T/X KPP

KPPs
Ref
KPP
Sustainment Operational
Availability (Ao) for Aircraft
1.
Sustainment Materiel
Availability (Am) for Aircraft
Sustainment Operational
Availability (Ao) for each GBTS
simulator (WST, OFT, UTD)
2.
Sustained G for Aircraft.
Table 1: KPPs
Development
Development
Threshold
Objective
Aircraft Sustainment
(Ao) 80% at 20,000 fleet
hours.
(Am) 76% at 20,000 fleet
hours.
T=O
GBTS Sustainment
(Ao) 95%
6.5 Gs
7.5 Gs
Rationale
Based on a Program Flying Training (PFT) of 91K flight
hours to meet HAF pilot requirement estimates.
Requirements based on the necessary minimum assets
required to ensure pilot throughput for the given APT
CONOPS for a fleet size of 350 aircraft. The aircraft will
operate within the most current Air Force maintenance and
logistics support structure based on T-38 Sustainment
CONOPS. Intermediate Reliability Growth Curve (RGC)
points for both the aircraft and the GBTS will be identified
and accomplished during Systems Engineering Plan (SEP)
and Test and Evaluation Master Plan (TEMP) development
per DoD guidance. RGCs will be stated in a series of
intermediate goals and tracked through fully integrated,
system-level test and evaluation events at least until the
reliability threshold is achieved. Threshold GBTS
requirement measured at first production-representative
aircraft delivery. GBTS Am is not applicable.
Sustained G parameters are: Steady state flight (meaning G is

maintained throughout the maneuver using); Ps no greater
than -200 ft/sec (ie -205 is not acceptable), standard
configuration, 80% fuel weight, 15,000 ft Pressure Altitude
(PA), Standard Day, and no greater than 0.9Mach.
Ref
3.
4.
5.
KPP
GBTS The ability to

accurately display objects as
well as the ability to accurately
replicate aircraft performance
to enable positive transference
of skill sets from the GBTS to
the aircraft
Net-Ready
Energy: Fuel capacity for

Aircraft
Development
Threshold
Development
Objective
Rationale
A high fidelity GBTS (both in acuity and performance
replication) enables training of basic and advanced pilot
training events (e.g., visual/instrument approaches, overhead
patterns, basic/tactical formation, air-to-air and air-to-ground
tactics, low level flight, and in-flight refueling). Critical to
the display of these training events is the ability to accurately
display objects in relation to size, shape, features, color,
aspect angle, angle off, closure rates, cultural data
environmental effects and depth perception.
Visual Acuity
The mean visual resolution
for the WST and OFT (at
9,000 feet and 6,000 feet
respectively) shall be less
than or equal to
2.5 arc-minutes per optical
line pair and must include
accurate and relative aircraft
sizing, shape, features, angle
off, aspect angle and closure
rates at these distances.
T=O
Performance Fidelity
The WST and OFT shall
adequately replicate the
aircraft performance, cockpit
controls, switches and
avionics systems to allow
accurate instruction in the
GBTS and reflect training in
the aircraft.
See NR-KPP Table.
See NR-KPP
Table.
Be able to conduct the most

fuel-demanding APT syllabus
directed sorties.
T=O
See NR-KPP Table.

- Fly to/from airspace 90nm away at 300 knots indicated
airspeed and 10,000 ft. MSL.
- Perform a G-exercise maneuver (altitude block of 10,000 to
20,000 ft. MSL)
- - Do 2 x 180 degree turns with no less than military
power.
- BFM Maneuvers (do the following 5 times)
- - Beginning at 18,000 ft. MSL, perform a 720 degree turn
at constant airspeed using no less than military power.
- - Climb from 10,000 ft. MSL to 18,000 ft. MSL using
power and airspeed as required for most efficient fuel
consumption.
- Return from airspace 300 knots indicated airspeed and
10,000 ft. MSL.
- Fuel Reserve: The pilot-in-command must ensure the
Ref
6.
KPP
Training
Development
Threshold
Development
Objective
Rationale
aircraft is carrying enough usable fuel on each flight to
increase the total planned flight time between refueling
points by 10 percent (up to a maximum of 45 minutes for
fixed-wing) or 20 minutes, whichever is greater.
Core personnel will be trained by the contractor. For AETC,
the contractor shall develop and conduct type 1 maintenance
training using AETC Instruction 36-2219. To the maximum
extent feasible (as defined by the owning MAJCOM),
primary EMD aircraft shall not be used for training, to
minimize the impact on EMD aircraft availability. AETC
will determine the number of AETC core personnel to be
trained in the APT T-X FoS System Training Plan (STP).
The STP applies to both operations and maintenance.
Core personnel (pilots, GBTS

operators and maintainers)
shall be trained with the APT
T-X FoS to the proficiency
level relevant to flight test
requirements (AFMC) and
SUPT, Pilot Instructor
Training (PIT), and IFF
syllabi (AETC) as well as
associated maintenance
directives. Core AFMC pilots
and maintainers will complete
training no later than (NLT)
60 days prior to the first
Engineering and
Manufacturing Development
(EMD) aircraft delivery.
Core AETC pilots and
maintainers will complete
training NLT 60 days prior to
the first AETC assigned
aircraft delivery; Core GBTS
operators will complete
training NLT 30 days prior to
delivery of GBTS
components (WST, OFT,
UTD).
T=O
Table 2: NR-KPP Table

Ref
1.
NR-KPP Attribute
Key Performance Parameter
Threshold
Objective
Support to Military Operations
Mission: Conduct flight operations in national terminal and enroute airspace with Air Traffic Control (ATC)
Measure: Broadcast Automatic Dependent Surveillance
Broadcast (ADS-B) data
All ADS-B 1090ES data in

accordance with RTCA DO-242A
T=O
Measure: Receive ADS-B Traffic Information Service

Broadcast (TIS-B) data
All Air Traffic Control derived traffic

information in accordance with RTCA
DO-242A
T=O
1.c.
Measure: Send and receive Traffic Alert and Collision

Avoidance System (TCAS II) data
All TCAS II data in accordance with

RTCA DO-185B
T=O
1.d.
Conditions: Within CONUS, Day/night instrument or visual flight rules, non-jamming environment
1.a.
1.b.
2.
2.a.
NR-KPP Attribute
Enter and be managed on the

network
Network: Air Traffic Control
2.b.
3.a.
Objective
Measure: Time to log into ADS-B network
Less than 1 second
T=O
Measure: Time to log into TCAS II network
Less than 1 second
T=O
2.c.
3.
Threshold
Effectively exchange
information
Information Element: Exchange ADS-B data

Measure: Timeliness
Near real-time less than 1 second
T=O
Near real-time less than 1 second
T=O
3.b.
Information Element: Exchange TCAS II data
3.c.
Measure: Timeliness
3.d.
Additional System Requirements

TABLE 3: Additional System Requirements
Development
Development
Threshold
Objective
Ref
Attribute
1.
Maneuverability Sustained turn rate with less than

or equal to a 4500 foot turn radius in level flight at
50% fuel weight, 15,000ft PA, 0.9M, standard
configuration
12.5 degrees/sec
T=O
2.
Maneuverability Instantaneous G at 50% fuel

weight, 15,000ft PA, 0.9M, standard configuration
8 Gs
T=O
Simulated Air-to-Air weapons employment training

for T-X FoS
Provide situation awareness

indicators and switchology to
support simulated
employment of gun, IR and
radar missiles with high offboresight and off-boresight
capability to include short
range missile, medium range
missile, Lead Computing
Optical Sight (LCOS) and/or
Enhanced Envelope Gun
Sight (EEGS) (pilot
selectable)
T=O
3.
Rationale
Situation awareness indicators include

missile envelope display, shoot cues,
missile fly-out display, and audio tones.
Ref
4.
Attribute
Simulated Air-to-Ground weapons

employment training for T-X FoS
Data Link (aircraft to aircraft)

