T-X Requirements matrix

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KPPs Table 1: KPPs

Ref KPP Development Threshold

Development Objective Rationale

1.

Sustainment – Operational Availability (Ao) for Aircraft Sustainment – Materiel Availability (Am) for Aircraft Sustainment – Operational Availability (Ao) for each GBTS simulator (WST, OFT, UTD)

Aircraft Sustainment (Ao) ≥ 80% at 20,000 fleet hours. (Am) ≥ 76% at 20,000 fleet hours. GBTS Sustainment (Ao) ≥ 95%

T=O

Based on a Program Flying Training (PFT) of 91K flight hours to meet HAF pilot requirement estimates. Requirements based on the necessary minimum assets required to ensure pilot throughput for the given APT CONOPS for a fleet size of 350 aircraft. The aircraft will operate within the most current Air Force maintenance and logistics support structure based on T-38 Sustainment CONOPS. Intermediate Reliability Growth Curve (RGC) points for both the aircraft and the GBTS will be identified and accomplished during Systems Engineering Plan (SEP) and Test and Evaluation Master Plan (TEMP) development per DoD guidance. RGCs will be stated in a series of intermediate goals and tracked through fully integrated, system-level test and evaluation events at least until the reliability threshold is achieved. Threshold GBTS requirement measured at first production-representative aircraft delivery. GBTS Am is not applicable.

2. Sustained G for Aircraft. ≥ 6.5 Gs ≥ 7.5 Gs

Sustained G parameters are: Steady state flight (meaning G is maintained throughout the maneuver using); Ps no greater than -200 ft/sec (ie -205 is not acceptable), standard configuration, 80% fuel weight, 15,000 ft Pressure Altitude (PA), Standard Day, and no greater than 0.9Mach.

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3.

GBTS– The ability to accurately display objects as well as the ability to accurately replicate aircraft performance to enable positive transference of skill sets from the GBTS to the aircraft

Visual Acuity The mean visual resolution for the WST and OFT (at 9,000 feet and 6,000 feet respectively) shall be less than or equal to 2.5 arc-minutes per optical line pair and must include accurate and relative aircraft sizing, shape, features, angle off, aspect angle and closure rates at these distances. Performance Fidelity The WST and OFT shall adequately replicate the aircraft performance, cockpit controls, switches and avionics systems to allow accurate instruction in the GBTS and reflect training in the aircraft.

T=O

A high fidelity GBTS (both in acuity and performance replication) enables training of basic and advanced pilot training events (e.g., visual/instrument approaches, overhead patterns, basic/tactical formation, air-to-air and air-to-ground tactics, low level flight, and in-flight refueling). Critical to the display of these training events is the ability to accurately display objects in relation to size, shape, features, color, aspect angle, angle off, closure rates, cultural data environmental effects and depth perception.

4. Net-Ready See NR-KPP Table. See NR-KPP Table.

See NR-KPP Table.

5. Energy: Fuel capacity for Aircraft

Be able to conduct the most fuel-demanding APT syllabus directed sorties.

T=O

- Fly to/from airspace 90nm away at ≥300 knots indicated airspeed and ˃10,000 ft. MSL. - Perform a G-exercise maneuver (altitude block of 10,000 to 20,000 ft. MSL) - - Do 2 x 180 degree turns with no less than military power. - BFM Maneuvers (do the following 5 times) - - Beginning at 18,000 ft. MSL, perform a 720 degree turn at constant airspeed using no less than military power. - - Climb from 10,000 ft. MSL to 18,000 ft. MSL using power and airspeed as required for most efficient fuel consumption. - Return from airspace ≥300 knots indicated airspeed and 10,000 ft. MSL. - Fuel Reserve: The pilot-in-command must ensure the

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aircraft is carrying enough usable fuel on each flight to increase the total planned flight time between refueling points by 10 percent (up to a maximum of 45 minutes for fixed-wing) or 20 minutes, whichever is greater.

6. Training

Core personnel (pilots, GBTS operators and maintainers) shall be trained with the APT T-X FoS to the proficiency level relevant to flight test requirements (AFMC) and SUPT, Pilot Instructor Training (PIT), and IFF syllabi (AETC) as well as associated maintenance directives. Core AFMC pilots and maintainers will complete training no later than (NLT) 60 days prior to the first Engineering and Manufacturing Development (EMD) aircraft delivery. Core AETC pilots and maintainers will complete training NLT 60 days prior to the first AETC assigned aircraft delivery; Core GBTS operators will complete training NLT 30 days prior to delivery of GBTS components (WST, OFT, UTD).

T=O

Core personnel will be trained by the contractor. For AETC, the contractor shall develop and conduct type 1 maintenance training using AETC Instruction 36-2219. To the maximum extent feasible (as defined by the owning MAJCOM), primary EMD aircraft shall not be used for training, to minimize the impact on EMD aircraft availability. AETC will determine the number of AETC core personnel to be trained in the APT T-X FoS System Training Plan (STP). The STP applies to both operations and maintenance.

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Table 2: NR-KPP Table Ref NR-KPP Attribute Key Performance Parameter Threshold Objective

1. Support to Military Operations Mission: Conduct flight operations in national terminal and enroute airspace with Air Traffic Control (ATC)

1.a. Measure: Broadcast Automatic Dependent Surveillance – Broadcast (ADS-B) data

All ADS-B 1090ES data in accordance with RTCA DO-242A

T=O

1.b. Measure: Receive ADS-B Traffic Information Service – Broadcast (TIS-B) data

All Air Traffic Control derived traffic information in accordance with RTCA DO-242A

T=O

1.c. Measure: Send and receive Traffic Alert and Collision Avoidance System (TCAS II) data

All TCAS II data in accordance with RTCA DO-185B

T=O

1.d. Conditions: Within CONUS, Day/night instrument or visual flight rules, non-jamming environment

NR-KPP Attribute Key Performance Parameter Threshold Objective

2. Enter and be managed on the network

Network: Air Traffic Control

2.a. Measure: Time to log into ADS-B network Less than 1 second T=O

2.b. Measure: Time to log into TCAS II network Less than 1 second T=O

2.c. Conditions: Within CONUS, Day/night instrument or visual flight rules, non-jamming environment

3. Effectively exchange information

Information Element: Exchange ADS-B data

3.a. Measure: Timeliness Near real-time less than 1 second T=O

3.b. Information Element: Exchange TCAS II data

3.c. Measure: Timeliness Near real-time less than 1 second T=O

3.d. Conditions: Within CONUS, Day/night instrument or visual flight rules, non-jamming environment

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Additional System Requirements TABLE 3: Additional System Requirements

Ref Attribute Development Threshold


1.

Maneuverability – Sustained turn rate with less than or equal to a 4500 foot turn radius in level flight at 50% fuel weight, 15,000ft PA, ≤0.9M, standard configuration

≥12.5 degrees/sec T=O

2. Maneuverability – Instantaneous G at 50% fuel weight, 15,000ft PA, 0.9M, standard configuration ≥8 Gs T=O

3. Simulated Air-to-Air weapons employment training for T-X FoS

Provide situation awareness indicators and switchology to support simulated employment of gun, IR and radar missiles with high off-boresight and off-boresight capability to include short range missile, medium range missile, Lead Computing Optical Sight (LCOS) and/or Enhanced Envelope Gun Sight (EEGS) (pilot selectable)

T=O Situation awareness indicators include missile envelope display, shoot cues, missile fly-out display, and audio tones.

