News

 

C-130 Avionics Modernization

Program

 

System

Requirements

Document

 

DRAFT

 

 

Prepared by

Warner Robins Air Logistics Center

C-130 System Program Office

Robins AFB, GA 31098

 

NOTE: This draft, dated 19 29 April 1999, prepared by WR-ALC/LBRE, has not been approved and is subject to modification.

DO NOT USE FOR ACQUISITION PURPOSES.

Foreword

 

 

I have made this letter longer than usual because I lacked the time to make it short.

BLAISE PASCAL

(1623 – 1662)

 

 

This draft Systems Requirements Document (SRD) translates Warfighter needs from several Operational Requirements Documents (ORDs) into a single source of performance-based technical requirements for the C-130X Avionics Modernization Program. The requirements fall into three broad categories:

  1. Derived requirements – These are traceable to the ORD, and provide an expanded definition of the ORD requirements in technical performance terms. The translation from operational to technical requirements incorporates knowledge of C-130 aircraft systems, lessons learned, and engineering best practices.
  2. Requirements directly from the ORD – In some cases, the ORD contains sufficient detail and requires no further technical embellishment.
  3. Existing capability – This is a special category of derived requirements, focusing on the basic ORD directive to maintain existing C-130 capabilities. In cases where the available technical documentation of existing subsystems/equipment is poor, the SRD authors compiled data from various sources and assembled complete, top-level performance descriptions.

In the process of creating the draft SRD, the authors accumulated a large quantity of detailed technical information about the existing capability of the C-130. The level of detail exceeds what is reasonable for the SRD and was deleted from early drafts of the document, but is certainly valuable for understanding the baseline C-130. We have no way of knowing whether this information is available and familiar to the C-130 experts in the contractor community, so we decided to publish it in the Bidder’s Library as 101 Things Contractors Need to Know about the C-130. This document will be placed in the Bidder’s Library by mid May 99.

The draft SRD is very much a work in progress. It represents an enormous, dedicated effort by many people to assemble a large body of knowledge and distill it to essential elements. Our intent is to provide a technical performance baseline that will allow maximum flexibility for contractors to define innovative solutions to the ORD requirements. In some cases, we may have inadvertently limited that flexibility in some arbitrary way, and we solicit contractor feedback to help us understand where that may have happened. We plan to incorporate appropriate feedback from all sources and issue at least one more draft prior to final RFP release. Please send us your constructive comments and participate in the creation of a clear, fair, and effective document.

