Performance_Specification_for_the_ILS_(Attachment_02).pdf

PMA213D-PSCOTSILS-019 RevA Design Activity: CAGE Code 02591 Current Change Control Authority:

CAGE Code 02591 23 August 2016

PERFORMANCE SPECIFICATION

FOR THE

COMMERCIAL INSTRUMENT LANDING SYSTEM (ILS)

Production & Installation

SUBMITTED BY:

Scott Potas

Prepared for and by:

Department of the Navy

Program Manager (PMA-213) 46579 Expedition Drive Expedition IV, Suite 301

Lexi on Park, MD 20653

DATE: 23 August 2016

PMA-213 Fleet Systems Integrated Product Team Lead l/~~ DATE: 7'hf~/(, John Cruz PMA-213 Product Support Manager ( ~w

Distribution Statement C: Distribution authorized to U.S. Government agencies and their contractors Administrative or Operational Use 23 August 2016. Other requests for this document shall be referred to the Program Manager, Naval Air Traffic Management Systems Program Office (PMA-213) Naval Air Systems Command 47123 Buse Road, Building 2272, Patuxent River, MD 20670-1547

J

PERFORMANCE SPECIFICATION

for the

COMMERCIAL INSTRUMENT LANDING SYSTEM (ILS)

Production & Installation

Acquisition Category NON ACAT 23 August 2016

Version 1.1

Distribution Statement C: Distribution authorized to U.S. Government agencies and their contractors Administrative or Operational Use 23 August 2016. Other requests for this document shall be referred to the Program Manager, Naval Air Traffic Management Systems Program Office (PMA-213) Naval Air Systems Command 47123 Buse Road, Building 2272, Patuxent River, MD 20670-1547

For Official Use Only

Table of Contents

1. SCOPE

1.1 BACKGROUND

2. APPLICABLE DOCUMENTS AND ORDER OF PRECEDENCE

2.1 PRECEDENCE OF DOCUMENTS

'3. REQUIREMENTS

3.1 GENERAL

3.2 PERFORMANCE I OPERATIONAL CHARACTERISTICS

3.2.1 ILS INPUT POWER REQUIREMENTS

3.2.1.1 PRIMARY COMMERCIAL ELECTRICAL POWER ............................. ,

3.2.1.2 UNINTERRUPTIBLE POWER SUPPLY (UPS)

3.2.2 ILS REMOTE OPERATION

3.2.3 ILS FREQUENCY

3.3 ENVIRONMENTAL REQUIREMENTS

3.3.1 AMBIENT OUTSIDE TEMPERATURE

3.3.2 HUMIDITY

3.3.3 ALTITUDE

3.3.4 MAXIMUM WIND SPEED

3.3.5 LIGHTNING PROTECTION

3.4 ELECTROMAGNETIC COMPATIBILITY (EMC) REQUIREMENTS

3.5 RELIABILITY

3.5.1 ILS ACHIEVED AVAILABILITY (AA)

3.5.2 MEAN TIME BETWEEN MAINTENANCE (MTBM)

3.5.3 MEAN MAINTENANCE TIME (MMT)

3.5.4 MEANTIME TO REPAIR

3.6 MAINTAINABILITY

3.6.1 PERIODIC INSPECTION AND PREVENTIVE MAINTENANCE

3.6.4 FAULT DETECTION ........................................................................ -

3.6.5 FAULT ISOLATION

3.6.6 FALSE ALARM RATE

Commercial Instrument Landing System (ILS)

Performance Specification

1. SCOPE

The following Performance Specification is developed with the overall intent to purchase commercial Instrument Landing Systems (ILS) for installation at Department of the Navy (DoN) installations.

Ll BACKGROUND

The commercial ILS system will be an all-weather precision approach system that has International Civil Aviation Organization (ICAO) Annex 10 Category II weather minimums. Its purpose is to provide pilots with precise azimuth, glide path, and distance information during the final approach phase of flight. The ILS will be used in conjunction with an airport surveillance radar system to provide a complete Ground Control Approach capability for DoN and other military and civilian aircraft as required.

Several Navy installations have purchased JLS systems to service their respective airfields. The Navy has decided to create a program of record in an effort to provide DoN airfields with a single configuration system and required support and sustainment.

2. APPLICABLE DOCUMENTS AND ORDER OF PRECEDENCE

The following is a list of known documents that will be needed, used and referred to during the performance of the technical and engineering services required by this Performance Specification

2.1 PRECEDENCE OF DOCUMENTS

In the event a conflict arises between the text of this Performance Specification and the references or drawings cited herein, the text of this Performance Specification shall take precedence. Nothing in this Performance Specification, however, shall supersede applicable laws and regulations unless a specific exemption has been obtained.

Reference Documents:

IEC 60038

IEC 62040-3

ICAO Annex 10

NAVAIR 16-1-520

FAA-STD-019e

Standard Voltages Uninterruptable Power Supply (UPS) Topology Volume I: Aeronautical Telecommunications US Standard Flight Inspection Manual Lightning and Surge Protection, Grounding, Bonding and Shielding Requirements for Facilities and Electronic Equipment

3. REQUIREMENTS

3.1 GENERAL

The ILS shall comply with the unrestricted facility classification commissioning flight inspection tolerances for precision approaches as defined in the U.S. Standard Flight Inspection Manual (NA VAIR 16-1-520). The ILS shall meet all requirements as defined in ICAO Annex 10, Volume I, Section 3.1 for Category II ILS approaches.

3.2 PERFORMANCE I OPERATIONAL CHARACTERISTICS

In addition to the above general requirement, in its installed configuration, the ILS shall meet or exceed all requirements in the following paragraphs.

3.2.1 ILS INPUT POWER REQUIREMENTS

The ILS shall be capable of operating from commercial power and an uninterruptible power supply as described in the following paragraphs.