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Ref Attribute Development Threshold Development Objective Rationale

4. Simulated Air-to-Ground weapons employment training for T-X FoS

Provide situation awareness indicators and switchology to support simulated employment of Constantly Computed Impact Point (CCIP), CCIP Gun, Constantly Computed Release Point (CCRP) (e.g. inertial aided munitions (IAMs), general purpose bombs and laser guided bombs (LGB)).

T=O Situation awareness indicators include release cues, audio tones, impact point display, and time to impact.

Data Link (aircraft to aircraft)

Data link between aircraft with ability to integrate LVC. T=O

5.

Capability to instruct Tactical Data Link employment using real or simulated data link (unclassified).

T=O

6. Maneuverability – Angle-of-Attack capability ≥20 degrees ≥25 degrees

Per AETC Handbook, Introduction to Aerodynamics, Jan 2002: “Angle of Attack (AOA) is the angle between a reference line on the aircraft (usually the chord line) and the relative wind direction.” This capability is defined as being able to fly with level one handling qualities to a positive AoA greater than the subsonic AOA at zero (0) lift.

7.

Maneuverability – Instantaneous turn rate with less than or equal to a 3000 foot turn radius at 50% fuel weight, 15,000ft PA, ≤0.9M, standard configuration

≥18 degrees/sec T=O

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8.

Virtual Training Fidelity for GBTS - Display Field of View (FoV) that enables UPT/IFF tasks to be accurately instructed in the GBTS (OFT, WST and UTD) and accurately reflects training in the aircraft

Must provide an appropriate FoV for each GBTS device to enable accurate instruction of basic cockpit procedures, normal and emergency patterns and procedures, basic formation, tactical formation, rejoins, instruments, low-level visual navigation, airways navigation, AAR, NVG, low and high aspect BFM, ACM, TI, BSA, CAS, SAT (low and medium altitude).

T=O

GBTS FoV must enable training of basic and advanced pilot training events (e.g., visual/instrument approaches, overhead patterns, basic/tactical formation, air-to-air and air-to-ground tactics, low level flight, and in-flight refueling).

9.

Operations mission debriefing capability for T-X

Permit review/replay of critical flight parameters for a formation mission of up to 8 separate aircraft (melded presentation) including audio (external communications, intercom, weapons and warning cues) video/avionics/weapons (including HUD information) displays, to enable flight reconstruction for instructional purposes. It shall take ≤ 5 minutes to meld the data for presentation.

T=O

The intent is to be able to view, from pilot and off-aircraft perspectives, flight path, maneuvers, engagements, etc. in relation to own aircraft and other participating aircraft and/or GBTS. Melding of data for presentation speaks to the need to display multiple aircraft data on a screen that is time synchronized to show up to 8 aircraft at any moment as well as switching through multiple displays per aircraft. No less than 120 minutes of recording available for all simulated weapons employment/expendable events shall be recorded (data and audio), marked and available for debrief. Upload time of no more than 5 minutes combined

for four aircraft. T=O

10.

CRM Training Simulated Sensors – Relevant, realistic and sufficient simulation, responsive to aircraft maneuvering, in order to teach / build situational awareness and tactical employment considerations

Aircraft and GBTS Simulated Radar, Defensive Management System (DMS), Situational Awareness Display (SAD). GBTS: Targeting Pod.

Threshold plus targeting pod simulated in aircraft

Radar and targeting system reflects basic B-Scope and AESA radar capabilities. SAD (e.g., Sensor Fused Display), and DMS to include RWR.

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11. Modular Open Systems Architecture T-X FoS shall utilize an Open Systems Architecture (OSA) utilizing modular design and widely-supported, consensus-based standards.

T=O

A modular open systems architecture (MOSA) will be used for configurability, portability, maintainability, incremental technology insertion, vendor independence, reusability, scalability, interoperability, upgradeability, and long-term supportability. The architecture will support meeting all USAF airworthiness requirements. The architecture will ensure that system design is sufficiently flexible to accommodate new and changing technology and requirements and support rapid and affordable insertion of technology through a modular

12. Maneuverability – G-onset rate at 50% fuel weight, 15,000ft PA, 0.9M, standard configuration

≥6 Gs/sec T=O

13. Simulated expendables employment training for T-X FoS

Provide situation awareness indicators (e.g., audible cue) and switchology to support employment and inflight re-load of simulated chaff and flare expendables.

T=O

14. Cockpit large area display (LAD) Provide same display functionality and information in front and rear cockpit. T=O

The instructor pilot will normally fly in the rear cockpit and teach the student pilot in the front cockpit; however, upgrade-IP (UIP) training requires the UIP to sit in the rear cockpit and the IP to sit in the front cockpit. Therefore, both cockpit configurations must optimize the ability to provide instruction in accordance with the SUPT, IFF, and PIT syllabi.

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15. Space, Weight, Power and Cooling (SWP-C)

T-X FoS shall incorporate Space, Weight, Power and Cooling growth capability into both the aircraft and GBTS.

T=O

Space, Weight, Power, & Cooling refers to the incorporation of growth provisions in the system’s design that enable the system to accommodate some level of modification without continually requiring major, expensive redesigns. SWP-C typically specifies margin remaining at end of development and should include margin for both planned and unplanned modifications. SWP-C specifications will be identified in the APT T-X FoS SRD.

16. Scenario input capability for T-X FoS Enable pre-planned and real-time tactical scenario injects for the aircraft by either aircrew position.

Enable real-time tactical scenario injects to the aircraft from a ground station

Instructor Pilot (IP) scenario input variables include learning objectives, flight plans, weather, simple simulated malfunctions, weapons criteria, simulated threat data, and initial conditions.

17. Scenario input capability for T-X FoS Enable scenario injects and virtual ATC environment for the GBTS at both the cockpit and console.

T=O

Instructor Pilot (IP) scenario input variables include learning objectives, flight plans, weather, simple simulated malfunctions, weapons criteria, simulated threat data, and initial conditions.

18. External carriage capability for aircraft

Aircraft shall have external carriage capability to accommodate a weapons systems support pod and travel pod (individually) and shall include a MIL-STD-1760 compatible aircraft/store electrical interface.

T=O External carriage must not have any negative impacts to mission capability; eg no degradation to avionics availability, etc.

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19. Ability to conduct in-flight refueling training with a boom-equipped tanker

GBTS: In-flight receiver refueling training (both day and night lighting conditions), including full visual display. AIRCRAFT: Aircraft design shall be adaptable to accommodate in-flight refueling capability.

Aircraft: In-flight refueling capability

At a minimum, day and night refueling procedures shall be accomplished in the simulator. The air vehicle must have the capability to accept installation of a boom-type inflight refueling system (not probe & drogue) without significant structural modifications or movement/redesign of other systems or subsystems. In-flight air refueling, with fuel on-load, is the objective value.

20. Fuel efficiency for engines

Minimum of 10% reduction in thrust-specific fuel consumption (TSFC) values from the Sea-Level-Static (SLS) baseline T-38 J-85 engine.

