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	Director, Operational Test & Evaluation
	FY98 Annual Report

SYSTEM DESCRIPTION & CONTRIBUTION TO JOINT VISION 2010

The National Airspace System (NAS) program will replace the Air Traffic Control (ATC) equipment used to support ATC's radar-approach control mission. NAS includes voice switches, approach control and tower automation, air surveillance radar, and a Special-Use Airspace (SUA) scheduling and utilization reporting tool. The NAS program modernizes radar, voice networks, and automation functions within the Air Traffic Control and Landing Systems (ATCALS) at 65 DoD sites. A total of 233 voice switches will be installed. The NAS program also includes the Military Airspace Management System (MAMS), an off-line, a one-of-a-kind, Web site based SUA scheduling and utilization tracking system accessed via the Internet.

The NAS modernization will enhance precision engagement through technological innovations which will allow DoD to keep pace with state-of-the-art digital radar-approach control equipment and improve scheduling of SUA to ensure wartime readiness.

The existing ATCALS has two primary problems: (1) limited interoperability; and (2) excessive growth of operations and support costs. The Federal Aviation Administration (FAA) has undertaken a massive upgrade of the nation's ATC system infrastructure by systematically replacing analog systems with state-of-the-art digital technology. The new systems take advantage of the significantly increased capabilities of digital radar, computers, and data distribution networks. Most DoD systems are currently analog and will not easily or economically interface with the new generation FAA equipment. Without the added capability, the DoD will be unable to continue providing transparent service to all ATC users, military or civilian. Furthermore, the DoD NAS cost and operational effectiveness analysis indicates that DoD will experience excessive operations and support costs if the DoD ATC equipment is not replaced.

The ATCALS modernization program will upgrade DoD Air ATC radar-approach control facilities to ensure compatibility with the FAA's ATC facilities. The ATCALS modernization portion of DoD NAS must be fully interoperable with the FAA's modernization of analog equipment and be capable of providing FAA equivalent ATC services to civilian and military aircraft. When fully fielded, the DoD ATCALS will include the following three programs:

• Voice Communications Switching System (VCSS) performs all control functions needed for ATC communications, including radio, intercom and telephone access. VCSS will provide an interface to analog switch and distribution systems and will interface with legal voice recorders for recording all transmissions.



• DoD Advanced Automation System (DAAS) will receive and process both primary and secondary radar data, flight plan information, weather, airport environmental data, and administrative information (such as Notices to Airmen) required for operations of the local control facility.



• Digital Airport Surveillance Radar (DASR) consists of integrated primary and secondary radar subsystems and will provide highly accurate target data to the local control facilities. The DASR's digital data output is compatible with the FAA's radar network and the DAAS. The DASR will have improved target detection and accuracy, clutter rejection, aircraft identification accuracy, altitude data, and weather capability. The system will also provide search information under conditions of ground clutter, weather, interference, and ground vehicular traffic.

The ATCALS modernization program was on hold from August 1994-October 1996. In August 1994 the FAA Administrator terminated Advanced Automation System development efforts and directed the FAA to find a commercial-off-the-shelf and non-developmental item solutions. The FAA and DoD sorted out roles and responsibilities and since October 1996, the ATCALS modernization program has made significant progress.

MAMS will provide the ability to efficiently schedule, track, and document utilization of special use airspace in a non real-time manner, as well as interoperate with the FAA and be compatible with the NAS. Scheduling agencies will access the MAMS central web site using their existing Pentium PCs with Internet access. As MAMS is not used as a real-time scheduling or airspace control tool, there are no safety of flight issues associated with its development or use.

The LRIP decision for 23 VCSS switches was made in August 1998. A full-rate production decision will be made based upon a favorable OT-scheduled for 2QFY99. A total of 233 switches are currently projected within the DoD. The VCSS full-rate production decision may precede that for the DAAS and DASR.

