Date: 18 February, 2000
OPERATIONAL REQUIREMENTS DOCUMENT
(ORD)
NGB ORD 001-97 I/II/IIIA
C-X (C-22B) REPLACEMENT PROGRAM
ACAT III
Russell C. Davis, Lieutenant General, USAF
Chief, National Guard Bureau
OPR: HQ ANG/AQ
Phone: DSN: 327-1341
COM: (703) 607-1341
Intentionally Left Blank
1.0 GENERAL DESCRIPTION OF OPERATIONAL CAPABILITY:
1.1 Mission Area
The 201st Airlift Squadron (201 AS) District of Columbia Air National Guard provides worldwide air transportation for the Executive Branch, Congressional Members/Delegations (CODEL), Department of Defense (DoD) officials, and high-ranking U.S. and foreign dignitaries. Moreover, the 201 AS provides air transportation support for HQ USAF inspection team travel. At any given time, world events may require the nation’s leaders to be dispatched simultaneously on diplomatic missions. These missions are essential in peace and war when diplomacy and negotiation become critical elements of the National Security Strategy. Both physical and communications security (COMSEC) are integral to the mission because principals and their staffs must conduct business enroute. In addition, mission protocol dictates the frequent use of civilian airports.
1.2 Existing Capability
The current long range/high volume mission of the 201 AS is accomplished with a C-22B aircraft. The range of these aircraft is 2,100 nautical miles (NM). The aircraft have modified reconfigurable first class interiors with separate coach class for passengers and crew. Crew training and standardization have been complicated by the existence of two different flight deck configurations in the aircraft.
1.3 Mission Need Statement (MNS) and related ORDs
This ORD addresses the need in ANG MNS 001-97, C-22 Replacement Aircraft, Feb 97, identifying the need to replace the C-22Bs assigned to the 201 AS.
1.4 Anticipated Operational and Support Concepts
The unit organization will consist of a fleet of four aircraft based at Andrews AFB (AAFB), Maryland. The 201 AS routinely provides support to the 89th Airlift Wing (AW) at Andrews AFB and is regularly scheduled by the Chief Vice Air Mission (CVAM) office to provide airlift to congressional members and staff. These aircraft will also support senior military and civilian leaders, National Guard Bureau personnel, civic leaders, and various USAF inspection teams throughout the world. The team travel aspect of the 201 AS’s mission is to provide support to United States Transportation Command (USTRANSCOM) via the Joint Operational Support Airlift Center (JOSAC) with carrying teams of more than 15 members. The average number of team members supported by the 201 AS is 40, but in many cases, the number is as high as 70. Additionally, taskings are received from the Global Patient Movement Requirement Center (GPMRC) to move military members, dependants, and other DoD personnel requiring special medical transportation. The majority of flights will be into commercial airports. The aircraft will be Federal Aviation Administration (FAA) certified, and the Air National Guard (ANG) will maintain type certification. ANG will use commercially developed manuals (operation and maintenance) that comply with the intent of FAR -121, ATA guidelines, and AFPD 62-4. ANG personnel will perform on-equipment maintenance. A Commercial contractor will provide and operate a contractor owned and maintained base supply (COMBS). When beyond the units capability, a contractor will provide both on- and off-equipment maintenance.
1.5 Type of Proposed System
A commercial, nondevelopmental item (CaNDI), FAA certified intercontinental, commercial passenger transport. Lease to buy, lease to own, or operational lease acquisition is acceptable.
2.0 THREAT
The threat to transport aircraft includes small arms, antiaircraft gun systems, surface-to-air missiles, and enemy aircraft. Terrorism and sabotage also are threats to aircraft operating out of civilian airports. Additionally, information and communication systems aboard the aircraft could be lucrative information warfare targets. Detailed information on these threat environments can be found in the Air Mobility Threat Environment (TED), NAIC-1574-0735-98; the Command, Control, Communications, Computers, and Intelligence (C4I) Systems and Networks, and Automated Information Systems (AIS) TED, NAIC-1574-0210-97; and the Air Base System TED, NAIC-1571-664-95.
3.0 SHORTCOMINGS OF EXISTING SYSTEMS
The C-22Bs are modified Boeing 727-100 series aircraft, out of production since 1969. Spare parts are increasingly costly and difficult to obtain as commercial operators phase out this series of Boeing 727 and supply sources dwindle. The current fleet suffers from numerous operational restrictions. The aircraft are aging and have high operating, maintenance, and support costs. Communication and navigation systems are old and fail to meet the new requirements for air traffic management and separation mandated by Reduced Vertical Separation Minimums (RVSM) and Global Air Traffic Management (GATM) requirements. The C-22B fleet fails to meet either FAA or International Civil Aviation Organization (ICAO) Stage 3 noise and air pollution requirements. The Pratt & Whitney (P&W) JT-8 engines, which power the C-22B, are out of production and no new spare parts are being manufactured. The engines are expensive to operate, and emit more pollutants than newer, more fuel-efficient engines. The aircraft are heavily dependent upon ground support equipment, and are the only C-22Bs flying in the USAF.
4.0 CAPABILITIES REQUIRED
A minimum of four FAA-certified commercial, passenger, intercontinental aircraft available for dispatch upon short notice to any suitable airfield in the world. The aircraft must be capable of Category III/IIIa approaches. The aircraft must be certified in accordance with Federal Aviation Regulations (FAR) Part 25 (airworthiness standards), Part 34 (pollution), and Part 36 (noise) and, if twin-engine, must be certified for 180 minutes of extended twin-engine operation (ETOPS). The aircraft must comply with FAR Part 121 (navigation, nonprecision/precision approach and over-water requirements). For ease of operation and training, all aircraft must be the same model and type and have identical cockpit configurations. The use of Commercial off-the-Shelf (COTS) equipment to the maximum extent possible for appropriate systems and subsystems is required. The aircraft’s planned service life is 20 years at 600 hours per year per aircraft.
4.0.1 Aircraft Passenger Configurations
For the purposes of this ORD, the aircraft design shall accommodate the following configurations.