T=O

T-38 J85-GE-5H/J/L/M's TSFC (lbm/lbf-hr) baseline values: Cruise: 0.96; Max Dry: 1.03; Max Afterburner: 2.20 10% TFSC improvement values to the T-38 J85-GE-5H/J/L/M's TSFC (lbm/lbf-hr): Cruise: 0.864; Max Dry: 0.93; Max Afterburner: 1:98 Values are for uninstalled J85 engine (no installed inlet or external nozzle losses) in a SLS engine production test cell. Afterburner values not required for engines offered without afterburner capability.

21.

Dynamic Fidelity Motion for GBTS (WST, OFT) – Ability to incorporate, instruct and build sensory perception of motion, G and energy awareness during simulation enabling positive transference of skill sets from the GBTS to the aircraft

Simulated sense/perception of motion using a combination of anti-G ensemble and dynamic motion seat for the following UPT and IFF tasks: basic cockpit procedures, normal and emergency patterns and procedures, basic formation, tactical formation, rejoins, instruments, low-level visual navigation, airways navigation, AAR, NVG, low and high aspect BFM, ACM, TI, BSA, CAS, SAT (low/medium altitude).

T=O

22.

Stowage capability for Aircraft

Accommodate 10 cu ft (140 lbs) worth of gear. T=O

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23. Ability to build Energy / Fuel Awareness / Tactical Awareness through throttle modulation

Physical feedback through the throttle informing the pilot of power modulation. T=O

Physical feedback, like a throttle detent used when transitioning from military to max power, builds positive transference for follow on afterburning aircraft. Incorporates situational awareness stick and rudder skill sets through pilot / aircraft interaction.

24. Aircraft control during ground operations Parking Brake T=O

25. Maneuverability – flight characteristics Remain in controlled flight while conducting all APT syllabus maneuvers. T=O

26.

Instrument and Navigation – Communications, Navigation System/Air Traffic Management (CNS/ATM) capabilities enabling flight operations at all times in all civil and military airspace (National Airspace System)

Reduced Vertical Separation Minima (RVSM), Area Navigation-2 (RNAV-2) Routes, RNAV Terminal, RNAV (GPS) Approaches, TCAS II, and Automatic Dependent Surveillance-Broadcast (ADS-B) Out/In (includes 1090ES).

T=O

Threshold values enable training and maintenance concept of operations and comply with Federal Aviation Administration/International Civil Aviation Organization (FAA/ICAO), Regional Federal Air Navigation System Operations Manuals, and AF directives. Required to ensure aircraft can operate in the NAS, to and from training ranges and on cross country missions. ADS-B In equipment provides for weather, NOTAMS, and traffic updates during flight, enhancing safety of flight.

27.

Instrument and Navigation – Flight management capability that meets technical performance standards for NAS required navigation performance (RNP)/RNAV/RNP-RNAV navigation standards

RNP 2, RNP 1.0, RNP 0.3. T=O

28. Instrument and Navigation – Capability to fly precision and non-precision approaches

Instrument Landing System (ILS) Category I, RNAV (GPS) – precision and non-precision, VHF Omni-Directional Range (VOR), VOR/Distance Measuring Equipment (VOR/DME), and TACAN.

T=O

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29. Instrument and Navigation – Intercom communications capabilities

An Intercommunication System (ICS) shall be integrated to permit communication between pilots for all flight operations.

T=O

Threshold values enable training and maintenance concept of operations and comply with Federal Aviation Administration/International Civil Aviation Organization (FAA/ICAO), Regional Federal Air Navigation System Operations Manuals, and AF directives. Required to ensure aircraft can operate in the NAS, to and from training ranges and on cross country missions. ADS-B In equipment provides for weather, NOTAMS, and traffic updates during flight, enhancing safety of flight.

30. Instrument and Navigation – Intercom communications capabilities

An Intercommunication System shall be integrated to permit communication between pilots and ground personnel for all ground operations.

T=O

31.

Instrument and Navigation – Two-way voice communication capability with ground stations and other aircraft (inflight and on the ground)

Both occupants shall have access to all modes of all installed radios. T=O

32.


No less than two multi-band radios. T=O

33.


All radios shall be able to independently transmit and receive on both VHF and UHF including guard frequencies.

T=O

34.


Both cockpits shall have radio attenuation T=O

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35. Instrument and Navigation – Transponder capability Capability for SIF and Mode S. T=O

36. Instrument and Navigation – Transponder

capability Transponder shall be capable of simultaneous operation of SIF, Mode S and TCAS II. T=O

37.

CRM Training, Cockpit Display – all performance and control instruments clearly displayed (when selected) and adjustable for all lighting conditions; to include tactical sensors /simulated weapons

Large area display - aircrew configurable both in planning and in the aircraft, for mission specific tasks.

T=O Ensure APT FoS is adaptable to accommodate new/changing technology.

38. Cockpit configuration for T-X Aircraft

Operationally flown from either cockpit to include all actions necessary to safely recover the aircraft without relying on front seat occupant assistance.

T=O

The instructor pilot will normally fly in the rear cockpit and teach the student pilot in the front cockpit; however, upgrade-IP (UIP) training requires the UIP to sit in the rear cockpit and the IP to sit in the front cockpit. Therefore, both cockpit configurations must optimize the ability to provide instruction in accordance with the SUPT, IFF, and PIT syllabi.

39. Cockpit large area display (LAD) Provide selectable repeater mode at both aircrew positions. T=O

40.

Cockpit Information Display – The ability to tactically fly the aircraft without the need to reference cockpit console information

Front and rear cockpit heads up type display suitable for all APT flying tasks. High-definition repeater acceptable for the rear cockpit. Both cockpit displays will be certified to fly instrument approaches.

T=O

41. Materiel Reliability (Rm) for Aircraft ≥ 95% success of completing a scheduled training sortie without a mission-degrading failure at 20,000 fleet hours.

T=O

Component of Sustainment KPP. Threshold values based on an 80% MC rate for 350 aircraft to meet a PFT of 91K flight hours. Component of Sustainment KPP.

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42. Mean Time Between Failures (MTBF) for Aircraft ≥ 10.0 hours at 20,000 fleet hours. T=O

Component of Sustainment KPP. Threshold values based on an 80% MC rate for 350 aircraft to meet a PFT of 91K flight hours.

43. Break Rate for Aircraft

UPT: ≤ 8% at 20,000 fleet hours. T=O Component of Sustainment KPP. Threshold values based on an 80% MC rate for 350 aircraft to meet a PFT of 91K flight hours. 44. IFF: ≤ 9% at 20,000 fleet hours. T=O

45. 8-hour Fix Rate for Aircraft ≥ 75% at 20,000 fleet hours. T=O Component of Sustainment KPP. Threshold values based on an 80% MC rate for 350 aircraft to meet a PFT of 91K flight hours.

46. O&S Cost No more than $20.0B (BY14), assuming a 20-year steady-state program lifecycle T=O

This is a supporting KSA of the Sustainment KPP. The cost estimate is based on the OSD Cost Analysis Improvement Board (Oct 2007) O&S cost elements. These are: Unit-Level Manpower (aircrews, maintenance and other personnel), Unit Operations (operating materiel, support services and temporary duty), Maintenance (two-level maintenance: organic government provided and depot-level contractor logistics support/organic mixture), Sustaining Support (recurring engineering support), Continuing System Improvements, and Indirect Support (e.g. base-level ops support). The updated estimate assumes all PAA will fly 360 hours annually for a period of 20 years (steady-state 2026 - 2045, with first operational delivery occurring in 2022). Steady state annual O&S cost equates to approximately $1B in sustainment costs annually (BY14$).