Woody Battle

Ed Kunay

Technical IPT Leads

C-130X Program

  1. 1.0 SCOPE *

    1.1 Identification *

    1.1.1 Global Air Traffic Management (GATM)/ Navigation/Safety *

    1.1.2 Total Cost of Ownership *

    1.1.3 Cockpit Layout *

    1.1.4 Reliability, Maintainability and Supportability *

    1.1.5 Standardization *

    1.1.6 Enhanced Situational Awareness (ESA) (SOF Aircraft) *

    1.1.7 Terrain Following / Terrain Avoidance (TF/TA) (SOF Aircraft) *

    1.1.8 Air Vehicle *

    1.2 Equipment to be Removed *

    1.3 Use of Off-The-Shelf Equipment *

    2.0 APPLICABLE DOCUMENTS *

    2.1 Specifications *

    2.2 Standards *

    2.3 Technical Orders *

    2.4 Regulations and Instructions *

    2.5 Handbooks *

    2.6 Operational Requirements Documents *

    2.7 Other Government Documents *

    2.8 Non-Government Documents *

    2.9 Commercial Standards *

    3.0 PERFORMANCE REQUIREMENTS *

    3.1 System Overview *

    3.1.1 General Requirements *

    3.1.1.1 Total Cost of Ownership *

    3.1.1.2 Standard Avionics Configurations. *

    3.1.1.2.1 Special Mission Configuration *

    3.1.1.3 Open Systems Architecture *

    3.1.1.3.1 Level of Openness *

    3.1.1.3.2 Avionics Architecture *

    3.1.1.3.3 Interfaces to Retained/Existing Equipment *

    3.1.1.3.4 System Growth *

    3.1.1.4 Graceful Degradation *

    3.2 All weather flight control system *

    3.2.1 Flight Director Performance Requirements *

    3.2.2 Autothrottle (Objective) *

    3.2.2.1 Autothrottle Performance Requirements *

    3.2.3 Go-Around Function *

    3.2.3.1 Go-Around Function Without Autothrottle *

    3.2.3.2 Go-Around Function With Autothrottle *

    3.3 Cockpit Controls and Displays *

    3.3.1 Multifunction Displays (MFD) *

    3.3.2 Head-Up Displays (HUD) *

    3.3.3 Flight Deck *

    3.3.3.1 Baseline Cockpit Layout *

    3.3.3.2 Pilot and Copilot Locations *

    3.3.3.3 ACM Location *

    3.3.3.3.1 Special Mission Crewmember Stations *

    3.3.3.4 Removal of Flight Engineer (Objective) *

    3.3.4 Information Presentation *

    3.3.4.1 Primary Flight Function *

    3.3.4.2 Standby Instruments *

    3.3.4.3 Navigation Information Function *

    3.3.4.3.1 Digital Moving Map *

    3.3.4.3.2 Airborne Broadcast Intelligence *

    3.3.4.3.3 TAWS Imagery *

    3.3.4.3.4 Radar Imagery *

    3.3.4.3.5 Flight Plan Display *

    3.3.4.4 Engine and Aircraft Systems Information Function *

    3.3.4.5 Cautions, Warnings, and Advisory Function *

    3.3.4.6 TCAS Presentations *

    3.3.5 Control and Data Entry *

    3.3.5.1 Brightness Control *

    3.3.5.2 Data Transfer Device (DTD) *

    3.3.5.2.1 DTD Mission Support *

    3.3.5.2.2 DTD Maintenance Support *

    3.3.6 Display Visual Performance *

    3.3.6.1 Display Legibility *

    3.3.6.2 Display Unit Viewing Angle *

    3.3.6.3 Display Contrast *

    3.3.6.4 Display Unit Luminance *

    3.3.6.5 Display Unit Luminance Non-uniformity *

    3.3.6.6 Stray Light *

    3.4 System Lighting *

    3.4.1 NVIS Compatibility *

    3.4.1.1 General Requirements *

    3.4.1.2 Specific Requirements *

    3.4.2 Cockpit Lighting *

    3.4.3 Cargo Compartment Lighting *

    3.5 Communication, Navigation, and Surveillance Function *

    3.5.1 Communication *

    3.5.1.1 Communication System Components *

    3.5.1.1.1 Joint Tactical Radio System (JTRS) Requirement *

    3.5.1.2 Communication Management Function *

    3.5.1.3 UHF *

    3.5.1.4 SATCOM (Military and Commercial) *

    3.5.1.5 VHF *

    3.5.1.5.1 8.33 kHz VHF Channel Spacing *

    3.5.1.6 VHF Digital Link *

    3.5.1.7 HF-Automatic Control Processor (ACP) *

    3.5.1.8 Secure Communication / Anti-Jam *

    3.5.1.9 Interphone Communication System (ICS) *

    3.5.1.9.1 Intercommunications System (AFSOC Only) *

    3.5.1.9.2 Interphone Communications System (ACC Only) *

    3.5.1.10 Cockpit Printer. *

    3.5.1.11 Digital Flight Data Recorder (DFDR)/Cockpit Voice Recorder (CVR) *

    3.5.1.11.1 DFDR/CVR Requirements *

    3.5.1.11.2 AFSOC OPSEC Mode *

    3.5.2 Navigation *

    3.5.2.1 Flight Management System (FMS) *

    3.5.2.1.1 FMS Functional Description *

    3.5.2.1.2 Navigation Sensor Initialization *

    3.5.2.1.3 Functional Description *

    3.5.2.1.4 Accuracy *

    3.5.2.1.5 Navigation Sensor Interfaces *

    3.5.2.1.6 Reference Systems *

    3.5.2.2 Air Data System *

    3.5.2.2.1 Pitot-Static System *

    3.5.2.2.2 Digital Air Data Computers (DADC) *

    3.5.2.2.3 Altitude Reporting *

    3.5.2.2.4 Altitude Alerting *

    3.5.2.3 Radar *

    3.5.2.3.1 Radar Controls and Annunciators. *

    3.5.2.3.2 Ground Mapping *

    3.5.2.3.3 Enhanced Resolution Ground Map *

    3.5.2.3.4 Very High Resolution Ground Map Mode (CAAP) *

    3.5.2.3.5 Precision Airdrop Capability *

    3.5.2.3.6 Navigation Update *

    3.5.2.3.7 Weather *

    3.5.2.3.8 Beacon Operation *

    3.5.2.3.9 Skin Paint *

    3.5.2.3.10 Radar Detectability *

    3.5.2.4 Terrain Awareness Warning System (TAWS) *

    3.5.2.4.1 Radar Altimeter *

    3.5.2.5 Windshear Detection *

    3.5.2.5.1 Turbulence *

    3.5.2.6 Terrain Following/Terrain Avoidance Navigation System *

    3.5.2.6.1 TF/TA Life Cycle Cost *

    3.5.2.6.2 Functional Characteristics *

    3.5.2.6.3 Low Probability of Detection and Low Probability of Intercept *

    3.5.2.6.4 TF/TA System States *

    3.5.2.6.5 Modes *

    3.5.2.6.6 TF/TA Status *

    3.5.2.6.7 TF/TA Software *

    3.5.3 Surveillance *

    3.5.3.1 Surveillance System Components *

    3.5.3.2 Traffic Alert and Collision Avoidance System (TCAS) *

    3.5.3.2.1 Traffic Alert and Collision Avoidance System Overall Capabilities *

    3.5.3.3 Automatic Dependent Surveillance – Broadcast (ADS-B) *

    3.6 Defensive Systems (DS) *

    3.6.1 Combat Delivery and AC-130H/MC-130E Defensive Systems *

    3.6.1.1 DS Integration *

    3.6.1.2 System Performance *

    3.6.1.3 Controls and Displays *

    3.6.1.3.1 Controls *

    3.6.1.3.2 Displays *

    3.6.1.4 Growth *

    3.6.2 AFSOC Defensive Systems (AC-130U and MC-130H) *

    3.6.2.1 DS Integration *

    3.6.2.2 Defensive System Performance *

    3.6.2.2.1 Threat Response *

    3.6.2.2.2 Data Correlation and Fusion *

    3.6.2.3 Controls and Displays *

    3.6.2.3.1 Controls *

    3.6.2.3.2 Displays *

    3.6.2.4 Growth *

    3.6.2.5 Mission Playback. *

    3.6.2.6 EW Training and Simulation *

    3.7 Security *

    3.8 Safety *

    3.8.1 System Safety *

    3.8.1.1 General Design Requirements *

    3.8.1.2 Safety Design Order of Precedence *

    3.8.1.3 Operational Safety *

    3.8.1.4 Safety Design Criteria *

    3.8.2 Personnel Hazards and Safety *

    3.8.3 Air Vehicle Characteristics *

    3.8.4 Crashworthiness *

    3.8.5 Explosive Atmosphere *

    3.8.6 Hazardous Materials/ODCs *

    3.9 System Environment *

    3.9.1 Environmental Conditions *

    3.9.1.1 Fungus *

    3.9.1.2 Temperature *

    3.9.1.3 Altitude *

    3.9.1.4 Temperature, Altitude, and Vibration Combination *

    3.9.1.5 Vibration *

    3.9.1.6 Shock *

    3.9.1.7 Humidity *

    3.9.1.8 Salt Atmosphere *

    3.9.1.9 Sand and Dust *

    3.9.1.10 Decompression *

    3.9.2 Fluid Resistance *

    3.9.3 Air Vehicle Electrical System *

    3.9.3.1 External Power *

    3.9.3.2 Aircraft Wiring *

    3.9.3.3 Aircraft Circuit Breakers *

    3.9.4 Environmental Control System *

    3.10 Computer Resource Requirements *

    3.10.1 Software Requirements *

    3.10.1.1 General Software Requirements *

    3.10.1.1.1 Software Engineering Process/Guidelines *

    3.10.1.1.2 Software Configuration *

    3.10.1.1.3 COTS/GOTS *

    3.10.1.1.4 Year 2000 Guidance *

    3.10.1.1.5 Higher Order Language (HOL) *

    3.10.1.1.6 Software Design Requirements *

    3.10.1.1.7 Software Reuse *

    3.10.1.2 Mission Planning *

    3.10.1.3 Operational Flight Software *

    3.10.1.3.1 Real-Time Operating System *

    3.10.1.3.2 Application Program *

    3.10.1.3.3 Application Program Interface (API) *

    3.10.1.3.4 Response Time/Data Transfer Rate *

    3.10.1.3.5 Fault Tolerance *

    3.10.1.3.6 Operational Flight Software/Simulator Software Interface *

    3.10.1.3.7 Operational Flight Software Loading and Verification *

    3.10.2 Computer Hardware Requirements *

    3.10.2.1 General Computer Hardware Requirements *

    3.10.2.1.1 Databus Throughput *

    3.10.2.1.2 Declassification and Zeroize Capability *

    3.10.2.2 Database Requirements *

    3.10.2.3 Modified COTS/GOTS and Developmental Hardware *

    3.10.3 Support *

    3.10.3.1 Software Engineering Environment *

    3.10.3.2 Support Equipment *

    3.11 System Quality Factors *

    3.11.1 Operation and Organizational Concept *

    3.11.1.1 Operational Life *

    3.11.1.2 Integrated Diagnostics *

    3.11.1.2.1 Built-In Test (BIT) *

    3.12 Design and Construction *

    3.12.1 Physical Characteristics *

    3.12.1.1 Payload *

    3.12.1.2 Mass Properties *

    3.12.1.2.1 Weight and Balance *

    3.12.1.2.2 Ballast *

    3.12.1.2.3 Center of Gravity *

    3.12.1.2.4 Drag *

    3.12.1.3 Access For Maintenance *

    3.12.2 Materials, Parts and Process *

    3.12.2.1 Finish Coatings *

    3.12.2.2 Production Facilities, Capabilities and Processes *

    3.12.3 Electromagnetic Interference/Electromagnetic Compatibility *

    3.12.3.1 Subsystem and Equipment Compatibility *

    3.12.3.2 Frequency Management *

    3.12.3.3 Electronic Counter-Countermeasures (ECCM) *

    3.12.3.3.1 AFSOC Only (MC-130E/H) Requirements. *

    3.12.3.4 OPSEC/COMSEC *

    3.12.3.5 Electrical Bonding *

    3.12.4 Nameplates and Product Markings *

    3.12.5 Interchangeability *

    3.12.6 Survivability/Vulnerability *

    3.12.7 Interoperability *

    3.13 Human Factors *

    3.14 Personnel And Training *

    3.14.1 Personnel *

    3.14.2 Training *

    3.14.3 Simulators *

    3.15 Logistics and Readiness. *

    3.15.1 System Reliability, Maintainability and Supportability *

    3.15.2 Mean Time Between Maintenance-Corrected *

    3.15.3 Mean Repair Time *

    3.15.4 Agile Combat Support *

    3.15.5 Wartime Combat Support *

    3.15.5.1 Aircraft Battle Damage Repair (ABDR) Capability *

    3.15.5.2 Surge Support. *

    3.15.5.3 Bare Base Operations. *

    3.15.6 Maintainability. *

    3.15.6.1 Maintenance Planning. *

    3.15.6.2 Maintainability. *

    3.15.7 Support Capability. *

    3.15.8 Maintenance Environment. *

    3.15.9 Other Logistics Considerations. *

    3.15.9.1 Technical Manuals (TM) *

    3.15.9.2 Supporting Command Requirements. *

    3.15.9.2.1 Warranty *

    3.15.9.2.2 Facilities and Land. *

    3.15.9.3 Continuous Acquisition/Life Cycle Support (CALS). *

    3.16 Packaging and transportation *

    3.16.1 Transportability *

    3.16.2 Items for Immediate Use *

    3.16.3 Items for Shipment, Storage, and Redistribution *

    3.16.4 Packaging and Packing *

    3.16.5 Container Marking *

    4.0 VERIFICATION *

    4.1 Software Verification and Validation *

    4.1.1 Software Testing/Certification *