3.2.1.1 PRIMARY COMMERCIAL ELECTRICAL POWER

The ILS shall be capable of operating on either 120/208 V AC 60 Hz 3<D or 230 V AC 50 Hz 3<D power as defined in International Electrotechnical Commission (IEC) 60038.

3.2.1.2 UNINTERRUPTIBLE POWER SUPPLY (UPS)

The UPS shall be a line-interactive type in accordance with IEC 62040-3. The UPS shall be capable of powering the ILS for at least 10 minutes and allow for an orderly shutdown. The UPS shall be located within the ILS shelter.

3.2.2 ILS REMOTE OPERATION

The ILS shall allow for remote operation. The remote operation capability of the ILS shall be up to 10,000 feet.

3.2.3 ILS FREQUENCY

The ILS shall operate within FAA acceptable frequency bands for the localizer and glide slope as specified in Chapter 5 of the National Telecommunications and Information Administration (NTIA) Manual of Regulation and Procedures for Federal Radio Frequency Management.

3.3 ENVIRONMENTAL REQUIREMENTS

The ILS shall meet the environmental requirements shown below.

3.3.1 AMBIENT OUTSIDE TEMPERATURE

Operating Temperature: -25°F to +l 10°F (-32°C to +43°C) Non-Operating Temperature: -28°F to +145°F (-33°C to +63°C)

3.3.2 HUMIDITY

Operating and Non-Operating relative humidity: 0 to 95% non-condensing.

3.3.3 ALTITUDE

Operating and Non-Operating Altitude: -100 feet to 10,000 feet.

3.3.4 MAXIMUM WIND SPEED

The ILS shall be capable of withstanding winds up to 65 knots when operational and wind speed up to 100 knots when non-operational.

3.3.5 LIGHTNING PROTECTION

The ILS shall have integrated lightning protection in accordance with FAA-STD-019e paragraph 4.2.3.

3.4 ELECTROMAGNETIC COMPATIBILITY (EMC) REQUIREMENTS

The ILS shall be compliant with the Electromagnetic Compatibility requirements in accOFdance with FAA-STD-019e paragraph 4.1.4.

3.5 RELIABILITY

3.5.1 ILS ACHIEVED AVAILABILITY (AA)

Achieved Availability is the average expected availability of the design and includes all preventitive and inspection intervals but does not include administrative and logistics delay that is out of the control of a contractor. Typical ILS operational use will be 24 hours per day, 365 days per year for a total of 8760 hours of annual operation. The ILS AA shall be greater than or equal to 0.99.

Achieved availability is measured by the following equation:

Mean Time Between Maintenance (MTBM)

MTBM +Mean Maintenance Time (MMT}

I' ..:

3.5.2 MEAN TIME BETWEEN MAINTENANCE (MTBM)

MTBM is the frequency of Maintenance and is used to determine AA . It is calculated by dividing the total system operating time by the total number of maintenance events during that time period.

Maintenance Events can be as a result of failures that prevent full operation as defined by Mean Time Between Failure (MTBF), or periodic inspections and/or preventative maintenance events.

Failures that are defined by MTBF are those failures that are out of design conditions which place the system out of service and into a state for repair. Failures which occur that can be l~ft or maintained in an unrepaired condition and do not place the system out of service are not considered failures under the MTBF definition. The MTBM shall be sufficient to meet the availability requirement specified in paragraph 3 .5 .1.

3.5.3 MEAN MAINTENANCE TIME (MMT)

Mean Maintenance Time is a measure of the average calendar hours the system is undergoing maintenance. It is a function of the Mean Time To Repair (MTTR) and any Scheduled Maintenance Hours and Inspections identified. Expressed mathematically, MMT is the sum of preventive ·maintenance time and corrective mainteneance time divided by the sum of preventive and corrective maintenance actions during a specific reporting period. The MMT analysis and allocation shall be sufficient to meet the availability requirement in paragraph 3.5.1.

3.5.4 MEAN TIME TO REPAIR

MTTR is calculated by measuring all potential maintenance actions from the time a failure is identified until the system is brought back to a full operational status. MTTR, when expressed mathematically, is the total corrective maintenance time for all failures divided by the total number of corrective maintenance actions for failures during a given period of time. As an example, this would include the time to power down the system, troubleshooting time, removal and replacement of the failed item, system power-up and verification of system repair actions.

3.6 MAINTAINABILITY

3.6.1 PERIODIC INSPECTION AND PREVENTIVE MAINTENANCE

Periodic inspection requirements and preventive maintenance inspections will be sufficient to ensure the system meets the availability requirement specified in paragraph 3.5.1. Time to complete all scheduled maintenance tasks shall not exceed 1 hour per week. The contractor shall provide data to perform the Reliability Centered Maintenance (RCM) analysis and shall provide data for inclusion in generating Maintenance Index Pages (MIPs) and Maintenance Requirement Cards (MRCs).

3.6.4 FAULT DETECTION

The ILS shall have a local maintenance terminal to assist with diagnostics and troubleshooting.

The ILS shall have built-in-test capable of detecting greater than 90% of all detectable faults.

Classifications for what is not a detectable fault shall be defined.

3.6.5 FAULT ISOLATION

The ILS built-in-test shall have isolation capabilities for all detectable faults. The ILS built-in-test shall be capable of isolating to Line-Replaceable-Units (LRU) as shown below:

1 LRU 2: 95% of the time 2 LR Us 2: 97% of the time 3 LR Us 2: 99% of the time

3.6.6 FALSE ALARM RA TE

A false alarm is an indication of a fault where no fault exists. The Mean Operating Hours Between False Alarms (MOHBFA) for the ILS shall be greater than 500 hours.