4.0.1.1 Passenger Configuration 1, High Volume
This configuration consists of 70 passengers and 5 crew.
4.0.1.2 Passenger Configuration 2, Low Volume, Office Environment
This configuration consists of a 40-passenger working office environment and 7 crew.
4.0.1.3 Passenger Configuration 3, Medevac
This configuration accommodates from 1 to 7 Spectrum 500 beds. Beds are placed in the cabin in such a manner as to allow close seating for a minimum of 2 medical personnel per patient.
4.1 System Operational Performance Requirements:
4.1.1 Basic Aircraft Performance
Climb and cruise values are based on international standard atmospheric (ISA) conditions. All takeoff and landing performance values are based on the following: all engines operable; sea-level pressure altitude ISA plus 15 degrees Celsius; a level paved runway; no thrust reverse; no wind; and the appropriate use of brakes, flaps, and power to produce the most favorable results and meet mission requirements. Fuel reserves consist of fuel required to descend to 10,000 feet Mean Sea Level (MSL) at the destination airfield climb to optimum altitude for diversion to an alternate 250 NM away, descend to 10,000 feet, hold for 45 minutes, and then complete an approach and landing (defined in AFI11-202-V3).
4.1.1.1 Range
The aircraft shall be able to fly non-stop from Andrews AFB, Maryland to Moscow, Russia and from Frankfurt, Germany to Andrews AFB, Maryland, year round, in passenger configuration 2 as defined by paragraph 4.0.1.2.
4.1.1.2 Payload Capabilities
Maximum payload requirements to determine range calculations shall consist of a fly-away kit of 500 pounds (227.3 kilograms) and assume a weight allowance of 275 pounds (125 kilograms) per person for individual body and baggage.
4.1.1.3 Mission Planning System
A commercial off the shelf system that generates the information contained in a standard Air Mobility Command (AMC) computer flight plan is required. If the system is a stand-alone computer it is a requirement that the computer flight plan may be uploaded into the Flight Management System (FMS). Automated capability to conduct aircraft performance analysis (takeoff and landing data, weight and balance) and flight planning is required. If available, the system shall include performance data for all locales to include LaPaz, Bolivia.
4.1.1.4 Flight Characteristics
The aircraft shall be capable of achieving FL310 within 30 minutes of a max gross weight takeoff utilizing a direct climb profile. The aircraft must be able to operate from a 7,000 foot runway in passenger configuration 1 (paragraph 4.0.1.1), and fly 5 hours at normal cruise under ISA conditions with fuel reserves in accordance with paragraph 4.1.1. FAR landing distance shall not be greater than 7,000 feet at maximum landing weight. A minimum of 10 minutes at takeoff power is desired.
4.1.2 Flight Deck
The cockpit will be equipped with at least one observer position. Flight deck positions, including at least one observer position, shall have access to crew oxygen, intercom, and all command communications systems.
4.1.3 Electrical System
The electrical power subsystem must be capable of supplying sufficient alternating current (AC) and direct current (DC) electrical power (quantity and quality) to support mission requirements as specified in this ORD. All passengers shall have access to 115 volts 60 Hz outlets with a minimum of one dual outlet per each 6 seat positions. A minimum 10% additional power is desired for future upgrades. A minimum of 7 28VDC receptacles are required to support passenger configuration 3 (paragraph 4.0.1.3). One outlet shall be placed in the DV stateroom. Six shall be placed in the cabin. No break electrical power transfer is desired for the mission communication system and cabin electrical power outlets.
4.1.4 Passenger and Crew Rest Accommodation
The cabin shall be dividable into three distinct areas: A DV stateroom, a staff seating and work area immediately adjacent to the DV stateroom, and a general seating area. Access to all secure/nonsecure voice and data communications are required in both the DV stateroom and staff work areas. All seating must be certified for takeoff and landing. A self-contained on-board vacuum system is desired for aircraft servicing when away from home station.
4.1.4.1 DV Stateroom
The DV stateroom (configuration 2) shall have one table with four business class seats (sleeper seats desired) and a three-place divan. It is desired that the divan be convertible to a bed if space permits. 115v/60hz power shall be available for 6 laptop computers. The ability to connect to aircraft computer printer, specified in next paragraph, will be provided. The DV stateroom does not have to be removable. A lavatory with full-length mirror is desired. It is desired that the DV stateroom lavatory be handicapped designated.
4.1.4.2 Staff Seating/Work Area
The staff seating area (configuration 2) shall be configured with 2 tables each with 4 business class seats. This work area shall be designed for handling sensitive materials, that is, segregated from the general seating area and the flight deck by movable partitions and/or curtains. Space, power, and connections shall be provided for a copier, laser printer, shredder, and fax machine. The copier, shredder, printer, and fax machine shall be contractor furnished equipment (CFE) (a multi-function machine(s) is(are) acceptable). It is desired that the copier, printer and shredder shall be certified for NATO TOP SECRET (TS) and top secret/special compartmented information (TS/SCI) crypto material. In addition, a coat closet shall be provided. It must have both space and appropriate structural provisions for a security container (safe) that is certified for unattended, on-aircraft storage of up to and including NATO TOP SECRET (TS) and TS/SCI crypto material.
4.1.4.3 General Seating Area
Seats in the general seating area shall have access to air phones. The general seating area shall have the capability to be divided by moveable partitions.
4.1.4.4 Crew Seating/Rest Area
A crew rest area separated from passenger seating is desired (achieved with standard divider acceptable).
4.1.4.5 Lavatories
Sufficient lavatories to accommodate all passenger configurations. Neither crewmembers from the flight deck, nor passengers from the general seating area shall traverse the staff seating/work area or DV stateroom to get to a lavatory, handicapped access excepted. At least one lavatory shall be handicapped accessible. It is desired that the DV stateroom lavatory be handicapped designated.