    4.2 C-130 AMP system and function verification *

    4.2.1 Automatic Flight Control Function Performance Verification *

    4.2.1.1 Flight Director Performance Verification *

    4.2.1.2 Autothrottle Performance Verification *

    4.2.2 Cockpit Controls and Displays Performance Verification *

    4.2.2.1 Multifunction Displays Performance Verification *

    4.2.2.2 Head-Up Displays Performance Verification *

    4.2.2.3 Information Presentation Performance Verification *

    4.2.2.4 Control and Data Entry Performance Verification *

    4.2.2.5 Display Visual Performance Performance Verification *

    4.2.3 System Lighting Performance Verification *

    4.2.3.1 NVIS Compatibility Performance Verification *

    4.2.3.2 Cockpit Lighting Performance Verification *

    4.2.3.3 Cargo Compartment Lighting Performance Verification *

    4.2.4 Communication, Navigation, and Surveillance Function Performance Verification *

    4.2.4.1 Communication Performance Verification *

    4.2.4.2 Navigation Performance Verification *

    4.2.4.3 Surveillance Performance Verification *

    4.2.5 Defensive Systems Performance Verification *

    4.2.5.1 Combat Delivery Defensive Systems Performance Verification *

    4.2.5.2 AFSOC Defensive Systems Performance Verification *

    4.2.6 Computer Resource Requirements Performance Verification *

    4.2.6.1 Flexibility and Expansion Performance Verification *

    4.2.6.2 Software Requirements Performance Verification *

    4.2.6.3 Computer Hardware Requirements Performance Verification *

    4.2.6.4 Support Performance Verification *

    4.3 Areas of Focus *

    4.3.1 Use of Off-The-Shelf Equipment *

    4.3.2 Modeling and Simulations *

    4.3.3 Human Factors Demonstrations *

    4.3.4 Systems Integration Demonstrations *

    5.0 NOTES *

    5.1 Definitions *

    5.1.1 Term Definitions *

    5.1.1.1 Vertical Height and Altitude Definitions *

    5.2 Abbreviations and Acronyms *

    APPENDIX 1 - Equipment Removal Listing *

    SCOPE
    1. Identification

      2. This document provides top-level technical performance requirements for the C-130 Avionics Modernization Program (AMP). Its intent is to provide a framework for more detailed definition of the AMP system, which will be documented by the AMP contractor in the System Specification. These modification requirements are constrained due to the operational requirement for no degradation in capability, and other constraints placed on the program due to the multiple configuration/multiple mission aspect of the C-130 weapon system. This modification program addresses five major areas: (1) Global Air Traffic Management (GATM), (2) Navigation/Safety (Nav/Safety), (3) Reduced Manpower Requirements, (4) Reliability and Maintainability, and (5) Standardization. The C-130 AMP will lower the cost of ownership and increase survivability of the C-130 aircraft, while complying with Air Force Navigation and Safety (Nav/Safety) Master Plan and Global Air Traffic Management (GATM) requirements. In addition to specifying the AMP requirements, this document also defines the performance requirements for those C-130 aircraft affected by the Common Avionics Architecture for Penetration Program (CAAP), namely the Special Operations Forces (SOF) C-130s (AC-130H, AC-130U, MC-130E, MC-130H, MC-130P, EC-130E).

      Functional allocation of requirements may be determined by the contractor and not limited to the functional layout of this document.

      1. The AMP/CAAP Functions and Equipment

        2. The AMP for the C-130 modified aircraft encompasses the functions/equipment specified in Table 1.1.1.

        Table 1.1.1 C-130 AMP Functions / Equipment

      2. Global Air Traffic Management (GATM)/ Navigation/Safety

        3. To ensure global airspace access, the C-130 requires extensive upgrades to existing communication, navigation, and surveillance (CNS) equipment. Cockpits must meet the requirements of the Air Force cockpit endorsement process outlined in AFI 11-202 Vol. III. GATM equipment, as a minimum, shall meet (or comply with the intent of) FAA or other appropriate civil technical standards and government licensing and certification.

        Upon completion of AMP modification the aircraft shall be compliant with all GATM as addressed in the C-130 AMP ORD (operational requirements document) and Air Force Navigation Safety Master Plan requirements as they apply to worldwide C-130 operations.

        The navigation function will meet the Required Navigation Performance-1 (RNP-1). Internal aircraft systems will provide automatic dependent surveillance (ADS) as well as TCAS (traffic alert and collision avoidance system). The C-130 AMP equipment will be functionally operational with all ground network and satellite aeronautical network provider communication requirements. To meet AF/XO Nav/Safety and European carriage requirements, an Airborne Collision Avoidance System (ACAS) is required. Also required is a Terrain Awareness and Warning System (TAWS), a windshear detection capability and a Global Positioning System (GPS). In addition, Digital Flight Data Recorders (DFDR) and Cockpit Voice Recorders (CVR) will be installed into the aircraft.

        The GATM architecture will comply with applicable information technology standards contained in the DoD Joint Technical Architecture (JTA) and JTA-AF architectures to the maximum extent possible without compromising GATM. Any command and control (C2) applications that operate over the GATM communication systems will be interoperable with the Defense Information Infrastructure-Common Operating Environment (DII-COE).

        To allow aircraft to operate in the European Air Traffic Service (ATS) route structure, GATM navigation systems must meet requirements for basic area navigation (BRNAV) as defined in FAA Advisory Circular AC 90-96. BRNAV requires RNP-5 performance and a limited set of functional capabilities as defined in the guidance material referenced above. A capability that complies with the RNP MASPS (DO-236) is needed to meet planned requirements for precision area navigation (PRNAV) operation in European airspace.

      3. Total Cost of Ownership

        4. The C-130 AMP modification will be designed to minimize the total ownership cost (TOC) of the C-130 aircraft. TOC shall be used as a fundamental constraint in all aspects of the design, development, documentation, and support of the system. The term "Life Cycle Cost (LCC)" shall be used as an alternative for TOC. When LCC is used in the C-130 AMP documentation, briefings, and discussions, LCC means TOC.

      4. Cockpit Layout

        5. The system will be designed to allow operation of the aircraft by two pilots and a flight engineer for all combat delivery missions.

      5. Reliability, Maintainability and Supportability

        6. The AMP system will be designed to enhance the reliability and maintainability of the overall C-130 aircraft to perform the assigned mission. System should be maintainable with existing skill mix of personnel, utilizing existing support equipment to the greatest extent possible.

      6. Standardization

        7. The modification will be designed to put all combat delivery aircraft (C-130E, C-130H, C-130H2, C-130H3) into a single standard avionics hardware and software configuration, regardless of the starting configuration of the aircraft.

        Special mission aircraft, affected by the modification, will be baselined on the combat delivery configuration. However, special mission aircraft (ACs, ECs, HCs, LCs, and MCs) will have some configuration differences to account for special mission requirements and equipment. To the maximum extent possible, AMP equipment installed on special mission aircraft will be the same as on baseline aircraft. Additional hardware and software required for special mission aircraft will build upon the baseline aircraft configuration in an open system approach. Life cycle cost analysis (total cost of ownership) will be a primary factor in determining the commonality of avionics/subsystems selected for combat delivery and special mission aircraft.

      7. Total Cost of Ownership

        8. The total cost of ownership over the life cycle of the fleet will be substantially reduced through judicious application of open system architecture principles to the integration of the overall avionics system, to the selection of OTS/NDI subsystems, and to any Developmental items.

      8. Enhanced Situational Awareness (ESA) (SOF Aircraft)

        9. The Enhanced Situational Awareness (ESA) system will provide near real time threat information (for emitting and non-emitting threats) to the aircrews. The ESA system will include correlation and data fusion of threats reported by off-board and on-board sensors and an integrated digital map display of aircraft situation. The system will also provide threat avoidance capability in the form of in-flight route replanning and integrated countermeasures control.

      9. Terrain Following / Terrain Avoidance (TF/TA) (SOF Aircraft)

        10. Certain versions of the C-130 will receive an improved terrain following/terrain avoidance capability. This improved capability will use onboard sensors as well as the existing terrain database with new terrain following and terrain avoidance algorithms to achieve a low probability of interception/low probability of detection (LPI/LPD) capability.

      10. Air Vehicle

      Modifications to the C-130 aircraft, for example, modifications to the environmental control system, electrical system, or aircraft structure, required to meet AMP avionics equipment requirements are part of the AMP program.

    2. Equipment to be Removed

      3. The list presented in Appendix 1 identifies the existing avionics that, as a minimum, will be removed along with associated wiring, circuit breakers, and mounting hardware. The AMP will not degrade or remove any existing system capabilities.

    3. Use of Off-The-Shelf Equipment

The following priorities will be used for the selection of equipment for the C-130 AMP system unless cost or performance requirements/analyses indicate otherwise:

    1. Existing government inventory equipment (common)
    2. Commercial existing equipment
    3. Modified common equipment
    4. Modified commercial equipment
    5. New design equipment.
  1. APPLICABLE DOCUMENTS

    2. This list is intended to be a reference starting point for contractors.

    1. Specifications

      2. MIL-B-5087

      Bonding, Electrical, Lightning Protection, for Aerospace Systems

      MIL-E-7894

      Aircraft Power, General Specification for

      MIL-F-9490

      Flight Control Systems – Design, Installation, and Test of Piloted Aircraft, General Specification for

    2. Standards

      3. MIL-STD-464

      Electromagnetic Environmental Effects Requirements for Systems

      MIL-STD-704E

      Aircraft Electric Power Characteristics

      MIL-STD-882C, Change 1

      System Safety Program Requirements

      MIL-STD-1472

      Human Engineering

      MIL-STD-1553B

      Digital Time Division Command/Response Multiplex Data Bus.

