R2 KC-X SRD - 20070123 - Defense Industry Daily
System Requirements Document (SRD)
for the
KC-X
25 January 2007
653 AESS
Table of Contents
Table of Contents ii
Tables and Figures iii
1 Introduction 2
1.1 Scope 2
1.2 Concept of Operations Summary 2
1.2.1 KC-X Missions 2
1.2.2 Other Associated Aerial refueling Missions 2
1.2.3 Threat Environment 2
2 Applicable Documents 2
3 System Requirements 2
3.1 Air System 2
3.1.1 Natural Environmental Factors 2
3.1.2 Interoperability 2
3.1.3 Civil/Military Communications, Navigation, Surveillance/Air Traffic Management (CNS/ATM) (KPP #3) 2
3.1.4 Human Systems Integration (HSI) 2
3.1.5 System Safety 2
3.1.6 Future Growth 2
3.1.7 Security 2
3.1.8 Electromagnetic Environmental Effects (E3) 2
3.1.9 Operational Suitability 2
3.1.10 Supportability 2
3.2 Air Vehicle 2
3.2.1 Airframe 2
3.2.2 Propulsion System 2
3.2.3 Air Vehicle Application Software 2
3.2.4 Communications/Identification 2
3.2.5 Navigation/Guidance 2
3.2.6 Core Processing 2
3.2.7 Data Display and Controls 2
3.2.8 Survivability (KPP #8, KPP #6) 2
3.2.9 Central Integrated Checkout 2
3.2.10 Auxiliary Equipment 2
3.2.11 Crew Systems 2
3.3 Support Equipment (SE)/Test, Measurement and Diagnostic Equipment (TMDE) 2
4 Requirements Verification 2
5 Acronyms 2
6 References 2
Appendix A KC-X Net Ready Key Performance Parameter A-2
Appendix B KC-X Threat Summary B-2
Tables and Figures
Figure 3-1 - Fuel Offload vs Radius Range 2
Table 3-1 - Anthropometric Characteristics 2
Introduction
1 Scope
This System Requirements Document (SRD) presents the technical performance required for the replacement tanker aircraft (KC-X). This SRD documents the requirements for the replacement of approximately the first third of the tanker fleet. Minimum performance/capability requirements are identified as key performance parameter (KPP) thresholds. All other thresholds/requirements (in the following descending priority order: key system attribute (KSA) thresholds, thresholds, other requirements) and objectives are part of the trade space the bidder can use to define the best value system in the proposed System Specification. For the purposes of this SRD the term “shall” is only mandatory for KPP thresholds.
2 Concept of Operations Summary
1 KC-X Missions
The primary mission of the KC-X is to provide worldwide, day/night, adverse weather aerial refueling (AR) on the same sortie to receiver capable United States (U.S.), allied, and coalition military aircraft (including unoccupied aircraft). AR aircraft (ARA) provide robust, sustained AR capability to support strategic operations, global attack, air-bridge, deployment, sustainment, employment, redeployment, homeland defense, theater operations, and special operations. Secondary missions for KC-X include emergency aerial refueling, airlift, communications gateway, aeromedical evacuation (AE), forward area refueling point (FARP), combat search and rescue, and treaty compliance. ARA may allow for mixing secondary missions in a manner not to significantly impact the primary AR mission. KC-X will accomplish these missions primarily through the aerial refueling of other aircraft and airlift capability, exploiting its adaptability and expeditionary capabilities.
1 Strategic Operations Support. Strategic operations support is a critical operational requirement, and aerial refueling assets are required to support the bomber leg of the nuclear triad. Aerial refueling provides the nuclear-equipped bomber force with the ability to deliver its payload to any location in the world and recover to a suitable reconstitution base. Bombers may also be refueled while holding in orbit areas well beyond the range of adversary missiles or attack aircraft. The bombers can maintain this orbital status until they are directed to fulfill their mission or are recalled. The enhanced offload/range capabilities of the KC-X will increase the range and endurance of bomber and other combat support aircraft (reconnaissance, command and control, etc.), further enhancing their flexibility to strike/reconnoiter distant targets. These same effects are also an indispensable component of the U.S. National Airborne Operations Center by enabling increased on-station times for these aircraft. The KC-X will also be used to support bomber contingency missions enhancing the sustainability of these missions. With aerial refueling, longer-range/longer duration reconnaissance and intelligence gathering missions provide commanders a decisive information edge over the enemy. Operations in this arena dictate the need for protection from electro-magnetic pulse (EMP) and other environmental threats to enable mission completion.
2 Global Attack Support. Aerial refueling provides strike and reconnaissance platforms the ability to reach any target globally without relying on intermediate basing locations. The effect of being able to rapidly and directly strike targets in distant locations and recover to safe areas, especially for missions originating in the Continental U.S. (CONUS), would be enhanced by the extensive communication and navigation systems of the KC-X. Global attack support missions highlight the KC-X’s key role in Air and Space Expeditionary Force (AEF) employment, demonstrating adaptability to support the full range of operations from CONUS-based bomber strike support to humanitarian/peacekeeping airlift support, whether conducted in exercise or real-world environments.
3 Air Bridge Support. An air bridge creates an airborne line of communication linking CONUS and a theater, or any two theaters. Aerial refueling enables accelerated air bridge operations since enroute refueling stops are reduced or eliminated. It reduces reliance on forward staging bases, minimizes potential en route maintenance delays, enhances security, and enables airlift assets to maximize their payloads. These effects hinge on the increased communication, navigation, and world wide-compliant capabilities of the KC-X. Enhanced reliability of the KC-X would allow for more efficient air bridge support.
4 Deployment Support. In parallel with air bridge support, the KC-X can extend the range of deploying combat and combat support aircraft, allowing them to fly nonstop to an area of responsibility (AOR) or joint operating area. The outcome is an increase in the deterrent effect of CONUS-based forces and rapid response to regional crises. The capability of air assets to fly nonstop to a theater may eliminate the need to obtain landing or overflight rights from foreign countries that may want to remain neutral in a given conflict, obviating political limitations on force deployment and enhancing the security of deploying forces. Significant increases in the efficiency of airlift operations enable the direct delivery of personnel and materiel and enable the successful execution of the AEF concept.
5 Theater Support to Combat Air Forces. Intratheater aerial refueling enables fighter aircraft to increase their range, persistence, and flexibility, allowing them to carry a larger payload on initial takeoff by decreasing the amount of initial fuel required, thereby multiplying their combat force and combat efficiency. Aerial refueling also increases the endurance of air combat support assets, negating extensive regeneration periods between sorties. The effects of extending persistence/endurance are a reduction in the number of sorties required, a decrease in ground support requirements at forward locations, and a possible reduction in the number of aircraft deployed to an AOR. The overall effect of continuous engagement is enabled by this mission. Theater-based aerial refueling assets also enhance the security of combat and combat support air assets by allowing them to be based beyond the range of adversary threats. The KC-X’s increased offload capability and enhanced self-protection will enable it to operate closer to the battlespace, significantly enhancing this mission critical function, and its increased reliability could decrease the number of tankers required, providing a boost to the force management options of the combatant commanders. The added capability to transition from boom to drogue aerial refueling while airborne is a significant enhancement to the flexibility of the ARA fleet in supporting U.S. joint and allied/coalition forces. Aerial refueling operations are also an essential element of homeland defense, enabling extended persistence for air defense aircraft and permitting larger cargo loads for CONUS-operating airlift aircraft. Homeland support could include activating the deployment support, theater refueling support, Special Operations Force (SOF) support, emergency aerial refueling support, and airlift missions described above within the CONUS, employing all the advanced capabilities envisioned for the KC-X.
6 Special Operations Support. Aerial refueling enables the SOF to maintain a long range operating capability. Successful mission completion requires special equipment, including a night vision imaging system (NVIS) capability and enhanced communication suites, specialized crew training, and modified operational procedures. The increase in the KC-X’s capabilities in navigation, communication, situational awareness and formation compatibility with receiver night vision devices will positively affect the successful completion of SOF support missions. Enhanced reliability may decrease the numbers of KC-X required to support these missions, resulting in a decreased footprint and enhanced security.
2 Other Associated Aerial refueling Missions
1 Emergency Aerial Refueling. Some aerial refueling aircraft will be kept on ground or airborne alert to provide short-notice support for airborne fuel emergencies. Fuel emergencies can result from missed refuelings, enroute winds greater than planned, battle damage, or excessive time engaged with adversary aircraft or targets. Ground spare aircraft are maintained in various stages of readiness depending on mission requirements. Airborne spare aircraft consist of one or more tankers that accompany the aerial refueling formation, but do not participate in any aerial refueling unless required to do so. The effect of shortened response time for alert launches and increased capabilities in communication, navigation and situational awareness of the KC-X enhance the ability to perform this time constrained mission.
2 Airlift. Refueling platforms act as augmentation to the airlift fleet. This capability is most important during the deployment phase when airlift requirements are highest and requirements for theater support refuelings are the lowest. In addition, tanker units deploying to a theater or en route location may typically airlift most of their own support requirements under the integral tanker unit deployment concept. This concept allows tanker units to have key supplies, equipment and personnel on hand as soon as they arrive at their deployed location, affecting an immediate start of aerial refueling operations, and relieves the air transportation system of a portion of their requirements. The KC-X’s enhanced capabilities for range, payload, navigation, communication, are key to this mission.
3 Aeromedical Evacuation (AE). The flexibility of the KC-X is again highlighted by its capability to conduct the AE mission, enhancing the capability to safeguard the force by reducing the time required to receive advanced medical care. Short response time and enhanced navigation, communication and situational awareness are all mission enablers.
4 Combat Search and Rescue (CSAR). Tanker aircraft provide a limited capability to assist in CSAR operations as a communications and coordination link between airborne and ground-based elements. This capability derives from the KC-X’s increased long endurance characteristics and organic communications suite. KC-X can be concurrently tasked with refueling fighter/bomber aircraft remaining on-station for CSAR support, affected by its enhanced aerial refueling capabilities to refuel receptacle or probe-equipped receivers on the same sortie.
5 Forward Area Refueling Point (FARP). KC-X may be used to ferry fuel to FARPs in support of ground and air operations at suitable airfields. This capability may alleviate the load on the airlift fleet during the most stressful phase of deployments. Using FARP procedures, the aircraft should be able to offload fuel on the ground to other aircraft or bladders. To fully exploit FARP capability, the KC-X would require defensive systems and NVIS. Enhanced performance capabilities may enable operations into previously inaccessible airfields. FARP operations will be carried out using the aircraft single point receptacles, the boom, or the probe-and drogue system.
3 Threat Environment
Mission requirements dictate that the KC-X be capable of operating from worldwide locations day and night. The KC-X may operate in chemical and biological environments, and it will also be threatened by information/electronic warfare to include the possibility of an EMP. The KC-X will operate in a medium threat environment. The KC-X will not operate in an area of a known high threat envelope without requesting suppression of enemy air defenses and air support.
1 Threats. AR is a worldwide mission and therefore a wide range of threats are applicable to it, including chemical and biological environments, and threats such as a strategic or tactical use of EMP. Directed energy weapons represent an emerging threat to the KC-X and include lasers and radio frequency weapons that could pose a threat primarily during ground operations and during takeoff and landings. The most likely threat elements are electro-optical, radar and infrared (IR) surface-to-air-missiles (including man portable air defense), antiaircraft artillery, and counter air aircraft. The most stressing threats are long range radio frequency (RF) surface to air missiles and long range RF air-to-air missiles. Based upon the worldwide proliferation of threat systems, tankers are no longer able to simply avoid hostile environments.
2 Asymmetric Threats. Future adversaries may adopt asymmetric methods across selected domains against areas of perceived U.S. vulnerability and will disregard the law of armed conflict as we understand it to increasingly challenge us in non-traditional areas. There are four distinct security environment challenges that the Department of Defense (DoD) has identified for the future: traditional, irregular, disruptive and catastrophic. The KC-X will have to deal with all four of the challenges of this emerging security environment. The KC-X will be instrumental in achieving/maintaining the capability to respond rapidly and with minimal warning. Terrorism and sabotage represent potential dangers, particularly to aircraft operating overseas and out of civilian airports. Information warfare tactics and systems pose the major threat to electronic systems on the KC-X. Denial of navigation and information systems data by radio frequency jamming, signal spoofing, and emitter detection and monitoring could jeopardize mission safety. Some avionics systems could be vulnerable to information attack such as insertion of false data and malicious software codes. Increased reliance on commercial off-the-shelf components may increase susceptibility to such attacks unless adequate security measures are in place.
3 Threat Details. For detailed threat information, see the KC-X Threat Summary Appendix.
Applicable Documents. See section 6.
System Requirements
1 Air System
1 Natural Environmental Factors
1 This aircraft (to include all military modifications) shall be capable of operations, maintenance and short-term storage in the intended military operational environment.
2 The KC-X shall operate without degradation in all altitude, vibration/shock, electromagnetic interference, cabin altitudes, humidity, sand/dust, blowing sand, and saltwater-laden breezes that the tanker may be exposed to in flight or on the ground.
2 Interoperability
To enhance interoperability, all aircraft equipment, including avionics, fuel, and electrical power shall be common with Air Force (AF), Joint, North Atlantic Treaty Organization (NATO), and other applicable standards where possible and practical.
3 Civil/Military Communications, Navigation, Surveillance/Air Traffic Management (CNS/ATM) (KPP #3)
1 The aircraft shall be capable of worldwide flight operations at all times in all civil and military airspace at time of aircraft delivery, including known future CNS/ATM requirements (THRESHOLD, KPP #3).