4.1.4.6 Galley(s)
Commercial galley areas with sinks and hot/cold running water, coffee, and beverage dispensers are required. At least one galley shall be of sufficient size and space to allow fresh food preparation. Galley ovens must be capable of cooking meals in-flight as well as keeping prepared meals warm. Total galley capability shall be sufficient to serve 2 meals per flight and support beverage service. Sufficient storage shall be provided for all required supplies for up to 7 meals per person for passenger configuration 2. One main galley and a separate forward galley area with beverage capability is desired. Additional bulk storage is desired either topside or below deck. A built in dry-ice storage cooler is desired.
4.1.4.7 Aircraft Entry and Exit
Due to the number of missions to be flown into foreign commercial airports, the aircraft must have self-contained forward air stairs to eliminate dependency, and the rental expense, of portable stairs. In addition, a self-contained rear air stair is desired as well.
4.1.5 Baggage Storage
Ample baggage space per person is required for passenger configuration 1 after all equipment, spare parts, avionics equipment, etc. are placed on the aircraft. A COTS telescopic baggage handling system is desired (if practical) for the lower cargo compartments. Sufficient hang-up bag racks, and overhead bins, shall be provided for all passengers and crewmembers. The DV stateroom shall have a separate wardrobe compartment to accommodate luggage and hang up bags. If exterior cargo compartments are too high off the ground and baggage cannot be loaded manually or reached from a standing ground position, a self-contained baggage conveyor or loading mechanism is required.
4.1.6 Potable Water and Water Storage
A commercial water system to support all passenger configurations is required. Hot and cold running water shall be available at each sink. A water purification system is desired.
4.1.7 Avionics and Navigation Systems
A commercially available avionics and navigation system that allows unrestricted global access and communications is required. Dual HF radios with Selected Call (SELCAL), Identification friend or foe (IFF) and Mode S Transponder/Traffic Alert Collision Avoidance System (TCAS) II are also required. A standard commercial flight data/voice recorder is required. A standard commercial Airborne Communication and Response System (ACARS or similar) with dedicated data channel is required. A Head Up Display (HUD) fully integrated into aircraft avionics is desired. The system shall allow growth to meet future global navigation requirements.
4.1.7.1 TACAN
The aircraft must be capable of navigating and flying a non-precision approach using an X and Y channel TACAN. Dual TACANs are desired.
4.1.7.2 Terrain Avoidance and Warning System (TAWS)
An FAA certified, current state of the art, ground proximity warning system is required.
4.1.7.3. Windshear/Radar Capability
State-of-the-art multicolor digital radar with predictive windshear is required. Doppler turbulence detection feature is desired.
4.1.8 Communications System Architecture
The aircraft must provide both clear and secure worldwide communications. The architecture for the communications will be separated into two functions: (1) the command communications system, used by the cockpit for Air Traffic Control (ATC); and (2) mission (passenger) communications, used to support the Distinguished Visitor (DV), staff, and aircrew. A Communications System Operator (CSO) is not required. Simultaneous operation of command and passenger communications without degradation or interference to any other system is required. Where applicable, it is desired that the same handset be capable of both SATCOM and AIR TELEPHONE communications. A separate phone and channel is required for the cockpit.
4.1.8.1 Command Communications System
The pilot, copilot, and first observer must have access to command radios. UHF AM and IFF transponder shall be included.
4.1.8.1.1 UHF/AM Radio
The UHF/AM radio shall be operable with aircraft battery power for up to 30 minutes when regular power sources are not available.
4.1.8.1.2 Identification Friend or Foe/Self Identification Feature (IFF/SIF)
IFF/SIF installation shall provide the capability to easily set and erase Mode 2 and erase Mode 4 codes in-flight. Capability to test mode 4 operation on the ground is required. The transponder controls should be readily accessible by both pilots. IFF/SIF operation shall not degrade TCAS operation.
4.1.8.2 Mission/Passenger Communications
Aircraft shall provide both unsecure and secure worldwide communications. Subsystems shall be compatible with each other and the external electromagnetic environment. When installed, the system shall pass standard EMSEC tests. Ability to conduct seamless air telephone communications on the ground and in the air by the most cost-effective means, ground station or satellite is required. Multiple outlets will be provided to allow the connection and operation of a standard STU-III telephone (or current acceptable derivative) throughout the DV stateroom and staff work areas. Two STU-III telephones (or current acceptable derivative) are required to be delivered with each aircraft. DV stateroom communications (Air telephone and SATCOM) have priority over all other passenger communications. This may be accomplished with a dedicated line, priority switching, or manual override. If priority switching is used, the general seating area has lowest priority.
4.1.8.2.1 SATCOM
A minimum of four simultaneous voice and/or data communication circuits are required. This subsystem must be STU-III (or current acceptable derivative) compatible.
4.1.8.2.2 Air Telephone
A minimum of four simultaneous voice and/or data communication circuits are required. Auto-switching is required which will allow DV stateroom and staff areas to access SATCOM when out of range of land-based telephone systems.
4.1.8.2.3 Passenger Information System
A commercial standard passenger information system able to provide aircraft route, time until destination, safety, and other general passenger information is desired. The ability to view video in flight and listen to the audio via personal seat headphones is desired. This feature must be visible from any seat (forward and aft facing seats).
4.1.9 Aircraft External Configuration
4.1.9.1 Paint
The aircraft paint scheme and color shall be in accordance with the current Air National Guard paint scheme: Currently white fuselage with a blue stripe.
4.1.9.2 Exterior Lighting
Commercial standard exterior lighting is required.
4.1.10 Physical Security
Provisions to lock aircraft against unauthorized entry is required. The aircraft shall be equipped with a commercial security system capable of detecting, and recording, attempted unauthorized entry into the aircraft.
4.2 Logistics and Readiness
4.2.1 Mission Capable (MC) Rate
Aircraft status reporting will be calculated IAW AFI 21-103. Fully mission capable (FMC) rate and MC rates will be used as the measures of system readiness. In calculating MC rates, downtime includes both corrective maintenance time (resulting from actual failures and false indications) and scheduled preventive maintenance time.
4.3 Other System Characteristics.
4.3.1 Electromagnetic Effects.
4.3.1.1 Electromagnetic Compatibility
Aircraft subsystems shall be compatible with each other and the external electromagnetic environment.