      MIL-STD-1787

      Aircraft Display Symbology

    3. Technical Orders

      4. 1C-130-1

      Flight Manual, USAF Series C-130 (ALL)

      1-1A-14

      Installation Practices for Aircraft Electrical and Electronic Wiring

      TO 00-5-16

      Automated Computer Program Identification Number System (ACPINS)

      TO 00-5-17

      Computer Program Identification Numbering (CPIN) System
    4. Regulations and Instructions

      5. AFI 10-703

      Electronic Warfare Integrated Reprogramming Requirement

      AFI 11-202, Vol. 3

      General Flight Rules

      AFI 11-231

      Computed Air Release Point Procedures

      AFI 11-2C-130, Vol 3.

      Operations Procedures
    5. Handbooks

      6. MIL-HDBK-454

      Standard General Requirement for Electronic Equipment
    6. Operational Requirements Documents

      7. MAF/CAF/AFSOC 002-98-I/II

      C-130X Phase I Avionics Modernization Program (AMP), 26 Mar 99 (FINAL)

      AMC ORD 315-92

      Airborne Broadcast Intelligence (ABI), AKA, Real Time Information in the Cockpit (RTIC), (DRAFT)

      Capstone Requirements Document

      Special Operations Forces (SOF) Common Architecture Avionics for Penetration Missions (CAAP) 28 Apr 97
    7. Other Government Documents

      8. AC 20-130A

      FAA Advisory Circular 20-130A, Airworthiness Approval of Navigation or Flight Management Systems Integrating Multiple Navigation Sensors

      AC 90-96

      FAA Advisory Circular 90-96, Approval of U.S. Operators and Aircraft to Operate Under Instrument Flight Rules (IFR) in European Airspace Designated for Basic Area Navigation (BRNAV/RNP-5)

      Air Force System Security Instruction 5020

      Remanence Security, dated 20 August 1996.

      ASC/ENFC-96-01

      Interface Document, Lighting, Aircraft, Interior, Night Vision Imaging System (NVIS) Compatible

      Federal Aviation Regulation

      Part 121, Appendix M

      FAR Sec 25.1385

      Position Light System Installation

      TSO-C92c

      Airborne Ground Proximity Warning Equipment

      TSO-C119a

      Traffic Alert and Collision Avoidance System (TCAS) Airborne Equipment

      TSO-C123a

      Cockpit Voice Recorder System

      TSO-C124a

      Flight Data Recorder Systems

      TSO-C129a

      Airborne Supplemental Navigation Equipment Using the Global Positioning System

      TSO C-151

      TAWS

      FAA Notice 8110.64

      FAA Interim Guidance, Terrain Avoidance and Warning System
    8. Non-Government Documents

      9. ARINC 635-1

      HF Data Link Protocols

      ARINC 702A

      Advanced Flight Management Computer System

      ARINC 708

      Airborne Weather Radar

      ARINC 739-1

      Multi-Purpose Control and Display Unit

      ARINC 741

      Aviation Satellite Communication System

      ARINC 753

      HF Data Link System

      ARINC 758

      Communication Management Unit Mark 2

      ARINC 761

      Second Generation Aviation Satellite Communication Systems

      ARINC Report 610A

      Guidance for Use of Avionics Equipment and Software in Simulators, dated 1 February 1994

      ASTM D3951-95

      Packaging, Handling, Storage, and Transportation (PHS&T)

      ICAO SARPs Annex 10

      International Standards and Recommended Practices (SARPs), Aeronautical Telecommunications, Annex 10 to the Convention on International Civil Aviation, Montreal, Canada
       

      Volume I Radio Navigation Aids
       

      Volume III Part 1 - Digital Data Communication Systems, Part 2 - Voice Communication Systems.
       

      Volume IV Surveillance Radar and Collision Avoidance Systems

      RTCA DO-160

      Environmental Conditions and Test Procedures for Airborne Equipment

      RTCA DO-229

      Minimum Operational Performance Standards (MOPS) for GPS/WAAS Airborne Equipment

      RTCA DO-236

      Minimum Aviation System Performance Standards: Required Navigation Performance for Area Navigation

      RTCA-D0-242A

      Minimum Aviation System Performance Standards for Automatic Dependent Surveillance Broadcast (ADS-B)
    9. Commercial Standards

    IEEE 12207.1

    		 

    IEEE 12207.2

    		  

    DO178B

    		  

     

     

  2. PERFORMANCE REQUIREMENTS

    3. Items in this document that relate to all aircraft affected by the C-130 Avionics Modernization Program are presented in an Arial font. Sections that contain additional requirements driven by special mission aircraft only are distinguished by a Times New Roman Bold font. Requirements derived form CAAP (Common Avionics Architecture for Penetration) ORDs are further designated (CAAP) .

    1. System Overview

      2. The avionics system shall provide, as a minimum, precision autonomous navigation and safety including global air traffic management, effective threat warning and self-defense, communications, reconnaissance and precision weapon delivery/fire control.

       

      1. General Requirements

        2. Installation of AMP systems shall not cause a reduction in capabilities currently existing on the C-130 aircraft.

        1. Total Cost of Ownership

          2. Total ownership costs shall be a fundamental constraint on the engineering design. For commonality of equipment installed on baseline and special mission aircraft, total life cycle cost (LCC) analysis will be used to determine the logistics requirements for both baseline and special mission aircraft. Annual ownership cost of new, replacement subsystems shall be reduced by 6% in relation to systems they are replacing. An objective is to reduce these annual ownership costs by 25%.

          Life cycle cost analysis (total cost of ownership) shall be a primary factor in determining the commonality of avionics/subsystems selected for combat delivery and special mission aircraft. (e.g. Special mission avionics requirements shall be integrated into the baseline avionics architecture when practical and cost effective, provided the baseline requirements are met).

          Under no circumstances shall Combat Delivery aircraft be equipped with TF/TA (terrain following/terrain avoidance) navigation capability or be given the capability to turn off the DFDR (digital flight data recorder) or CVR (cockpit voice recorder).

        2. Standard Avionics Configurations.

          3. Hardware and software components and equipment locations shall be common and interoperable between all C-130 models. Exceptions to common equipment shall be determined by life cycle cost. In addition, all components shall comply to the Joint Technical Architecture (JTA).

          Each aircraft in an MDS (Mission Design Series) shall have equipment and circuit breakers in the same general location.

          An objective is commonality of GATM equipment across AMC weapon systems to reduce the overall AMC support structure, particularly for en route locations and forward-deployed units.

          1. Special Mission Configuration

          Special mission aircraft, affected by the modification, shall be baselined to the Combat Delivery configuration, to the maximum extent possible. Special mission aircraft (ACs, HCs, MCs, LCs and ECs) may have configuration differences to account for special mission requirements and equipment. Kits should be designed for special mission aircraft to use the same hardware and software as the Combat Delivery aircraft. Additional hardware and software required for special mission aircraft shall build upon the baseline aircraft configuration in a open systems approach.

        3. Cockpit Configuration

          4. Cockpits shall meet the requirements of the Air Force cockpit endorsement process outlined in AFI 11-202.VOL. 3. GATM equipment shall meet (or comply with the intent of) FAA or other appropriate civil technical standards.

          1. Combat Delivery Aircraft Cockpit Layout

            2. The cockpit avionics architecture on all combat delivery aircraft shall be optimized to ensure the aircraft can effectively execute the combat delivery mission throughout the world with a basic cockpit crew of no greater than two pilots and one flight engineer from their respective crew positions. Navigators shall not be required on missions flown by combat delivery aircraft.

            1. Removal of Flight Engineer

              2. It is desirable to remove the flight engineer from all combat delivery C-130 aircraft. Therefore, the layout of the cockpit avionics architecture should be optimized to ensure aircrews can effectively execute all missions throughout the world from their respective crew positions, without a flight engineer. In order to maintain fleet commonality and reduce overall LCC cost, all C-130s, including Special Mission aircraft should be modified.

            2. ACM Location

            The navigator station on existing combat delivery aircraft will be referred to as an auxiliary crewmember (ACM) station. The ACM station shall be equipped with wiring and (group A) hardware that will permit optional installation and use of, as a minimum, a multi-function display, a control display unit, a radar/moving map cursor control, a full size keyboard, and necessary interfaces to allow an ACM to employ the ACM station if required. Standard crew station equipment/capability, such as, lighting, oxygen, heating/cooling outlets, interphone, radio, etc. shall be retained.

          2. Special Mission Aircraft Cockpit Layout

          A fully functional dual crew position console shall be integrated on the cockpit of all AC-130H, HC-130N/P, and MC-130E/H/P aircraft. To the maximum extent possible, components of the second navigator/ACM station will be identical to the baseline ACM station.