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47. Capability for JPATS Anthropometric Cases (1-7) to safely survive an ejection

The ejection system shall not exceed a 1% chance of a major spinal injury during the ejection catapult stroke and a 5% chance of an incapacitating injury during the entire ejection profile for the full range of anthropometrically qualified aircrew from 0 KIAS/0 feet AGL to 450 KIAS/maximum operating altitude.

T=O The envelope will be detailed in the System Requirements Document (SRD).

48.

The ability to accommodate as wide a pilot anthropometric range as feasible so that the T-X FoS is not a limiting factor in pilot pipeline production

Accommodate the Air Force JPATS Anthropometric Cases (1-7) while wearing the requisite USAF environmental flight clothing and personal equipment.

T=O

APT must accommodate the widest range of pilot population possible in order to maintain pilot throughput. This requirement is equal to T-6 anthropometric cases.

49. Computer based training ground school modules

Detailed modules for aircraft systems, procedures and maintenance training. T=O

Computer Based Training is defined as computers used for training development, delivery, evaluation, and training management. The management functions often include scheduling, lesson selection, score keeping, and quality of student responses. It is envisioned that students will be able to complete systems and procedures training in an interactive, computer based environment that permits the student to graphically see normal and abnormal system operation and then complete on-line systems knowledge reviews. The modules should interact based on student demonstrated knowledge and provide additional training in weak areas as required.

50. Computer based training interface capability

Interface with Training Integration Management System (TIMS) and/or Graduate Training Integration Management System (GTIMS).

T=O

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51.

GBTS Sustainment – Operational Availability(Ao) for GBTS training devices (includes aircrew ground egress trainer, computer-based part-task trainer, and maintenance training devices; does not include WST, OFT, or UTD)

≥ 98% T=O

52. Break Rate for GBTS ≤ 5% T=O

Component of Sustainment KPP. Reliability must be inherent in the GBTS design. As such, GBTS reliability must be sufficient to generate adequate training sorties to meet AETC pilot training requirements. The GBTS must be designed with ease of maintenance, modern diagnostic and prognostic abilities, and system reliability to minimize all aspects of support.

53. Takeoff and landing capability for Aircraft

At a minimum, be able to operate (including all takeoff contingencies) given the following combination of worst-case conditions: 8000' runway length, 7400' density altitude, and 10 knot tailwind.

T=O

Threshold value enables maximum training flexibility at all primary and auxiliary AETC airfields. 8000 ft is the shortest of current AETC T-38C runways. Conditions: Field Elevation 4093 ft, DA represents 97 degree day, average dew point of 38 degrees.

54. Interior lighting for T-X FoS

FAA required lighting to fly at night as well as lighting required to enable night vision imaging system (NVIS) training (also referred to as night vision goggle (NVG) training) for NVIS Type I Class C.

T=O

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55. Exterior lighting for Aircraft

Lighting to enable all APT tasks while remaining FAA compliant, to include NVG strip lighting for NVIS Type I Class C. Includes Air Refueling lighting if wet/dry capability is on aircraft.

T=O

Aircraft shall have exterior lighting IAW JSSG-2010-5 Joint Service Specification Guide – Crew Systems – Aircraft Lighting Handbook.

56. Adverse weather capability (icing conditions) for aircraft

Climb and descend using tech order prescribed normal operating procedures and airspeeds through at least 5,000 vertical ft. of any light rime icing from sea level to 22,000 ft. MSL.

T=O

Light icing is defined as icing encountered in clouds with Liquid Water Content (LWC) greater than or equal to 0.1 grams/m3 and less than 0.7 grams/m3. While in this environment, the aircraft performance and flying qualities shall be adequate to accomplish the mission flight phase without an appreciable increase in pilot workload, degradation in mission effectiveness and with no impact on safety of flight.

57.

Crew ability to safely egress the aircraft during non-crash ground emergencies

Have ground crew-activated external emergency cockpit access controls. T=O

Capability facilitates rapid ground egress for aircrew safety.

58. Ensure aircrew can safely evacuate the aircraft within 30 seconds (unassisted) including a canopy stuck-down situation.

T=O

59. Backup navigation and communication capability to safely land the aircraft under IMC conditions

Ability from both cockpits for navigation and communication while operating on other than normal power.

T=O

Operational necessity and safety of flight for emergency situations where normal power is unavailable for primary communications/ navigational systems.

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60. Terrain warning and avoidance

Ground proximity warning system to include radar altimeter. If the aircraft utilizes a fly-by-wire controls system, then it shall include the necessary provisions (i.e. Group A and other hardware components, excluding software, needed to integrate an Auto Ground Collision Avoidance System.)

Integrated Auto Ground Collision Avoidance System

Department of Defense Aviation Technologies Safety Technologies Report Memorandum, May 11, 2009. SecDef Deputy Advisory Working Group said that any new fighter system which has a digital flight control system must have auto-GCAS technology to reduce mishaps. Although this applies to fighters, OSD directed AETC to evaluate this capability. Technology only applies to digital fly-by-wire systems.

61. Ensure APT T-X FoS fully integrates with the USAF operations mission planning system

Integration with Joint Mission Planning System (JMPS) or current mission planning program in use in AETC.

T=O Maintains compatibility with mandated Joint/AF systems.

62. Turn-around time for Aircraft ≤ 0.75 hours at 20,000 fleet hours. ≤ 0.55 hours at 20,000 fleet hours.

Component of the Sustainment KPP. Turn-around time is defined as the time it takes to recover an aircraft and complete pilot and maintenance debrief, servicing operations, as well as any preparation needed to ready the aircraft for the subsequent mission. Once the aircraft is ready for the subsequent mission, it is considered "turned". Times less than .55 hours create diminishing returns due to ops manpower turn time capacity.

63. Mean Time Between Maintenance (MTBM-TOTAL) for Aircraft ≥1.5 hours at 20,000 fleet hours. T=O

Component of the Sustainment KPP. Threshold values based on an 80% MC rate for 350 aircraft to meet a PFT of 91K flight hours.

64. Mean Time to Repair (on equipment) (MTTR) for Aircraft ≤0.75 hours T=O

Component of the Sustainment KPP. Threshold values based on an 80% MC rate for 350 aircraft to meet a PFT of 91K flight hours.

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65. Environmental Control System (ECS) capabilities

During ground operations, the self-contained ECS shall maintain a temperature (both cockpits) with canopy closed, engines running, and the ECS at a predefined setting: - With an outside ambient temperature of -25°F (worst case), after 5 minutes of operation the pilot envelope temperature will be no less than 5°F; after 10 minutes no less than 35°F; and after 15 minutes no less than 60°F. - With an outside ambient temperature of +110°F, after 5 minutes of operation the pilot envelope temperature will be no more than 90°F; after 8 minutes no more than 85°F; and after 10 minute ≤80°F.

