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	Director, Operational Test & Evaluation
	FY98 Annual Report

SYSTEM DESCRIPTION & CONTRIBUTION TO JOINT VISION 2010

The Air Force Mission Support System (AFMSS) provides automated mission-planning support for Air Force aircraft (fixed and rotary wing) and guided munitions. AFMSS will operate as either a stand-alone system, or linked with other command information systems, to aid Air Force mission planners in selecting an optimal route through hostile territory. AFMSS is expected to be a significant command and control performance enhancer by providing information superiority to the warfighter and by using unique capabilities to support the Joint Vision 2010 concepts of precision engagement and dominant maneuver.

AFMSS consists of software tools that support aircraft and weapon mission planning. The AFMSS/Portable Flight Planning Software (PFPS) is a PC-based mission planning system that provides flight planning tools supporting day-to-day training, peacetime operations/exercises, and conventional armed conflict. The AFMSS/Mission Planning System (MPS) is a UNIX-based comprehensive mission planning system providing the same capabilities as the AFMSS/PFPS as well as the ability to support nuclear armed conflicts. AFMSS uses several different hardware versions comprised of commercially available off-the-shelf components. For aircraft with electronic data transfer capability, aircraft-unique hardware peripherals are used to prepare data transfer devices for uploading mission information into aircraft computers. AFMSS core software is combined with tailored, platform unique, Aircraft/Weapon/Electronic (A/W/E) modules and weapon system specific Flight Performance Modules (FPMs) to provide a Mission Planning Environment (MPE) for each aircraft type. For low observable aircraft, a software module called Common Low Observable Autorouter (CLOAR) is used to plan routes minimizing threat exposure. Outputs from AFMSS include combat mission folders (comprising maps, images, and flight information) and data transfer devices.

An MPS for a particular aircraft type will consist of some or all of the following components:

• AFMSS core software, either the UNIX-based Mission Planning System (MPS) or the PC-based Portable Flight Planning Software (PFPS).



• Installable Software Modules (ISMs) (e.g., Task View).



• Aircraft/Weapon/Electronics (A/W/E) Module (e.g., F-15E A/W/E).



• Weapon System A/W/E Module (e.g., AGM-130 A/W/E).



• Aircraft Specific Flight Performance Module (FPM).



• Common Low Observable Auto Router (CLOAR) (e.g., B-2 CLOAR).

AFMSS encompasses incremental software and hardware development in an open system architecture to provide the warfighter with increased capabilities.

In 1988, a mission planning General Officer Broad Area Review determined, in principle, that a common mission planning system could reduce the cost and increase the efficiency of air operations. AFMSS Block C's first release C1.0 was certified for flight operations on six aircraft. A follow-on release C1.5 provided necessary enhancements to improve support to the original six plus another five aircraft. (In most cases, certified aircraft will migrate/adopt the latest release with associated enhancements). In July 1996, an Air Force General Officer meeting directed that Portable Flight Planning Software (PFPS) be included in the AFMSS mission planning toolbox. The MPS core, with greater complexity and processing capability, was designated for Bomber and PGM-related mission planning efforts. Simpler missions in support of fighter operations and airlift adopted the PFPS core system. The general understanding is that eventually all aircraft and weapons will migrate to a PC-based system as technology allows.

DOT&E approved the baseline TEMP for Blocks C2.0 and C2.1b of AFMSS and the TEMP annex covering B-2 MPS testing in February 1997. Due to the complexity of the AFMSS system (with multiple modules for each aircraft type), a comprehensive test plan template for all aircraft types was developed and received DOT&E approval in February 1997. Individual test plans for each aircraft's MPS are being approved by DOT&E prior to testing of the following aircraft: F-15E with AGM-130, C-17, C-130E/H, E-3B/C, AC-130H/U, and HH/MH-60G.

A short summary of each of the currently active software versions is as follows:

1. Block C2.0: completed development in 2QFY97 to allow individual platform OT&E testing to start that year. Although some residual changes and testing continue, most Block C2.0 OT&E is complete.



2. Block C2.1b: merged Air Force and U.S. Special Operations Command requirements into a common software release, which completed development in June 1998. The first aircraft to enter OT&E with this software version was the B-1B. Additional aircraft that currently use Block C2.1b software are the C-130 (multiple types), HH/MH-60G, C-17, RC-135V/U, E-8, and the MH-53J.



3. Block C2.2; this version provides significant improvements in functionality and usability of the software and addresses Y2K software compatibility issues. OT&E will begin in FY99.