          This dual console will accommodate one navigator and one fire control officer (AC-130H), one navigator and one radio operator (HC-130N/P, MC-130P), or one navigator and one electronic warfare officer (MC-130E/H). The functionality of each current crew position shall be maintained. It is desired that the cargo compartment crew console be deleted, and the full cargo compartment capacity restored on MC-130E aircraft, while maintaining the EWO and radio operator functionality intact.

        4. Open Systems Architecture

          5. Contractor(s) shall use an open-system architecture approach as defined by the Open System Joint Task Force (OSJTF)The design of the AMP avionics suite shall use an open architecture approach, with all interfaces defined to facilitate future upgrades to the avionics suite. See Section 5.1.1. Term Definitions for a detailed definition of Open Systems.

          The functional and physical interfaces between the air vehicle and avionics subsystem, as well as the internal interfaces within the avionics subsystem, shall be defined and controlled. All AMP systems components shall facilitate future upgrades by incremental technology insertion, rather than by large-scale system redesign to allow for incorporation of additional or higher performance elements with minimal impact on the existing systems.

          These interfaces shall include, but not be limited to mechanical, electrical (power and signal wiring), software, cockpit controls and displays (including instrument panels and center console), aircraft sensors/avionics system, engine data signals/avionics system, environmental (including cooling, vibration, acoustic, shock, EMI/EMC (electromagnetic interference/ electromagnetic compatibility)), lighting, antenna locations, alignment/boresighting provisions, airframe structure, and critical cable lengths.

          1. Level of Openness

            2. For this program, the level of openness shall be to al least the LRU (line replaceable unit)/LRM (line replaceable module) level. LCC shall justify any open interfaces defined below this level. LCC shall be the fundamental constraint in the engineering design process.

          2. Avionics Architecture

            3. The system shall provide a single, overall avionics architecture that will support aircrews in the accomplishment of the diversity of missions across the C-130 fleet. The avionics architecture shall provide an affordable software/hardware solution that minimizes life cycle cost, provides an open systems philosophy to support replacement of short life-cycle computer hardware, maximizes commonality of components, and supports affordable integration of new/modified operational capabilities.

            To ensure global airspace access, the C-130 requires extensive upgrades to existing communication, navigation, and surveillance (CNS) equipment. As a minimum, the GATM architecture shall meet the following requirements and possess growth capability to meet future requirements.

          3. Interfaces to Retained/Existing Equipment

            4. All system and subsystem avionics components used in this program shall function as part of a fully integrated core avionics suite using open systems architecture. System integration with existing equipment not planned for replacement is required.

          4. System Growth

            5. The AMP system shall be designed and installed to allow 50% growth to technology and future operational requirements. The objective is 100% growth potential. Growth shall not be limited to processor speed and memory, but be expanded to include databus capabilities, additional processors, and expanded/additional sensors.

          5. The design of the AMP avionics suite shall use an open architecture approach, with all interfaces defined to facilitate future upgrades to the avionics suite.
          6. The functional and physical interfaces between the air vehicle and avionics subsystem, as well as the internal interfaces within the avionics subsystem, shall be defined and controlled.
          7. These interfaces shall include, but not be limited to mechanical, electrical (power and signal wiring), cockpit controls and displays (including instrument panels and center console), aircraft sensors/avionics system, engine data signals/avionics system, environmental (including cooling, vibration, acoustic, shock, EMI/EMC), lighting, antenna locations, alignment/boresighting provisions, airframe structure, and critical cable lengths.

          To ensure global airspace access, the C-130 requires extensive upgrades to existing communication, navigation, and surveillance (CNS) equipment. As a minimum, the GATM architecture shall meet the following requirements and possess growth capability to meet future requirements.

        5. Graceful Degradation

          6. Orderly and graceful degradation of mission critical systems shall be provided by means of automatic regression and operator selection of backup modes. Mission critical systems are defined as those systems that are essential for operation to ensure mission success. Included within these systems are all safety of flight systems and subsystems. Mission critical systems shall have sufficient redundancy to prevent single point failures.

          Commonality of GATM equipment across AMC weapon systems is desired to reduce the overall AMC support structure, particularly for enroute locations and forward-deployed units. GATM interface with navigation, surveillance, and communication equipment not planned for replacement is imperative.

        6. Provisions to apply power to selected avionics LRUs/systems, which do not have dedicated controls shall be supplied.Cockpit Configuration

          7. Cockpits shall meet the requirements of the Air Force cockpit endorsement process outlined in AFI 11-202.VOL. 3. GATM equipment shall meet (or comply with the intent of) FAA or other appropriate civil technical standards.

          1. Combat Delivery Aircraft Cockpit Layout

            2. The cockpit avionics architecture on all combat delivery aircraft shall be optimized to ensure the aircraft can effectively execute the combat delivery mission throughout the world with a basic cockpit crew of no greater than two pilots and one flight engineer from their respective crew positions. Navigators shall not be required on missions flown by combat delivery aircraft.

            1. Removal of Flight Engineer

              2. It is desirable to remove the flight engineer from all combat delivery C-130 aircraft. Therefore, the layout of the cockpit avionics architecture should be optimized to ensure aircrews can effectively execute all missions throughout the world from their respective crew positions, without a flight engineer. In order to maintain fleet commonality and reduce overall LCC cost, all C-130s, including Special Mission aircraft should be modified.

            2. ACM Location

            The navigator station on existing combat delivery aircraft will be referred to as an auxiliary crewmember (ACM) station. The ACM station shall be equipped with wiring and (group A) hardware that will permit optional installation and use of, as a minimum, a multi-function display, a control display unit, a radar/moving map cursor control, a full size keyboard, and necessary interfaces to allow an ACM to employ the ACM station if required. Standard crew station equipment/capability, such as, lighting, oxygen, heating/cooling outlets, interphone, radio, etc. shall be retained.

          2. Special Mission Aircraft Cockpit Layout

      A fully functional dual crew position console shall be integrated on the cockpit of all AC-130H, HC-130N/P, and MC-130E/H/P aircraft. To the maximum extent possible, components of the second navigator/ACM station will be identical to the baseline ACM station.

      This dual console will accommodate one navigator and one fire control officer (AC-130H), one navigator and one radio operator (HC-130N/P, MC-130P), or one navigator and one electronic warfare officer (MC-130E/H). The functionality of each current crew position shall be maintained. It is desired that the cargo compartment crew console be deleted, and the full cargo compartment capacity restored on MC-130E aircraft, while maintaining the EWO and radio operator functionality intact.

       

    2. All weather flight control system

      3. In order to provide the necessary interfaces for integration with the new integrated FMS needed to meet future RNP phases of flight performance, accuracy, and operational redundancies, a dual autopilot is required. A dual autopilot with an integrated flight director, and data bus interface capabilities is required. This autopilot shall retain maximum commonality with the AN/AYW-1 installed on the C-130 and C-141 aircraft to reduce the overall logistics supportability requirements. The dual autopilot systemAll Weather Flight Control System (AWFCS) (autopilot (AP) and flight director (FD)) shall be capable of integrating with the new FMS (flight management system) and external sensors.

      The Autopilot function shall maintain stabilized automatic flight through control of the aircraft roll, pitch, and yaw axes, with flying qualities consistent with the performance of C-130 aircraft before the AMP modification. The autopilot shall be fail-operational. The dual autopilot/flight director configuration shall provides dual independent flight directors so should one FD fail, the other FD is operational.

      When engaged, the AWFCSautomatic flight control function shall provide the aAutopilot functions and parameters defined in Table 3.2. The AWFCS shall be fail-operational.

      The Autopilot functions shall maintain aircraft stabilized flight within the normal ranges defined by existing C-130 flight manuals. technical orders (TOs) 1C-130B-1, 1C-130H-1, 1C-130(H)H-1, 1C-130(A)U-1, 1C-130(A)H-1, 1C-130(L)H-1, 1C-130(M)H-1, 1C-130E(II)-1, 1C-130E(H)-1, and 1C-130(M)E-1. There shall be no undesirable periodic oscillations. All transient engagement oscillations shall be removed. During any of the AWFCSutopilot modes or submodes of operation, there shall be no hunting (about any axis) that is detectable by the flight crew; nor shall there be any uncommanded sideslip.

      The autopilot shall meet or exceed the performance characteristics of AC 120-29 for Category I approach. CAT II, AC 120-29, capability with a growth capability to CAT III, AC 120-28C and AC 120-57A, is desired.for Federal Aviation Administration (FAA) Category I approaches. The future capability of Category II approaches is desired. The autopilot shall not be engaged in bank, pitch, or roll angles greater than the limits of the command authority. The LNAV bank limit shall be ± 32° during Orbital Guidance Modes for the AC-130 aircraft.