T=O

The ECS will function in the altitude, vibration/shock, electromagnetic interference, cabin altitudes, humidity, and sand/dust that the aircraft may be exposed to in flight or on the ground. The heating and cooling system should maintain temperatures within prescribed limits in all crew compartments under all possible flight conditions. The pilot envelope temperature is defined as the arithmetical average of temperature measurements taken about the space occupied by the crew member and should include measurements taken at the ankles, knees, hips, chest, shoulders, and head. The ECS should uniformly distribute air to prevent excessive temperature differences within the cockpits. Also, any equipment contained in the occupied compartments must be maintained within a suitable environment to operate satisfactorily as well as to have an acceptable reliability.

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Ref Attribute Development Threshold Developm

ent Objective

Rationale

66.

Environmental Control System (ECS) capabilities

For airborne operations, the pilot envelope temperature range will be maintained at 60° – 80°F. T=O

The ECS will function in the altitude, vibration/shock, electromagnetic interference, cabin altitudes, humidity, and sand/dust that the aircraft may be exposed to in flight or on the ground. The heating and cooling system should maintain temperatures within prescribed limits in all crew compartments under all possible flight conditions. The pilot envelope temperature is defined as the arithmetical average of temperature measurements taken about the space occupied by the crew member and should include measurements taken at the ankles, knees, hips, chest, shoulders, and head. The ECS should uniformly distribute air to prevent excessive temperature differences within the cockpits. Also, any equipment contained in the occupied compartments must be maintained within a suitable environment to operate satisfactorily as well as to have an acceptable reliability.

67.

For airborne and ground operations, the maximum temperature variation between any two points in the pilot envelope temperature must be no more than 10°F

T=O

68. Provide synchronized temperature control (set point) between cockpits and individually controlled (set point) by each crew member.

T=O

69. Provide visual and audible warnings when the cabin altitude is out-of-limits for the aircraft operating altitude.

T=O

70. Provide pressurized air supply for the pilots’ anti-G garment(s) in both cockpits. T=O

71. Maintain the canopy and interior transparent surfaces free of fog and frost for all ground and flight operating conditions.

T=O

72. Mean flight hours between false alarms for critical aircraft systems ≥ 450 hours at 20,000 fleet hours. T=O O-level technicians must be able to detect, isolate, and

verify faults. Onboard integrated diagnostics must detect and display critical faults. Critical faults are identified critical items in the Mission Essential Subsystems List (MESL). 73. Mean flight hours between false alarms

for all aircraft systems ≥ 50 hours at 20,000 fleet hours. T=O

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ent Objective

Rationale

74.

Maintenance data collection for aircraft

Capable of recording and downloading discrepancies/status of engine, over-G, actual takeoff and landing times, and BIT information from a single point on the aircraft using a standard interface.

T=O Required for maintenance analysis. Data collection system must be able to adapt to changes to definitions of flight time from applicable AFIs.

75. Must interface with current maintenance data collection and management system. T=O

Integrated fault diagnostics capability to detect, isolate and display critical faults

≥ 99 Percent of Fault Detection (PFD) of on-equipment critical faults at 20,000 fleet hours.

T=O

O-level technicians must be able to detect, isolate, and verify faults to a high rate of accuracy on aircraft systems and subsystems. The capability provides as much detail as possible to aid in fault detection analysis and achieve a high level of fault isolation and successful repair to decrease repair time, reduce aircraft down-time, and prevent repeat occurrences. Fault detection and isolation includes the use of all provided methods (HMS, built in-test and technical data). Critical faults are identified critical items in the MESL.

76. ≥ 99 Percent of Fault Isolation (PFI) of on-equipment critical faults at 20,000 fleet hours.

≥ 95 PFD of all on-equipment faults at 20,000 fleet hours.

≥ 95 PFI of all on-equipment faults at 20,000 fleet hours.

77. Military Flight Operational Quality Assurance (MFOQA)

Capable of recording voice and flight data information to support DoD and USAF MFOQA program requirements.

T=O Operational necessity to support flight safety, aircraft maintenance programs, and operator flight training/ debriefing.

78. G awareness for T-X FoS Aircrew G limiter or warning of impending over-G and actual over-G conditions. T=O

79. Maximum crosswind for Aircraft landing on dry runways 25 knots T=O

80. Maximum crosswind for Aircraft

landing on wet runways 20 knots T=O

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ent Objective

Rationale

81. Connectivity – data exchange Local area real-time data exchange between GBTS (WST, OFT, and UTD) components

Near real-time data exchange

within local flying area

(line-of-sight within100 nautical miles)

between GBTS

components and aircraft

An essential part of pilot training is the ability to connect various devices together in order to conduct certain aspects of basic and advanced training such as flying inter/intra flight formations/tactics. Connectivity refers to the ability of various GBTS devices to connect (e.g., via Ethernet, datalink, wireless, or direct connection) to each other and virtually conduct training missions as a flight (e.g., formation, intercepts, etc.).

82. Available fuel types for aircraft

Primary fuels: Air vehicle shall be capable of operating on the following fuel types: Jet A with military additives, Jet A-1, JP-8, JP-8 +100. Alternate fuels: Air vehicle shall be capable of operating on the following fuel types: JP-5, Jet A. Emergency fuels: Air vehicle shall be capable of operating on the following fuel types: JP-4, Jet-B.

T=O

Enables seamless accommodation with current infrastructure. The definitions of Primary, Alternate, and Emergency Fuels are provided in the Glossary. The engine must meet all performance requirements except when emergency fuels are used. The aircraft flight manual shall define limitations and impacts on operation. USAF lists Jet A with military additives as the recommended primary fuel for all aircraft in CONUS. Although being phased out of USAF inventory, JP-8+100 is still potentially available at some CONUS bases and therefore remains on the list of primary fuels. Current military fuel additive package includes the below additives; Corrosion inhibitor/lubricity improver (CI/LI) (MIL-PRF-25017) Fuel system icing inhibitor (FSII) (MIL¬DTL¬85470) An approved antioxidant (AO) listed in MIL¬DTL¬5624 or MIL DTL 83133

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Ref Attribute Development Threshold

Development

ObjectiveRationale

83. External support equipment required for normal Aircraft start-up functions None required T=O

84. Turn-Around Time for GBTS ≤ 0.20 hours T=O

Turn-around time is defined as the time it takes to set up a simulator or training device after a training session where a simulator and/or training device is used, including any preparation needed to ready the simulator or training device for the subsequent training session. Once the simulator and/or training device is ready for the subsequent training session, it is considered "turned."

85. Takeoff and IFR climb out performance in the event of single engine failure for a two engine aircraft on a no wind day at a density altitude of 7400 ft.

Must meet the Federal Aviation Administration's/ICAO's TERPs and Air Force Instruction (AFI) and Air Force Manual (AFM) requirements for takeoff and IFR climb out performance.

T=O Requirement is a climb gradient of 200 feet per nautical mile. Field Elevation 4093 ft., DA ≥7400 ft., average June dew point of 38 degrees.

86. Stopping capability for Aircraft Anti-skid brakes with no drag chute. T=O

87.

Cockpit visibility

Forward-azimuth, down-elevation-visibility from either cockpit shall be sufficient for pilot to visually maintain the aimpoint within the touchdown zone on a 3-degree glidepath for any configuration.