2 The aircraft shall be capable of worldwide flight operations, with redundant systems, at all times in all civil and military airspace at time of aircraft delivery (THRESHOLD, KPP #3).
3 The KC-X shall provide the ability to inhibit all CNS/ATM emissions to include transmission of CNS/ATM-related data accumulated during the inhibited portion of the mission (THRESHOLD, KPP #3).
4 Human Systems Integration (HSI)
The KC-X design shall address applicable HSI domains (Manpower, Personnel, Training, Human Factors Engineering, Environment, Safety, Occupational Health, Personnel Survivability, and Habitability) to optimize total system performance, minimize total operational cost, and ensure the system is built to accommodate the characteristics of the user population that will operate, maintain, and support the system.
5 System Safety
1 System design characteristics shall minimize, to acceptable risk levels (in accordance with (IAW) MIL-STD-882 Tables A-II, A-III, and A-IV), the potential for mishaps that may cause death or injury to operators and maintainers.
2 System design characteristics shall minimize, to acceptable risk levels (IAW MIL-STD-882 Tables A-II, A-III, and A-IV), the potential for mishaps that may threaten the survival and/or operation of the system.
3 The aircraft shall provide prevention and protection against the effects from unplanned stimuli.
4 No single failure or malfunction shall create a catastrophic effect on the air vehicle, systems, related equipment, or personnel.
5 Combinations of failures resulting in a catastrophic hazard in any function shall be less than or equal to 5 x 10-07 per flight hour.
6 Airworthiness
1 The aircraft shall be Federal Aviation Administration (FAA) type certified (including Supplemental Type Certificates) in the U.S. Air Force (USAF) configuration (THRESHOLD).
2 The aircraft (including propulsion system), maintenance program, and training shall be capable of 180-minute extended operations (ETOPS) (THRESHOLD).
3 The aircraft shall meet the equipment requirements for overwater operation of 14 Code of Federal Regulations (CFR) Part 121 (THRESHOLD).
4 Aircraft shall meet 14 CFR Part 36 Stage 4 noise requirements (THRESHOLD).
5 The aircraft, including all items listed on the FAA Form 8130-2, shall comply with USAF airworthiness requirements documented in the approved KC-X Tailored Airworthiness Certification Criteria document (THRESHOLD).
7 Environmental, Safety and Occupational Health
1 The aircraft shall maintain full compliance with applicable federal, state, local, and international pollution control laws and regulations.
2 Aircraft support shall comply with AF Occupational, Safety and Health (AFOSH) standards 91-25, 91-38, 91-50, 91-67, 91-68, and 91-100.
3 Identified environmental safety and health risks shall be eliminated, minimized, or controlled to acceptable levels within cost, schedule, and performance constraints using improbable risk levels, as defined in MIL-STD-882, of less than 10-9 in aircraft system life.
4 Hazardous Materials (HAZMAT) and Ozone Depleting Substances (ODSs)
1 No new ODSs shall be added to the aircraft due to unique military configuration (THRESHOLD).
2 There shall be no additional HAZMAT use/ hazardous waste disposal beyond the baseline commercial aircraft (THRESHOLD).
3 ODSs in fire suppression systems shall be eliminated if currently available as a commercial option (THRESHOLD).
6 Future Growth
1 System components shall facilitate future upgrades by incremental technology insertion rather than large-scale system redesign to allow for incorporation of additional or higher performance elements with minimal impact on the existing systems (THRESHOLD).
1 Developed avionics systems shall utilize widely used, well documented and publicly available (non-proprietary) standards for backplanes, communications, card form factors and software interfaces.
2 All new or developed hardware shall be upgradeable without changes to application software.
3 All new or developed system functions shall be loosely coupled with other interfacing new or developed system functions.
2 Software updates should be capable of being performed by organizational level (on aircraft) AF “organic” personnel, and not require contractors to load (OBJECTIVE).
3 Subsystem software updates should be able to be made without forcing an upgrade of other subsystem software (OBJECTIVE).
4 Requirements for “growth path” within this document shall include space, power, weight, software resources (memory, throughput, databus), cooling and information connectivity needed to support future capabilities if not otherwise specified (THRESHOLD).
5 The aircraft shall have an avionics architecture that can grow with the addition of future advanced systems such as those supporting advanced command, control, communications, computers, and intelligence (C4I); CNS/ATM; and defensive system capabilities (THRESHOLD).
7 Security
1 Information Assurance (IA)
1 The KC-X shall include security measures that prevent compromising classified information and equipment.
2 The system shall incorporate defensive IA capabilities that assure the availability, integrity, authentication, confidentiality and non-repudiation of the information exchanged and used. This includes protection, detection and restoration capabilities.
3 Interconnection of systems operating at different classification levels shall utilize appropriate equipment and processes to protect secure voice and data transmissions.
4 All cryptologic devices, including algorithms, shall be accredited by the National Security Agency (NSA) (THRESHOLD).
5 All communications security (COMSEC) equipment utilized by the program shall comply with DoD cryptographic modernization requirements.
6 The KC-X air vehicle with power off shall be unclassified.
7 The KC-X air vehicle shall be capable of protecting or destroying electronically stored classified material and crypto keys during any phase of ground and flight operation.
8 External view of the KC-X aircraft with all panels installed shall not reveal classified capabilities.
9 The system shall provide a capability to ensure availability and protect against denial of service on internal and system interface data transfers.
10 The KC-X security architecture shall protect inadvertent mixing of sensitive and classified data into unclassified channels or storage.
11 There shall be safeguards in place to detect and minimize inadvertent modification or destruction of data, and to detect and prevent malicious destruction or modification of data.
12 The air vehicle shall provide protection at the appropriate level of classification when uploaded with COMSEC, transmission security, and mission plan loads.
2 Physical Security
1 Provision to prevent unauthorized entry to the aircraft when unattended shall be provided (THRESHOLD).
2 The capability of detecting, recording, and reporting unauthorized access to the aircraft should be provided (OBJECTIVE).
3 Provision shall be provided in the flight deck to temporarily secure a lockable container (36 in. x 18 in. x 30 in.) to the aircraft (THRESHOLD).
4 Capability to store five small firearms in a built-in lockable container located on the flight deck shall be provided (THRESHOLD).
3 Anti-Tamper. Aircraft shall have anti-tamper capability to include preventing access to critical technology/software, preventing modification of technology/software to impair operation, and preventing reproduction of the technology/software (THRESHOLD).
8 Electromagnetic Environmental Effects (E3)
1 All systems shall operate in their intended operational electromagnetic environment IAW MIL-STD-464 without suffering or causing performance degradation due to electromagnetic interference (THRESHOLD).
2 All systems, such as navigational and communication systems, shall be capable of simultaneous operation to the maximum extent practical during all phases of flight and ground operations without degradation or interference with any other system (THRESHOLD). This includes information technology operations using aircraft communication systems with AF common infrastructure including electronic tools [e-tools], such as laptops.
3 KC-X shall not be operationally degraded or fail due to exposure to E3, including high intensity radio frequency transmissions.
9 Operational Suitability
1 Operational Availability (KSA #4)
1 Operational availability shall be not less than 80% (THRESHOLD, KSA #4). Operational availability measures the percent of tanker aircraft available for tasking by the AF. Operational availability equals the total aircraft hours in the inventory (TAI hours) less the number of depot possessed aircraft hours, depot purpose coded aircraft hours (including programmed depot maintenance and unscheduled depot maintenance) less the number of aircraft hours that are not mission capable divided by TAI aircraft hours.
2 Operational availability should be not less than 89% (OBJECTIVE, KSA #4).
2 Mission Capable (MC) Rate
1 The MC rate shall be at least 90 percent (THRESHOLD). MC rate is calculated as total fleet hours in MC status divided by the fleet possessed hours.
2 The MC rate should be at least 92 percent (OBJECTIVE).
3 The partial MC rate associated with both boom and drogue aerial refueling missions shall be at least 90 percent.
3 Turn Time
1 The KC-X shall be capable of an enroute turn time of three hours, 15 minutes for all-cargo missions. Time starts with the cargo door open on an empty aircraft with cargo loaders standing by and ends when the aircraft is fully loaded with pallets, the cargo is secured, the aircraft has been refueled to maximum gross weight, and routine scheduled thruflight maintenance is complete. Assume less than eight personnel, not including ground vehicle drivers, are available to accomplish the enroute turn.
2 The KC-X should be capable of an enroute turn time of two hours, 45 minutes for all-cargo missions using the above ground rules.
4 Departure Reliability (DR). DR shall be 95%. DR is defined as the percentage of attempted sorties that depart within 14 minutes of scheduled departure time. DR is calculated as 100 minus take off delay (TOD) percent, where TOD percent consists of the number of delays greater than 14 minutes attributable to failure of a component on the airplane per 100 sorties.
5 Mission Completion Success Probability (MCSP)
1 MCSP is the probability, once airborne, of completing the primary AR mission and safely landing. The MCSP shall not be less than 99% (THRESHOLD).
2 The MCSP should not be less than 99.5% (OBJECTIVE).
6 Reliability and Maintainability (R&M) (KSA #3)
1 R&M shall be sufficient to generate, deploy, operate, sustain and recover the tanker in the conduct of operations to levels and degrees of readiness and performance as prescribed herein (THRESHOLD, KSA #3).
2 Break rate (BR) shall be equal to or better than 1.3 breaks per 100 sorties (THRESHOLD). Break rate is the percentage of aircraft that land in code-3 status, as defined in Air Force Instruction (AFI) 21-101. BR (%) equals the number of sorties that land code-3 divided by total sorties flown times 100.
3 The aircraft should have a mean time to repair of 2 hours with a maximum time of 7 hours, given Mission Oriented Protective Posture (MOPP) IV ensembles and climatic extremes.
4 The 12 hour fix rate for code-3 aircraft shall be equal to or better than 71 percent (THRESHOLD).
5 Health management system could-not-duplicate (CND) rate shall not exceed 10% (THRESHOLD).
6 CND rate should not exceed 2% (OBJECTIVE).
7 Retest Okay (RTOK) shall not exceed 10% (THRESHOLD).
8 RTOK should not exceed 2% (OBJECTIVE).
10 Supportability
1 Aircraft Servicing
1 Aircraft lavatories shall be serviceable through an external port (THRESHOLD).
2 The aircraft should be capable of safely refueling and defueling with an engine operating (OBJECTIVE).
3 The aircraft shall have the capability to safely accomplish ground concurrent servicing operations (i.e., simultaneous refueling, cargo/passenger loading, minor maintenance, and APU operation) (THRESHOLD).
4 The KC-X should provide the capability to service water, fuel, oxygen, hydraulics, and lavatories while loading cargo (OBJECTIVE).
5 The ability to service all fuel tanks from side of aircraft opposite side of main-deck cargo door shall be provided (THRESHOLD).
6 Ground refueling should be available on either side of the aircraft (OBJECTIVE).
7 Simultaneous ground refueling on both sides of the aircraft is desired (OBJECTIVE).
8 The ability to service fuel to full capacity without external electrical power applied to the aircraft is desired (OBJECTIVE).
9 The aircraft shall be designed to allow routine between-flight servicing as identified in Joint Service Specification Guide (JSSG) 2001 by other U. S. and allied military services.
2 Maintenance Planning. All aircraft peculiar/unique systems and equipment shall be consistent with the USAF 2-level maintenance concept (THRESHOLD).
3 Packaging, Handling, Storage and Transportation
1 To ensure a minimal mobility footprint, the entire built-up aircraft engine change package shall be transportable on USAF mobility aircraft (C-130) (THRESHOLD). The fan module may be removed to permit transport on a C-130.
2 Aircraft engines should be transportable on USAF mobility aircraft (C-130) with the ring cowl and exhaust installed (OBJECTIVE).
3 KC-X components shall comply with unique identification requirements defined in MIL-STD-130.
2 Air Vehicle
1 Airframe
1 Aircraft Performance. Unless otherwise specified, aircraft performance shall be calculated using a dry runway, no wind, no runway slope, and sea level standard day criteria and all aircraft systems operating normally. Unless otherwise specified, aircraft performance in all regimes shall be calculated using JP-8 fuel, no fuel conservatism, and normal aircraft configuration to include no wing-mounted aerial refueling system mounted on the aircraft.
1 Fuel Offload and Radius Range (KPP #2)
1 The aircraft shall be capable of fuel offload versus unrefueled radius range as depicted in Figure 3-1 (THRESHOLD, KPP #2). The following ground rules for calculating radius-offload shall be used: maximum weight, not to exceed maximum takeoff gross weight, for 10,000 foot runway (critical field length), takeoff fuel allowance from brake release of 2.5 minutes at maximum continuous thrust, climb at 250 knots indicated airspeed (KIAS) to 10,000 ft, then at recommended climb speed above 10,000 ft, cruise at flight level (FL) 250 at best range speed to planned loiter point, perform loiter orbit for 1 hour and offload fuel during loiter at 275 KIAS at 25,000 ft, transferring fuel at 900 gal/minute (refueling boom is in the deployed position for the entire hour), return to base of origin at FL250 at best range speed, perform penetration and landing (15 minutes) (no time/fuel/distance credit for descent to initial approach fix), and land with reserve fuel sufficient for 2 hours at best range speed at optimum altitude(s) (fuel burn to climb to this condition need not be considered).
[pic]
Figure 3-1 - Fuel Offload vs Radius Range
2 The aircraft should be capable of exceeding the fuel offload versus unrefueled radius range as depicted in Figure 3-1 using the above ground rules (OBJECTIVE, KPP #2).