      Table 3.2. Autopilot Function (Engaged) Performance Parameters

      Mode or Submode

      Control or Sensor

      Parameter

      Limits

      All Modes

      Autopilot Control

      Operating Environment

      Airspeed and Weight

      1.2 Vs - 0.64 M/318 KCAS

      Within the basic and wartime operating weight envelope.60,000 to 175,000 lbs

      Engagement

      Autopilot Control

      Control Transients

      <0.05g along or about any aircraft axis or location. Transients that do occur shall always be in the direction that satisfies the Autopilot command.

      Disengagement

      Autopilot Control

      Control Transients

      <0.05g in rotation or translation, about or along any axis (aircraft in steady-state conditions).

      Attitude Restoration 1

      Autopilot Control

      Pitch

      Roll

      Yaw

      ±50°

      ±60°

      ±20°

      Heading Hold (HH)

      Autopilot Control

      At initial engagement

      Heading Hold Range

      Static Accuracy

      Bank Angle Limit

      Turbulent Air (15)

      Default Mode

      Any Heading

      ±1° of engagement heading

      +/- 30 degrees

      +/- 5 degrees

      If < ±6°, if > ±6° the system shall enter into Roll Attitude Hold mode

      Roll Attitude Hold (RH)

      Autopilot Control

      AtUpon initial engagement

      Autopilot Control

      Bank Angle Limit

      Bank Angle Limit,

      Range

      Static Accuracy

      ±60°

      +6° to +38°

      -6° to -38°

      ±0.5°

      Pitch Attitude Hold (PH)

      Autopilot Control

      AtUpon initial engagement

      Pitch Angle Limit

      Static Accuracy

      ±30°

      ±0.5°

      Yaw Control

      Autopilot Control

      Yaw Angle Limit

      ±20°

      Turn Knob (TK)

      Autopilot Control

      (Bank Angle Command)

      Bank Angle Limit

      Static Accuracy

      ±38°

      ±0.5°

      Pitch Wheel (PW)

      Autopilot Control After pitch wheel input (Pitch Angle Command)

      Pitch Angle Limit

      Static Accuracy

      Attitude Change

      ±30°

      ±0.5° 2

      < ±0.5°/sec (smooth air)

      Heading (HDG) Select

      Autopilot Control

      Heading Select Range

       

      Heading Error

      Bank Angle Limit

      Any HDG defined by Heading Set Marker (HSI marker)

      ±1° of engagementtarget HDG

      ±30°

      Lateral Navigation (LNAV-VOR/TACAN)

      Autopilot Control

      VOR, TACAN

      Note 10 and 11

      Capture:

      VOR Intercept Angle

      TACAN Intercept Angle

      Bank Angle Limit

      Overshoots:

      VOR

       

       

      TACAN

       

       

      Track: (VOR/TACAN)

      Bank Angle Limit

      Course accuracy

      Cross-track accuracy

      Crosswind Correction

       

      Over Station: (9)

      Bank Angle Limit

       

       

       

      Heading Error

      Up to 45°

      Up to 30°

      ±30°

      < 2 overshoots of < 5,800' from course centerline, at distances > 40 NM from station (no wind).

      < 2 overshoots of < 6,300' from course centerline, at distances > 120 NM from station (no wind).

      ±15°

      ±1° of engaged course

      < 10% of full-scale deflection of CDI bar (steady state)

      Up to ±45° course error

      ±10° (without an overstation course change)

      ±30° (with an overstation course change)

      ±5° of heading on entry (without an overstation course change)

      Lateral Navigation (LNAV-FMS)

      Autopilot Control

      Capture:

      Intercept Angle

      Bank Angle Limit

      Overshoots:

      Track:

      Bank Angle Limit

      Course accuracy

      Cross track accuracy

      Up to 90 degrees

      ±30°

      +/- 2.5 degrees

      ±15°

      +/- 1 degrees

      Up to +/- 45 degrees of course error

      Lateral Navigation (LNAV-LOC/BCRS)

      Autopilot Control

      LOC/BCRS Capture:

      LOC Intercept Angle

      BCRS Intercept Angle

      Bank Angle Limit

      Overshoots

       

       

      LOC/BCRS Track:

      Course Maintenance

      Bank Angle Limit

      Crosswind Correction

      Up to ±90° 3

      Aircraft heading > 105° from selected front course

      ±30°

      < 2° overshoots, initial overshoot shall be < 50% of full scale deflection of CDI

      Limits per note 4

      ±15 degrees

      Up to +/- 45 degrees

      30° 4

      Lateral Navigation

      Orbital Guidance

      Autopilot Control

      Bank Angle Limit

      Accuracy

      - 32 deg (Bank Left)

      +/- 0.5 degrees

      Approach (APPR) – ILS

      Autopilot Control

      Capture:

       

       

       

       

       

       

      Track:

       

       

       

       

       

       

       

       

       

       

       

       

       

       

       

       

       

       

       

       

      Wind limits

      Headwind

      Crosswind

      Tailwind

      Windshear

      < 1° oOvershoot of < 35 micro amperes or < 0.58 degrees when capturing from below glideslope in level flight at an altitude of > 800' above glideslope transmitter datum altitude (no wind)

      Stabilized on glideslope before an altitude of 700 feet above field level is reached. From an altitude of 700' to the 200' (CAT I) or the 100' (CAT II) decision height, the Aautopilot shall cause the longitudinal axis of the aircraft to track the center of the indicated glideslope to within ±35 microamperes or 10', whichever is greater, without sustained oscillations.

      There shall be no evidence of hunting, porposing, sideslipping, or other hard-to-manage maneuvers about any control axis.

       

      25 knots

      25 knots

      15 knots

      10 knots per 100' from 500' above touchdown to touchdown and their associated turbulence as specified in MIL-F-9490.

      Approach (APPR) – MLS

      Autopilot Control

      Capture:

       

       

       

       

       

      Track:

       

       

       

       

       

       

       

       

       

       

       

       

       

       

       

       

       

       

       

      Wind limits

      Headwind

      Crosswind

      Tailwind

      Windshear

      O< 1° overshoot of < 0.58 degrees when capturing from below glideslope in level flight at an altitude of > 800' above glideslope transmitter datum altitude (no wind)

      Stabilized on glideslope before an altitude of 700 feet above field level is reached. From an altitude of 700' to the 200' (CAT I) or the 100' (CAT II) decision height, the aAutopilot shall cause the longitudinal axis of the aircraft to track the center of the indicated glideslope to within TBD degrees+/- 35 microamperes or 10', whichever is greater, without sustained oscillations.

      There shall be no evidence of hunting, porposing, sideslipping, or other hard-to-manage maneuvers about any control axis.

       

      25 knots

      25 knots

      15 knots

      10 knots per 100' from 500' above touchdown to touchdown and their associated turbulence as specified in MIL-F-9490.

      Altitude Hold (ALTHLD)

      Autopilot Control

      ALTHLD Engage Range

      ALTHLD Engaged ErrorAccuracy

       

      Pitch Engage g Limit

      Residual Oscillations

      0 to 50,000 ft

      ±30 ft from 0 to 30,000 ft

      ±0.1% between 30,000 and 50,000 ft 5

      0.2g 3g 6

      Period shall not be less than 20 seconds

      Speed on Pitch (SOP)

      Autopilot Control

      Airspeed Control

      ±5 KCAS 7

      Vertical Navigation (VNAV)

      Autopilot Control

      FMS/GPS

      Vertical WaypointTBD

      Capture Point

      Limits determined by FMS/GPS course guidance solution with on overshootTBD

      Go Around and Rotation

      Engage GA (first actuation of GA button)

      Disengage (second actuation of GA button)

      Pitch Up Speed

      Pitch Up Angle Limit

      Bank Angle Limit

      1.2Vstall

      7 degrees

      Wings level

      Automatic Turn Coordination

      Autopilot Control

      Acceleration Limits

      See note 8

      Servos Override

      Pilots Control Wheels

      Roll Force

      Pitch Force

      40 lbs

      50 lbs

      Pitch Sync (PSYNC) (14)

      Autopilot

       

       

      Basic lateral mode

      PSYNC active then the pitch and roll servo clutches shall disengage for the time the PSYNC button is depressed. PSYNC button released servos shall re-engage at the present attitude and heading command.

      Control Wheel Steering (CWS) Note 13

      Autopilot Control

      Pilot and Copilot Control Wheel

      Bank Angle Range

      Pitch Angle Range

      Pitch and Roll angle determined by applied pilot or copilot control wheel force in excess of 2.5 lbs. Note 12

      1 The Autopilot shall be capable of restoring the aircraft to a command stabilized attitude about all axes within the stated ranges.

      2 Following a pitch wheel commanded maneuver and once the pitch wheel is stationary, the pitch attitude represented by the new position of the pitch wheel shall be maintained to within ±0.5°, within the limit of ±30° of pitch attitude.