The following aircraft/weapons are being supported now or will be by December 31, 1999:

To date, AFMSS/MPS Block C2.0 systems have undergone OT&E for the KC-135R, EF-111A, F-16 Blocks 30/40/50, F-15E with AGM-130, B-52H, EF-111A/RAMPS, F-15 MSIP, B-2, and the F-117A. Block C2.1 systems have undergone OT&E for the C-130s and the B1-B. The responsible using commands have certified AFMSS/MPS Block C2.0 for planning operational flights on these aircraft types. The certification messages for the B1-B and the C-130s are in coordination. However, users have found the AFMSS/MPS hard to use. The AFMSS/MPS has been designed to meet the requirements of the highly complex wartime mission planner. Accordingly, the system includes functionality that exceeds the capabilities of current basic route planners. The PC-based AFMSS/PFPS is considered more user-friendly and is the system of choice for basic route planning. Some users that require the AFMSS/MPS for data cartridge preparation and weapon systems planning will use the AFMSS/PFPS to perform basic flight planning. The missions are then imported into AFMSS/MPS to add platform-unique data.

AFMSS OT&E testing for F-117A aircraft was planned for 3QFY97 in conjunction with testing of new operational flight software version. Delays required delivery of an interim version of the AFMSS/MPS. The interim F-117A AFMSS/MPS was evaluated for its utility and recommended for fielding in November 1997. However, due to significant problems with the Low Observable module (CLOAR) needed for both the F-117A and the B-2, OT&E for the fully capable F-117A version of AFMSS/MPS was deferred until May 1998. AFOTEC completed its evaluation in November 1998 and stated in a message dated December 1, 1998: "F-117A MPS (C2.1.2) is operationally effective and suitable and supports the F-117A Mission Planning community." The message also stated that the "CLOAR software threat avoidance tool, contained as part of the F-117A MPS SW package, provides good correlation between flight tests and CLOAR predictions." However, DOT&E has not been provided sufficient detail on the complex test data to validate how well the system performed.

AFMSS OT&E for the B-2 aircraft was also planned for 3QFY97, in conjunction with IOT&E for the overall B-2 program. As a risk reduction effort, a preliminary evaluation of the B-2 AFMSS-based MPS was conducted in June 1997 on ten flight tests. However, due to the above reported problems with CLOAR and the relative immaturity of the B-2 unique software modules, there were an extensive number of "expert workarounds" required to get the system to perform. This meant that it was impossible to demonstrate the full functional capability of the system since it was not available for demonstration and evaluation. Incremental releases of B-2 MPE software continue to be delivered for evaluation. In July 1998, the Air Force reported that FOT&E testers stated that the B-2 MPS Release 1.0 was effective and suitable for B-2 peacetime conventional and nuclear flight training missions, and could generate combat sorties with the caveat that CLOAR auto-routed solutions were inconsistent and required further study and analysis. It also states that the planner still must be experienced and intimately familiar with the workarounds to successfully produce a route in a reasonable amount of time. The using command has certified Release 1.2 Build 9.0 of the B-2 AFMSS A/W/E. The CLOAR is certified for training use only. A final report, due in February 1999, will incorporate the results of previous early operational look testing.

AFMSS/PFPS version 3.0 completed OT&E in December 1997. AFMSS/PFPS 3.0 provides basic flight planning capabilities for the AC-130U, C-130E, C-135, C-141, C-17, C-27, E-3A, E-4B, F-15, F-16, and KC-135R.

The development and final certification of AFMSS-based MPS systems are running five months to a year behind the 1997 approved schedule. The planned testing of several aircraft (B-2, F-117, F-15 MSIP and A-10) was delayed or terminated due to the severity of problems encountered late in DT and during IOT&E. Several platform specific versions of AFMSS are still undergoing developmental fixes, as well as additional OT&E to verify acceptable performance.

OT&E for the F-117A AFMSS MPS was conducted from May-July 1998 at Holloman AFB and the Air Force Western Test Range. A portion of the OT&E was aimed at evaluating the accuracy and effectiveness of routes generated by CLOAR. The system was rated as effective and suitable for basic mission planning functions despite generating a very heavy operator workload and requiring numerous "system expert" workarounds. Extensive and thorough operator training is essential for the AFMSS/MPS. F-117A and CLOAR are not a replacement for the human operator. During the recent Southwest Asia activity, only the AFMSS/MPS deployed. Although the system did not meet operational requirements, it is expected to be recommended for certification and fielding. When realistic scenarios were chosen, 32-plane missions were successfully planned, but with planning time that significantly exceeded the 8-hour requirement. A final report on the OT&E of the F-117A MPS (version 2.1.2), including an assessment of CLOAR (version 2.0.4), is expected soon.