4.3.1.2 Frequency Allocation
If required, an Application for Equipment Frequency Allocation, for each new, improved, commercial off-the-shelf, non-development item (NDI), or government-furnished equipment that will radiate electromagnetic energy into free space, shall be accomplished.
4.3.1.3 Frequency Assignment
Authorizations to radiate at a specific location or area, during a specific test period, and on specific channel or groups of channels must be requested with sufficient lead-time to process the requirement through all required DoD and federal coordinating and approving agencies.
4.3.2 Hazardous Materials and Ozone Depleting Chemicals (ODCs)
If hazardous materials are required for the operation or maintenance of the aircraft or its support equipment, the contractor shall so notify the Air Force and provide instructions for the safe handling, storage and disposal of these materials and the appropriate Material Safety Data Sheets (MSDS). The use of hazardous materials of any kind shall be avoided. No new ODCs shall be added to the aircraft due to the missionization to its final configuration unless no FAA certified substitutes are available.
4.4 Mission Training Flights
The aircraft must be capable of supporting 8 – 10 training sorties per month approximately 2.5 hrs each. A local training mission consists of the following: a takeoff; climb out to between 1,500 and 17,000 feet MSL; cruise to a nearby airfield (500 NM or less from Andrews AFB); enroute descent to an instrument approach; a series of instrument approaches and touch and go landings; several visual approaches to landings; climb out to the above mentioned altitudes; and cruise and descent to Andrews AFB for a full stop landing.
5.0 PROGRAM SUPPORT
The C-22B replacement aircraft will be integrated into the existing maintenance infrastructure, which incorporates a mix of organic and contractor maintenance for on, off, and depot level maintenance, to the maximum extent possible. The unit will provide on-equipment maintenance, primarily by 5 and 7-skill level technicians. Scheduled maintenance includes preflight, post-flight, thru-flight, phased/isochronal inspections, and limited corrosion control. Unscheduled maintenance will be primarily trouble shooting, removal, and replacing of defective components. To the maximum extent possible on-equipment work will be accomplished at the main operating base (Andrews AFB, MD). Both on- and off-equipment maintenance that exceeds the unit capabilities shall be accomplished by contractor logistics support (CLS). Systems/components added as part of the missionization of the aircraft shall not require any new special skills for ANG personnel. Every effort should be made to minimize support equipment and maximize Built-In Test (BIT) capabilities.
Existing support procedures and methods should be considered as a baseline of available support. Limited off-equipment maintenance capability will be provided by the unit. This may include, but is not limited to: a structural repair capability, tire build-up, interior refurbishment, strut removal and replacement, and repair of water and latrine systems. The unit will also be responsible for the cleaning of all aircraft interior fabrics including curtains, seat covers, and carpeting. The unit will perform all maintenance and servicing within its capability, including removal and replacement of components and minor repairs on installed engines/auxiliary power units (APUs). If an engine requires removal for scheduled or unscheduled maintenance or servicing other than that done by the contractor during overhaul at its facility, the unit will remove the unserviceable engine/APU from the airframe and reinstall a serviceable one. If spare parts and spare engines are purchased, a quick engine change kit will be required with the initial spare parts purchase and with every spare engine bought. Engine diagnostics/digital event recorder capability is desired.
The aircraft will comply with standard FAA commercial inspection criteria for transport type aircraft. The contractor will provide a sample maintenance schedule based upon historical data, to be provided by the unit, of aircraft utilization rates. The interval between scheduled depot maintenance will provide that one aircraft at a time will be in programmed depot maintenance (PDM), with a minimum 30-day separation between aircraft in PDM. No new system/subsystem will be introduced on the aircraft that shortens that interval. All work performed on the aircraft shall comply with FAA commercial standards and shall be accomplished by an FAA approved repair facility.
5.2 Support Equipment
Existing unit owned support equipment (SE) will be used to the maximum extent possible. Selection of SE will be accomplished in the following order of precedence unless cost-effectiveness (life cycle cost (LCC) analysis) dictates otherwise:
1. Current government inventory SE available at Andrews AFB.
2. Commercial off-the-shelf SE.
3. Modified commercial SE.
If SE is unavailable via the government, then the contractor must provide.
5.3 Human Systems Integration
5.3.1 Crew Composition
Basic crew ratio will be 2.0 for each aircraft and consist of 2 pilots, 1 Flight Mechanic, and 3 in-flight passenger service specialists (IPSS). (For operational purposes, 4 IPSS’ may be utilized for a total of 7 crew)
5.3.2 Operational and Maintenance Training Concept
The contractor will provide training for both aircrew and maintenance personnel. Pilot training to an airline transport pilot (ATP) standard is required. (provided the pilot possesses the minimum requirements as prescribed by the FAA)
5.3.2.1 Initial Crew Cadre Training
The initial cadre will consist of four instructor/flight examiner aircraft commanders and four aircraft commanders. IPSS initial cadre will consist of four instructor IPSSs and 16 additional IPSSs. IPSS training will include both normal and emergency procedures accomplished in ground school, mock-up, and in-flight instruction (if required). Initial training must include an initial cadre of flight mechanics (FM) who will receive both ground school and simulator training including engine run and APU procedures. Initial FM cadre will consist of two instructor/examiner FMs and two additional FMs. Following aircraft acceptance, instructor support for up to 25 hours in-seat actual flight experience is required per initial cadre flight crew (level, quantity, and quality of simulator training may reduce this requirement). Two crews per aircraft, in addition to initial cadre, will be trained using a commercial standard ground school and simulator.
5.3.2.2 Sustainment Training
Provided under established USAF training procedures.
5.3.2.3 Maintenance Training
Maintenance training will be field service representative conducted on-the-job training (OJT).
Table #1 below lists the required number of people who must complete training in each specialty course.