5.
Development Threshold
Development
Objective
Rationale
Provide situation awareness indicators and

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

cues, audio tones, impact point display, and time to
impact.
Data link between aircraft with ability to integrate

LVC.
T=O
Capability to instruct Tactical Data Link

employment using real or simulated data link
(unclassified).
T=O
6.
Maneuverability Angle-of-Attack
capability
20 degrees
7.
Maneuverability Instantaneous turn rate

with less than or equal to a 3000 foot turn
radius at 50% fuel weight, 15,000ft PA,
0.9M, standard configuration
18 degrees/sec
25 degrees
T=O
Per AETC Handbook, Introduction to

Aerodynamics, Jan 2002: Angle of Attack
(AOA) is the angle between a reference line on the
aircraft (usually the chord line) and the relative
wind direction. This capability is defined as
being able to fly with level one handling qualities
to a positive AoA greater than the subsonic AOA
at zero (0) lift.
Ref
8.
Attribute
Virtual Training Fidelity for GBTS Display Field of View (FoV) that enables
UPT/IFF tasks to be accurately instructed
in the GBTS (OFT, WST and UTD) and
accurately reflects training in the aircraft
9.
Operations mission debriefing capability
for T-X
10.
CRM Training Simulated Sensors

Relevant, realistic and sufficient
simulation, responsive to aircraft
maneuvering, in order to teach / build
situational awareness and tactical
employment considerations
Must provide an appropriate FoV for each GBTS
device to enable accurate instruction of basic
cockpit procedures, normal and emergency
patterns and procedures, basic formation, tactical
formation, rejoins, instruments, low-level visual
navigation, airways navigation, AAR, NVG, low
and high aspect BFM, ACM, TI, BSA, CAS, SAT
(low and medium altitude).
Development
Objective
T=O
Permit review/replay of critical flight parameters

for a formation mission of up to 8 separate aircraft
(melded presentation) including audio (external
communications, intercom, weapons and warning
cues) video/avionics/weapons (including HUD
information) displays, to enable flight
reconstruction for instructional purposes. It shall
take 5 minutes to meld the data for presentation.
T=O
Upload time of no more than 5 minutes combined

for four aircraft.
T=O
Aircraft and GBTS

Simulated Radar, Defensive Management System
(DMS), Situational Awareness Display (SAD).
GBTS: Targeting Pod.
Threshold plus
targeting pod
simulated in
aircraft
Rationale
GBTS FoV must enable training of basic and

advanced pilot training events (e.g.,
visual/instrument approaches, overhead patterns,
basic/tactical formation, air-to-air and air-toground tactics, low level flight, and in-flight
refueling).
The intent is to be able to view, from pilot and offaircraft perspectives, flight path, maneuvers,
engagements, etc. in relation to own aircraft and
other participating aircraft and/or GBTS. Melding
of data for presentation speaks to the need to
display multiple aircraft data on a screen that is
time synchronized to show up to 8 aircraft at any
moment as well as switching through multiple
displays per aircraft. No less than 120 minutes of
recording available for all simulated weapons
employment/expendable events shall be recorded
(data and audio), marked and available for debrief.
Radar and targeting system reflects basic B-Scope

and AESA radar capabilities. SAD (e.g., Sensor
Fused Display), and DMS to include RWR.
Ref
Attribute
Development
Objective
Rationale
A modular open systems architecture (MOSA)
will be used for configurability, portability,
maintainability, incremental technology
insertion, vendor independence, reusability,
scalability, interoperability, upgradeability, and
long-term supportability. The architecture will
support meeting all USAF airworthiness
requirements. The architecture will ensure that
system design is sufficiently flexible to
accommodate new and changing technology and
requirements and support rapid and affordable
insertion of technology through a modular
11.
Modular Open Systems Architecture
T-X FoS shall utilize an Open Systems Architecture

(OSA) utilizing modular design and widelysupported, consensus-based standards.
T=O
12.
Maneuverability G-onset rate at 50%

fuel weight, 15,000ft PA, 0.9M, standard
configuration
6 Gs/sec
T=O
13.
Simulated expendables employment

training for T-X FoS
Provide situation awareness indicators (e.g., audible

cue) and switchology to support employment and
inflight re-load of simulated chaff and flare
expendables.
T=O
14.
Cockpit large area display (LAD)
Provide same display functionality and information

in front and rear cockpit.
T=O
The instructor pilot will normally fly in the rear

cockpit and teach the student pilot in the front
cockpit; however, upgrade-IP (UIP) training
requires the UIP to sit in the rear cockpit and the
IP to sit in the front cockpit. Therefore, both
cockpit configurations must optimize the ability
to provide instruction in accordance with the
SUPT, IFF, and PIT syllabi.
Ref
15.
16.
17.
18.
Attribute
Development
Objective
Rationale
Space, Weight, Power, & Cooling refers to the

incorporation of growth provisions in the
systems design that enable the system to
accommodate some level of modification
without continually requiring major, expensive
redesigns. SWP-C typically specifies margin
remaining at end of development and should
include margin for both planned and unplanned
modifications. SWP-C specifications will be
identified in the APT T-X FoS SRD.
T-X FoS shall incorporate Space, Weight, Power

and Cooling growth capability into both the aircraft
and GBTS.
T=O
Scenario input capability for T-X FoS
Enable pre-planned and real-time tactical scenario

injects for the aircraft by either aircrew position.
Enable real-time
tactical scenario
injects to the
aircraft from a
ground station
Instructor Pilot (IP) scenario input variables

include learning objectives, flight plans, weather,
simple simulated malfunctions, weapons criteria,
simulated threat data, and initial conditions.
Scenario input capability for T-X FoS
Enable scenario injects and virtual ATC

environment for the GBTS at both the cockpit and
console.
T=O
Instructor Pilot (IP) scenario input variables

include learning objectives, flight plans, weather,
simple simulated malfunctions, weapons criteria,
simulated threat data, and initial conditions.
External carriage capability for aircraft
Aircraft shall have external carriage capability to

accommodate a weapons systems support pod and
travel pod (individually) and shall include a MILSTD-1760 compatible aircraft/store electrical
interface.
T=O
External carriage must not have any negative

impacts to mission capability; eg no degradation
to avionics availability, etc.
Space, Weight, Power and Cooling (SWPC)
Ref
19.
Attribute
Ability to conduct in-flight refueling

training with a boom-equipped tanker
GBTS: In-flight receiver refueling training

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

capability
Fuel efficiency for engines
Minimum of 10% reduction in thrust-specific

fuel consumption (TSFC) values from the
Sea-Level-Static (SLS) baseline T-38 J-85
engine.
T=O
21.
Dynamic Fidelity Motion for GBTS