      3 At a distance no less than 15 miles from the localizer transmitter and within 4 miles of the center of beam.

      4 Stabilization shall occur before the outer marker, and once stabilized the performance shall be free from sustained oscillation. Once the aircraft is stabilized on beam center, from the outer marker to an altitude of 300 feet above runway elevation on the approach path, the aAutopilot shall cause the aircraft to track automatically to within ±35 microamps of the indicated localizer course on the HSI (horizontal situation indicator) or 0.58° from localizer beam center. FAA CAT I approach requirements of AC 120-29 shall be satisfied. For CAT I The autopilot shall cause the aircraft to track automatically to within ±25 microamps of the indicated localizer course or 0.41° from localizer beam center. While tracking the localizer beam, roll angles for correcting shall be limited to ±30°. The roll angle limits shall be reduced to ±7.5° within 1 minute after glideslope capture. FAA CAT II capability, AC 120-29 and growth capabilities to CAT III, AC-120-28C and AC 120-57A, is desirable. The C-130 AMP architecture shall allow the pilot to disengage the autopilot function and complete the landing manually. From an altitude 300 feet above runway elevation on the approach path to the 200-foot (CAT I) or the 100-foot (CAT II) decision height altitude, the Autopilot shall cause the aircraft to track automatically to within ±25 microamps of the indicated localizer course or 0.41° from localizer beam center. While tracking the localizer beam, roll angles for correcting shall be limited to ±30°. The roll angle limits shall be reduced to ±7.5° within 1 minute after glideslope capture.

      5 During Autopilot commanded turns up to an altitude of 50,000 feet, the reference altitude shall be held within ±50 ft or ±0.3%, whichever is greater, in turns involving up to 30° bank angles; and ±90 feet or ±0.4%, whichever is greater, between 30° to 45° bank angles. Loss of lift occurring in roll attitudes shall be compensated for by the AWFCS while in ALT HLD mode.

      6 Engagement of the altitude hold mode at rates of climb or dive of less than 2,000 feet per minute shall level and return the aircraft to the altitude existing at the time of engagement without exceeding 0.32g incremental normal acceleration.

      7 The transient response at engagement shall be controlled to within ±5 KCAS under steady state conditions. For non-steady state conditions, the airspeed should stabilize within one and one-half cycles when the airspeed at the time of engagement is changing less than 2 KCAS per second. For every 1 KCAS per second in excess of 2 KCAS per second, an additional 3 KCAS overshoot shall be allowed. Any periodic oscillation of velocity within these limits shall have a period of greater than or equal to 20 seconds.

      8 Acceleration limits: The miscoordinated sideslip angle shall be not greater that an angle corresponding to 0.05 g lateral accelerations or 2 degrees, whichever is less, while at steady-state bank angles up to 38 degrees. When the aircraft rolls from 38 degrees to one side to 38 degrees to the other at up to 25 degrees per second in essentially level flight, the lateral acceleration shall be maintained within 0.1 g. Lateral acceleration refers to body-axis acceleration at the center of gravity.

      9 Overstation. The VOR/TACAN mode shall include automatic means for maintaining the aircraft within ± 1 degree of aircraft heading or ground track existing at the inbound edge of the VOR ZOC. During overflight of the ZOC, adjustment of the present course heading or its equivalent shall cause the roll AFCS (automatic flight control system) to maneuver the aircraft to capture the appropriate outbound radial upon existing from the ZOC. The VOR/TACAN capture maneuvering limits may be reinstated during overstation operation in a no-wind condition.

      10 VOR Capture and Tracking. Overshoot shall not exceed 5,800 ft (20 microamps) beyond the desired VOR radial beam center in a no-wind condition for captures 50 nautical miles or more from the station with intercept angles up to 45 degrees. Following capture at 50 nautical miles or more, the aircraft shall remain within a root-mean-square (rms) average of 5,800 feet (20 microamps) from the VOR radial beam center. Average tracking error shall be measured over a 5-minute period between 50 and 10 nautical miles from the station or averaged over the nominal aircraft flight time between the same distance limits, whichever time is shorter.

      11 TACAN Capture and Tracking. Overshoot shall not exceed 6,300 ft beyond the desired ground track line in a no-wind condition for capture 120 miles or more from the station with intercept angles up to 30 degrees. The required 0.3-damping ratio shall be exhibited for continuous tracking between 120 miles and 20 miles from station.

      12 CWS shall be armed when CWS mode selected. CWS shall be active when CW forces exceeds 2.5 pounds. Roll axis CW force > 2.5 pounds shall develop proportional aircraft roll rates of 1 degree per second per pound of wheel force. Pitch axis CW forces > 2.5 pounds in pitch shall develop proportional pitch rates of 0.5 degrees per second.

      13 Altitude hold and CWS shall be compatible. Altitude hold shall have priority.

      14 Not compatible with ALT HLD, GA, or SOP modes. PSYNC shall revert to basic pitch hold mode if any of these modes are activated.

      15 The RMS attitude deviation shall not exceed the respective degrees in the respective attitude in Table 3-2 and shall provide at least Operational State 2 in turbulence at the RMS gust intensities corresponding to 10-2 probability of exceedance, per Table 3-2A.

      Table 3-2A. RMS Gust Intensities for Selected Cumulative Exceedance Probabilities (ft/sec TAS)

      PROBABILITY OF EXCEEDANCE

      FLIGHT ALTITUDE
      SEGMENT (FT)

      2x10-1

      10-1

      10-2

      10-3

      10-4

      10-5

      10-6

      UP TO 1000
      (LATERAL)

      4.0

      5.1

      8.0

      10.2

      12.1

      14.0

      23.1

      500
      NORMAL 1,750
      FLIGHT 3,750
      CLIMB 7,500
      CRUISE 15,000
      AND 25,000
      DESCENT
      (ASL)
      35,000

      3.2
      2.2
      1.5
      0
      0
      0


      0

      4.2
      3.6
      3.3
      1.6
      0
      0


      0

      6.6
      6.9
      7.4
      6.7
      4.6
      2.7


      .4

      8.6
      9.6
      10.6
      10.1
      8.0
      6.6


      5.0

      11.8
      13.0
      26.0
      15.1
      11.6
      9.7


      8.1

      15.6
      17.6
      23.0
      23.6
      22.1
      20.0


      16.0

      18.7
      21.5
      28.4
      30.2
      30.7
      31.0


      25.2

       

      1. Flight Director Performance Requirements

        2. The AFWCS flight director function shall be available for use when required system inputs (e.g., heading, navigation cross track error, VOR bearing) are operational and valid. A flight director function shall be available to each pilot, independent of the other pilot with and without the autopilot function operating.

        The flight director function shall independently provide attitude (pitch and roll axes) command steering and deviation data to the pilot and copilot primary flight displays. The flight director function shall provide separate and independent flight direction data in all flight director modes to the pilot and copilot’s displays and with the AP engaged.

        The flight director function shall be driven by navigation sources selected by the pilot and copilot’s controls. The flight director function shall be operational with and without the Autopilot function operating. The flight director function shall be fail-passive to each crewmember.

        When engaged and flight director modes are selected, the AWFCS automatic flight control function shall provide the flight director functions defined in Table 3.2.1.

        Table 3.2.1. Flight Director Function (Engaged) Performance Limits

        Mode or Submode 1

        Control or Sensor

        Parameter

        Limits

        Heading Hold (HH) 2

        FMS

        Heading Hold Range

        Heading Hold Error

        Bank Angle Limit

        Roll Rate Limit

        Not to exceed

        Turbulent Air 46

        Roll Acceleration

        Not to Exceed

        Any Heading

        ± 1° of engagement Hdg

        ± 30°

        6° /sec

        ± 5°

        3° /sec2

        Heading Select (HSEL) 3

        Heading HSEL engage

        Heading Select Range

        Heading Error

        Bank Angle Limit

        Roll Rate Limit

        Not to Exceed

        HSEL Overshoot

        -- Cruise

        -- Landing Config

        Roll Acceleration

        Not to Exceed

        Defined by Heading Set Control (HSI marker)

        ± 1° of engagement Hdg

        ± 30°

        6° /sec

        1.5°

        2.5°

        3° /sec2

        Lateral Navigation (LNAV)

        VOR 68, TACAN 79

        Capture:

        Beam Intercept Angle

        (HSEL mode)

        Course Cut Limit

        Bank Angle Limit

        Roll Rate Limit

        Not to Exceed

        Track:

        Bank Angle Limit

        Roll Rate Limit

        Not to Exceed

        Crosswind Correction

        Over Station 10:

        Bank Angle Limit

        Roll Rate Limit

        Not to Exceed

         