T=O

Operational necessity to support flight safety and training in all APT maneuvers such as being able to see the wingman during turning re-joins or ‘checking-six’ for air-to-air engagements, air-fueling, approaches and landings. The instructor pilot will normally fly in the rear cockpit and teach the student pilot in the front cockpit; however, PIT requires the UIP to sit in the rear cockpit and the IP to sit in the front cockpit. Therefore, both cockpit configurations must optimize the ability to provide instruction IAW the SUPT, IFF, and PIT syllabi. 88.

Visibility shall be sufficient from both cockpits to enable pilots to adequately instruct and fly all training syllabus requirements

T=O

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89.

Aircrew Oxygen Supply System

Crew shall be continuously be supplied with oxygen breathing gas with adequate oxygen content, flow and quality during all phases of aircraft operations both on the ground and inflight. This includes any periods of ECS and/or engine bleed air anomalies, low pressure transients, or primary oxygen system failures and without requiring crew activation/ deactivation.

T=O

90.

Aircraft shall have an emergency oxygen source in case of emergency such as cockpit decompression, ejection, or smoke and fumes in the cockpit. The emergency oxygen system shall automatically activate upon ejection. Sufficient oxygen shall be provided to safely descend from the aircraft’s maximum altitude to below 10,000 ft. MSL. The crew shall be given feedback when emergency oxygen is being provided.

T=O

91. Aircrew Restraint System

The aircraft shall be equipped with an aircrew restraint system which provides aircrew freedom of movement while using an inertia reel that will enable proper accomplishment of all UPT, PIT, and IFF syllabus items, will properly position the aircrew upon ejection initiation, and have manual lock/unlock capability.

T=O

92. G Mitigation Aircraft shall be able to integrate full-body anti-G suit and pressure breathing. T=O

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Other System Attributes 1. Environment, Safety, and Occupational Health (ESOH) The APT T-X FoS shall comply with applicable Occupational Safety and Health Administration (OSHA) safety criteria (Threshold). Aircraft will have protective measures to mitigate the effects of lightning strikes and static electricity (Threshold). ESOH hazards, where possible, will be eliminated or minimized using the System Safety methodology as defined in MIL-STD 882E, System Safety Program Requirements/Standard Practice for System Safety. Support requirements must comply with USAF Occupational Safety and Health standards. Unacceptable risks will be documented and tracked in accordance with current AF polices/processes. 2. Operating Locations The aircraft and installed equipment shall be capable of performing the required missions including ground servicing in the expected operating location environments except as otherwise specified. (Threshold) 3. Cockpit Stowage Aircraft shall have space to secure in-flight publications and helmet bag in cockpit and within reach (Threshold). 4. Anti-Tamper Requirements Physical and Operational Security T-X FoS shall have anti-tamper capability to include preventing access to advanced technology/software, preventing modification of technology/software to impair operation, and preventing reproduction of the technology/software (Threshold). T-X FoS shall comply with item unique identification description (IUID) requirements (Threshold). T-X FoS shall comply with cybersecurity requirements IAW DoDI 8500.01 and DoDI 8510.01 (Threshold). 5. Electromagnetic Compatibility (EMC) APT T-X FoS shall be mutually compatible and operate compatibly in the Electromagnetic (EM) environment. It shall not be operationally degraded or fail due to exposure to electromagnetic environmental effects. EMC performance requirements are specified in MIL-STD 464C and MIL-STD 461F. 6. Joint Tactical Networking Center (JTNC) APT T-X FoS will comply with all requirements for radio-based communications that fall within the JTNC spectrum range (2MHz - 2GHz) released prior to contract award. APT T-X FoS will comply with CJCSI 6130.01E to protect GPS. 7. Geospatial Intelligence Support (GI&S) Standard format geospatial-intelligence data and products from the National Geospatial-Intelligence Agency (NGA) shall be used to the maximum extent possible (Threshold). 8. Training The APT T-X FoS program will satisfy requirements for qualifying and sustaining trainers, operators, maintainers, and support personnel skills, knowledge and task accomplishment capabilities. The Maintenance Training System (MTS) shall be integrated with the aircraft system and the ISD process using

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government and contractor personnel to analyze, define, develop, acquire, operate and maintain the instructional system required to train maintenance personnel (Threshold). AETC will conduct initial Training System Requirements Analysis (TSRA) once preliminary technical orders become available. Aircraft design data and engineering assistance shall be provided to assist AETC in ISD/TSRA completion (Threshold). The STP will apply to both operations and maintenance. (Enabling)

Acronyms

A/A Air-to-Air A/G Air-to-Ground AC Advisory Circular ACAT Acquisition Category ACC Air Combat Command ACEIT Automated Cost Estimating Integrated Tools ACM Air Combat Maneuvering ACS Agile Combat Support ACT Air Combat Training ADM Acquisition Decision Memorandum ADS-B Automatic Dependent Surveillance - Broadcast AETC Air Education and Training Command AF Air Force AFB Air Force Base AFCAA Air Force Cost Analysis Agency AFH Air Force Handbook AFHSIO Air Force Human Systems Integration Office AFI Air Force Instruction AFLCMC Air Force Life Cycle Management Center AFMAN Air Force Manual AFMC Air Force Materiel Command AFOSH Air Force Office of Safety and Health AFOTEC Air Force Operational Test and Evaluation Center AFPAM Air Force Pamphlet AFPD Air Force Policy Directive AFROC Air Force Requirements Oversight Council AFSC Air Force Specialty Code AFTOC Air Force Total Ownership Cost AGCAS Automatic Ground Collision Avoidance System AGL Above Ground Level ALC Air Logistics Center

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Am Materiel Availability Ao Operational Availability AoA Analysis of Alternatives AOA Angle of Attack APA Additional Performance Attribute APB Acquisition Program Baseline APT Advanced Pilot Training APUC Acquisition Procurement Unit Cost AQ Acquisition AR Air Refueling ASC Aeronautical Systems Center ASD Average Sortie Duration ATC Air Traffic Control ATD Aircrew Training Devices BDU Bomb Disposal Unit BFM Basic Fighter Maneuvering BIT Built-In Test BLU Bomb Live Unit BRI Briefing Room Interactive BSA Basic Surface Attack BVR Beyond Visual Range BY Base Year BY$M Budget Year Dollars in Millions CAF Combat Air Forces CAIG Cost Analysis Improvement Group CAIV Cost As an Independent Variable CAPE Cost Assessment and Program Evaluation CAS Close Air Support CAWG Cost Analysis Working Group CBA Capabilities Based Assessment CBRN Chemical, Biological, Radiological, and Nuclear CBT Computer Based Training CCJO Capstone Concept for Joint Operations CCTD Concept Characterization & Technical Description CDD Capability Development Document CES Cost Element Structure CIO Chief Information Officer

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CJCSI Chairman Joint Chiefs of Staff Instruction CJCSM Chairman Joint Chiefs of Staff Manual CLS Contract Logistics Support CNS/ATM Commercial Navigation System/Air Traffic Management COA Course of Action CONEMP Concept of Employment CONOPS Concept of Operations CPD Capability Production Document CRM Cockpit/Crew Resource Management CSB Crew Systems Bulletin D, CAPE Deputy, Cost Assessment and Program Evaluation DAB Defense Acquisition Board DME Distance Measuring Equipment DMO Distributed Mission Operations DMS Defensive Management System DMT Distributed Mission Training DoD Department of Defense DoDAF Department of Defense Architecture Framework DoDD Department of Defense Directive DoDI Department of Defense Instruction