(WST, OFT) Ability to incorporate,
instruct and build sensory perception of
motion, G and energy awareness during
simulation enabling positive transference
of skill sets from the GBTS to the aircraft
Simulated sense/perception of motion using a

combination of anti-G ensemble and dynamic
motion seat for the following UPT and IFF
tasks: basic cockpit procedures, normal and
emergency patterns and procedures, basic
formation, tactical formation, rejoins,
instruments, low-level visual navigation,
airways navigation, AAR, NVG, low and high
aspect BFM, ACM, TI, BSA, CAS, SAT
(low/medium altitude).
T=O
22.
Stowage capability for Aircraft
Accommodate 10 cu ft (140 lbs) worth of

gear.
T=O
20.
10
Rationale
At a minimum, day and night refueling
procedures shall be accomplished in the
simulator. The air vehicle must have the
capability to accept installation of a boomtype inflight refueling system (not probe &
drogue) without significant structural
modifications or movement/redesign of other
systems or subsystems. In-flight air
refueling, with fuel on-load, is the objective
value.
T-38 J85-GE-5H/J/L/M's TSFC (lbm/lbf-hr)
baseline values: Cruise: 0.96; Max Dry:
1.03; Max Afterburner: 2.20
10% TFSC improvement values to the T-38
J85-GE-5H/J/L/M's TSFC (lbm/lbf-hr):
Cruise: 0.864; Max Dry: 0.93; Max
Afterburner: 1:98
Values are for uninstalled J85 engine (no
installed inlet or external nozzle losses) in a
SLS engine production test cell.
Afterburner values not required for engines
offered without afterburner capability.
Ref
Attribute
Development
Objective
Rationale
Physical feedback, like a throttle detent used
when transitioning from military to max
power, builds positive transference for
follow on afterburning aircraft. Incorporates
situational awareness stick and rudder skill
sets through pilot / aircraft interaction.
23.
Ability to build Energy / Fuel Awareness /

Tactical Awareness through throttle
modulation
Physical feedback through the throttle

informing the pilot of power modulation.
T=O
24.
Aircraft control during ground operations
Parking Brake
T=O
25.
Maneuverability flight characteristics
Remain in controlled flight while conducting

all APT syllabus maneuvers.
T=O
26.
Instrument and Navigation

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

(RVSM), Area Navigation-2 (RNAV-2)
Routes, RNAV Terminal, RNAV (GPS)
Approaches, TCAS II, and Automatic
Dependent Surveillance-Broadcast (ADS-B)
Out/In (includes 1090ES).
T=O
Instrument and Navigation Flight

management capability that meets
technical performance standards for NAS
required navigation performance
(RNP)/RNAV/RNP-RNAV navigation
standards
RNP 2, RNP 1.0, RNP 0.3.
T=O
Instrument and Navigation Capability to

fly precision and non-precision approaches
Instrument Landing System (ILS) Category I,

RNAV (GPS) precision and non-precision,
VHF Omni-Directional Range (VOR),
VOR/Distance Measuring Equipment
(VOR/DME), and TACAN.
T=O
27.
28.
11
Threshold values enable training and

maintenance concept of operations and
comply with Federal Aviation
Administration/International Civil Aviation
Organization (FAA/ICAO), Regional
Federal Air Navigation System Operations
Manuals, and AF directives. Required to
ensure aircraft can operate in the NAS, to
and from training ranges and on cross
country missions. ADS-B In equipment
provides for weather, NOTAMS, and traffic
updates during flight, enhancing safety of
flight.
Ref
Attribute
Development
Objective
29.
Instrument and Navigation Intercom

communications capabilities
An Intercommunication System (ICS) shall be

integrated to permit communication between
pilots for all flight operations.
T=O
30.
Instrument and Navigation Intercom

communications capabilities
An Intercommunication System shall be

integrated to permit communication between
pilots and ground personnel for all ground
operations.
T=O
31.
Instrument and Navigation Two-way

voice communication capability with
ground stations and other aircraft (inflight
and on the ground)
Both occupants shall have access to all modes

of all installed radios.
T=O
32.

and on the ground)
No less than two multi-band radios.
T=O
33.

and on the ground)
All radios shall be able to independently

transmit and receive on both VHF and UHF
including guard frequencies.
T=O
34.

and on the ground)
Both cockpits shall have radio attenuation
T=O
12
Rationale
Threshold values enable training and

maintenance concept of operations and
comply with Federal Aviation
Administration/International Civil Aviation
Organization (FAA/ICAO), Regional
Federal Air Navigation System Operations
Manuals, and AF directives. Required to
ensure aircraft can operate in the NAS, to
and from training ranges and on cross
country missions. ADS-B In equipment
provides for weather, NOTAMS, and traffic
updates during flight, enhancing safety of
flight.
Attribute
35.
Instrument and Navigation Transponder

capability
Capability for SIF and Mode S.
T=O
36.
Instrument and Navigation Transponder

capability
Transponder shall be capable of simultaneous

operation of SIF, Mode S and TCAS II.
T=O
37.
CRM Training, Cockpit Display all

performance and control instruments
clearly displayed (when selected) and
adjustable for all lighting conditions; to
include tactical sensors /simulated
weapons
Large area display - aircrew configurable both

in planning and in the aircraft, for mission
specific tasks.
T=O
38.
Cockpit configuration for T-X Aircraft
Operationally flown from either cockpit to

include all actions necessary to safely recover
the aircraft without relying on front seat
occupant assistance.
T=O
39.
Cockpit large area display (LAD)
Provide selectable repeater mode at both

aircrew positions.
T=O
40.
Cockpit Information Display The ability

to tactically fly the aircraft without the
need to reference cockpit console
information
Front and rear cockpit heads up type display

suitable for all APT flying tasks. Highdefinition repeater acceptable for the rear
cockpit. Both cockpit displays will be
certified to fly instrument approaches.
T=O
Materiel Reliability (Rm) for Aircraft
95% success of completing a scheduled

training sortie without a mission-degrading
failure at 20,000 fleet hours.
41.
Development
Objective
Ref
13
T=O
Rationale
Ensure APT FoS is adaptable to

accommodate new/changing technology.
The instructor pilot will normally fly in the

rear cockpit and teach the student pilot in the
front cockpit; however, upgrade-IP (UIP)
training requires the UIP to sit in the rear
cockpit and the IP to sit in the front cockpit.
Therefore, both cockpit configurations must
optimize the ability to provide instruction in
accordance with the SUPT, IFF, and PIT
syllabi.
Component of Sustainment KPP. Threshold

values based on an 80% MC rate for 350
aircraft to meet a PFT of 91K flight hours.
Component of Sustainment KPP.
Ref
Attribute
42.
Mean Time Between Failures (MTBF) for

Aircraft
43.
44.
Break Rate for Aircraft
Development
Objective
Rationale
10.0 hours at 20,000 fleet hours.
T=O

UPT: 8% at 20,000 fleet hours.
T=O
IFF: 9% at 20,000 fleet hours.
T=O
45.
8-hour Fix Rate for Aircraft
75% at 20,000 fleet hours.
T=O
46.
O&S Cost
No more than $20.0B (BY14), assuming a 20year steady-state program lifecycle
T=O
14

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

Requirements Document (SRD).
T=O
APT must accommodate the widest range of

pilot population possible in order to maintain
pilot throughput. This requirement is equal
to T-6 anthropometric cases.
47.
Capability for JPATS Anthropometric

Cases (1-7) to safely survive an ejection
The ejection system shall not exceed a 1%

chance of a major spinal injury during the
ejection catapult stroke and a 5% chance of an
incapacitating injury during the entire ejection
profile for the full range of anthropometrically
qualified aircrew from 0 KIAS/0 feet AGL to
450 KIAS/maximum operating altitude.
48.
The ability to accommodate as wide a pilot

anthropometric range as feasible so that
the T-X FoS is not a limiting factor in pilot
pipeline production
Accommodate the Air Force JPATS