3 Aircraft should operate with maximum fuel efficiency using current aviation technology, without any degradation to mission/aircraft performance or alteration of normal aircraft operation.
4 The aircraft shall have a minimum unrefueled ferry range of 9500 nautical miles starting at maximum takeoff gross weight at brake release, and utilizing a maximum range flight profile. No runway length restriction is imposed for this requirement. Landing reserve fuel is 5 percent of initial fuel load. Takeoff fuel allowance should be the same as for the fuel offload versus radius calculations. Descent, approach and landing fuel allowances should reflect an en-route descent to approach and landing at the destination.
2 Cruise Speed
1 Long range cruise speed shall be at least 0.80 Mach (THRESHOLD). Calculations do not assume the presence of wing-mounted aerial refueling systems.
2 Long range cruise speed should be at least 0.80 Mach with wing-mounted aerial refueling systems installed.
3 Cruise Ceiling. After a maximum gross weight takeoff, the air vehicle shall be able to cruise at 31,000 ft minimum, after a 30-minute direct climb (THRESHOLD).
4 Takeoff and Landing Performance
1 The KC-X shall be capable of operating from a 7,000 ft dry, hard-surface runway at sea level (THRESHOLD) using FAA ground rules.
2 The KC-X should be capable of operating from a 7,000 ft dry, hard-surface runway at sea level at maximum weight for takeoff (OBJECTIVE) using FAA ground rules.
5 Aircraft Maneuverability
1 The KC-X shall be capable of flying tanker tactical profiles as specified in Air Force Tactics, Techniques, and Procedures (AFTTP) 3-3.22 (THRESHOLD, KPP #8).
2 The aircraft shall provide a stable aerial refueling platform throughout the operating envelopes of the respective aerial refueling subsystems and under all operating conditions identified in technical order (TO) 1-1C-1-3 both as a tanker and receiver aircraft.
1 Aircraft flying qualities for the refueling task (as tanker or receiver) shall be rated as “acceptable” (quantitative Level II) or better in up through “ordinary” atmospheric disturbances (as defined in MIL-STD-1797) or pilot-described “moderate” or less turbulence.
2 There shall be no tendency toward autopilot-coupled instability or oscillations in the tanker refueling task.
3 There shall be no objectionable pilot-induced oscillation or aircraft-pilot coupling.
2 Fuel Management
1 The aircraft shall provide for normal transfer of fuel to the engines and allow the required aerial refueling onload/offload rates throughout all aircraft fuel loads without action by the crew to control sequencing and center of gravity (CG) (THRESHOLD).
2 The aircrew shall have the ability to override automatic CG sequencing to manually transfer fuel in preparation for offload (THRESHOLD).
3 Capability to display aircraft CG to appropriate aircrew and ground personnel while on the ground and in flight shall be provided (THRESHOLD).
4 The KC-X shall automatically adjust CG calculations depending on the type of approved fuel it carries.
1 The KC-X shall be capable of utilizing the following primary fuels: JP-8 and NATO equivalent F-34.
2 The KC-X should be capable of utilizing the following primary fuels: JP-8, JP-8+100, JP-5, and NATO equivalents F-34, F-37, and F-44.
3 The KC-X shall be capable of utilizing the following alternate fuels: JP-4, JP-5, Jet B; Jet A/Jet A-1 with CI/LI, FSII: SDA; TS-1 with CI/LI, FSII: SDA; Jet A/Jet A-1 neat (no additives); TS-1 neat (no additives).
4 The KC-X should be capable of utilizing the following alternate fuels: JPTS; JP-4, Jet B, Jet A/Jet A-1 with CI/LI, FSII: SDA; TS-1 with CI/LI, FSII: SDA; Jet A/Jet A-1 neat (no additives); TS-1 neat (no additives).
5 The KC-X shall be capable of utilizing the following emergency fuels: aviation gasoline (grades 115/145, 100/130, and 80/87).
6 The KC-X should be capable of utilizing the following emergency fuels: aviation gasoline (grades 115/145, 100/130, 100LL, and 80/87), TS-1 with GOST additives, and RP-1.
5 The aircraft shall have the capability to dump fuel in flight (THRESHOLD) at a rate sufficient to go from maximum take-off gross weight to maximum landing weight within one visual traffic pattern.
6 The aircraft shall have the capability to dump fuel on the ground at the same rate as the in-flight dump rate.
7 The KC-X should be capable of dumping fuel in flight at the same maximum rate it can deliver fuel to a receptacle equipped receiver.
8 The KC-X should be capable of dumping fuel on the ground at the same maximum rate it can deliver fuel to a receptacle equipped receiver.
9 The aircraft shall have the ability to dump fuel to a preset minimum fuel limit.
10 The aircraft shall have the capability to isolate, transport, and offload either in flight using the boom or on the ground (FARP) a secondary fuel (THRESHOLD).
1 The KC-X shall be capable of carrying all primary, alternate and emergency fuels as well as the following in the isolated fuel part of the fuel system:
China: Jet Fuel#3 (GB 6537-94)
Sweden: Flygfotogen 75 Kerosene (FSD 8607E)
Romania: TH (STAS 5639/88)
South Africa: 50% Synthetic Blend (Def Stan 91-91).
2 The KC-X shall also be capable of carrying ASTM D975 diesel fuel for FARP operations only.
11 Two actions shall be required to mix isolated fuels.
12 For all configurations, no ballast fuel should be required to maintain center of gravity (OBJECTIVE).
3 Aircraft Environmental System
1 The aircraft environment shall be sufficiently controlled to prevent any degradation in equipment performance/reliability throughout the entire operating spectrum of the aircraft (THRESHOLD).
2 The environmental system shall enable self-sustained worldwide ground operations in temperature ranges of -40 deg F to +130 deg F (outside air temperature) without external assistance.
3 The environmental system shall control interior temperature consistent with convertible commercial passenger/cargo aircraft levels (THRESHOLD).
4 The environmental system shall control interior temperature consistent with convertible commercial passenger/cargo aircraft levels under single failure conditions.
5 The environmental control systems shall support all passenger/AE/cargo and flight deck configurations and all other occupied areas on the ground and in the air (THRESHOLD).
6 Cabin temperature shall be controllable to prevent extreme hot or cold temperatures in accordance with MIL-STD-1472 paragraph 5.8 to avoid threats to patient safety and negative impacts to patient therapy, under normal and single failure conditions (THRESHOLD).
7 Liquid cooling, even closed-cycle within a system, shall not be employed for environmental control (THRESHOLD).
4 Electrical System
1 The electrical power system shall be capable of supplying proposed system requirements (without use of the auxiliary power unit (APU)) with margin to support known or planned growth capability specified herein (THRESHOLD).
2 The electrical power system should be capable of supplying twice the proposed system requirements (without use of the APU).
3 The electrical power system shall provide a smooth transition from external to internal aircraft power, without causing or requiring any operating system or peripheral device to reinitialize during transition (THRESHOLD).
4 The electrical power system should preclude power interruptions during power transfer (OBJECTIVE).
5 Sufficient number of 110 volts, alternating current (VAC) 60 Hz nominal (minimum 20 amp) electrical outlets shall be available and readily accessible on the flight deck and galley area to support any current or future mission needs (THRESHOLD).
6 Additional 110 VAC 60 Hz nominal (minimum 20 amp) outlets shall be available to meet passenger and AE requirements and spaced on the right and left sides throughout the cabin and in the patient support area (THRESHOLD). Note: AE medical equipment has battery backup for emergency short duration use.
7 A sufficient number of 28 ± 4 volts, direct current (VDC) connections shall be installed on the flight deck, Aerial Refueling Operator (ARO) station and cargo compartment to provide power supply for the current aircrew chemical and biological equipment blower assembly to permit crew to perform in-flight duties in a chem/bio environment (THRESHOLD).
8 A sufficient number of 28 ± 4 VDC connections should be installed in the cargo compartment to provide power for the current chemical and biological equipment blower assembly for AE crewmembers (OBJECTIVE).
9 The electrical system design should use the safety criteria of MIL-HDBK-454 requirement 1 as a guide.
5 Observation
1 The capability to view over both wings, fore and aft of engines, any ram air turbine associated with multi-point refueling systems, and on trailing edges of wing during ground and flight operations shall be provided (THRESHOLD).
2 Capability to observe aft of aircraft (including aft of wing-mounted refueling systems) for protection/surveillance or pre-aerial refueling observation is desired (OBJECTIVE).
6 Cargo Compartment
1 Airlift Capability (KPP #4)
1 The KC-X shall be capable of efficiently transporting equipment and personnel (THRESHOLD, KPP #4).
1 The entire main cargo deck shall be capable of an all cargo configuration that accommodates 463L pallets (THRESHOLD, KPP #4).
2 The entire main cargo deck shall be capable of accommodating an all passenger configuration (plus baggage) (THRESHOLD, KPP #4).
3 The entire main cargo deck shall be capable of accommodating an all AE configuration, to include ambulatory and/or patient support pallets (THRESHOLD, KPP #4).
4 The aircraft shall optimize a full range of palletized cargo, passengers, and/or AE configurations that fully and efficiently utilize all available main deck space (THRESHOLD, KPP #4). Note: Maximum flexibility is desired for the number of cargo/passenger/AE combinations on the convertible main cargo deck.
5 All configurations shall provide adequate stowage for 140 lbs of personal baggage per person (THRESHOLD).
2 The KC-X shall fit seamlessly into the Defense Transportation System (THRESHOLD, KPP #4).
1 Ground operations shall not require external aircraft structural support devices (e.g., tail stand) (THRESHOLD).
2 Passenger and cargo loading capability shall enhance the unit’s ability to deploy to the theater of operations (THRESHOLD). This does not require carriage of passenger and cargo loading equipment.
3 The aircraft shall be compatible with the joint deployment and distribution enterprise.
2 Cargo Handling
1 The passenger/cargo compartment shall permit loading of 463L pallets on the wide dimension, or coupled on the short-side to be loadable with adequate room to turn (to line up inside) (THRESHOLD).
2 For all cargo load configurations, including centerline cargo loading if applicable, cargo shall be capable of being restrained throughout the cargo compartment to suit longitudinally-loaded pallets (THRESHOLD).
3 For all cargo load configurations, including centerline cargo loading if applicable, cargo should be capable of being restrained throughout the cargo compartment to suit laterally-loaded pallets (OBJECTIVE).
4 The cargo handling systems and hardware shall be compatible with 463L pallets utilizing existing tie-down equipment (THRESHOLD).
5 The cargo handling systems and hardware shall accommodate palletized cargo utilizing existing tie-down equipment (THRESHOLD).
6 The cargo handling systems and hardware should be capable of loading non-palletized miscellaneous items utilizing existing tie-down equipment (OBJECTIVE).
7 The aircraft shall have an integral cargo loading system capable of turning coupled pallets and loading all pallet positions without the use of additional equipment once the pallets are on the aircraft (THRESHOLD).
8 The aircraft shall have a capability to pull fully loaded 463L cargo pallets onboard from the loader (THRESHOLD).
9 The aircraft shall have the capability to move 463L cargo pallets (up to maximum design weight) fore and aft to assigned locations throughout the cargo compartment (THRESHOLD).
10 The aircraft shall have a capability to move/rotate 463L pallets in/out of the aircraft cargo doorway (THRESHOLD).
11 The aircraft should have a powered system with remote hand controls to move cargo fore and aft throughout the cargo compartment (OBJECTIVE).
3 Cargo Compartment Reconfiguration
1 No major reconfigurations, such as removing seats, barrier net, crew rest facilities, or other peripherals, should be required to load or unload main deck cargo.
2 Conversion between configurations (unloaded) shall require no longer than 2 man-hours (THRESHOLD) with normal support personnel manning (i.e., 2 support personnel). Conversion between all cargo (empty), full passenger (unloaded), and aeromedical (unloaded) configurations start from an open cargo door with loaders standing by and end when all equipment is installed and properly connected.
3 Conversion between configurations (unloaded) should require no longer than1 man-hour (OBJECTIVE) with normal support personnel manning (i.e., 2 support personnel).
4 Equipment Storage
1 The aircraft shall have sufficient built-in storage compartments for all required cargo tie down devices, chains and straps (THRESHOLD).
2 The aircraft should have sufficient built-in storage for all "applicable" (aircraft type specific) items and miscellaneous supplies of the type consistent with the most current AFI 11-2, KC-10V3, Table 23.1 ("Daily" column) (OBJECTIVE).
5 Hazardous Cargo. The KC-X shall be capable of carrying hazardous cargo, as defined in AF Manual 24-204, in all cargo compartments (THRESHOLD).
6 Main Deck Cargo Door
1 With aircraft power on, a powered door that permits a 463L pallet access on the wide dimension, or coupled on the short-side to be loadable with room to turn (to line up inside) shall be provided (THRESHOLD).
2 Height of door opening shall not limit height of cargo within the dimensions of all loadable positions in the aircraft (THRESHOLD).
3 Capability to fully open/close cargo door with main power sources off shall be provided (THRESHOLD).
4 A powered capability to fully open/close the door with main power sources off should be provided (OBJECTIVE).
5 The main deck cargo door opening shall be protected from damage during cargo loading/unloading (THRESHOLD).
6 The main deck cargo door opening protection should not require support equipment during cargo loading/unloading (OBJECTIVE).
7 Main deck cargo door opening controls shall be located internally where the operator can have a clear view of the cargo door area.
8 The cargo door shall be capable of withstanding winds of 50 knots minimum velocity (sustained or gusts) from any direction during all ranges of motion from closed to fully open to closed.