DOTMLPF - P Doctrine, Organization, Training, Materiel, Leadership/Education, Personnel, Facilities- Policy

EM Electromagnetic EMC Electromagnetic Compatibility ECS Environmental Control System EMD Engineering and Manufacturing Development FAA Functional Area Analysis FAA Federal Aviation Administration FAR Federal Aviation Regulation FMC Fully Mission Capable FNA Functional Needs Analysis FOC Full Operational Capability FoS Family of Systems FOV Field of View FRP Facilities Requirement Plan FSA Functional Solutions Analysis FTD Flight Training Device

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FTU Formal Training Unit FVB Fleet Viability Board FY Fiscal Year FYDP Future-Years Defense Plan GBTS Ground Based Training System GI&S Geospatial Intelligence Support GLOC G-Induced Loss of Consciousness GPA Global Persistent Attack GPS Global Positioning System GS Global Strike HAF Headquarters Air Force HOTAS Hands On Throttle and Stick HPW Human Performance Wing HSI Human Systems Integration HUD Heads-Up Display IAW In Accordance With ICAO International Civil Aviation Organization ICD Initial Capabilities Document ICE Independent Cost Estimate ICS Intercommunication System ICS Interim Contractor Support IEA Information Enterprise Architecture IFF Introduction to Fighter Fundamentals IFF Identification Friend or Foe ILS Instrument Landing System ILS Interim Logistics Support INS Inertial Navigation System IOC Initial Operational Capability IOT&E Initial Operational Test and Evaluation IP Instructor Pilot JCA Joint Capability Area JCIDS Joint Capabilities Integration and Development System JFC Joint Force Commander JIC Joint Integrating Concept JMPS Joint Mission Planning System JOC Joint Operating Concept JROC Joint Requirements Oversight Council

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JROCM Joint Requirements Oversight Council Memorandum JSF Joint Strike Fighter JSSG Joint Service Specification Guide JSUPT Joint Specialized Undergraduate Pilot Training JTRS Joint Tactical Radio System KEAS Knots Equivalent Airspeed KIAS Knots Indicated Airspeed KPP Key Performance Parameter KSA Key System Attribute LASDT Low Altitude Step Down Training LATF Low Altitude Tactical Formation LATN Low Altitude Tactical Navigation LCC Life Cycle Cost LGB Laser Guided Bomb LIMS-EV Logistics Information Management System – Enterprise View LOWAT Low Altitude Training LRIP Low Rate Initial Production LRU Line Replaceable Unit LVC Live, Virtual, Constructive M/S Mobility/Special Operations MAJCOM Major Command MC Mission Capable MCL Master Capabilities List MDA Milestone Decision Authority MDAP Major Defense Acquisition Program MDD Materiel Development Decision MESL Mission Essential System List MFD Multi-Function Display MFOQA Military Flight Operational Quality Assurance MILCON Military Construction MIL-HDBK Military Handbook MIL-STD Military Standard MK Mark MFHBFA Mean Flight Hours Between False Alarms MFHBCFA Mean Flight Hours Between Critical False Alarms MOSA Modular Open Systems Architecture MRT Mean Repair Time

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MTTR Mean Time to Repair MS Milestone MSL Mean Sea Level MT Mission Task MTBF Mean Time Between Failure MTBM Mean Time Between Maintenance NAS National Airspace System NDI Non-Developmental Item NGA National Geospatial-Intelligence Agency NR Net-Ready NVG Night Vision Goggles O&S Operations and Support OA Operational Assessment OFT Operational Flight Trainer OSD Office Secretary of Defense OSHA Occupational Safety and Health Administration OT&E Operational Test and Evaluation OUSD Office Undersecretary of Defense OUSD (AT&L) Office Undersecretary of Defense for Acquisition, Technology & Logistics OUSD (P&R) Office Undersecretary of Defense for Personnel & Readiness OV-1 Operational View 1 P3I Pre-Planned Product Improvements PAA Primary Assigned Aircraft PAUC Program Acquisition Unit Cost PFD Percent of Fault Detection PFI Percent of Fault Isolation PFT Program Flying Training PIT Pilot Instructor Training POC Point of Contact POE Program Office Estimate POM Program Objective Memorandum Ps Specific Excess Power RAM-C Reliability, Availability, Maintainability-Cost RCT Requirements Correlation Table RDT&E Research, Development, Test & Evaluation REMIS Reliability and Maintainability Information System RFI Request for Information Rm Materiel Reliability

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RNAV Area Navigation RNP Required Navigation Performance ROMO Range of Military Operations RVSM Reduced Vertical Separation Minima SA Surface Attack SAB Scientific Advisory Board SAF Secretary Air Force SAT Surface Attack Tactics SDB Small Diameter Bomb SE Single Engine SFO Simulated Flame Out Sim Simulator SL Sea Level SLS Sea-Level-Static SLEP Service Life Extension Program SME Subject Matter Expert SORTS Status of Resources and Training System SoS System of Systems SRD System Requirements Document STP System Training Plan SUPT Specialized Undergraduate Pilot Training SWP-C Space, Weight, Power and Cooling T&E Test and Evaluation T&O Threshold and Objective TACAN Tactical Air Navigation TAI Total Aircraft Inventory TCAS Traffic Collision and Avoidance System TD Technology Demonstration TDL Tactical Data Link TE Twin Engine TFSC Thrust Specific Fuel Consumption TIMS Training Integration Management System T-X Training Aircraft, Notional TY Then Year TY$ Then Year Dollars U.S. United States UHF Ultra High Frequency

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UIP Upgrade Instructor Pilot UJTL Universal Joint Task List UPT Undergraduate Pilot Training USMC United States Marine Corps USN United States Navy UTD Unit Training Device UTE Utilization Rate VASI Visual Approach Slope Indicator VHF Very High Frequency VOR Very High Frequency Omni-directional Radio-range WST Weapon System Trainer

Glossary 1. Advanced Pilot Training (APT) – APT is the pilot training phase conducted after the primary phase and before the operational phase. In this context, it is specific to the fighter/bomber track. It consists of Specialized Undergraduate Pilot Training (SUPT), Introduction to Fighter Fundamentals (IFF) and, in the current construct, Raptor Lead-In. The future construct envisions IFF subsuming the syllabus tasks currently done in Raptor Lead-In. 2. Advanced Pilot Training Analysis of Alternatives (APT AoA) – The APT AoA compared the effectiveness, cost, and risks of proposed materiel solutions to gaps and shortfalls in APT capabilities. The AoA focused on the Fighter/Bomber and IFF courses for APT and studied all components of the Advanced Pilot Training T-X Family of Systems (APT T-X FoS), not just the aircraft, as part of the trade space. The report was the primary document for determining the mandatory sustainment KPP and supporting KSAs and APAs. 3. Advanced Pilot Training Initial Capabilities Document (APT ICD) – The APT ICD documented gaps in USAF abilities to meet APT capability requirements in 2018 and beyond. Additionally, the APT ICD documented the need for a materiel solution to mitigate the gaps (e.g., replacing the current Air Force T-38 training FoS). 4. Advanced Pilot Training T-X Family of Systems – The APT T-X FoS consists of aircraft, Ground Based Training Systems (GBTS), support infrastructure, personnel and manning. 5. Aircrew Ground Egress Trainer - The Aircrew Ground Egress Trainer is a replica cockpit shell, canopy and ejection seat. This trainer primarily supports pilot training on proper aircraft entry and exit under normal and emergency conditions, as well as ground and in-flight ejection. The use of such a trainer familiarizes the aircrew with the motions and timing needed for a successful egress and provides the aircrew with the confidence that the egress system works as advertised. 6. Availability Key Performance Parameter (KPP) - Availability consists of two components: Materiel Availability and Operational Availability. Respectively, they provide fleet-wide availability and operational unit availability.