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Specialty/Course |
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Airplane General (APG) specialists (engine run qualified) |
4 |
|
Engine specialist (engine run qualified) |
4 |
|
Electrical and environmental (E & E) specialists |
4 |
|
Hydraulic specialists |
4 |
|
Communication and navigation equipment specialists |
4 |
|
Guidance and control specialists |
4 |
|
Fuel cell familiarization |
4 |
|
Rigging course (flight controls and throttles) |
4 |
|
Advanced structural repairs |
4 |
|
Senior supervisor familiarization course |
4 |
The objective is to complete maintenance training prior to arrival of the first aircraft. Interim CLS, if required, will be based on over-the-shoulder supervision. Training must be focused on providing proficient technicians and encompass the full training spectrum from familiarization to troubleshooting and task accomplishment required to support the aircraft. There shall be two offerings of the general familiarization maintenance course at Andrews AFB within 90 days after delivery of the first aircraft.
5.3.2.4 Quality Assurance Representative (QAR) Training
The contractor will provide training for four representatives. QAR training will consist of applicable portions of the contractor’s standard maintenance training courses. QAR training will be oriented primarily toward system familiarization and maintenance task familiarization for on- and off-equipment tasks conducted by CLS contractor personnel. QAR’s are required as specified in ANGI 21-101.
5.3.2.5 Field Technical Representative
Field Technical Representative (Tech Rep) support will be provided by the contractor for a period of one year after the delivery of the first aircraft. There will be an option to extend this service for up to two six-month terms.
5.4 COMPUTER RESOURCES
The Contractor will provide all hardware and software required to maintain aircraft to FAA/ICAO specifications to include test equipment and applicable databases.
5.5 Logistics Considerations
5.5.1 Supply Support
Procurement and stockage of all common and peculiar spares/components for the aircraft systems and engines/APUs will be a contractual obligation. Contractor performance and effectiveness will be measured by the "not-mission capable for supply" (NMCS) and "partial mission capable for supply" (PMCS) target rates based on mission priorities. NMCS and PMCS times are analogous to the average administration and/or logistics delay time used when calculating mean downtime.
5.5.1.1 NMCS
NMCS is the percentage of possessed clock time a system is inoperative due to lack of a supply part. The NMCS requirement is no greater than 2 percent.
5.5.1.2 PMCS
PMCS is the percentage of possessed clock time a system is not capable of performing all its designed missions due to lack of a part, but is capable of performing at least one of its assigned missions. The PMCS requirement is no greater than 4 percent.
5.5.2 Technical Data.
5.5.2.1 Technical Manuals
Technical Manuals (TM) shall conform to current commercial specifications (air transport association specifications). Any furnished electronic checklist or aircraft performance database will reflect the aircraft final configuration. Operating manuals shall be provided for the FM’s and IPSS’. A work unit code and inspection requirements manual along with inspection workcards shall be developed if commercial data is not available. Source data shall be provided to update the crash and rescue and explosive ordnance disposal technical order (T.O.) Manuals are required to include structural repair, corrosion control, concurrent servicing, and nondestructive inspection. TMs shall reflect the final aircraft configuration and operating procedures. State-of-the-art delivery media (e.g., CD-ROM) is desired. In addition, a concurrent servicing operations checklist shall be required.
5.5.2.2 Engineering Data
Engineering data shall provide tracability to the final (as-built) configuration. The contractor shall maintain configuration baseline during the life cycle and provide access to engineering data necessary to maintain and operated the aircraft. The data shall be maintained and stored in a contractor maintained facility made accessible to the government. All data developed shall be the property of the contractor and shall be furnished to the government upon request with limited data rights, and shall not be disseminated without the approval of the contractor.
5.5.3 Warranty
The aircraft and all associated subsystems will be supported by standard industry warranties.
5.6 Command, Control, Communications, and Intelligence.
5.6.1 Command and Control (C2)
The aircraft will operate within the existing command structures of the USAF, ANG, and unit. C2 will be exercised through present channels using ACARS, SATCOM, UHF, VHF, and HF radios. The aircraft will be fully electromagnetic security (EMSEC) certified.
5.7 Transportation and Basing
5.7.1 Packaging, Handling, Storage, and Transportation (PHST)
PHST requirements will be the responsibility of the contractor. Transportation of line replaceable units (LRU) and engines to locations other than the home unit will be determined by both the contractor and government.
5.7.2 Facilities and Land
Existing facilities shall be used to the fullest extent possible. The Contractor will provide recommendations on facilities upgrades or additions that will enhance the operation and support of the aircraft.
5.8 Standardization, Interoperability, and Commonality
Considered for joint use.
5.9 Mapping, Charting, and Geodesy Support
There are no special cartographic materials required.
5.10 Environmental Support
There is no standard and unique weather, oceanographic, and support required.
6.0 FORCE STRUCTURE
Four Aircraft will be assigned to the 201 AS at Andrews AFB and will replace the C-22B aircraft currently on station. The 201 AS will operate the aircraft on missions as assigned by USAF/CVAM, NGB, and. USTRANSCOM.
7.0 SCHEDULING CONSIDERATIONS
7.1 Initial Operational Capability (IOC)
IOC is defined as one aircraft delivered; three aircrews and 50 percent of the required maintenance personnel fully trained; support equipment, CLS, and technical orders in place; and Qualification Operational Test and Evaluation (QOT&E) completed.
7.2 Full Operations Capability (FOC)
FOC is defined as all aircraft delivered, all support equipment, CLS, and technical manuals in place, Operational Test and Evaluation (OT&E) completed, and all aircrew and maintenance personnel trained.