        Up to ± 90°

        Up to ± 45°

        ± 30°

        6° /sec

        ± 15.0°

        6 ° /sec

        Up to ± 45° course error

        ± 30°

        6 ° /sec

        Lateral Navigation (LNAV)

        Localizer 57 or Back Course [LOC/BCS, not Glideslope]

        VOR/ILS/MLS

         

         

         

         

         

         

         

        LOC Capture:

        Beam Intercept Angle

        (HSEL mode )

        Course Cut Limit

        Capture Point

        Bank Angle Limit

        LOC Track:

        Bank Angle Limit

        Roll Rate Limit

        Crosswind Correction

        LOC Antenna Switch

        (tail to nose)

        Up to ± 90°

         

        Up to ± 45°

        Limits per Note 57

        ± 30° , above 200 ft,

        ± 15.0° , ±5.0° below 50 ft

        ± 4.0° /sec

        Up to ±45° course error

        < 40° course error

         

        Integrated Navigation

        (INAV)

        FMS/GPS

         

         

        All lateral modes for:

        FMS [Kalman, INS, GPS],

        INS [Single, Mixed]

        Capture:

        Target Intercept Angle

        Capture Point

         

        Track:

        Bank Angle Limit

        Roll Rate Limit

        Not to exceed

        Crosswind Correction

        Not to exceed

         

        Up to ± 90°

        Limits determined by FMS/GPS course guidance solution with no overshoot

        ± 27°

        6 ° /sec

        6 ° /sec in GPS approach

        Up to ± 45°

        Altitude Hold (ALTHLD) 4

        ALTHLD Engage

         

         

         

         

         

         

         

         

        Airspeed / Mach Hold

        Alt Hold Engage Range

        Alt Hold Engaged Error

        Pitch Angle Limit

        Pitch Rate g Limit

        Pitch Engage g Limit

        Vert Capture Speed Limit

        Settling Time

         

         

         

         

        Residual Oscillations

        0 to 50,000 ft

        ± 30 ft from 0 to 30,000 ft,

        £ 0.1 % above 30,000 ft

         

        ± 30°

        0.1TBD g

        0.3TBD g

        ± 2,000 ft/min

        The mode response or maximum time to capture reference shall be 20 seconds in the most demanding mission phase.

        Period shall not be less than 20 seconds

        Vertical Navigation (VNAV)

         

         

        Submodes:

        Cruise

        Climb

        Descent

        FMS/GPS, FSAS

        Vertical Waypoint

        Capture Point

        Altitude Capture Error

        Pitch Angle Limit

        Pitch Rate g Limit

         

        Vert Capture Speed Limit

        Limits determined by FMS/GPS

        FSAS course guidance solution with no overshoot

        ± 30 ft, 0 to 30,000 ft,

        ± 0.1 % above 30,000 ft

        ± 30°

        0.5TBD g for < 10,000 ft/min,

        0.1TBD g for > 10,000 ft/min

        ± 2,000 ft/min

        Approach (APR) 45

        [Vertical parameters only. For lateral parameters see LNAV (LOC/BCS) mode]

        VOR/ILS/MLS/GPS

         

         

         

        Pitch Command Limit

        Pitch Rate g Limit

        Flare Pitch Limit

        + 10° , - 3.5°

        0.1TBD g

        + 10° , - 1°

        Pitch Sync

        (PSYNC) 8

        Flight Director

        Basic lateral mode

        PSYNC active shall cause the pitch FD cue to synchronize to zero error. The roll FD bar shall continue to display lateral commands. When PSYNC button released the FD cue shall operate as detailed above.

        Take Off Go Around (TOGA)

        Engage GA (first actuation of GA button) Disengage GA (second actuation of GA button)

        Pitch Up Speed

        Pitch Angle Limit

        Bank Angle

        1.1 Vstall

        ± 15°

        0° (wings level) or HSEL command value

        NOTES:

        1 The disengaged submode shall be available for use, if it is compatible with the other engaged modes.

        2 No other lateral mode active.

        3 If approach or lateral navigation modes are selected, capture of radio beam (VOR/ILS/LOC, TACAN, MLS) will cause the flight director function to transition from the pre-capture HSEL mode to the appropriate lateral track mode.

        4 The RMS attitude deviation shall not exceed the respective degrees in the respective attitude in Table 3-2 and shall provide at least Operational State 2 in turbulence at the RMS gust intensities corresponding to 10-2 probability of exceedance, per Table 3-2A.

        5 Overshoot shall not exceed 0.5 degrees (37.5 microamps) radial error from localizer beam center for captures with initial intercept angles of 45 degrees at 8 miles from runway threshold and increasing linearly to 60 degrees at 18 miles from runway threshold in a no-wind condition. During localizer capture, the system shall exhibit a damping ratio of at least 0.1 within the noted capture ranges, including the effects of system nonlinearities. The system shall be considered to be tracking whenever the following conditions are satisfied: localizer beam error is 1 degree (75 microamps) or less, localizer beam rate is 0.025 degrees/second (2 microamps, 1 second) or less, and roll attitude is 5 degrees or less. During beam tracking, the system shall exhibit a damping ratio of 0.2 or greater at a distance of 40,000 feet from the localizer transmitter.

        6 The RMS attitude deviation shall not exceed the respective degrees in the respective attitude in Table 3-2 and shall provide at least Operational State 2 in turbulence at the RMS gust intensities corresponding to 10-2 probability of exceedance, per Table 3-2A.

        7 Overshoot shall not exceed 0.5 degrees (37.5 microamps) radial error from localizer beam center for captures with initial intercept angles of 45 degrees at 8 miles from runway threshold and increasing linearly to 60 degrees at 18 miles from runway threshold in a no-wind condition. During localizer capture, the system shall exhibit a damping ratio of at least 0.1 within the noted capture ranges, including the effects of system nonlinearities. The system shall be considered to be tracking whenever the following conditions are satisfied: localizer beam error is 1 degree (75 microamps) or less, localizer beam rate is 0.025 degrees/second (2 microamps, 1 second) or less, and roll attitude is 5 degrees or less. During beam tracking, the system shall exhibit a damping ratio of 0.2 or greater at a distance of 40,000 feet from the localizer transmitter.

        68 VOR Capture and Tracking. Overshoot shall not exceed 5,800 ft (20 microamps) beyond the desired VOR radial beam center in a no-wind condition for captures 50 nautical miles or more from the station with intercept angles up to 45 degrees. Following capture at 50 nautical miles or more, the aircraft shall remain within a root-mean-square (rms) average of 5,800 feet (20 microamps) from the VOR radial beam center. Average tracking error shall be measured over a 5-minute period between 50 and 10 nautical miles from the station or averaged over the nominal aircraft flight time between the same distance limits, whichever time is shorter.

        79 TACAN Capture and Tracking. Overshoot shall not exceed 6,300 ft beyond the desired ground track line in a no-wind condition for capture 120 miles or more from the station with intercept angles up to 30 degrees. The required 0.3-damping ratio shall be exhibited for continuous tracking between 120 miles and 20 miles from station.

        8 Not compatible with ALT HLD, GA, or SOP. PSYNC shall revert to basic pitch hold mode if any of these modes are activated.

        10 Overstation. The VOR/TACAN mode shall include automatic means for maintaining the aircraft within ± 1 degree of aircraft heading or ground track existing at the inbound edge of the VOR ZOC. During overflight of the ZOC, adjustment of the present course heading or its equivalent shall cause the roll AFCS to maneuver the aircraft to capture the appropriate outbound radial upon existing from the ZOC. The VOR/TACAN capture maneuvering limits may be reinstated during overstation operation in a no-wind condition.

        11 The Autopilot shall be capable of restoring the aircraft to a command stabilized attitude about all axes within the stated ranges.

        12 Following a pitch wheel commanded maneuver and once the pitch wheel is stationary, the pitch attitude represented by the new position of the pitch wheel shall be maintained to within ±0.5°, within the limit of ±30° of pitch attitude.

        13 At a distance no less than 15 miles from the localizer transmitter and within 4 miles of the center of beam.

        14 Stabilization shall occur before the outer marker, and once stabilized the performance shall be free from sustained oscillation. Once the aircraft is stabilized on beam center, from the outer marker to an altitude of 300 feet above runway elevation on the approach path, the Autopilot shall cause the aircraft to track automatically to within ±35 microamps of the indicated localizer course on the HSI or 0.58° from localizer beam center. From an altitude 300 feet above runway elevation on the approach path to the 200-foot (CAT I) or the 100-foot (CAT II) decision height altitude, the Autopilot shall cause the aircraft to track automatically to within ±25 microamps of the indicated localizer course or 0.41° from localizer beam center. While tracking the localizer beam, roll angles for correcting shall be limited to ±30°. The roll angle limits shall be reduced to ±7.5° within 1 minute after glideslope capture.

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