7 Aeromedical Evacuation (KSA #2)
1 The KC-X shall provide air transport and care in the air, using existing patient support pallets (PSP), for 50 patients total, 16 litter/34 ambulatory patients, for up to 14 hours (THRESHOLD, KSA #2).
2 The KC-X should provide air transport and care in the air, using existing PSP, for 50 patients total, 24 litter/26 ambulatory patients, for up to 16 hours (OBJECTIVE).
3 The aircraft shall be capable of using the existing Litter Station Augmentation Set (LSAS) (THRESHOLD). The LSAS is a kit containing 9 C-17 litter stations providing 27 litter positions.
4 The aircraft shall be equipped with integral equipment to configure for 5 aeromedical crewmembers (THRESHOLD).
5 The aircraft shall be capable of using the existing PSP (THRESHOLD). PSPs are a roll on/roll off system built on a standard 463L (108” x 88”) pallet and configurable with litter stations, seats, or a combination.
6 A litter station should be capable of supporting up to 250 lbs in the top litter position, and 275 lbs each in the middle and bottom litter positions.
7 Aircraft shall have integral (carried onboard at all times) capability to store and position two three-tier litter stations that would be secured to structural hard points/recessed fittings in the aircraft (THRESHOLD).
7 Paint
1 The KC-X shall be painted in accordance with an Air Mobility Command (AMC) approved paint scheme (THRESHOLD).
2 The topcoat shall meet current military performance requirements (MIL-PRF-85285) and provide superior weathering, cleanability and flexibility equivalent to the performance of advanced performance coatings (extended life topcoats).
8 Service Life
1 The KC-X shall meet a service life of 40 years at 750 flight hours per year per aircraft operated per planned USAF usage (THRESHOLD).
2 The KC-X should meet a service life of 40 years at 1,000 hours per year per aircraft operated per planned USAF usage (OBJECTIVE).
2 Propulsion System
1 Aircraft Engines
1 The aircraft shall have the ability to start (ground bleed air) all engines from a single exterior receptacle (THRESHOLD).
2 Engines should be able to operate for ten continuous minutes at maximum takeoff power (OBJECTIVE).
3 The aircraft should be capable of backing up using its own engine power (OBJECTIVE).
4 The engines shall be of sufficient power to operate the aircraft at maximum inflight gross weight during all normal inflight operations at or less than 90% of the engine's maximum thrust capacity for associated conditions (THRESHOLD).
2 Engine Health Monitoring
1 The engine health monitoring system shall provide 100% on-board automated collection of all data required to support integrity and health monitoring programs (THRESHOLD).
2 The engine health monitoring system data analysis shall provide 95% accuracy of detection and prediction (THRESHOLD). All analysis and prediction need not be accomplished on-board.
3 The accuracy of detection and prediction should be at least 98% (OBJECTIVE).
3 Auxiliary Power Unit
1 The APU shall be capable of supplying the maximum continuous electrical load required for all aircraft ground operations (including engine start) simultaneously with margin to support known or planned growth capability specified herein (THRESHOLD).
2 The APU shall be capable of supplying twice the maximum continuous electrical load required for all aircraft ground operations (including engine start) simultaneously (OBJECTIVE).
3 The APU shall be capable of remotely starting from the pilot’s position in the flight deck and from the ground to safely support all (including alert) missions (THRESHOLD).
4 The APU shall be capable of operations throughout the necessary ground and inflight environments (THRESHOLD).
5 The APU shall be accessible for minor/routine maintenance, inspections and servicing without having to lower the boom (THRESHOLD).
4 Quick Start
1 Aircraft shall have a quick start capability from a power off “cocked” configuration to be able to engine start, taxi, and take-off within 15 minutes (THRESHOLD).
2 Aircraft should have a quick start capability from a power off “cocked” configuration to be able to engine start, taxi, and take-off within 10 minutes (OBJECTIVE).
3 Air Vehicle Application Software
1 Computer Resources
1 Storage memory size shall be sufficient to load the worldwide navigation database and other navigation data (THRESHOLD). Other navigation data includes, but is not limited to, communication databases that contain the frequency allocation tables for various radios and classified mission waypoints.
2 Worldwide navigation database and other navigation data storage memory size shall have 200% growth capability.
3 Storage memory size shall be sufficient to load the worldwide terrain database.
4 Worldwide terrain database storage memory size shall have 200% growth capability.
5 Computer resources (e.g., memory, throughput, and data busses) shall include at least 200% reserve under worst case conditions. Computer resources include all software configuration items and related hardware necessary to fulfill mission requirements including those associated with aircraft avionics systems, aerial refueling system, cargo load planning, support equipment, and data collection equipment.
2 Operational Flight Program (OFP). OFP software as used herein refers to executable code that performs any processing or functions.
1 OFP loading and verifying shall be accomplished on the aircraft via an existing standard interface or a more cost effective system.
2 Loading and verifying of an OFP software shall be accomplished within 30 minutes from a single load port which services the entire aircraft (THRESHOLD).
3 Loading and verifying of an OFP software should be accomplished within 15 minutes from a single load port which services the entire aircraft (OBJECTIVE).
4 The cumulative load time, comprised of all loadable information for all on board systems OFP and data sets, shall not exceed 3 hours. This time includes verification and confirmation that all data is accurate and safe for flight.
5 The cumulative load time, comprised of all loadable information for all on board systems OFP and data sets, should not exceed 2 hours. This time includes verification and confirmation that all data is accurate and safe for flight.
6 Using published procedures, the means to load and verify OFPs shall be provided for both organic flightline maintenance personnel and/or aircrew (THRESHOLD).
7 A means to load and verify, using published procedures, partial OFPs shall be provided on the flight deck. Depending on the system design, safety, and other factors this may be accomplished inflight or on the ground.
3 Software Version. Capability to quickly and easily display and verify each of the OFP version(s), including appropriate groupings of OFP installed on the aircraft, by line replaceable unit (LRU) or other discriminator, (including technical manuals and checklists) shall be provided for both maintenance and aircrew personnel (THRESHOLD).
4 Mission Data
1 The aircraft flight deck shall provide a single point capability to load and verify mission and navigation data (such as databases, keys, missions, text, and tables etc.) via a data transfer system (THRESHOLD).
2 Capability to load all identification, friend or foe (IFF)/selective identification feature (SIF) modes and crypto keys from a single port on the flight deck shall be provided (THRESHOLD).
3 The aircraft shall be capable of electronically storing and processing classified data (up to SECRET) (THRESHOLD).
4 The aircraft should be capable of electronically storing and processing classified data (up to TOP SECRET) (OBJECTIVE).
5 The aircrew shall have the capability to zeroize all classified data (with the exception of cockpit voice and flight data recorders) with a single action (THRESHOLD).
6 Capability to prevent inadvertent zeroization of data shall be provided (THRESHOLD).
7 The aircraft shall provide the capability to selectively zeroize sensitive mission data within any system with power on within 15 seconds (THRESHOLD).
8 The aircraft should provide the capability to selectively zeroize sensitive mission data within any system with power off within 15 seconds (OBJECTIVE).
9 Zeroizing data shall be in accordance with AF System Security Instruction 5020 (THRESHOLD).
10 All loadable databases shall be capable of being loaded and verified within 30 minutes (THRESHOLD).
11 All loadable databases should be capable of being loaded and verified within 15 minutes (OBJECTIVE).
12 Weight and balance data shall be capable of being loaded and verified within 2 minutes (THRESHOLD).
13 Weight and balance data should be capable of being loaded and verified within 30 seconds (OBJECTIVE).
14 Voice and Flight Data Recording. The most capable commercially available flight deck voice recording and flight data recording systems shall be provided.
1 The aircraft shall be capable of recording voice and flight data information to support the Military Flight Operational Quality Assurance program requirements (THRESHOLD).
2 The flight deck voice recording system shall accommodate holding classified discussions on the flight deck and meet NSA requirements (THRESHOLD).
4 Communications/Identification
1 Communications Systems
1 Net-Ready (KPP #7). Detailed in the KC-X Net-Ready Appendix.
2 Civil data link capability that is interoperable with air traffic services shall be provided (THRESHOLD).
3 The KC-X shall provide an airline operations control (AOC) function that supports data link communication between the aircraft and command and control (C2) operations centers using AMC-approved message sets (THRESHOLD).
4 Capability for back-up secure/non-secure beyond-line-of-sight (BLOS) and line-of-sight (LOS) data communications should be provided (OBJECTIVE).
5 All primary crew positions (pilot, copilot, and ARO) shall have access to all modes of all command radios (THRESHOLD).
6 The flight deck observer station shall have access (receive and transmit, when enabled) to all modes of all command radios.
7 Emergency Locator Transmitter (ELT)
1 ELT operational functionality shall be provided for 406 MHz.
2 The ELT shall be provided with a pilot operated disable capability (THRESHOLD).
2 Voice Communications
1 Ultra High Frequency (UHF). Dual simultaneous UHF secure (up to Secret) and clear voice communications transmit/receive capability that is jam resistant and interoperable with current military systems along with full time UHF guard receive capability shall be provided (THRESHOLD).
2 Very High Frequency (VHF)
1 Dual simultaneous VHF voice communications capability interoperable with current military systems and civil air traffic control systems, to include both 8.33 kHz and 25 kHz channel spacing, shall be provided (THRESHOLD).
2 Triple VHF voice capability should be provided (OBJECTIVE).
3 High Frequency (HF)
1 Dual HF voice communications with HF Selective Calling System (SELCAL) and automatic link establishment (ALE) capability shall be provided (THRESHOLD).
2 The HF communications shall be securable (up to SECRET).
3 Dual digital HF voice and data communications capability should be provided (OBJECTIVE).
4 Crew Interphone System
1 All crew positions, including loadmaster duty positions and AE workstations, shall have internal communications system (ICS) capability (THRESHOLD).
2 The primary crew positions should have the capability for classified conversation (up to SECRET) over the ICS (OBJECTIVE).
3 Capability for interphone usage shall be provided in all accessible compartments (THRESHOLD).
4 Capability shall be provided for all primary crew positions to access the boom interphone system when activated by the boom operator (THRESHOLD).
5 Capability shall be provided for a private interphone system selectable from all interphone locations with an emergency override from all stations (THRESHOLD).
6 The aircraft shall include exterior interphone receptacles for ground servicing (THRESHOLD).
7 A cordless interphone system for ground servicing that interfaces with aircraft crew interphone system is desired (OBJECTIVE).
8 State of the art active noise reduction technology should be incorporated (OBJECTIVE).
9 Capability should be provided for automated passenger briefing (audio only) (OBJECTIVE).
3 Satellite Communications (SATCOM)
1 UHF SATCOM
1 A half-duplex demand assigned, multiple access (DAMA) compliant UHF SATCOM system for classified (up to SECRET) voice communications shall be provided (THRESHOLD).
2 A half-duplex DAMA compliant UHF SATCOM system for classified (up to SECRET) data communications shall be provided (THRESHOLD).
2 Extremely High Frequency (EHF) SATCOM. A growth path for implementing EHF SATCOM capabilities shall be provided (THRESHOLD).
3 Satellite Telephone Communication
1 Satellite telephone communication capability shall be provided (THRESHOLD).
2 Secure satellite telephone communication (up to SECRET) capability should be provided.
4 Data Communications
1 Commercial Data Link
1 Civil air traffic control (ATC) data link for LOS and BLOS communications shall be provided (THRESHOLD, KPP #3).
2 A LOS and BLOS data link capability that supports Future Air Navigation System (FANS)-1/A (aeronautical facilities notification (AFN), automatic dependent surveillance - contract (ADS-C), controller-pilot datalink communications (CPDLC)), and AMC C2 shall be provided in accordance with civil data link standards for global airspace services.
3 Growth path shall be provided to integrate future C2 data link and airborne networking initiatives (THRESHOLD).
4 Secured or encrypted data link capability should be provided (OBJECTIVE).
5 Civil SATCOM should be capable of at least 432 kbps data rate and support civil ATC messaging (OBJECTIVE).
6 A growth path for future ATC data link communications (such as VHF digital link (VDL) Modes 3 and 4) shall be provided (THRESHOLD).
2 Cargo Compartment Access. Capability to send/receive encrypted, unclassified, real-time data and e-mail transmission using existing AE equipment from the cargo compartment shall be provided to support the AE mission (THRESHOLD).
3 Tactical Data Link
1 Capability to securely transmit, receive, process, and display selected messages (e.g., J-Series) and information shall be provided (THRESHOLD).
2 Messages received shall include those necessary for situational awareness and free text messages (THRESHOLD).
4 Communication Gateway
1 The KC-X shall have the capability to interface with roll-on communication equipment, such as Roll-On-Beyond Line of Sight Enhancement (ROBE) (defined in interface document 195-B012-ICD-002) (THRESHOLD).
2 The KC-X shall incorporate an interface panel for connecting communication gateway equipment to the aircraft (THRESHOLD).
3 The interface panel shall include provisions for future growth (THRESHOLD).
4 The aircraft should have the ability to receive data from the communication gateway equipment and selectively display the data (up to SECRET) in the flight deck (OBJECTIVE).
5 C4I Capability
1 Capability to integrate multiple future digital systems with aircraft unclassified and classified core processing functions via high bandwidth, non-proprietary data interfaces/networks shall be provided both in hardware and software spare and interface expansion (THRESHOLD).
2 Low probability of intercept/low probability of detection (LPI/LPD) data link capability to communicate with stealth airborne platforms shall be provided (THRESHOLD).
3 C4I Interoperability
1 Aircraft shall provide a clear growth path to future C4I systems that emphasize data transmission capability (THRESHOLD).