7.3 Projected Dates
Projected IOC: FY 02/1
Projected FOC: FY 03/4
C-X (C-22B) REPLACEMENT PROGRAM
REQUIREMENTS CORRELATION MATRIX
PART I
AS OF DATE: 28 Oct 1999
|
System Capabilities and Characteristics Parameters |
Thresholds |
Objectives |
|
1. Capabilities Required |
||
|
a. Aircraft (4.0) |
Four FAA certified commercial, passenger, intercontinental aircraft |
|
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Certified in accordance with FAR Part 25 (airworthiness standards), Part 34 (pollution), and Part 36 (noise), FAR Part 121 (navigation, nonprecision/precision approach and over-water requirements) |
|
|
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Twin-engine aircraft must be certified for 180 minutes of ETOPS |
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b. Aircraft Passenger Configurations (4.0.1) |
The aircraft design shall accommodate configurations 1, 2, and 3. |
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2. System Operational Performance |
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a. Range (4.1.1.1) |
Non-stop Andrews AFB, Maryland to Moscow, Russia and from Frankfurt, Germany to Andrews AFB, Maryland in configuration 2 plus their baggage year round. |
|
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b. Mission Planning System (4.1.1.3) |
A commercial off the shelf system that generates the information contained in a standard AMC computer flight plan is required. |
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Flight plan must be uploadable into the FMS |
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|
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Capability to conduct aircraft performance analysis (takeoff and landing data, and weight and balance) and flight planning is required |
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|
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c. Flight Characteristics (4.1.1.4) |
Capable of achieving FL310 within 30 minutes of a max gross weight takeoff |
|
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Able to operate from a 7,000 foot runway in configuration 1, and fly 5 hours at normal cruise under ISA conditions with fuel reserves in accordance with paragraph 4.1.1 |
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FAR landing distance shall not be greater than 7,000 feet at maximum landing weight |
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10 minutes at takeoff power is desired |
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d. Flight Deck (4.1.2) |
The cockpit will be equipped with at least one observer position |
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The cockpit will be equipped sufficient storage space for flight bags and personal professional gear as well as storage for other mission essential equipment |
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All flight deck positions, including one observer position, shall have access to intercom, and all command communications systems. |
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e. Electrical System (4.1.3) |
All passengers shall have access to 115 volts 60 Hz outlets |
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One dual outlet per each 6 seat positions |
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28VDC receptacles are required (6 in main cabin and 1 in the DV stateroom) along the sides of the cabin base board to accommodate the USAF Spectrum 500 bed for medevac. |
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A minimum 10% additional power is desired for possible future upgrades |
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No break electrical power transfer is desired for the mission communication system and cabin electrical power outlets. |
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f. Passenger and Crew Rest Accommodation (4.1.4) |
The cabin shall be dividable into three distinct areas: A DV stateroom, a staff seating and work area immediately adjacent to the DV stateroom, and a general seating area. |
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Access to secure/nonsecure voice and data communications are required in both the DV stateroom and staff work areas |
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All seating must be certified for takeoff and landing. |
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A self-contained on-board vacuum system is desired for aircraft servicing when away from home station. |
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g. DV Stateroom (4.1.4.1) |
The DV stateroom shall be configurable for up to one table each with four business class seats |
Sleeper seats |
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A three place divan in the DV stateroom is required. |
Space permitting, it is desired that the divan convert to a bed. |
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Power and connections shall be available for 6 laptop computers |
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Ability to connect to all passenger communications shall be available (Air telephone, SATCOM, etc). |
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A lavatory with full-length mirror is required. |
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h. Staff Seating/Work Area (Center Area) (4.1.4.2) |
The staff seating area shall contain two tables, each with 4 business class seats. |
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Work area shall be designed for handling sensitive materials, that is: segregated from the general seating area and the flight deck by movable partitions and curtains. |
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Space, power, and connections shall be provided for a copier, laser printer, shredder, and fax machine (CFE) (Multi-function machines acceptable). |
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The copier, printer and shredder shall be certified for NATO TOP SECRET (TS) and TS/SCI crypto material. |
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A coat closet with space and appropriate structural provisions for a security container (safe) that is certified for unattended, on-aircraft storage of up to and including NATO TOP SECRET (TS) and TS/SCI crypto material shall be provided |
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i. General Seating Area (4.1.4.3) |
The general seating area may be reconfigurable with either business or coach class seating dependent on the particular mission being flown |
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Seats in the general seating area shall have access to air telephones |
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The general seating area shall have the capability to be divided by moveable partitions |
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j. Crew Seating/Rest Area (4.1.4.4) |
Stowable seats, adjacent to each aircraft exit for IPSS use |
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A crew rest area separated from passenger seating is desired (achieved with standard divider acceptable). |
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k. Lavatories (4.1.4.5) |
Sufficient lavatories to accommodate all passenger configurations. |
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Crewmembers from the flight deck, nor passengers from the general seating area shall not traverse the staff seating/work area or DV stateroom to get to a lavatory (handicapped excepted) |
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One lavatory shall be handicapped accessible |
DV stateroom lavatory be handicapped designated. |
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l. Galley(s) (4.1.4.6) |
Commercial galley area(s) with sinks and hot and cold running water, coffee, and beverage dispensers. |
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The main galley shall be capable of serving applicable areas of responsibility for at least two meals per flight. |
A separate forward auxiliary area with beverage capability is desired. |
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At least one galley shall be of sufficient size and space to allow fresh food preparation. |
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Galley ovens must be capable of cooking meals in-flight as well as keeping prepared meals warm |
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Sufficient storage shall be provided for all required supplies for up to 7 meals per person for passenger configuration 2. |
Additional bulk storage is desired either topside or below deck. |
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A built in dry-ice storage cooler for food preservation is desired. |
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m. Aircraft Entry and Exit (4.1.4.7) |
Self-contained forward air stairs |
In addition to the forward air stairs, a self-contained rear air stair is desired. |
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3. Cargo Compartment |
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a. Baggage Storage (4.1.5) |
Baggage space for all passenger configurations after all equipment, spare parts, avionics equipment, etc. are placed on the aircraft. |
A COTS telescopic baggage handling system is desired |
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The DV stateroom shall have a separate wardrobe compartment to accommodate luggage and hang up bags |