OT&E of the AFMSS-based MPS for B-2 has been reported as part of the B-2 IOT&E. The system was used with partial success to plan missions for a final configuration Block 30 B-2, but required planning times that greatly exceeded user requirements. The system was also found to be inflexible, non-user-friendly, and required contractor support during testing. CLOAR was not tested with the B-2 due to its demonstrated problems. The IOT&E report for B-2 stated that the B-2 MPS could construct missions for the aircraft but not in the manner required by Air Combat Command. B-2 A/W/E release 1.1 was delivered and tested in April 1998. This version revealed improvements above the version tested in IOT&E. However, the system still requires time-consuming workarounds and extensive contractor support. CLOAR evaluation has not been completed. The latest B-2 delivery, Release 1.5, occurred in December 1998. Main emphasis focused on Y2K compliance, timing enhancements, and reducing the number of workarounds. In order to dramatically improve performance, the contractor upgraded hardware and software. Multiple early operational looks conducted by 72TES and 509 Bomb Wing indicate that this Release shows significant improvement for timing, effectiveness, and usability of the B-2 MPS. Operational test is expected to complete late February 1999, although DOT&E does not expect the B-2 MPS to meet required mission planning timelines at that time.

For the aircraft types successfully completing OT&E, AFMSS-based MPSs were rated as satisfactory for effectiveness COIs. Nevertheless, several marginal to unacceptable characteristics were reported. The system was cited as providing poor user interfaces because the lack of operator feedback and warnings contributed to delays and increased workloads. Printed charts were unacceptable due to poor resolution, particularly for low-level use. Aircrews felt sharper detail would be required for low-level use and that mission information such as time and distance ticks was difficult to read and would be even more so in the cockpit. Suitability was not resolved for individual MPSs due to insufficient system operating hours. As such, the overall suitability rating of Block C2.0 AFMSS using MPS I hardware was unsatisfactory. Hardware reliability was significantly below the requirement. A Mean Time Between Critical Failures of 100 hours was achieved, compared to a requirement of 350 hours. Software supportability was rated as unacceptable due to inadequate support resources and lack of a long-range software support plan. MPSs for several aircraft types have been fielded with restrictions against some functions. For example, the C-130 aircraft MPS has problems with planning for take-off and landing data that preclude its recommended use.

A complete, independent assessment of AFMSS Block C2.0 effectiveness and suitability will be possible after AFOTEC consolidates the findings of OT&E in early FY99 and delivers a final report to DOT&E.

The OT&E for version 3.0 of PFPS rated the software as satisfactory for basic flight planning needs. The Y2K version of the AFMSS/PFPS, version 3.01, went through OT&E in spring/summer 1998. All four COIs were resolved satisfactorily with issues, but the software was certified for use on approximately 40 aircraft platforms. However, some software functions (such as threat masking) have not been recommended for operational use at this time and will require correction in future versions.

OT&E for the first Block C2.1b MPS (for the B-1B aircraft) is incomplete. The B-1B MPS was used to plan missions for the B-1B Block D IOT&E in August and September 1998. Block D IOT&E included use of Joint Direct Attack Munitions (JDAMs). Although the Block D modifications were shown to be effective for release of JDAMs, elements of the MPS were found to be unsatisfactory because they did not account for wind in developing plans for JDAM releases. Also, the MPS, in its present state of development, cannot prepare data transfer cartridges needed to support operational use of some capabilities of the B-1B's enhanced navigation system. The B-1B MPS is also designed to support planning for the earlier Block C B-1Bs. A final report on OT&E of the B-1B MPS is expected in December 1998. It is anticipated that it will be rated as marginally acceptable, but will be certified for use by the Air Force with operational limitations.

The timely fielding of a Y2K compliant version of AFMSS/MPS (Block C2.2) and AFMSS/PFPS (version 3.01) during FY99 represents a major challenge for the Air Force, particularly considering the difficulty that AFMSS development has had in staying on schedule. The AFMSS/MPS C2.2 release is also expected to correct some of the problems discovered during Block C2.0 OT&E. Looking ahead, AFMSS requirements will be merging with the Navy's requirements in the Joint Mission Planning System program, which is still in the planning stages.