Anthropometric Cases (1-7) while wearing the
requisite USAF environmental flight clothing
and personal equipment.
49.
Computer based training ground school

modules
Detailed modules for aircraft systems,

procedures and maintenance training.
T=O
50.
Computer based training interface

capability
Interface with Training Integration

Management System (TIMS) and/or Graduate
Training Integration Management System
(GTIMS).
T=O
15
Rationale
Computer Based Training is defined as

computers used for training development,
delivery, evaluation, and training
management. The management functions
often include scheduling, lesson selection,
score keeping, and quality of student
responses. It is envisioned that students will
be able to complete systems and procedures
training in an interactive, computer based
environment that permits the student to
graphically see normal and abnormal system
operation and then complete on-line systems
knowledge reviews. The modules should
interact based on student demonstrated
knowledge and provide additional training in
weak areas as required.
Ref
Attribute
51.
GBTS Sustainment Operational

Availability(Ao) for GBTS training devices
(includes aircrew ground egress trainer,
computer-based part-task trainer, and
maintenance training devices; does not
include WST, OFT, or UTD)
52.
53.
54.
98%
Developmen
t Objective
Rationale
T=O
T=O
Component of Sustainment KPP. Reliability

must be inherent in the GBTS design. As
such, GBTS reliability must be sufficient to
generate adequate training sorties to meet
AETC pilot training requirements. The
GBTS must be designed with ease of
maintenance, modern diagnostic and
prognostic abilities, and system reliability to
minimize all aspects of support.
Takeoff and landing capability for Aircraft
At a minimum, be able to operate

(including all takeoff contingencies) given
the following combination of worst-case
conditions: 8000' runway length, 7400'
density altitude, and 10 knot tailwind.
T=O
Threshold value enables maximum training

flexibility at all primary and auxiliary AETC
airfields. 8000 ft is the shortest of current
AETC T-38C runways. Conditions: Field
Elevation 4093 ft, DA represents 97 degree
day, average dew point of 38 degrees.
Interior lighting for T-X FoS
FAA required lighting to fly at night as well

as lighting required to enable night vision
imaging system (NVIS) training (also referred
to as night vision goggle (NVG) training) for
NVIS Type I Class C.
T=O
Break Rate for GBTS
5%
16
Ref
55.
56.
Attribute
Exterior lighting for Aircraft
Adverse weather capability (icing

conditions) for aircraft
57.
Crew ability to safely egress the aircraft
during non-crash ground emergencies
58.
59.
Backup navigation and communication

capability to safely land the aircraft under
IMC conditions
Lighting to enable all APT tasks while
remaining FAA compliant, to include NVG
strip lighting for NVIS Type I Class C.
Includes Air Refueling lighting if wet/dry
capability is on aircraft.
Development
Objective
Rationale
T=O
Aircraft shall have exterior lighting IAW

JSSG-2010-5 Joint Service Specification
Guide Crew Systems Aircraft Lighting
Handbook.
Climb and descend using tech order

prescribed normal operating procedures and
airspeeds through at least 5,000 vertical ft. of
any light rime icing from sea level to 22,000
ft. MSL.
T=O
Light icing is defined as icing encountered in

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

emergency cockpit access controls.
T=O
Ensure aircrew can safely evacuate the aircraft

within 30 seconds (unassisted) including a
canopy stuck-down situation.
Ability from both cockpits for navigation and
communication while operating on other than
normal power.
17
Capability facilitates rapid ground egress for

aircrew safety.
T=O
T=O
Operational necessity and safety of flight for

emergency situations where normal power is
unavailable for primary communications/
navigational systems.
Ref
Attribute
60.
Terrain warning and avoidance
Ground proximity warning system to include

radar altimeter. If the aircraft utilizes a fly-bywire controls system, then it shall include the
necessary provisions (i.e. Group A and other
hardware components, excluding software,
needed to integrate an Auto Ground Collision
Avoidance System.)
61.
Ensure APT T-X FoS fully integrates with

the USAF operations mission planning
system
Integration with Joint Mission Planning

System (JMPS) or current mission planning
program in use in AETC.
Development
Objective
Rationale
Integrated Auto
Ground
Collision
Avoidance
System
Department of Defense Aviation

Technologies Safety Technologies Report
Memorandum, May 11, 2009. SecDef
Deputy Advisory Working Group said that
any new fighter system which has a digital
flight control system must have auto-GCAS
technology to reduce mishaps. Although this
applies to fighters, OSD directed AETC to
evaluate this capability. Technology only
applies to digital fly-by-wire systems.
T=O
0.55 hours at
20,000 fleet
hours.
62.
Turn-around time for Aircraft
63.
Mean Time Between Maintenance

(MTBM-TOTAL) for Aircraft
T=O
64.
Mean Time to Repair (on equipment)

(MTTR) for Aircraft
0.75 hours
T=O
18
Maintains compatibility with mandated

Joint/AF systems.
Component of the Sustainment KPP. Turnaround time is defined as the time it takes to
recover an aircraft and complete pilot and
maintenance debrief, servicing operations, as
well as any preparation needed to ready the
aircraft for the subsequent mission. Once the
aircraft is ready for the subsequent mission,
it is considered "turned". Times less than .55
hours create diminishing returns due to ops
manpower turn time capacity.
Component of the Sustainment KPP.
Threshold values based on an 80% MC rate
for 350 aircraft to meet a PFT of 91K flight
hours.
Component of the Sustainment KPP.
Threshold values based on an 80% MC rate
for 350 aircraft to meet a PFT of 91K flight
hours.
Ref
65.
Development
Objective
Attribute
Environmental Control System (ECS)

capabilities
During ground operations, the self-contained

ECS shall maintain a temperature (both
cockpits) with canopy closed, engines running,
and the ECS at a predefined setting:
- With an outside ambient temperature of -25F
(worst case), after 5 minutes of operation the
pilot envelope temperature will be no less than
5F; after 10 minutes no less than 35F; and
after 15 minutes no less than 60F.
- With an outside ambient temperature of
+110F, after 5 minutes of operation the pilot
envelope temperature will be no more than
90F; after 8 minutes no more than 85F; and
after 10 minute 80F.
19
T=O
Rationale
The ECS will function in the altitude, vibration/shock,

electromagnetic interference, cabin altitudes, humidity,
and sand/dust that the aircraft may be exposed to in
flight or on the ground. The heating and cooling system
should maintain temperatures within prescribed limits in
all crew compartments under all possible flight
conditions. The pilot envelope temperature is defined as
the arithmetical average of temperature measurements
taken about the space occupied by the crew member and
should include measurements taken at the ankles, knees,
hips, chest, shoulders, and head. The ECS should
uniformly distribute air to prevent excessive temperature
differences within the cockpits. Also, any equipment
contained in the occupied compartments must be
maintained within a suitable environment to operate
satisfactorily as well as to have an acceptable reliability.
Developm
ent
Objective
66.
For airborne operations, the pilot envelope

temperature range will be maintained at 60 80F.
T=O
67.
For airborne and ground operations, the maximum

temperature variation between any two points in the
pilot envelope temperature must be no more than
10F
T=O
68.
Provide synchronized temperature control (set

point) between cockpits and individually controlled
(set point) by each crew member.
T=O
69.
Provide visual and audible warnings when the cabin

altitude is out-of-limits for the aircraft operating
altitude.
T=O
70.
Provide pressurized air supply for the pilots anti-G

garment(s) in both cockpits.
T=O
71.
Maintain the canopy and interior transparent

surfaces free of fog and frost for all ground and
flight operating conditions.
T=O
Ref
Attribute
Environmental Control System (ECS)

capabilities
72.
Mean flight hours between false alarms

for critical aircraft systems
450 hours at 20,000 fleet hours.
T=O
73.
Mean flight hours between false alarms

for all aircraft systems
50 hours at 20,000 fleet hours.
T=O
20
Rationale
The ECS will function in the altitude, vibration/shock,