2 Data transmission systems shall have connectivity and available bandwidth to transmit and receive timely information, to include: broadcast (e.g., threat updates, weather), command and control direction (e.g., mission information/changes), and aircraft status reporting information.
4 C4I Standardization
1 The aircraft shall be compatible and interoperable with current and planned joint/allied systems (THRESHOLD).
2 The aircraft linkages shall be compatible with the evolving DoD C4I architecture for 2010 (e.g., Link 16).
3 The aircraft shall comply with global information grid (GIG) policy and architecture, as defined in the KC-X Net-Ready Appendix.
4 A growth path to incorporate future initiatives, including Joint Tactical Radio System (JTRS), shall be provided (THRESHOLD).
5 All C4I systems, as applicable, shall be compliant with the appropriate standards of the most current version of the DoD Information Technology Standards Registry (DISR) (THRESHOLD).
6 The aircraft shall have a growth path to support planned future joint/allied systems (beyond initial full rate production configuration) (THRESHOLD).
6 Aerial refueling Communications
1 Receiver Transaction Data
1 The KC-X shall accurately record fuel off loaded to each receiver, and shall have the ability to correlate with and assign receiver identification (THRESHOLD).
2 The capability to capture receiver identification data electronically shall be provided (THRESHOLD).
3 Receiver identification data should be provided for transmission to C4I databases (OBJECTIVE).
2 Receiver Voice
1 The KC-X shall have a talk-thru-the-boom intercom capability in accordance with current standards and guidance in MIL-S-38449 (class 3 and 4) and MS27604 (THRESHOLD) as both a tanker and receiver.
2 The KC-X should provide the capability for thru-the-probe communication (OBJECTIVE).
7 Surveillance
1 Two-way automatic dependent surveillance-broadcast (ADS-B) capability shall be provided (THRESHOLD).
2 ADS-C capability shall be provided.
3 Mode S
1 KC-X shall have Mode S elementary surveillance and enhanced surveillance capability (THESHOLD).
2 The KC-X shall have the ability to disable specific down link aircraft parameters from being transmitted.
4 Identification Friend or Foe (IFF)/Selective Identification Feature (SIF)
1 The KC-X shall provide the capability for IFF Modes 1 through 5 (THRESHOLD) and A through C.
2 IFF/SIF shall be capable of simultaneous operation with Mode S/Traffic Alert and Collision Avoidance System (TCAS) systems without degrading operations (THRESHOLD).
3 Redundant IFF/SIF capability should be provided (OBJECTIVE).
4 The IFF/SIF shall have a selectable ground test mode.
8 Emission Control
1 Operation of all systems that emit RF signals outside the aircraft shall be flight deck selectable, including the ability to turn it on and off from a primary crewmember position (THRESHOLD).
2 All equipment that emits RF signals outside the aircraft should be capable of operating in a LPI mode (OBJECTIVE).
3 LPI mode should be included in all radars, communications, formation flight equipment, and beacons.
4 All systems should be capable of operating in a non-emitting/receive only mode (OBJECTIVE).
5 Navigation/Guidance
1 Worldwide Navigation
1 The KC-X shall be capable of maintaining Required Navigation Performance (RNP)-10 performance.
2 The KC-X shall be capable of maintaining RNP-4 performance with containment.
3 The KC-X shall be capable of maintaining U.S. terminal and enroute area navigation (RNAV) operations (Q routes, Type A & B standard instrument departures (SIDS) & standard terminal arrival routes (STARS)).
4 The KC-X shall be capable of maintaining basic RNAV.
5 The KC-X shall be capable of maintaining precision RNAV.
6 The KC-X shall be capable of maintaining Minimum Navigation Performance Specification (MNPS) performance of RNP-12.6 with Reduced Vertical Separation Minima (RVSM).
7 The KC-X shall be capable of maintaining RNP-1 with containment.
8 The KC-X shall be capable of maintaining RNP -0.3 with containment and lateral navigation and vertical navigation.
9 The KC-X should be capable of maintaining RNP-0.15 with containment.
2 VHF navigation receivers shall be frequency modulation interference immune (THRESHOLD).
3 The system shall support all oceanic navigation operations without time limit.
4 Global Positioning System (GPS)
1 The aircraft shall include both standard positioning service (SPS) and precise positioning service (PPS) GPS navigation capability (THRESHOLD).
2 The pilots shall have the ability to switch between SPS and PPS modes in flight with no loss of navigation solution (THRESHOLD).
3 The PPS GPS system shall be selective availability anti-spoofing module (SAASM) compliant (THRESHOLD).
4 The GPS should be M-code compatible (OBJECTIVE).
5 Approach and Landing Systems
1 The aircraft shall provide an instrument landing system (ILS) Category IIIA capability (THRESHOLD).
2 The aircraft shall provide a GPS approach and landing capability (THRESHOLD).
3 The aircraft shall include VHF omni-directional range (VOR) approach and landing capability (THRESHOLD).
4 The aircraft shall include distance measuring equipment (DME) capability (THRESHOLD).
5 The aircraft shall include Tactical Air Navigation (TACAN) approach and landing capability (THRESHOLD).
6 The aircraft shall include non-directional beacon (NDB) approach and landing capability (THRESHOLD).
7 The aircraft shall include a microwave landing system (MLS) capability (THRESHOLD).
8 The aircraft shall include differential GPS approach and landing capability (THRESHOLD).
1 The aircraft shall be capable of precision approach and landing including compatibility with Joint Precision Approach and Landing System (JPALS) for SPS GPS, if available.
2 The aircraft shall provide a growth path for future incorporation (power, cooling space, software processing capacity, etc.) of JPALS, if JPALS is not available.
3 The aircraft shall be compatible with civil Local Area Augmentation Systems (LAAS) for SPS GPS, if available.
4 The aircraft shall provide a growth path for future incorporation (power, cooling space, software processing capacity, etc.) of LAAS, if LAAS is not available.
5 The aircraft shall be compatible with civil Wide Area Augmentation Systems (WAAS) for SPS GPS, if available.
6 The aircraft shall provide a growth path for future incorporation (power, cooling space, software processing capacity, etc.) of WAAS, if WAAS is not available.
7 Because of navigation war mode, PPS navigation solution shall be free of influence from civil augmentation (LAAS/WAAS).
9 The aircraft shall include autonomous approach and landing capability (THRESHOLD). Autonomous is defined as independent of ground-based navigation aids.
6 Geospatial Information and Services (GI&S)
1 The KC-X shall be able to use and be compatible with current National Geospatial Intelligence Agency (NGA) GI&S data products (THRESHOLD).
2 The data products selected shall have foundation feature data attributes which support utilizing all map scales and resolutions, as applicable.
3 The navigation system shall allow navigation with respect to all NGA-recognized datum points.
4 GI&S accuracy and granularity shall be adequate to support mission requirements.
5 The navigation system shall have the capability to translate all imported datum to DoD standard World Geodetic System 84 (THRESHOLD).
6 Precise time of day and date information shall conform to the DISR.
7 Standard GI&S products from NGA shall be used to support digitized moving map and navigational technologies (THRESHOLD).
7 The KC-X shall provide an over-water, unaided navigation solution with a drift rate of no more than 1.0 nm per hour.
6 Core Processing
1 Flight Management System (FMS) Functionality
1 The KC-X FMS shall include military mission unique functionality (e.g., aerial refueling track, multiple climb/cruise/descent profiles, and rendezvous) described in AFTTP 3-3.22B and TO 1-1C-1-3 (THRESHOLD).
2 Capability shall be provided to upload computer flight plans and weight and balance information (THRESHOLD).
3 The KC-X shall include the capability to conduct in flight replanning operations without affecting aircraft operation (THRESHOLD).
4 Capability shall be provided to print computer flight plans and weight and balance information.
2 FMS Compatibility
1 Capability shall be provided to automatically compute KC-X aircraft performance data (THRESHOLD).
2 Capability shall be provided to automatically compute weight and balance (THRESHOLD).
3 Capability shall be provided to automatically compute flight planning data throughout the mission environment in normal and abnormal configurations (THRESHOLD).
4 The FMS shall be compatible with AMC’s mission planning and C2 systems (THRESHOLD).
5 The FMS shall be compatible with the NGA/Digital Aeronautical Flight Information File navigation data (THRESHOLD).
6 If the FMS accommodates classified information, it shall comply with applicable NSA standards (THRESHOLD).
7 The KC-X shall be compatible with the Air Force Mission Planning System or the Joint Mission Planning System, if available (THRESHOLD).
1 A flight deck planning system interface shall allow the flight crew the ability to accept missions from a data transfer device, datalinked missions or segments and allow the crew to alter missions as required.
2 FMS shall accept partial mission segments as directed and transmitted by data link and confirmed by the flight deck.
3 The revised plan will be verified by the FMS or other on board system to assure integrity of data and total mission probability of completion.
4 Mission plan must be readily and easily modified by air crew without adversely affecting flight deck workload.
7 Data Display and Controls
1 Wind Shear Warning
1 Windshear detection warning and escape guidance functions shall be provided and be integrated with the pilot flight displays (THRESHOLD).
2 A predictive windshear function shall be provided (THRESHOLD).
2 Aerial Refueling Rendezvous. The KC-X shall be capable of rendezvousing with intended tanker and receiver aircraft and compatible with existing U.S. and allied rendezvous capabilities, including air-to-air TACAN (with inverse mode) and TCAS.
3 Formation Flight (KSA #1)
1 The aircraft shall be capable of day and night formation flight, as defined in AFTTP 3-3.22 Section 5, in Instrument Meteorological Conditions (IMC) or Visual Meteorological Conditions (VMC) in all phases of flight (THRESHOLD, KSA #1).
2 In the event of failure, a secondary/backup IMC and VMC formation capability is desired (OBJECTIVE, KSA #1).
3 Aircraft formation information system shall provide pilots with full situational awareness (relative position, altitude, and vertical airspeed) and include a method to designate flight tracks of specific aircraft (THRESHOLD).
4 Aircraft formation information system should provide active formation keeping capability (OBJECTIVE).
5 Aircraft formation information shall be provided on the pilot flight displays (THRESHOLD).
6 The aircraft formation information system shall always annunciate system degradation when safe aircraft separation cannot be maintained.
7 The KC-X aircraft shall be capable of tracking and monitoring up to 50 aircraft simultaneously, including other tankers as well as any aircraft listed in the aircraft tanker specific air refueling manual (TO 1-1C-1 and applicable appendices).
4 Situational Awareness. Aircraft shall have capability to receive off-board situational awareness data, correlate this data with on-board sensor data, and display battle-space information to provide situational awareness and assist in avoiding potential threats (THRESHOLD, KPP #8) as discussed in the KC-X Threat Summary Appendix.
5 Weather Support. Capability to receive and display dynamic world-wide weather, and transmit current local meteorological conditions either automatically or at the discretion of the pilot shall be provided.
6 Maintenance Data Display
1 The KC-X shall be capable of displaying its digital/interactive technical orders from a flight crew accessible location on the flight deck (THRESHOLD).
2 The KC-X shall be capable of displaying all onboard diagnostics and bit-checks, to include downloads of built-in test (BIT) anomalies and other appropriate data (THRESHOLD).
8 Survivability (KPP #8, KPP #6)
1 Aircraft Self-Protection Measures (SPM). The KC-X shall be able to operate in hostile environments as defined in the KC-X Threat Summary Appendix (THRESHOLD, KPP #8).
2 Defensive Systems (DS)
1 SPM shall provide automated IR threat protection levels as described in the KC-X Threat Summary Appendix, Section III (THRESHOLD, KPP #8).
2 SPM shall provide automated RF protection as described in the KC-X Threat Summary Appendix, Sections 4.1 and 4.2 (THRESHOLD, KPP #8).
3 SPM should protect the aircraft to the levels described in the KC-X Threat Summary Appendix, Table IV, RF reduction in lethality values (OBJECTIVE).
4 Defensive system shall be rapidly reprogrammable using existing systems (THRESHOLD).
5 IR and RF DS should neither be blinded by other aircraft sensors nor incur flash blindness due to nuclear detonation or flares (OBJECTIVE).
6 SPM status information shall be viewable by both pilots and observer (THRESHOLD).
3 Engine IR Signature Reduction. The KC-X should possess the capability to reduce engine IR signature in flight (OBJECTIVE).
4 Fuel Tank Fire/Explosion Protection. Aircraft shall have a fuel tank fire/explosion protection capability to prevent a catastrophic explosion if hit by small arms or antiaircraft artillery fire identified in the Threat Summary Appendix (THRESHOLD).
5 Ballistics Protection
1 The KC-X shall have integral protection against ballistic threats for each primary flight crew position (THRESHOLD) against the threats defined in the Threat Summary Appendix.
2 The KC-X shall have integral protection against ballistic threats for flight-critical aircraft systems against the threats defined in the Threat Summary Appendix.
3 The KC-X should have integral protection against ballistic threats for all crew stations (OBJECTIVE).
6 Electromagnetic Pulse Protection
1 The KC-X shall tolerate EMP event(s) and flight-critical aircraft systems shall remain fully operational without degradation (THRESHOLD, KPP #8).
2 The KC-X shall tolerate EMP event(s) and remain capable of aerial refueling (receiver, boom, and centerline drogue) (THRESHOLD).
3 The KC-X should tolerate EMP event(s) and remain capable of aerial refueling through wing-mounted drogue systems.
4 EMP protection for all mission components should be provided (OBJECTIVE, KPP #8).
5 EMP protection of identified systems shall comply with MIL-STD-464A, Section 5.5, to the environment defined in MIL-STD-2169.