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7. Credited Missions - All missions completed: scheduled, alternate and add-ons. 8. Critical Failure (GBTS) - A failure of the GBTS simulator that results in non-credited mission. 9. Critical Fault - Faults that require an on-equipment maintenance action. Critical Faults include Code 3s and ground aborts. 10. Fuels Compatibility Definitions - Primary Fuel: fuel used to demonstrate contract compliance for complete steady-state and transient throttle operation. A primary fuel is one on which the engine is designed to operate continuously with unrestricted throttle movements without operational restrictions or adverse impacts to durability or maintenance. Alternate Fuel: fuel authorized for continuous use where thrust is not adversely affected. An alternate fuel is one on which the air vehicle can be flown without operational restrictions but which can have long term durability or maintainability impact if used for continuous operation (multiple flights). Alternate fuels are used only on an occasional or intermittent basis. Emergency Fuel: fuel authorized for limited operation where thrust may be adversely affected. Emergency fuel types significantly impact the life of the engine and may impose operational restrictions on the aircraft as well. Emergency fuel use may cause significant damage, be limited to one flight, or used only for emergency or countering emergency action. 11. Ground Based Training System – The GBTS consists of all ground-based training equipment, simulators, computers, academics, and courseware. The principal GBTS components are the simulators: (UTD, OFT, WST). Other devices include aircrew ground egress trainers, computer based part-task trainers and maintenance trainers. 12. Maintenance Trainer – A training device of any type (simulator or equipment replica) that provides training for maintenance personnel. 13. Operational and Support Cost Key System Attribute (O & S KSA) –Cost metrics provide balance to the sustainment solution by ensuring that the O&S costs associated with availability and reliability are considered in making decisions. Cost to be refined in conjunction with the development of the T-X Acquisition Strategy. 14. Operational Flight Trainer (OFT) – The OFT is a simulator with networking ability. It provides UTD training capabilities as well as training in basic formation. It is a simulator with up to a 360 field of view (FOV). 15. Pilot Envelope Temperature - The arithmetical average of temperature measurements taken about the space occupied by the crew member and should include measurements taken at the ankles, knees, hips, chest, shoulders, and head. (Ref JSSG-2009 Appendix D) 16. Reliability (Rm) Key System Attribute (KSA) - Reliability is a measure of the probability that the system will perform without failure over a specific interval (that interval being an ASD of 1.3 for UPT and 1.1 for IFF), under specified conditions. Reliability shall be sufficient to support the warfighting capability requirements. 17. Sorties Attempted - Total sorties flown plus ground aborts.

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18. Sustainment Mandatory KPP and Supporting KSAs - The Availability KPP consists of two components: Operational Availability (Ao) and Materiel Availability (Am). Respectively, they reflect operational unit availability and fleet-wide availability. Supporting KSAs include Materiel Reliability (Rm), and Cost. Cost metrics provide balance to the sustainment solution by ensuring that the Operational and Sustainment (O&S) costs associated with availability and reliability are considered in making decisions. 19. Turn-around Time – Aircraft: The time it takes to recover an aircraft and complete pilot debrief, servicing operations, as well as any preparation needed to ready the aircraft for the subsequent mission. Once the aircraft is ready for the subsequent mission, it is considered "turned." GBTS: The time it takes to set up a simulator or training device after a training session where a simulator and/or training device is used, as well as any preparation needed to ready the simulator or training device for the subsequent training session. 20. Unit Training Device (UTD) – The UTD is a simulator that provides training in normal procedures, instruments, and emergency procedures. It is a simulator with a limited field of view (FOV). 21. Visual Resolution – Visual resolution is sufficient resolution to determine dynamic visual cues (aspect/HCA/LOS) out to specified range. 22. Weapon System Trainer (WST) – The WST is a simulator that provides OFT training capabilities as well as training in basic fighter maneuvers (BFM). It is a simulator with a 360 degree FOV. Definitions and formulas referenced from JCIDS Manual, AFPAM 63-128, and T.O. 00-20-2 Air Vehicle 1. Operational Availability (Ao) – the measure of the percentage of time that a system or group of systems within a unit are operationally capable of performing an assigned mission.

x 100 2. Materiel Availability (Am) — the measure of the percentage of the total inventory of a system operationally capable, based on materiel condition, of performing an assigned mission.

x 100

3. Materiel Reliability (Rm) — the measure of the probability that the system will perform without failure during a scheduled training sortie.

Rm x 100

4. Mean Time Between Failures (MTBF) – the measure of the average flight hours between failures. MTBF includes all Type 1 inherent failures. NOTE: Usage Factor (UF) and Quantity per Application

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(QPA) shall come from the Work Unit Code (WUC) table for 5-digit WUCs. For 2, 3, and 4-digit WUC roll-ups the UF and QPA of the next higher assembly shall be used. For total aircraft roll-ups, the UF and QPA shall be set to one.

Calculation: 5. Break Rate (BR) – the measure of the percentage of sorties from which an aircraft returns with an inoperable mission-essential system that was previously operable.

x 100

6. Fix Rate (FR) – the measure of the percentage of aircraft that return as Code 3 and must be returned to Mission Capable (MC) status within a specified amount of time. The FR includes direct maintenance time and downtime associated with administrative and logistics delays.

x 100 7. Mean Time To Repair (MTTR) – the measure of the average on-equipment corrective maintenance time in an operational environment, regardless of crew size. Calculation: 8. Mean Time Between Maintenance (MTBM)-TOTAL. The measure of the average flight hours between maintenance events. Calculation:

9. Mean Flight Hours Between Critical False Alarms (MFHBCFA) – the measure of mission critical false alarms.

Calculation:

10. Mean Flight Hours Between False Alarms (MFHBFA) – the measure of all aircraft systems false alarms.

Calculation: 11. Percent of Fault Detection (PFD) – the measure of correct on-equipment fault detections.

Calculation: x 100

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12. Percent of Fault Isolation (PFI) – the measure of correct on-equipment fault isolations.

x 100

Ground Based Training Systems

13. Operational Availability (Ao) – the measure of the percentage of time that a system or group of systems within a unit are operationally capable of performing an assigned mission

x 100

Exception (GBTS): Missions that are unsuccessful because of a lack of site power, weather, facility failure aircrew no-shows, operations cancels, site alerts, exercises, or other situations which Project Officer (PO) or Quality Assurance Representative (QAR) declares an exception

14. Break Rate (BR). The measure of the percentage of training events (missions) from which the GBTS simulators does not result in a credited mission.

x 100