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If exterior cargo compartments are too high off the ground and baggage cannot be loaded manually or reached from a standing ground position, a self-contained baggage conveyor or loading mechanism is required. |
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b. Potable Water and Water Storage (4.1.6) |
A commercial water system to support all passenger configurations. |
Water purification is desired. |
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Hot and cold running water available at each sink |
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4. Avionics and Navigation Systems |
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(4.1.7) |
Dual HF radios with SELCAL, IFF and Mode S TCAS II |
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A standard commercial flight data/voice recorder |
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A standard commercial ACARS or similar |
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HUD fully integrated into aircraft avionics is desired. |
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b. TACAN (4.1.7.1) |
The aircraft must be capable of navigating and flying a non-precision approach using an X and Y channel TACAN |
Dual TACANs is desired. |
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c. Terrain Avoidance and Warning System (TAWS) ( 4.1.7.2) |
An FAA certified, current state of the art, ground proximity warning system |
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d. Windshear/Radar Capability (4.1.7.3) |
State-of-the-art multicolor digital radar with predictive windshear |
Doppler turbulence detection feature is desired. |
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5. Communications System Architecture |
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a. Communications System (4.1.8) |
The aircraft must provide both clear and secure worldwide communications. |
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The architecture for the communications will be separated into two functions: (1) the command communications system, used by the cockpit for ATC; and (2) mission (passenger) communications, used to support the DV, staff, and aircrew |
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Simultaneous operation of all command and passenger communications without degradation or interference to any other aircraft system |
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Same handset be capable of both SATCOM and AIR TELEPHONE communications is desired. |
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A separate phone and channel for the cockpit |
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b. Command Communications System (4.1.8.1) |
All crew positions in the cockpit have access to command radios. |
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UHF AM and IFF transponder shall be included. |
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c. UHF/AM Radio (4.1.8.1.1) |
The UHF/AM radio shall be operable with aircraft battery power for up to 30 minutes. |
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d. IFF/SIF (4.1.8.1.2) |
IFF/SIF installation shall provide the capability to easily set and erase Mode 2 and erase Mode 4 codes in-flight |
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Capability to test the mode 4 landing gear interlocks |
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The transponder controls should be readily accessible by both pilots |
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IFF/SIF operation shall not degrade TCAS operation. |
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e. Mission/Passenger Communications (4.1.8.2) |
Unsecured and secured worldwide communications |
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Subsystems shall be compatible with each other and the external electromagnetic environment |
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System shall pass standard EMSEC tests |
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DV stateroom communications (Air telephone and SATCOM) have priority over all other passenger communications |
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If priority switching is used, the general seating area has the lowest priority. |
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Ability to conduct seamless air telephone communications on the ground and in the air by the most cost-effective means, ground station or satellite. |
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Multiple outlets (2 in the DV stateroom and 2 in the staff work area) will be provided to allow the connection and operation of a standard STU-III telephone (or current acceptable derivative) throughout the DV stateroom and staff work areas. |
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Two STU-III telephones (or current acceptable derivative) are required to be delivered with each aircraft |
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f. SATCOM (4.1.8.2.1) |
Four simultaneous voice and/or data communication circuits |
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This subsystem must be STU-III (or current acceptable derivative) compatible. |
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g. Air telephone (4.1.8.2.2) |
A minimum of four simultaneous voice and/or data communication circuits |
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One handset per seating group with capability to charge (credit card swipe) personal calls |
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Handset is required on the flight deck |
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This subsystem must be STU-III (or current acceptable derivative) compatible |
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Auto-switching is required which will allow DV stateroom and staff areas to access SATCOM when out of range of land-based telephone systems |
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h. Passenger Information System (4.1.8.2.3) |
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A commercial standard passenger information system is desired to provide aircraft route, time until destination, safety, and other general passenger information |
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The ability to view video tapes in flight and listen to the audio via personal seat headphones is desired. If provided this feature must be visible from any seat (forward and aft facing seats). |
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6. External Configuration |
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a. Paint (4.1.9.1) |
In accordance with the current Air National Guard paint scheme |
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b. Exterior Lighting (4.1.9.2) |
Commercial standard exterior lighting. |
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7. Security |
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a. Physical Security (4.1.10) |
Provisions to lock aircraft against unauthorized entry |
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Commercial security system capable of detecting, and recording, attempted unauthorized entry into the aircraft. |
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b. Electromagnetic Compatibility (4.3.1.1) |
Aircraft subsystems shall be compatible with each other and the external electromagnetic environment. |
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c. Frequency Allocation (4.3.1.2) |
An application for equipment frequency allocation for each new, improved, commercial off-the-shelf, NDI, or government-furnished equipment that will radiate electromagnetic energy into free space. |
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d. Hazardous Materials and Ozone Depleting Chemicals (ODCs) (4.3.2) |
No new ODCs shall be added to the aircraft unless no FAA certified substitutes are available. |
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C-X (C-22B) REPLACEMENT PROGRAM
REQUIREMENTS CORRELATION MATRIX
PART II
(Supporting Rationale for System Characteristics and Capabilities)
AS OF DATE: 28 Oct 1999
Parameter 1 – General:
FAA-certified, commercial nondevelopmental aircraft is required by Air Force Policy Directive 62-4 for this application.
Parameter 2 – System Performance:
Members of congress, senior leaders, and the Air National Guard master plan require that long-range aircraft be able to fly nonstop from Andrews AFB, MD to Moscow, Russia and from Frankfurt, Germany to Andrews AFB, Maryland, year round, in passenger configuration 2 (including baggage).
b. Mission Planning System: Must have the capability to flight plan, compute critical takeoff and landing data, and aircraft weight and balance for all contingencies within the performance requirements of the aircraft.
Diplomatic missions require a timely response. A speed slower than .80 Mach would increase enroute times and decrease the current service provided to DVs. Current mission planning is based on 0.80 Mach, and organized track systems desire that speed.
Cruise Ceiling: This will allow entry into the organized track system after a maximum gross weight takeoff.
Minimum Runway: The C-22 can currently operate from 7,000 foot runways. If runway requirements exceed 7,000 feet, access to many fields worldwide will be reduced.
d. Flight Deck:
An FAA certified two-pilot commercial cockpit with observer station complete with dual FMS and avionics to operate in accordance with FAA/ICAO global air traffic requirements.