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

verify faults. Onboard integrated diagnostics must
detect and display critical faults. Critical faults are
identified critical items in the Mission Essential
Subsystems List (MESL).
Ref
Attribute
74.
Maintenance data collection for aircraft
75.
Developm
ent
Objective
Capable of recording and downloading

discrepancies/status of engine, over-G, actual
takeoff and landing times, and BIT information
from a single point on the aircraft using a standard
interface.
T=O
Must interface with current maintenance data

collection and management system.
T=O
Integrated fault diagnostics capability to

detect, isolate and display critical faults
99 Percent of Fault Isolation (PFI) of onequipment critical faults at 20,000 fleet hours.
T=O
Operational necessity to support flight safety, aircraft

maintenance programs, and operator flight training/
debriefing.
95 PFD of all on-equipment faults at 20,000 fleet

hours.
95 PFI of all on-equipment faults at 20,000 fleet
hours.
77.
Military Flight Operational Quality

Assurance (MFOQA)
Capable of recording voice and flight data

information to support DoD and USAF MFOQA
program requirements.
T=O
78.
G awareness for T-X FoS Aircrew
G limiter or warning of impending over-G and

actual over-G conditions.
T=O
79.
Maximum crosswind for Aircraft

landing on dry runways
25 knots
T=O
80.
Maximum crosswind for Aircraft

landing on wet runways
20 knots
T=O
21
Required for maintenance analysis. Data collection

system must be able to adapt to changes to definitions
of flight time from applicable AFIs.
O-level technicians must be able to detect, isolate, and

verify faults to a high rate of accuracy on aircraft
systems and subsystems. The capability provides as
much detail as possible to aid in fault detection analysis
and achieve a high level of fault isolation and
successful repair to decrease repair time, reduce
aircraft down-time, and prevent repeat occurrences.
Fault detection and isolation includes the use of all
provided methods (HMS, built in-test and technical
data). Critical faults are identified critical items in the
MESL.
99 Percent of Fault Detection (PFD) of onequipment critical faults at 20,000 fleet hours.
76.
Rationale
Ref
81.
Attribute
Connectivity data exchange
Local area real-time data exchange between GBTS

(WST, OFT, and UTD) components
Developm
ent
Objective
Near realtime data

exchange
within local
flying area
(line-of-sight
within100
nautical
miles)
between
GBTS
components
and aircraft
Primary fuels: Air vehicle shall be capable of

operating on the following fuel types: Jet A with
military additives, Jet A-1, JP-8, JP-8 +100.
82.
Available fuel types for aircraft
Alternate fuels: Air vehicle shall be capable of

operating on the following fuel types: JP-5, Jet A.
Emergency fuels: Air vehicle shall be capable of
operating on the following fuel types: JP-4, Jet-B.
22
T=O
Rationale
An essential part of pilot training is the ability to

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

infrastructure. The definitions of Primary, Alternate,
and Emergency Fuels are provided in the Glossary.
The engine must meet all performance requirements
except when emergency fuels are used. The aircraft
flight manual shall define limitations and impacts on
operation. USAF lists Jet A with military additives as
the recommended primary fuel for all aircraft in
CONUS. Although being phased out of USAF
inventory, JP-8+100 is still potentially available at
some CONUS bases and therefore remains on the list
of primary fuels.
Current military fuel additive package includes the
below additives;
Corrosion inhibitor/lubricity improver (CI/LI) (MILPRF-25017)
Fuel system icing inhibitor (FSII) (MILDTL85470)
An approved antioxidant (AO) listed in
MILDTL5624 or MIL DTL 83133
Ref
83.
84.
Attribute
External support equipment required for normal Aircraft start-up
functions
Turn-Around Time for GBTS
85.
Takeoff and IFR climb out performance in the event of single

engine failure for a two engine aircraft on a no wind day at a
density altitude of 7400 ft.
86.
Stopping capability for Aircraft
87.
Cockpit visibility
88.
Development
Threshold
None required
0.20 hours
Must meet the Federal

Aviation
Administration's/ICAO's
TERPs and Air Force
Instruction (AFI) and
Air Force Manual
(AFM) requirements for
takeoff and IFR climb
out performance.
Anti-skid brakes with no
drag chute.
Forward-azimuth,
down-elevationvisibility from either
cockpit shall be
sufficient for pilot to
visually maintain the
aimpoint within the
touchdown zone on a 3degree glidepath for any
configuration.
Visibility shall be
sufficient from both
cockpits to enable pilots
to adequately instruct
and fly all training
syllabus requirements
23
Developm
ent
Objective
Rationale
T=O
T=O
Turn-around time is defined as the time it takes to set

up a simulator or training device after a training session
where a simulator and/or training device is used,
including any preparation needed to ready the
simulator or training device for the subsequent training
session. Once the simulator and/or training device is
ready for the subsequent training session, it is
considered "turned."
T=O
Requirement is a climb gradient of 200 feet per

nautical mile. Field Elevation 4093 ft., DA 7400 ft.,
average June dew point of 38 degrees.
T=O
T=O
T=O
Operational necessity to support flight safety and

training in all APT maneuvers such as being able to see
the wingman during turning re-joins or checking-six
for air-to-air engagements, air-fueling, approaches and
landings. The instructor pilot will normally fly in the
rear cockpit and teach the student pilot in the front
cockpit; however, PIT requires the UIP to sit in the rear
cockpit and the IP to sit in the front cockpit. Therefore,
both cockpit configurations must optimize the ability to
provide instruction IAW the SUPT, IFF, and PIT
syllabi.
Development
Objective
Crew shall be continuously be supplied with oxygen

breathing gas with adequate oxygen content, flow
and quality during all phases of aircraft operations
both on the ground and inflight. This includes any
periods of ECS and/or engine bleed air anomalies,
low pressure transients, or primary oxygen system
failures and without requiring crew activation/
deactivation.
T=O
90.
Aircraft shall have an emergency oxygen source in

case of emergency such as cockpit decompression,
ejection, or smoke and fumes in the cockpit. The
emergency oxygen system shall automatically
activate upon ejection. Sufficient oxygen shall be
provided to safely descend from the aircrafts
maximum altitude to below 10,000 ft. MSL. The
crew shall be given feedback when emergency
oxygen is being provided.
T=O
91.
Aircrew Restraint System
The aircraft shall be equipped with an aircrew

restraint system which provides aircrew freedom of
movement while using an inertia reel that will
enable proper accomplishment of all UPT, PIT, and
IFF syllabus items, will properly position the
aircrew upon ejection initiation, and have manual
lock/unlock capability.
T=O
92.
G Mitigation
Aircraft shall be able to integrate full-body anti-G

suit and pressure breathing.
T=O
Ref
Attribute
89.
Aircrew Oxygen Supply System
24
Rationale
Other System Attributes

