navy?

4. What is your company’s throughput capacity for similar META platforms? What about surge capacity reserve?

5. What is your company’s thoughts on the associated training curriculum and training resources?

6. What is your company’s thoughts on providing the Government access to technical data to allow a 100% Government organic depot capability? Also, your thoughts on Government technical reach back partnerships with the OEM.

7. Regarding structural repair, at what point is it required for organizational level maintainers to request and obtain engineering support?

8. What efforts/initiatives has your company demonstrated to not only build a robust trainer but also to reduce the life-cycle support cost of a 30+ year platform.

9. Does your company have a single, standard cabin and avionics suite configuration? How difficult is it to change configuration to meet the Navy’s current configuration requirements (if required)?

10. Does your company produce an aircraft, based on the current configuration requirements that has the ability to shorten landing rollouts (e.g. reverse thrust)?

11. Can your company offer alternate brakes and tires to suit the requirement for above average landings and touch-and-go landings?