7 Force Protection (KPP #6)
1 Aircraft shall be able to perform all mission essential operations, including aerial refueling, in chemical and biological (chem/bio) environments (THRESHOLD, KPP #6) while the aircrew is wearing protective personal equipment as identified in Table 6-1 of TO 14-1-1 for KC-10/KC-135.
2 Mission-essential operations, communications, maintenance, re-supply and decontamination tasks should be capable of being performed by suitably clothed, trained, and acclimated personnel for the survival periods and anticipated environments. Biological and chemical contamination survivability includes the instantaneous, cumulative, and residual effects of weapons upon the aircraft, including its personnel.
9 Central Integrated Checkout
1 Integrated Diagnostics
1 The aircraft shall include a health management system to support prognostics, diagnostics, and system trending for subsystems of the aircraft including, but not limited to, propulsion, structures, avionics and flight systems.
1 The health management system shall provide usage data to assess remaining life of items critical to flight and mission completion.
2 The health management system shall provide information to alert tanker/receiver aircrews of faults requiring action.
1 KC-X integrated diagnostics shall provide necessary information to both the operators and maintainers.
2 KC-X integrated diagnostics shall identify any significant change in mission-critical functions to system operators in a clear and timely manner.
3 The health management system shall provide tanker/receiver systems data to enable any automated normal and emergency procedures.
2 Using a combination of BIT, fault isolation, technical data, and manual test (without trial and error), or other diagnostic and prognostic techniques, organization-level technicians shall be able to accurately detect, isolate, and verify 99% of faults to the LRU level.
3 The KC-X BIT modes shall have continuous, start-up, and initiated BIT functions.
4 The health management system shall accurately detect and display 99% of critical faults to the LRU level. Critical faults are defined as degradations or failures, indicated or actual, that jeopardizes airworthiness or crew safety.
5 The capability to transmit critical faults to the Tanker Airlift Control Center and arrival station by encrypted messaging capability shall be provided.
6 Using the health management system, the KC-X shall be able to accurately detect and isolate 95% of all faults to the LRU level.
7 BIT/fault history shall be stored in non-volatile memory for recall and download from a single location on demand in flight and on the ground.
8 Faults shall be reported in plain English to preclude the need for cross-referencing codes.
9 Health management system false alarms shall not exceed 2% (THRESHOLD).
10 Health management system false alarms should not exceed 1 % (OBJECTIVE).
2 Aircraft Data Collection
1 The Aircraft Information Program data shall contain the necessary information to allow correlation with the aircraft health management system data.
2 The aircraft data acquisition and recording systems shall retain the capability, after delivery, to qualify future receiver aircraft with instrumented aerial refueling systems (THRESHOLD).
3 Aircraft shall be capable of recording and downloading, from a single point on the aircraft using a standard interface, engine discrepancies/status (THRESHOLD).
4 Aircraft shall be capable of recording and downloading, from a single point on the aircraft using a standard interface, over-G discrepancies/status (THRESHOLD).
5 Aircraft shall be capable of recording and downloading, from a single point on the aircraft using a standard interface, in-flight fuel onload/offload and receiver information (THRESHOLD).
6 Aircraft shall be capable of recording and downloading, from a single point on the aircraft using a standard interface, BIT information (THRESHOLD).
7 Aircraft shall be capable of detecting, and indicating to aircrew an over-G condition (THRESHOLD).
8 Aircraft should be capable of transmitting encrypted real-time discrepancies/status of systems back to home station logistics personnel and/or enroute station logistics personnel (OBJECTIVE).
9 Aircraft should be capable of transmitting in-flight fuel onload/offload back to home station logistics personnel and/or enroute station logistics personnel (OBJECTIVE).
10 Data collection system download media and content shall be able to interface with current AF data collection systems for Mobility Air Forces (presently CAM-FM/GO81) (THRESHOLD).
11 All data exchanges shall be Global Combat Support System web-services (publish and subscribe) compliant (THRESHOLD).
12 The KC-X system shall have the capability to transfer collected data (both unclassified and classified) using commercially-based, non-proprietary software and media (e.g. PCMCIA cards, memory stick, etc).
10 Auxiliary Equipment
1 Tanker Aerial Refueling Capability (KPP #1)
1 General
1 The system shall provide for world-wide, day/night, adverse weather, boom and drogue aerial refueling (on the same sortie) to receiver capable U.S., allied and coalition military aircraft.
2 The KC-X shall provide the aircrew with appropriate warnings, cautions, and/or advisories to include but not be limited to: fuel offload resulting in approaching and/or exceeding predetermined minimum fuel amounts, system failures, system degradation, and unacceptably rapid changes in system status/position.
3 The KC-X shall be capable of supporting aerial refueling operations from bare base airfields with confined ramp space.
4 The KC-X shall have the capability to refuel receiver aircraft after loss of receiver's boom latch capability (THRESHOLD).
5 The KC-X shall be capable of withstanding all aerial refueling loads associated with all tanker and receiver refueling modes and systems without degrading system performance or availability.
6 Normal operation of any aerial refueling system on the KC-X shall not degrade the performance or availability of any aerial refueling systems of any tanker or receiver it interfaces with.
7 The KC-X shall be capable of delivering fuel to all receptacle equipped receivers at rates and standard refueling pressure such that the KC-X is not the limiting factor.
8 The aircraft shall be able to effectively provide (non-simultaneously) both boom and drogue aerial refueling on the same mission (THRESHOLD, KPP #1).
9 The aircraft shall be capable of aerial refueling all current USAF tanker compatible fixed wing receiver aircraft using current USAF procedures with no modification to existing receiver aerial refueling equipment and no degradation to the receiver aircraft refueling capability, including after-body effects for wide-body aircraft and fuel temperature, and in accordance with international standards (e.g., Standard Agreement (STANAG) 3971 and STANAG 3447), and taking into account established technical guidance (e.g., MIL-A-87166, JSSG 2009) (THRESHOLD, KPP #1).
10 The aircraft should be capable of aerial refueling all current USAF tanker compatible tilt rotor receiver aircraft using above criteria (OBJECTIVE, KPP #1).
11 The aircraft should be capable of aerial refueling all current and programmed USAF tanker compatible receiver aircraft using the above criteria at its maximum inflight gross weight (OBJECTIVE, KPP #1).
2 System Redundancy
1 Redundant aerial refueling systems, controls, and control panels shall mirror primary system in operation, be transparent to the operator and not drive additional training.
2 The instructor ARO shall have redundant controls that allow instructor ARO override.
3 No single aerial refueling system failure shall prevent tanker or receiver aerial refueling operations, with the exceptions of single centerline boom, drogue and receptacle implications (THRESHOLD).
4 No single point failure shall prevent stowing the boom (THRESHOLD).
5 All AR systems operation including operation with single failures shall not exceed proof pressure in either the tanker or the receiver fuel systems.
3 Fuel Offload Rate
1 All usable aircraft fuel shall be available for offload with no degradation to offload rate throughout the range of tanker fuel loads (THRESHOLD).
2 The KC-X shall provide the capability to manually control the fuel offload rate (THRESHOLD).
3 The KC-X shall have the capability to automatically set fuel offload rates based on receiver type (THRESHOLD).
4 Forward Area Refueling Point
1 The KC-X shall be able to offload fuel on the ground at suitable airfields to other aircraft or bladders without the need for peculiar/unique ground equipment IAW AFI 11-235 and STANAG 2946 (THRESHOLD).
2 The KC-X should be able to offload fuel on the ground at suitable airfields to other aircraft or bladders without the need for peculiar/unique ground equipment with engine(s) running IAW AFI 11-235 and STANAG 2946 (OBJECTIVE).
5 Boom Aerial Refueling
1 Boom Control
1 The boom shall be capable of being safely lowered, operated, and raised throughout the operating envelope of the aircraft from the ARO station (THRESHOLD).
1 The boom shall be capable of being safely lowered, operated, and raised throughout the operating envelope of the aircraft above 15,000 feet mean sea level (MSL), at receiver aircraft speeds identified in AF TOs 1-1C-1-3 and 1-1C-1-33.
2 The boom should be capable of being safely lowered, operated, and raised throughout the operating envelope of the aircraft above 8,000 feet MSL, at receiver aircraft speeds identified in AF TOs 1-1C-1-3 and 1-1C-1-33.
3 The boom shall be capable of being safely lowered, operated, and raised in an established air refueling envelope above 5,000 feet MSL, at receiver aircraft speeds identified in AF TOs 1-1C-1-3 and 1-1C-1-33.
4 The boom should be capable of being safely lowered, operated, and raised in an established air refueling envelope above 3,000 feet MSL, at receiver aircraft speeds identified in AF TOs 1-1C-1-3 and 1-1C-1-33.
2 The ARO shall have the capability to independently disconnect immediately from any receiver, regardless of receiver aerial refueling system status, on each contact (THRESHOLD).
3 The KC-X boom system shall provide an automatic method of load alleviation to control loads within structural limits (THRESHOLD).
4 Loss of automatic load alleviation should not prevent the ability to continue boom aerial refueling operation (OBJECTIVE).
2 Boom Envelope and Limits
1 The size of the boom envelope shall be in accordance with Allied Tactical Publication (ATP)-56 (STANAG 3971), Appendix 1 to Annex 10Q (THRESHOLD).
2 The boom envelope should exceed the ATP-56 envelope as much as possible (OBJECTIVE). Azimuth/roll and elevation envelope expansion are more desirable than extension increases.
3 The KC-X shall have the capability to automatically set boom envelope limits based on receiver type (THRESHOLD).
4 The KC-X shall have the capability to manually set boom envelope limits based on receiver type (THRESHOLD).
5 The KC-X shall have the capability for automatic disconnect to prevent exceeding boom limits (THRESHOLD).
6 While engaged, the KC-X shall be capable of maneuvering throughout the entire refueling envelope, in accordance with applicable air refueling manuals and standard agreements, of any compatible current and programmed fixed wing receiver aircraft (THRESHOLD, KPP #1).
7 While engaged, the KC-X should be capable of maneuvering throughout the entire refueling envelope, in accordance with applicable air refueling manuals and standard agreements, of any compatible current and programmed tilt rotor receiver aircraft (OBJECTIVE, KPP #1).
6 Drogue Aerial Refueling
1 Drogue Operations
1 The KC-X shall be able to independently operate each drogue system.
2 All hoses and drogues shall be capable of being extended, operated, and retracted throughout the operating envelope of the aircraft without striking any part of the aircraft with the exception of the hose/drogue entry tunnel (THRESHOLD).
1 The hose and drogue shall be capable of being extended, retracted, and operated from 180 KIAS to 325 KIAS without striking any part of the KC-X with the exception of the hose/drogue entry tunnel.
2 The hose and drogue should be capable of being extended, operated, and retracted throughout the airspeed envelope of the aircraft without striking any part of the KC-X with the exception of the hose/drogue entry tunnel.
3 The aircraft shall have the capability to safely jettison any aerial refueling hose at any length of extension without striking any part of the KC-X with the exception of the hose/drogue entry tunnel (THRESHOLD).
4 The limits of refueling transfer position, adequate tanker/receiver clearance, and receiver position aids shall be clearly marked on the hose.
5 All drogue systems shall permit engagements with MIL-N-25161 aerial refueling probe nozzles.
6 The KC-X drogues shall be designed to prevent any parts from breaking loose and damaging the receiver aircraft.
7 All drogue systems shall be aerodynamically stable in all deployed configurations, including transitions between configurations, throughout the aerial refueling envelope.
8 All drogue systems shall present the receiver aircraft with a stable platform in straight and level flight and in turns up to 30 degrees of bank where the roll rate does not exceed 2 degrees per second throughout the aerial refueling envelope.
9 Centerline Drogue Systems
1 A centerline hose and drogue capability shall be provided (THRESHOLD).
2 A redundant centerline hose and drogue capability should be provided (OBJECTIVE).
3 KC-X centerline systems shall be capable of delivering fuel at flow rates equal to or greater than current USAF centerline drogue systems at standard aerial refueling pressures.
2 Simultaneous Multi-Point Refueling (KPP #9)
1 The aircraft shall be provisioned (including structural modifications, plumbing, electrical, data transfer, etc.) for simultaneous multi-point drogue refueling capability (THRESHOLD, KPP #9).
2 These provisions shall enable simultaneous drogue aerial refueling and shall allow rapid installation/removal of any external equipment associated with simultaneous drogue aerial refueling (THRESHOLD).
3 KC-X wing mounted drogue systems shall be capable of delivering fuel at flow rates equal to or greater than current USAF wing mounted drogue systems at standard aerial refueling pressures.
2 Receiver Aerial Refueling Capability (KPP #5)
1 The aircraft shall be capable of receiver aerial refueling (IAW current technical directives) from any compatible tanker aircraft (i.e., KC-135, KC-10, and KC-X) using USAF aerial refueling procedures (THRESHOLD, KPP #5).
2 The aircraft should be capable of receiver aerial refueling (IAW current technical directives) to its maximum inflight gross weight from any compatible tanker aircraft (i.e., KC-135, KC-10, and KC-X) using USAF aerial refueling procedures (OBJECTIVE, KPP #5).
3 The KC-X shall be capable of receiver aerial refueling (IAW current technical directives) to its maximum fuel capacity from any compatible tanker aircraft using USAF aerial refueling procedures.
4 While engaged, the aircraft shall be capable of maneuvering throughout the entire boom envelope of any compatible tanker aircraft, including all tanker and receiver gross weights, within the tanker boom limitations (THRESHOLD).