1. Environment, Safety, and Occupational Health (ESOH)
The APT T-X FoS shall comply with applicable Occupational Safety and Health Administration (OSHA)
safety criteria (Threshold).
Aircraft will have protective measures to mitigate the effects of lightning strikes and static electricity
(Threshold). ESOH hazards, where possible, will be eliminated or minimized using the System Safety
methodology as defined in MIL-STD 882E, System Safety Program Requirements/Standard Practice for
System Safety. Support requirements must comply with USAF Occupational Safety and Health standards.
Unacceptable risks will be documented and tracked in accordance with current AF polices/processes.
2. Operating Locations
The aircraft and installed equipment shall be capable of performing the required missions including ground
servicing in the expected operating location environments except as otherwise specified. (Threshold)
3. Cockpit Stowage
Aircraft shall have space to secure in-flight publications and helmet bag in cockpit and within reach
(Threshold).
4. Anti-Tamper Requirements
Physical and Operational Security
T-X FoS shall have anti-tamper capability to include preventing access to advanced technology/software,
preventing modification of technology/software to impair operation, and preventing reproduction of the
technology/software (Threshold).
T-X FoS shall comply with item unique identification description (IUID) requirements (Threshold).
T-X FoS shall comply with cybersecurity requirements IAW DoDI 8500.01 and DoDI 8510.01
(Threshold).
5. Electromagnetic Compatibility (EMC)
APT T-X FoS shall be mutually compatible and operate compatibly in the Electromagnetic (EM)
environment. It shall not be operationally degraded or fail due to exposure to electromagnetic
environmental effects. EMC performance requirements are specified in MIL-STD 464C and MIL-STD
461F.
6. Joint Tactical Networking Center (JTNC)
APT T-X FoS will comply with all requirements for radio-based communications that fall within the JTNC
spectrum range (2MHz - 2GHz) released prior to contract award.
APT T-X FoS will comply with CJCSI 6130.01E to protect GPS.
7. Geospatial Intelligence Support (GI&S)
Standard format geospatial-intelligence data and products from the National Geospatial-Intelligence Agency
(NGA) shall be used to the maximum extent possible (Threshold).
8. Training
The APT T-X FoS program will satisfy requirements for qualifying and sustaining trainers, operators,
maintainers, and support personnel skills, knowledge and task accomplishment capabilities. The
Maintenance Training System (MTS) shall be integrated with the aircraft system and the ISD process using
25
government and contractor personnel to analyze, define, develop, acquire, operate and maintain the
instructional system required to train maintenance personnel (Threshold). AETC will conduct initial
Training System Requirements Analysis (TSRA) once preliminary technical orders become available.
Aircraft design data and engineering assistance shall be provided to assist AETC in ISD/TSRA completion
(Threshold). The STP will apply to both operations and maintenance. (Enabling)
Acronyms
A/A
A/G
AC
ACAT
ACC
ACEIT
ACM
ACS
ACT
ADM
ADS-B
AETC
AF
AFB
AFCAA
AFH
AFHSIO
AFI
AFLCMC
AFMAN
AFMC
AFOSH
AFOTEC
AFPAM
AFPD
AFROC
AFSC
AFTOC
AGCAS
AGL
ALC
Air-to-Air
Air-to-Ground
Advisory Circular
Acquisition Category
Air Combat Command
Automated Cost Estimating Integrated Tools
Air Combat Maneuvering
Agile Combat Support
Air Combat Training
Acquisition Decision Memorandum
Automatic Dependent Surveillance - Broadcast
Air Education and Training Command
Air Force
Air Force Base
Air Force Cost Analysis Agency
Air Force Handbook
Air Force Human Systems Integration Office
Air Force Instruction
Air Force Life Cycle Management Center
Air Force Manual
Air Force Materiel Command
Air Force Office of Safety and Health
Air Force Operational Test and Evaluation Center
Air Force Pamphlet
Air Force Policy Directive
Air Force Requirements Oversight Council
Air Force Specialty Code
Air Force Total Ownership Cost
Automatic Ground Collision Avoidance System
Above Ground Level
Air Logistics Center
26
Am
Ao
AoA
AOA
APA
APB
APT
APUC
AQ
AR
ASC
ASD
ATC
ATD
BDU
BFM
BIT
BLU
BRI
BSA
BVR
BY
BY$M
CAF
CAIG
CAIV
CAPE
CAS
CAWG
CBA
CBRN
CBT
CCJO
CCTD
CDD
CES
CIO
Materiel Availability
Operational Availability
Analysis of Alternatives
Angle of Attack
Additional Performance Attribute
Acquisition Program Baseline
Advanced Pilot Training
Acquisition Procurement Unit Cost
Acquisition
Air Refueling
Aeronautical Systems Center
Average Sortie Duration
Air Traffic Control
Aircrew Training Devices
Bomb Disposal Unit
Basic Fighter Maneuvering
Built-In Test
Bomb Live Unit
Briefing Room Interactive
Basic Surface Attack
Beyond Visual Range
Base Year
Budget Year Dollars in Millions
Combat Air Forces
Cost Analysis Improvement Group
Cost As an Independent Variable
Cost Assessment and Program Evaluation
Close Air Support
Cost Analysis Working Group
Capabilities Based Assessment
Chemical, Biological, Radiological, and Nuclear
Computer Based Training
Capstone Concept for Joint Operations
Concept Characterization & Technical Description
Capability Development Document
Cost Element Structure
Chief Information Officer
27
CJCSI
CJCSM
CLS
CNS/ATM
COA
CONEMP
CONOPS
CPD
CRM
CSB
D, CAPE
DAB
DME
DMO
DMS
DMT
DoD
DoDAF
DoDD
DoDI
DOTMLPF - P
EM
EMC
ECS
EMD
FAA
FAA
FAR
FMC
FNA
FOC
FoS
FOV
FRP
FSA
FTD
Chairman Joint Chiefs of Staff Instruction

Chairman Joint Chiefs of Staff Manual
Contract Logistics Support
Commercial Navigation System/Air Traffic Management
Course of Action
Concept of Employment
Concept of Operations
Capability Production Document
Cockpit/Crew Resource Management
Crew Systems Bulletin
Deputy, Cost Assessment and Program Evaluation
Defense Acquisition Board
Distance Measuring Equipment
Distributed Mission Operations
Defensive Management System
Distributed Mission Training
Department of Defense
Department of Defense Architecture Framework
Department of Defense Directive
Department of Defense Instruction
Doctrine, Organization, Training, Materiel, Leadership/Education, Personnel,
Facilities- Policy
Electromagnetic
Electromagnetic Compatibility
Environmental Control System
Engineering and Manufacturing Development
Functional Area Analysis
Federal Aviation Administration
Federal Aviation Regulation
Fully Mission Capable
Functional Needs Analysis
Full Operational Capability
Family of Systems
Field of View
Facilities Requirement Plan
Functional Solutions Analysis
Flight Training Device
28
FTU
FVB
FY
FYDP
GBTS
GI&S
GLOC
GPA
GPS
GS
HAF
HOTAS
HPW
HSI
HUD
IAW
ICAO
ICD
ICE
ICS
ICS
IEA
IFF
IFF
ILS
ILS
INS
IOC
IOT&E
IP
JCA
JCIDS
JFC
JIC
JMPS
JOC
JROC
Formal Training Unit

Fleet Viability Board
Fiscal Year
Future-Years Defense Plan
Ground Based Training System
Geospatial Intelligence Support
G-Induced Loss of Consciousness
Global Persistent Attack
Global Positioning System
Global Strike
Headquarters Air Force
Hands On Throttle and Stick
Human Performance Wing
Human Systems Integration
Heads-Up Display
In Accordance With
International Civil Aviation Organization
Initial Capabilities Document
Independent Cost Estimate
Intercommunication System
Interim Contractor Support
Information Enterprise Architecture
Introduction to Fighter Fundamentals
Identification Friend or Foe
Instrument Landing System
Interim Logistics Support
Inertial Navigation System
Initial Operational Capability
Initial Operational Test and Evaluation
Instructor Pilot
Joint Capability Area
Joint Capabilities Integration and Development System
Joint Force Commander
Joint Integrating Concept
Joint Mission Planning System
Joint Operating Concept
Joint Requirements Oversight Council
29
JROCM
JSF
JSSG
JSUPT
JTRS
KEAS
KIAS
KPP
KSA
LASDT
LATF
LATN
LCC
LGB
LIMS-EV
LOWAT
LRIP
LRU
LVC
M/S
MAJCOM
MC
MCL
MDA
MDAP
MDD
MESL
MFD
MFOQA
MILCON
MIL-HDBK
MIL-STD
MK
MFHBFA
MFHBCFA
MOSA
MRT
Joint Requirements Oversight Council Memorandum