Congressional delegations and senior DoD leaders require a high level of support to accommodate computer and communication requirements. 28VDC receptacles are required to support the USAF Spectrum 500 medevac bed and the GPMRC mission.
f. Passenger and Crew Accommodations
Required to support worldwide diplomatic operations over an average one-week mission. Normal crew duty day is 16 hours but may be as long as 18 hours. Partitions will allow crewmembers to perform duties without interrupting passengers.
g.-h. Distinguished Visitor/Staff Accommodations
The aircraft must provide a private, secure, office working environment for the DV and staff, complete with safe.
i.-j. General Seating Area
Configuration flexibility in the general seating area will support the high volume team transport and medevac missions.
k. Lavatories
Size and number to accommodate all passenger configurations and provide security and privacy to state room. The Americans with Disabilities Act presents the possibility that high ranking civilian leaders may have special needs which must be accommodated with a handicapped access lavatory.
l. Galley
Ability to prepare and serve first class meals to passengers and crew. The length of the mission legs and the time of day travel is accomplished requires the capability to provide in-flight meals. This allows the CODEL the opportunity to arrive ready to perform official duties. Requirements are based on provisions for passenger configuration 2 over an average one-week mission. Destinations may preclude buying fresh food therefore food must be stored aboard the aircraft
m. Airstairs
Many civilian destinations have minimal ground support equipment, and those that do, often charge excessive fees for their use. A self-contained forward stair is required to avoid dependence on host nation support or in areas of fringe military airfields where support is difficult or non-existent.
Parameter 3 – Cargo Compartment:
Required for passengers and crew baggage storage as well as support materials for diplomatic missions.
b. Potable Water
Many countries do not have potable water available for aircraft, therefore a sufficient aircraft water supply is required for passengers, crew, and meal preparation.
Parameter 4 – Avionics and Navigation System
a.-d. Avionics Architecture
The equipment listed is required to safely and efficiently operate in the existing and planned worldwide environment. Effective operation in this environment is required for mission accomplishment. Radar is required for weather avoidance. TACAN and IFF/SIF will allow operations into contingent areas of military operations. Commercial flight data/voice recorder and ACARS is required to obtain flight information and Command and Control. AMC’s future plan requires assets to contain this equipment. The aircraft must operate seamlessly in both the civilian and military theaters of operation. The aircraft must meet FAA and ICAO requirements, and be upgradeable to future GATM stipulations.
Parameter 5 – Communication System Architecture
a.-d. Command Communications System
The equipment listed is required to efficiently operate in the existing and planned worldwide environment. UHF radios are required for military communications. Transponders must be FAA/ICAO ATC and military compatible.
e.–g. Passenger Communications
Provides worldwide secure/nonsecure communications. DV’s must have "realtime" access to political and military leaders in times of crisis or changing world situations
Parameter 6 – Aircraft External Configuration
a.–b. Standard commercial FAA approved external lighting and paint scheme to meet current Air National Guard requirements.
Parameter 7 – Security:
Required to protect congressional delegations, classified material, and the aircraft from unauthorized entry.
b. Electromagnetic Capability
All components must function in harmony allowing simultaneous operations without interfering with one another.
c. Frequency Allocation
Required by law.
d. Hazardous Materials/ODC’s
Hazardous materials and ODC’s will be avoided. FAA approved substitutes will be used wherever possible.
Intentionally Left Blank
Glossary of Terms
AAFB Andrews Air Force Base, Maryland
AC Alternating Current
ACARS Aircraft Communications Addressing and Reporting System
AFB Air Force Base
AFPD Air Force Policy Directive
AMC Air Mobility Command
ANG Air National Guard
ANGI Air National Guard Instruction
APG Airplane General
APU Auxiliary Power Unit
AS Airlift Squadron
ATA Air Transport Association
ATC Air Traffic Control
ATP Airline Transport Pilot
AW Airlift Wing
BIT Built in Test
C2 Command and Control
C4I Command, Control, Communications, Computers, and Intelligence
CaNDI Commercial and Non-developmental Item
CFE Contractor Furnished Equipment
CLS Contractor Logistic Support
CODEL Congressional Delegation
COMBS Contractor Owned and Maintained Base Supply
COMSEC Communications Security
COTS Commercial of the Shelf
CSO Communications System Operator
CVAM Chief Vice Air Missions
DC Direct Current
DoD Department of Defense
DVs Distinguished Visitor
EMSEC Electromagnetic Security
ETOPS Extended Twin Engine Operations
FAA Federal Aviation Administration
FAR Federal Aviation Regulation
FM Flight Mechanic
FMC Fully Mission Capable
FMS Flight Management System
FOC Full Operational Capability
GATM Global Air Traffic Management
GPMRC Global Patient Movement Requirement Center
HUD Head up Display
ICAO International Civil Aviation Organization
IFF Identification Friend or Foe
IFF/SIF Identification Friend or Foe/Self Identification Feature
ISA International Standard Atmosphere
IOC Initial Operating Capability
IPSS Inflight Passenger Service Specialist
JOSAC Joint Operational Support Airlift Center (Scott AFB, IL)
LCC Life Cycle Cost
LRUs Line Replaceable Units
MC Mission Capable
MNS Mission Need Statement
MSL Mean Sea Level
MSDS Material Safety Data Sheets
NDI Non Development Item
NGB National Guard Bureau
NM Nautical Mile
NMCS Not Mission Capable Supply
ODCs Ozone Depleting Chemicals
OJT On-The-Job Training
ORD Operational Requirements Document
OT&E Operational Test and Evaluation
PDM Programmed Depot Maintenance
PHST Package, Handling, Storage, and Transportation
PMCS Partial Mission Capable Supply
QAR Quality Assurance Representative
QOT&E Qualification Operational Test and Evaluation
RVSM Reduced Vertical Separation Minimums
SATCOM Satellite Communication
SE Support Equipment
SELCAL Selected Call
TAWS Terrain Avoidance Warning System
TCAS Terminal Collision Avoidance System
TM Technical Manual
T.O. Technical Order
TS/SCI Top Secret/Special Compartmented Information
USTRANSCOM United States Transportation Command