5 The KC-X shall allow the aircrew to electronically and manually terminate all fuel transfer through the receptacle.
6 The KC-X shall be capable of receiving fuel at the maximum rate that the KC-X can deliver fuel.
3 Treaty Compliance Support
1 The aircraft shall have a dedicated ethernet cable (Cat 5E or equivalent) running from each wing multi-point refuel mounting hard point to at least two locations in the main cargo compartment for interfacing with alternate mission equipment (RS 422 compliant or meets intent ) (THRESHOLD, KSA #5).
2 The aircraft shall have 28 VDC to each multi-point hard point (THRESHOLD, KSA #5).
3 The aircraft shall provide at least 700 w available power at each wing multi-point hard point interface.
4 An intercom capability shall be provided for the alternate mission equipment locations in the main cargo compartment.
5 The aircraft shall provide sufficient quantity and quality power for the treaty compliance equipment in the main cargo compartment.
11 Crew Systems
1 Human-System Interface
1 The KC-X shall be compatible with human characteristics, accounting for, but not limited to: anthropometrics, biomedical, cognitive capabilities and limitations, performance aiding, control and display integration, automation, perceptual cueing, and environmental factors. This includes operators, maintainers, sustainers, trainers, and other support personnel.
2 Basic aircrew complement shall only consist of two pilots and one aerial refueling operator; the ARO duties include in-flight refueling systems operation and/or cargo/passenger handling (THRESHOLD).
3 Anthropometric Requirements
1 The flight deck and ARO station shall accommodate Case 2 through Case 6 and Case 9 of the anthropometric characteristics specified in Table 3.1.
2 The flight deck and ARO station should accommodate Case 1 through 7 of Table 3.1.
3 The flight deck and ARO station should accommodate the full size range of USAF personnel as described in AFI 48-123.
Table 3-1 - Anthropometric Characteristics
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NOTE: All dimensions are in inches, except weight, which is expressed in pounds. Weight values are nude. The vendor is responsible for determination of weight allowances and other impacts of life support and survival equipment and clothing.
2 Oxygen System
1 Primary Oxygen System
1 The aircraft shall be capable of generating onboard emergency oxygen on the ground and in-flight with sufficient capacity to meet all mission requirements for up to 15 flight crew members (THRESHOLD).
2 The aircraft should be capable of generating onboard emergency oxygen on the ground and in-flight with sufficient capacity for full-load passenger and/or patient movements (OBJECTIVE).
3 All flight deck positions, including the observer and additional crew member positions, shall have immediate access to crew oxygen (THRESHOLD).
4 The flight deck shall be equipped with panel mounted regulators to support current aircrew oxygen masks and chem/bio equipment (MBU-5/P, MBU-10/P and MBU-12/P per TO 14-1-1) (THRESHOLD).
5 Aircraft oxygen system shall be compatible with the aircrew chem/bio breathing devices per Table 6-1 of TO 14-1-1 (THRESHOLD).
2 Secondary Oxygen System. Secondary oxygen, capable of being recharged with the aircraft primary oxygen system, shall be available on the flight deck, at each emergency equipment station, in each lavatory, at each galley, in each crew rest facility, and at a minimum of five stations in the main cargo compartment accessible in-flight (THRESHOLD).
3 Therapeutic Oxygen
1 At least 100 liters per minute of US Pharmacopeia grade 93-99.7% oxygen regulated at 50psi for patient therapeutic purposes should be provided (OBJECTIVE).
2 Therapeutic oxygen receptacles should be positioned throughout the passenger/patient cabin (OBJECTIVE).
3 Aircrew Life Support Equipment
1 Standard fielded and qualified equipment as identified in TO 14-1-1 Table 6-2 for KC-10/KC-135 (i.e., meeting military specifications or FAA equivalent) shall be provided (THRESHOLD).
2 Provisions to stow aircrew life support equipment shall be provided.
3 Protective Breathing Equipment (PBE)
1 A sufficient number of PBEs shall be provided and stowed in built-in, readily accessible locations for the crew to operate the aircraft and combat fires (THRESHOLD).
2 Stowage of passenger smoke and fume protection devices should be provided in any cargo area capable of accommodating passengers (to include patients) (OBJECTIVE).
4 Ditching Equipment
1 Mandatory survival equipment and signaling components required by technical orders 14-1-1 and 14S-1-102-21 shall be provided and stowed in built-in, readily accessible locations in sufficient quantity and types (THRESHOLD).
2 The mandatory survival equipment and signaling components should be stored within the life preservers/rafts (OBJECTIVE).
5 Eye Protection Systems
1 The aircraft system shall support use of laser eye protection devices (THRESHOLD, KPP #8).
2 Flash blindness protection shall be provided for the aircrew using equipment listed in Table 6-1 of TO 14-1-1 (THRESHOLD).
4 Aircraft Access
1 Capability to enter the aircraft without the use of ground equipment shall be provided (THRESHOLD).
2 The entry means shall allow access to the flight deck within 2 minutes starting from outside a closed aircraft (THRESHOLD).
3 The entry means should allow access to the flight deck within 30 seconds starting from outside a closed aircraft (OBJECTIVE).
4 The entry means shall be integral to the aircraft and capable of being stowed within 2 minutes without exceeding the physical effort constraints of a crew member (see FAA Human Factors Design Standard (HFDS) 2003, para. 4.5.1) (THRESHOLD).
5 The entry means should be capable of being stowed within 30 seconds without exceeding the physical effort constraints of crew members (see FAA HFDS 2003, para. 4.5.1) (OBJECTIVE).
6 Capability that allows crewmembers access to all main deck compartments in-flight shall be provided (THRESHOLD).
5 Flight Deck
1 Command Communication System Access
1 All flight deck positions, including the observer position, shall have immediate access to all command communications systems (THRESHOLD).
2 Aircraft shall have the capability to provide an additional aircrew member with access to command radios and controls/displays that, as a minimum, allow monitoring of flight management activities, viewing of situational awareness information and data link messages, and ability to send non-ATC data link messages (THRESHOLD).
2 Aircrew Equipment Storage
1 Sufficient storage space for flight bags, lockable gun box and personal/professional gear for six crewmembers (approximately one full helmet bag and standard publications bag each) shall be provided (THRESHOLD).
2 Sufficient secure storage for sensitive/classified items shall be provided (THRESHOLD).
6 Controls and Displays
1 The KC-X shall provide all necessary controls, displays, auditory indicators, and other cognitive decision aids to maximize situational awareness and human performance.
2 Task loading shall be within the flight crew capabilities such that both normal and emergency tasks can be accomplished in the time allotted by mission constraints.
3 Placement of displays should comply with AFI 11-202 V3, Section 2.6.
4 Display symbology for new displays shall comply with MIL-STD-1787.
5 Display symbology should comply with MIL-STD-1787.
6 All aircraft controls and systems shall allow operation by aircrew wearing chem/bio protective clothing as identified in Table 6-1 of TO 14-1-1 for KC-10/KC-135 (THRESHOLD).
7 Seating
1 Permanent flight deck seating shall accommodate a pilot, co-pilot, observer, and an additional crew member with visual access to all flight displays and radio/communications equipment.
2 Permanent ARO station seating shall accommodate the ARO and an ARO instructor/observer with visual access to all ARO displays.
3 Cargo area seating shall accommodate, as a minimum, a three person backup crew, five aeromedical personnel (with access to patients), and an additional crew member.
8 Crew Rest
1 Separated crew rest accommodations shall be provided for three crewmembers (THRESHOLD), equipped with emergency oxygen access and individual lighting suitable for reading.
2 Separated crew rest accommodations shall be provided for six crewmembers (OBJECTIVE), equipped with emergency oxygen access and individual lighting suitable for reading.
3 The crew rest accommodations shall be capable of providing eight hours of uninterrupted sleep.
9 Water
1 A potable water system capable of supporting maximum passenger, patient, and crew requirements throughout the operational environment shall be provided (THRESHOLD).
2 Running water shall be available at each sink (THRESHOLD).
3 The KC-X should have hot and cold water and a water purification system (OBJECTIVE).
10 Lavatories
1 Permanent lavatory facilities capable of supporting a 15 member crew load for 12 hours shall be provided (THRESHOLD).
2 Permanent lavatory facilities capable of supporting a 15 member crew load for 24 hours is desired (OBJECTIVE).
3 Compatibility with commonly available enroute external servicing equipment shall be provided (THRESHOLD).
4 The KC-X shall accommodate lavatories capable of supporting a maximum passenger and crew load for 12 hours (THRESHOLD).
5 The KC-X should accommodate lavatories capable of supporting a maximum passenger and crew load for 24 hours (OBJECTIVE).
11 Galley
1 A permanent galley capable of storing and maintaining cold beverages and meals, preparing hot beverages, and reheating meals for a 15 member crew shall be provided (THRESHOLD).
2 Additional capability of storing and maintaining cold beverages and meals, preparing hot beverages and reheating meals for a full AE patient load shall be provided (THRESHOLD).
3 Additional capability of storing and maintaining cold beverages and meals, preparing hot beverages and reheating meals for a full passenger load shall be provided.
12 ARO Station
1 The KC-X shall ergonomically accommodate an aerial refueling operator and instructor/observer, while wearing chem/bio gear or other protective equipment, in all phases of flight.
2 The ARO shall be able to receive all cues (visual and other) necessary to safely conduct aerial refueling boom operations during all ambient lighting conditions (THRESHOLD).
3 The ARO shall be able to visually monitor (via direct and/or indirect) all drogue operations during all ambient lighting conditions (THRESHOLD).
13 Lighting
1 The aircraft shall have the ability to switch in flight between overt and covert lighting (THRESHOLD).
2 Cockpit displays shall annunciate which lighting scheme (covert or overt) is in use (THRESHOLD).
3 Cargo Compartment Lighting
1 The passenger/cargo compartment shall include lighting for the conduct of passenger and cargo loading and unloading with and without use of night vision goggles (NVGs) (THRESHOLD).
2 Cargo compartment lighting for non NVG use shall be in accordance with MIL-STD-3009 paragraph 4.2.2, Table 1.
3 For NVG compatibility, the cargo compartment lighting shall be in accordance with MIL-STD-3009 paragraph 4.2.2, Table II and Table III.
4 Cargo Compartment lighting shall be sufficient to permit safe care delivery by AE crew or other medical attendants (THRESHOLD).
4 Work Surfaces. Lighting shall be sufficient for occupants to conduct assigned tasks in accordance with applicable sections of MIL-STD-1472 (THRESHOLD).
5 Formation Lighting
1 Aircraft exterior formation lighting shall be pilot controllable (THRESHOLD).
2 Aircraft exterior formation lighting shall be compatible with night vision devices (THRESHOLD).
6 Aerial Refueling Lighting
1 The drogue shall be sufficiently illuminated for approaching receiver aircraft to visually acquire the drogue from all approach angles and perform aerial refueling operations (including covert operations) during all ambient lighting conditions.
2 The KC-X shall provide sufficient visual cues to intended receiver aircraft to enable communications-out aerial refueling operations (THRESHOLD).
3 The KC-X shall provide receiver aircrew sufficient visual cues to safely conduct aerial refueling operations in all ambient lighting conditions.
4 The KC-X shall have a receiver pilot director light system that supports aerial refueling operations (THRESHOLD).
5 The pilot director light systems shall be compatible with receiver night vision devices (THRESHOLD).
6 The boom aerial refueling system shall include the necessary lighting for the conduct of night boom refueling with and without night vision systems throughout the full range of ambient light levels (THRESHOLD).
7 The drogue aerial refueling system shall include the necessary lighting for the conduct of night refueling with and without night vision systems throughout the full range of ambient light levels (THRESHOLD).
8 The KC-X, as a receiver, shall provide the refueling tanker aircrew sufficient visual cues to safely conduct aerial refueling operations in all ambient lighting conditions.
9 The KC-X shall provide receiver aircraft with visual indication of tanker aerial refueling system status for both overt and covert conditions.
10 All lighting used during aerial refueling operations shall have variable intensity and be independently controlled (THRESHOLD).
11 All aerial refueling lights shall be designed to prevent distracting hotspots or glare during formation, pre-contact, and contact.
12 Aircraft should incorporate an external lighting system capable of allowing the receiver pilot to maintain the proper closure angle to the contact position (OBJECTIVE).
13 Aircraft should incorporate an external lighting system capable of assisting the receiver pilot in acquiring and maintaining the proper pre-contact position (OBJECTIVE).
7 NVIS Compatibility
1 The aircraft system shall support use of existing Class B night vision devices (THRESHOLD, KPP #8) as defined in MIL-STD-3009.
2 The aircraft shall be capable of takeoff, landing, and aerial refueling, as a tanker and receiver in an NVIS environment (THRESHOLD, KPP #8).
3 The aircraft shall be capable of operating in all flight and ground regimes in an NVIS environment (THRESHOLD).
4 Lighting and displays in the flight deck shall be compatible with Class B NVIS as defined in MIL-STD-3009.
5 The aircraft shall be equipped with an external lighting system compatible with night vision systems (THRESHOLD).
6 Covert lighting shall provide IR illumination while not being visible to the naked eye beyond approximately 300 feet.
14 Maintenance Work Environment
1 USAF organizational level maintenance shall be capable of being performed in inclement/adverse weather conditions (IAW current USAF maintenance and Occupational Safety and Health Administration directives) within a temperature range of -40°F to 130°F, including solar radiation effects (THRESHOLD).
2 USAF organizational level maintenance personnel shall be able to perform all required aircraft servicing, launch and recovery tasks wearing protective MOPP IV ensembles, field gear (to include body armor) or cold weather gear (includes but not limited to parkas, parka pants, gloves, boots) (THRESHOLD).