Joint Strike Fighter
Joint Service Specification Guide
Joint Specialized Undergraduate Pilot Training
Joint Tactical Radio System
Knots Equivalent Airspeed
Knots Indicated Airspeed
Key System Attribute
Low Altitude Step Down Training
Low Altitude Tactical Formation
Low Altitude Tactical Navigation
Life Cycle Cost
Laser Guided Bomb
Logistics Information Management System Enterprise View
Low Altitude Training
Low Rate Initial Production
Line Replaceable Unit
Live, Virtual, Constructive
Mobility/Special Operations
Major Command
Mission Capable
Master Capabilities List
Milestone Decision Authority
Major Defense Acquisition Program
Materiel Development Decision
Mission Essential System List
Multi-Function Display
Military Flight Operational Quality Assurance
Military Construction
Military Handbook
Military Standard
Mark
Mean Flight Hours Between False Alarms
Mean Flight Hours Between Critical False Alarms
Modular Open Systems Architecture
Mean Repair Time
30
MTTR
MS
MSL
MT
MTBF
MTBM
NAS
NDI
NGA
NR
NVG
O&S
OA
OFT
OSD
OSHA
OT&E
OUSD
OUSD (AT&L)
OUSD (P&R)
OV-1
P3I
PAA
PAUC
PFD
PFI
PFT
PIT
POC
POE
POM
Ps
RAM-C
RCT
RDT&E
REMIS
RFI
Rm
Mean Time to Repair

Milestone
Mean Sea Level
Mission Task
Mean Time Between Failure
Mean Time Between Maintenance
National Airspace System
Non-Developmental Item
National Geospatial-Intelligence Agency
Net-Ready
Night Vision Goggles
Operations and Support
Operational Assessment
Operational Flight Trainer
Office Secretary of Defense
Occupational Safety and Health Administration
Operational Test and Evaluation
Office Undersecretary of Defense
Office Undersecretary of Defense for Acquisition, Technology & Logistics
Office Undersecretary of Defense for Personnel & Readiness
Operational View 1
Pre-Planned Product Improvements
Primary Assigned Aircraft
Program Acquisition Unit Cost
Percent of Fault Detection
Percent of Fault Isolation
Program Flying Training
Pilot Instructor Training
Point of Contact
Program Office Estimate
Program Objective Memorandum
Specific Excess Power
Reliability, Availability, Maintainability-Cost
Requirements Correlation Table
Research, Development, Test & Evaluation
Reliability and Maintainability Information System
Request for Information
Materiel Reliability
31
RNAV
RNP
ROMO
RVSM
SA
SAB
SAF
SAT
SDB
SE
SFO
Sim
SL
SLS
SLEP
SME
SORTS
SoS
SRD
STP
SUPT
SWP-C
T&E
T&O
TACAN
TAI
TCAS
TD
TDL
TE
TFSC
TIMS
T-X
TY
TY$
U.S.
UHF
Area Navigation
Required Navigation Performance
Range of Military Operations
Reduced Vertical Separation Minima
Surface Attack
Scientific Advisory Board
Secretary Air Force
Surface Attack Tactics
Small Diameter Bomb
Single Engine
Simulated Flame Out
Simulator
Sea Level
Sea-Level-Static
Service Life Extension Program
Subject Matter Expert
Status of Resources and Training System
System of Systems
System Requirements Document
System Training Plan
Specialized Undergraduate Pilot Training
Space, Weight, Power and Cooling
Test and Evaluation
Threshold and Objective
Tactical Air Navigation
Total Aircraft Inventory
Traffic Collision and Avoidance System
Technology Demonstration
Tactical Data Link
Twin Engine
Thrust Specific Fuel Consumption
Training Integration Management System
Training Aircraft, Notional
Then Year
Then Year Dollars
United States
Ultra High Frequency
32
UIP
UJTL
UPT
USMC
USN
UTD
UTE
VASI
VHF
VOR
WST
Upgrade Instructor Pilot

Universal Joint Task List
Undergraduate Pilot Training
United States Marine Corps
United States Navy
Unit Training Device
Utilization Rate
Visual Approach Slope Indicator
Very High Frequency
Very High Frequency Omni-directional Radio-range
Weapon System Trainer
Glossary
1. Advanced Pilot Training (APT) APT is the pilot training phase conducted after the primary phase and
before the operational phase. In this context, it is specific to the fighter/bomber track. It consists of
Specialized Undergraduate Pilot Training (SUPT), Introduction to Fighter Fundamentals (IFF) and, in the
current construct, Raptor Lead-In. The future construct envisions IFF subsuming the syllabus tasks
currently done in Raptor Lead-In.
2. Advanced Pilot Training Analysis of Alternatives (APT AoA) The APT AoA compared the
effectiveness, cost, and risks of proposed materiel solutions to gaps and shortfalls in APT capabilities. The
AoA focused on the Fighter/Bomber and IFF courses for APT and studied all components of the Advanced
Pilot Training T-X Family of Systems (APT T-X FoS), not just the aircraft, as part of the trade space. The
report was the primary document for determining the mandatory sustainment KPP and supporting KSAs and
APAs.
3. Advanced Pilot Training Initial Capabilities Document (APT ICD) The APT ICD documented gaps in
USAF abilities to meet APT capability requirements in 2018 and beyond. Additionally, the APT ICD
documented the need for a materiel solution to mitigate the gaps (e.g., replacing the current Air Force T-38
training FoS).
4. Advanced Pilot Training T-X Family of Systems The APT T-X FoS consists of aircraft, Ground Based
Training Systems (GBTS), support infrastructure, personnel and manning.
5. Aircrew Ground Egress Trainer - The Aircrew Ground Egress Trainer is a replica cockpit shell, canopy
and ejection seat. This trainer primarily supports pilot training on proper aircraft entry and exit under normal
and emergency conditions, as well as ground and in-flight ejection. The use of such a trainer familiarizes
the aircrew with the motions and timing needed for a successful egress and provides the aircrew with the
confidence that the egress system works as advertised.
6. Availability Key Performance Parameter (KPP) - Availability consists of two components: Materiel
Availability and Operational Availability. Respectively, they provide fleet-wide availability and operational
unit availability.
33
7. Credited Missions - All missions completed: scheduled, alternate and add-ons.

8. Critical Failure (GBTS) - A failure of the GBTS simulator that results in non-credited mission.
9. Critical Fault - Faults that require an on-equipment maintenance action. Critical Faults include Code 3s
and ground aborts.
10. Fuels Compatibility Definitions - Primary Fuel: fuel used to demonstrate contract compliance for
complete steady-state and transient throttle operation. A primary fuel is one on which the engine is designed
to operate continuously with unrestricted throttle movements without operational restrictions or adverse
impacts to durability or maintenance. Alternate Fuel: fuel authorized for continuous use where thrust is not
adversely affected. An alternate fuel is one on which the air vehicle can be flown without operational
restrictions but which can have long term durability or maintainability impact if used for continuous
operation (multiple flights). Alternate fuels are used only on an occasional or intermittent basis.
Emergency Fuel: fuel authorized for limited operation where thrust may be adversely affected. Emergency
fuel types significantly impact the life of the engine and may impose operational restrictions on the aircraft
as well. Emergency fuel use may cause significant damage, be limited to one flight, or used only for
emergency or countering emergency action.
11. Ground Based Training System The GBTS consists of all ground-based training equipment,
simulators, computers, academics, and courseware. The principal GBTS components are the simulators:
(UTD, OFT, WST). Other devices include aircrew ground egress trainers, computer based part-task trainers and
maintenance trainers.
12. Maintenance Trainer A training device of any type (simulator or equipment replica) that provides
training for maintenance personnel.
13. Operational and Support Cost Key System Attribute (O & S KSA) Cost metrics provide balance to the
sustainment solution by ensuring that the O&S costs associated with availability and reliability are
considered in making decisions. Cost to be refined in conjunction with the development of the T-X Acquisition
Strategy.
14. Operational Flight Trainer (OFT) The OFT is a simulator with networking ability. It provides UTD
training capabilities as well as training in basic formation. It is a simulator with up to a 360 field of view
(FOV).
15. Pilot Envelope Temperature - The arithmetical average of temperature measurements taken about the
space occupied by the crew member and should include measurements taken at the ankles, knees, hips,
chest, shoulders, and head. (Ref JSSG-2009 Appendix D)
16. Reliability (Rm) Key System Attribute (KSA) - Reliability is a measure of the probability that the
system will perform without failure over a specific interval (that interval being an ASD of 1.3 for UPT and
1.1 for IFF), under specified conditions. Reliability shall be sufficient to support the warfighting capability
requirements.
17. Sorties Attempted - Total sorties flown plus ground aborts.
34
18. Sustainment Mandatory KPP and Supporting KSAs - The Availability KPP consists of two components:
Operational Availability (Ao) and Materiel Availability (Am). Respectively, they reflect operational unit
availability and fleet-wide availability. Supporting KSAs include Materiel Reliability (Rm), and Cost. Cost
metrics provide balance to the sustainment solution by ensuring that the Operational and Sustainment (O&S)
costs associated with availability and reliability are considered in making decisions.
19. Turn-around Time Aircraft: The time it takes to recover an aircraft and complete pilot debrief,
servicing operations, as well as any preparation needed to ready the aircraft for the subsequent mission.
Once the aircraft is ready for the subsequent mission, it is considered "turned." GBTS: The time it takes to
set up a simulator or training device after a training session where a simulator and/or training device is used,
as well as any preparation needed to ready the simulator or training device for the subsequent training
session.
20. Unit Training Device (UTD) The UTD is a simulator that provides training in normal procedures,
instruments, and emergency procedures. It is a simulator with a limited field of view (FOV).
21. Visual Resolution Visual resolution is sufficient resolution to determine dynamic visual cues
(aspect/HCA/LOS) out to specified range.
22. Weapon System Trainer (WST) The WST is a simulator that provides OFT training capabilities as
well as training in basic fighter maneuvers (BFM). It is a simulator with a 360 degree FOV.
Definitions and formulas referenced from JCIDS Manual, AFPAM 63-128, and T.O. 00-20-2
Air Vehicle
1. Operational Availability (Ao) the measure of the percentage of time that a system or group of systems
within a unit are operationally capable of performing an assigned mission.
x 100
2. Materiel Availability (Am) the measure of the percentage of the total inventory of a system
operationally capable, based on materiel condition, of performing an assigned mission.
x 100
3. Materiel Reliability (Rm) the measure of the probability that the system will perform without
failure during a scheduled training sortie.
Rm
x 100
4. Mean Time Between Failures (MTBF) the measure of the average flight hours between failures.
MTBF includes all Type 1 inherent failures. NOTE: Usage Factor (UF) and Quantity per Application
35
(QPA) shall come from the Work Unit Code (WUC) table for 5-digit WUCs. For 2, 3, and 4-digit
WUC roll-ups the UF and QPA of the next higher assembly shall be used. For total aircraft roll-ups,
the UF and QPA shall be set to one.
Calculation:
5. Break Rate (BR) the measure of the percentage of sorties from which an aircraft returns with an
inoperable mission-essential system that was previously operable.
x 100
6. Fix Rate (FR) the measure of the percentage of aircraft that return as Code 3 and must be returned to
Mission Capable (MC) status within a specified amount of time. The FR includes direct maintenance time
and downtime associated with administrative and logistics delays.
x 100
7. Mean Time To Repair (MTTR) the measure of the average on-equipment corrective maintenance time
in an operational environment, regardless of crew size.
Calculation:
8. Mean Time Between Maintenance (MTBM)-TOTAL. The measure of the average flight hours between
maintenance events.
Calculation:
9. Mean Flight Hours Between Critical False Alarms (MFHBCFA) the measure of mission critical
false alarms.
Calculation:
10. Mean Flight Hours Between False Alarms (MFHBFA) the measure of all aircraft systems false
alarms.
Calculation:
11. Percent of Fault Detection (PFD) the measure of correct on-equipment fault detections.
Calculation:
x 100
36
12. Percent of Fault Isolation (PFI) the measure of correct on-equipment fault isolations.
x 100
Ground Based Training Systems
13. Operational Availability (Ao) the measure of the percentage of time that a system or group of systems
within a unit are operationally capable of performing an assigned mission
x 100
Exception (GBTS): Missions that are unsuccessful because of a lack of site power, weather, facility failure
aircrew no-shows, operations cancels, site alerts, exercises, or other situations which Project Officer (PO) or
Quality Assurance Representative (QAR) declares an exception
14. Break Rate (BR). The measure of the percentage of training events (missions) from which the GBTS
simulators does not result in a credited mission.
x 100
37

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KPPs

Sustained G for Aircraft.

Sustained G parameters are: Steady state flight (meaning G is

GBTS The ability to

Energy: Fuel capacity for

Be able to conduct the most

See NR-KPP Table.

Core personnel (pilots, GBTS

Table 2: NR-KPP Table

Key Performance Parameter

Support to Military Operations

All ADS-B 1090ES data in

Measure: Receive ADS-B Traffic Information Service

All Air Traffic Control derived traffic

Measure: Send and receive Traffic Alert and Collision

All TCAS II data in accordance with

Key Performance Parameter

Enter and be managed on the

Network: Air Traffic Control

Measure: Time to log into ADS-B network

Less than 1 second

Measure: Time to log into TCAS II network

Less than 1 second

Information Element: Exchange ADS-B data

Near real-time less than 1 second

Near real-time less than 1 second

Information Element: Exchange TCAS II data

Additional System Requirements

Maneuverability Sustained turn rate with less than

Maneuverability Instantaneous G at 50% fuel

Simulated Air-to-Air weapons employment training

Provide situation awareness

Situation awareness indicators include

Simulated Air-to-Ground weapons

Data Link (aircraft to aircraft)

Provide situation awareness indicators and

Situation awareness indicators include release

Data link between aircraft with ability to integrate

Capability to instruct Tactical Data Link

Maneuverability Instantaneous turn rate

Per AETC Handbook, Introduction to

CRM Training Simulated Sensors

Permit review/replay of critical flight parameters

Upload time of no more than 5 minutes combined

Aircraft and GBTS

GBTS FoV must enable training of basic and

Radar and targeting system reflects basic B-Scope

Modular Open Systems Architecture

T-X FoS shall utilize an Open Systems Architecture

Maneuverability G-onset rate at 50%

Simulated expendables employment

Provide situation awareness indicators (e.g., audible

Cockpit large area display (LAD)

Provide same display functionality and information

The instructor pilot will normally fly in the rear

Space, Weight, Power, & Cooling refers to the

T-X FoS shall incorporate Space, Weight, Power

Scenario input capability for T-X FoS

Enable pre-planned and real-time tactical scenario

Instructor Pilot (IP) scenario input variables

Scenario input capability for T-X FoS

Enable scenario injects and virtual ATC

Instructor Pilot (IP) scenario input variables