3 Support Equipment (SE)/Test, Measurement and Diagnostic Equipment (TMDE)
1 SE and TMDE include all equipment required to perform aircraft support functions, except those that are an integral part of operational mission equipment. Where possible, existing Air Force common SE/TMDE shall be used.
2 SE/TMDE shall be selected using the following preference hierarchy: standard item, preferred item, items already in the government inventory or being developed under government contract, commercially available items that meet technical or logistical requirements, modification of any of the above, and development of new item.
3 All unique SE/TMDE shall be calibrated and ready to use when delivered (THRESHOLD).
4 The aircraft cargo handling system and required SE/TMDE shall be interoperable with current material handling equipment (THRESHOLD).
5 New depot support equipment shall be kept to a minimum and follow the same preference hierarchy listed above (THRESHOLD).
6 Organizational level SE/TMDE shall complement the maintenance concept, be highly mobile, and suitable for flightline and deployment use (THRESHOLD).
7 All support equipment used for repair and maintenance shall be ergonomic and safe in design to minimize personal injury of individuals operating and maintaining the KC-X (THRESHOLD).
8 In addition, the support equipment used shall be designed for ease of operation and maintenance, and must be designed to minimize all KC-X component damage during disassembly, repair, and assembly during any part of the maintenance cycle (THRESHOLD).
9 A single/common trailer shall be capable of built-up engine storage, air and ground transport, and installation/removal (THRESHOLD).
10 The support equipment shall provide a means to protect all sensitive and classified information consistent with the level of aircraft sensitivity or classification.
Requirements Verification. To be determined by the contractor.
Acronyms
|ADS-B |Automatic Dependent Surveillance-Broadcast |
|ADS-C |Automatic Dependent Surveillance-Contract |
|AE |Aeromedical Evacuation |
|AEF |Air and Space Expeditionary Force |
|AF |Air Force |
|AFI |Air Force Instruction |
|AFN |Aeronautical Facilities Notification |
|AFOSH |Air Force Occupational, Safety and Health |
|AFTTP |Air Force Tactics, Techniques, and Procedures |
|ALE |Automatic Link Establishment |
|AMC |Air Mobility Command |
|AOC |Airline Operations Control |
|AOR |Area of Responsibility |
|APU |Auxiliary Power Unit |
|AR |Aerial Refueling |
|ARA |Aerial Refueling Aircraft |
|ARO |Air Refueling Operator |
|ATC |Air Traffic Control |
|ATM |Air Traffic Management |
|ATP |Allied Tactical Publication |
|BIT |Built-In Test |
|BLOS |Beyond Line of Sight |
|BR |Break Rate |
|C2 |Command and Control |
|C4I |Command, Control, Communications, Computers, and Intelligence |
|CFR |Code of Federal Regulations |
|CG |Center of Gravity |
|CND |Could Not Duplicate |
|CNS |Communications, Navigation, and Surveillance |
|COMSEC |Communications Security |
|CONUS |Continental United States |
|CPDLC |Controller-Pilot Datalink Communications |
|CSAR |Combat Search and Rescue |
|DAMA |Demand Assigned, Multiple Access |
|DISR |DoD Information Technology Standards Registry |
|DME |Distance Measuring Equipment |
|DoD |Department Of Defense |
|DR |Departure Reliability |
|DS |Defensive Systems |
|E3 |Electromagnetic Environmental Effects |
|EHF |Extremely High Frequency |
|ELT |Emergency Locator Transmitter |
|EMI |Electromagnetic Interference |
|EMP |Electro-Magnetic Pulse |
|ETOPS |Extended Operations |
|FAA |Federal Aviation Administration |
|FANS |Future Air Navigation System |
|FARP |Forward Air Refueling Point |
|FL |Flight Level |
|FMS |Flight Management System |
|GI&S |Geospatial Information and Services |
|GIG |Global Information Grid |
|GPM |Gallons Per Minute |
|GPS |Global Positioning System |
|HAZMAT |Hazardous Materials |
|HF |High Frequency |
|HFDS |Human Factors Design Standard |
|HSI |Human Systems Integration |
|IA |Information Assurance |
|IAW |In Accordance With |
|ICS |Internal Communications System |
|IFF |Identification Friend or Foe |
|ILS |Instrument Landing System |
|IMC |Instrument Meteorological Conditions |
|IR |Infrared |
|JPALS |Joint Precision Approach and Landing System |
|JSSG |Joint Service Specification Guide |
|JTRS |Joint Tactical Radio System |
|KC-X |KC-135 Replacement Tanker Aircraft |
|KIAS |Knots Indicated Airspeed |
|KPP |Key Performance Parameter |
|KSA |Key System Attribute |
|LAAS |Local Area Augmentation Systems |
|LOS |Line of Sight |
|LPD |Low Probability of Detection |
|LPI |Low Probability of Intercept |
|LRU |Line Replaceable Unit |
|LSAS |Litter Station Augmentation Set |
|MC |Mission Capable |
|MCSP |Mission Completion Success Probability |
|MLS |Microwave Landing System |
|MNPS |Minimum Navigation Performance Specification |
|MOPP |Mission Oriented Protective Posture |
|MSL |Mean Sea Level |
|NATO |North Atlantic Treaty Organization |
|NDB |Non directional Beacon |
|NGA |National Geospatial Intelligence Agency |
|NSA |National Security Agency |
|NVG |Night Vision Goggle |
|NVIS |Night Vision Imaging System |
|ODS |Ozone Depleting Substance |
|OFP |Operational Flight Program |
|PBE |Protective Breathing Equipment |
|PCMCIA |Personal Computer Memory Card International Association |
|PPS |Precise Positioning Service |
|PSP |Patient Support Pallet |
|R&M |Reliability and Maintainability |
|RF |Radio Frequency |
|RNP |Required Navigation Performance |
|RNAV |Area Navigation |
|ROBE |Roll-On Beyond Line of Sight Enhancement |
|RTOK |Retest Okay |
|RVSM |Reduced Vertical Separation Minima |
|SAASM |Selective Availability Anti Spoofing Module |
|SATCOM |Satellite Communications |
|SE |Support Equipment |
|SELCAL |Selective Calling System |
|SID |Standard Instrument Departure |
|SIF |Selective Identification Feature |
|SOF |Special Operations Force |
|SPM |Self Protection Measures |
|SPS |Standard Positioning Service |
|SRD |System Requirements Document |
|STANAG |Standard Agreement |
|STAR |Standard Terminal Arrival Route |
|TACAN |Tactical Air Navigation |
|TAI |Total Aircraft in the Inventory |
|TCAS |Traffic Alert And Collision Avoidance System |
|TMDE |Test, Measurement and Diagnostic Equipment |
|TO |Technical Orders |
|TOD |Takeoff Delay |
|TRANSEC |Transmission Security |
|U.S. |United States |
|UHF |Ultra High Frequency |
|USAF |United States Air Force |
|VAC |Volts, Alternating Current |
|VDC |Volts Direct Current |
|VDL |VHF Digital Link |
|VHF |Very High Frequency |
|VMC |Visual Meteorological Conditions |
|VOR |VHF Omni Directional Range |
|WAAS |Wide Area Augmentation Systems |
References
|AF System Security Instruction 5020, Remanance Security, 19 Apr 2003 |
|AFI 11-2KC-10V3, KC-10 Operations Procedures, 18 Jan 2006 |
|AFI 11-202, Volume 3, Flying Operations, 6 Jun 2003 |
|AFI 11-235, Forward Area Refueling Point (FARP) Operations, 15 Dec 2000 |
|AFI 21-101, Aircraft and Equipment Maintenance Management, 29 Jun 2006 |
|AFI 48-123, Medical Examinations and Standards, 5 Jun 2006 |
|AFMAN 24-204, Preparing Hazardous Materials for Military Air Shipment, 12 Oct 2004 |
|AFOSH STD 91-25, Confined Spaces, 1 Feb 1998 |
|AFOSH STD 91-38, Hydrocarbons Fuels – General, 1 Sep 1997 |
|AFOSH STD 91-50, Communications Cable, Antenna and Communications-Electronic (C-E) Systems, 1 Aug 1998 |
|AFOSH STD 91-67, Liquid Nitrogen and Oxygen Safety, 1 Oct 1997 |
|AFOSH STD 91-68, Chemical Safety, 1 Oct 1997 |
|AFOSH STD 91-100, Aircraft Flightline – Ground Operations and Activities, 1 May 1998 |
|AFTTP 3-3.22B, Combat Aircraft Fundamentals – KC-135, 31 May 2006 |
|ATP-56A(1); Air to Air Refueling; 1 Feb 1999; with Change Notice 1, 1 Nov 2000 and Notice – Administrative, 13 Aug 2001 |
|DoD Information Technology Standards Registry (DISR) 6.2, Aug 06 |
|FAA Form 8130-2, Conformity Certificate – Military Aircraft |
|14 CFR Part 36, Noise Standards: Aircraft Type and Airworthiness Certification |
|14 CFR Part 121, Operating Requirements: Domestic, Flag, and Supplemental Operations |
|FAA HFDS 2003, Human Factors Design Standard |
|JSSG 2001B, Air Vehicle, 30 Apr 2004 |
|JSSG 2009, Air Vehicle Subsystems, 30 Oct 1998 |
|KC-X Tailored Airworthiness Certification Criteria |
|MIL-A-87166(2), Aerial Refueling Receiver Subsystem, 2 May 1983 with Amendment 2, 15 Apr 1986 |
|MIL-HDBK-454A, General Guidelines for Electronic Equipment, 3 Nov 2000 |
|MIL-N-25161C(3); Nozzle, Aerial Pressure Refueling, Type MA-2; 10 Jul 1969 with Amendment 3, 12 Feb 1981 |
|MIL-PRF-85285D; Coating Polyurethane, Aircraft and Support Equipment; 28 Jun 2002 |
|MIL-S-38449; Signal And Signal/Intercommunication Amplifiers, Universal, Aerial Refueling; 1 Feb 1996 |
|MIL-STD-464A, Electromagnetic Environmental Effects Requirements for Systems, 19 Dec 2002 |
|MIL-STD-882D, System Safety, 10 Feb 2000 |
|MIL-STD-130M, Identification Marking of U.S. Military Property, 2 Dec 2005 |
|MIL-STD-1787C, Aircraft Display Symbology, 5 Jan 2001 |
|MIL-STD-1797B, Flying Qualities of Piloted Aircraft, 15 Feb 2006 |
|MIL-STD-2169B, High Altitude Electromagnetic Pulse Environment (U), 17 December 1993, classified SECRET, available to personnel with the appropriate |
|security clearance from Headquarters US Army Communications-Electronics Command, Research, Development and Engineering Center, Command/Control and |
|Systems, Integration Directorate - South, ATTN: AMSEL-RD-C2-PD-E, 10108 Gridley Road, Ste 1, Ft Belvoir, VA 22060-5817 |
|MIL-STD-3009; Lighting, Aircraft, NVIS Compatible; 4 Oct 2002 |
|MIL-STD-1472F, DoD Design Criteria Standard - Human Engineering, 5 Dec 2003 |
|MIL-STD-1530C, Aircraft Structural Integrity Program (ASIP), 1 Nov 2005 |
|MS-27604, Nozzle - Universal Aerial Refueling Tanker Boom, 26 Sep 1997 |
|RTCA/DO-160D, Environmental Conditions and Test Procedures for Airborne Equipment, 29 Jul 1997 |
|STANAG 2946; Forward Area Refueling Equipment; 19 Jul 1983 with Amendment 3, 11 Feb 1991 and Amendment 4, 11 Feb 1992 |
|STANAG 3447; Aerial Refueling Equipment Dimensional and Functional Characteristics; 25 Sept 1990 with Amendment 1, 26 Apr 1991, Amendment 2, 24 Jun |
|1991, Amendment 3, 16 Sept 1996 and Amendment 4, 12 Sept 1997 |
|STANAG 3971, Air-to-Air Refueling – ATP-56(A), 25 Mar 1999 with Amendment 1, 19 Dec 2000 |
|TO 1-1C-1, Basic Flight Crew – Air Refueling Manual, 1 Jun 2006 |
|TO 1-1C-1-3, KC-135 (Tanker) Flight Crew Air Refueling Procedures, Change 11, 15 Sept 2001 |
|TO 1-1C-1-33, Flight Manual – Flight Crew Tanker Air Refueling Procedures USAF Series KC10A Aircraft, Change 3, 31 Jan 2005 |
|Technical Manual 14-1-1, U.S. Air Force Aircrew Life Support Equipment and Ensemble Configurations, Change 4, 10 Oct 2005 |
|TO 14S-1-102-21; Technical Manual – Maintenance Instructions with Illustrated Parts Breakdown – USAF Flotation Equipment LRU-1/P, F-2B, 20-Man VPLR, |
|and 25-Man Life Rafts, LPU-3/P, LPU-6/P, LPU-10/P, A-A-50652, and MB-1 Life Preservers; Change 1; 1 Jan 2006 |
|195-B012-ICD-002; Roll-On Beyond Line-of-Sight Enhancement, ROBE Spiral 2.0; 16 Jan 2006 |
1 KC-X Net Ready Key Performance Parameter
[pic]
2 KC-X Threat Summary
Classified SECRET, available to personnel with the appropriate security clearance from the Contracting Officer Ms Sandra Palmatier, (937) 656-9599, e-mail: KC-X.IndustryRequests@wpafb.af.mil. Proof of facility and personnel clearances to handle classified documentation must accompany the request.
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