The NAS Milestone III decision will focus on full-rate production of the DAAS and DASR. OT of both systems is scheduled to occur as a joint test in 4QFY99, to support a 3QFY00 Milestone III decision for both. LRIP quantities of up to 20 DAAS and DASR systems were approved to establish an initial production base for the DoD. The FAA will make a separate purchase decision.

The FAA is the lead organization for VCSS and DAAS testing, whereas AFOTEC is the DoD lead for DASR testing. DoD is working with the FAA through an Interagency Agreement for testing VCSS, DAAS, and DASR. The FAA and the DoD will conduct a series of developmental tests and operational tests for VCSS, DAAS, and DASR. DoD OT of all three systems will take place at Eglin AFB.

DOT&E approved the VCSS Test Plan in July 1997. The FAA conducted VCSS DT and OT throughout 1998. FAA OTs at Santa Barbara, CA, and Colorado Springs, CO, support the FAA's In-Service Decision (similar to a DoD Full-rate Production Decision). AFOTEC observed the FAA's OTs and provided feedback for the DoD LRIP decision. No DoD-unique testing was conducted at either Santa Barbara or Colorado Springs. DoD testing will be conducted at Eglin AFB in FY99.

The DAAS Site Acceptance Test at Eglin AFB is expected to be complete in early 1QFY99. NAS system interfaces and display presentation remain key issues to be resolved.

DOT&E approved the MAMS test strategy on March 6, 1998. MAMS underwent combined OT&E July 6-23, 1998. The 46th Test Squadron, Eglin AFB, was designated lead test agency for MAMS testing. The MAMS acquisition strategy is to execute a spiral development; the operational test approach is incremental testing for each software release with AFOTEC and joint user community participation throughout. OT focused on extensive user interaction via user assessments, Beta site testing, engineering tests and other combined T&E events.

The FAA noted 23 deficiencies during VCSS OT at Santa Barbara and Colorado Springs. Only one deficiency was critical, and did not constitute a safety of flight issue. Overall, the OT indicated VCSS effectively allowed air traffic controllers to access air-to-ground and ground-to-ground radio equipment and intra- and inter-facility landline communications. Deficiencies were found in suitability, however, none of the deficiencies affected the safe operation and control of aircraft. Specific deficiencies were found in personnel safety, documentation, logistics support, configuration management, operator training, and configuration and control subsystem. The most serious deficiency concerned personnel safety; the lack of electrical shock protection posed a serious safety hazard to ground maintenance personnel. The power system is not fused and does not contain circuit breakers for personnel protection. A maintainer coming in contact with the power distribution system could suffer a severe electrical shock. The FAA, as VCSS lead, has directed that the 23 operational deficiencies be addressed. The FAA determined that the two test sites could continue operational use of VCSS. Each airport has a back-up communications system in place in the unlikely event of VCSS failure.

The interim assessment indicated DoD's general satisfaction with VCSS. The Air Force Flight Standards Agency concurred and expressed a desire to proceed with the testing of VCSS at Eglin AFB, noting that the deficiencies found during the FAA's OT should be addressed prior to DoD OT.

The VCSS schedule is at risk due to the known system deficiencies. DoD's VCSS DT is scheduled for November and December 1998, followed by OT in January and February 1999. The full-rate production decision is currently planned for April 1999, but may be adjusted to provide sufficient time to for the operational testers to complete their OT analysis. DOT&E is working with AFOTEC and the System Program Office to develop supportable test and acquisition schedules.

VCSS completed Y2K testing in January 1998. Four exceptions were found and have fixes identified. Y2K certification is expected by December 1998.

The DAAS schedule continues to slip because of requirements disagreements with the FAA controllers, deficiencies found in FAA testing, and funding shortfalls. Controllers have been hesitant to accept newly developed control tower software and system interface procedures. The Program Office is working aggressively to resolve the issues.

Although the FAA has not accomplished DAAS Y2K testing to date, plans are in place to complete the tests by March 1999. The DoD position is that DAAS must be certified Y2K compliant prior to start of MOT&E in late 1999.

The DoD-managed DASR is on schedule. An issue of frequency interference between the DASR and existing radar at Eglin AFB, which threatened to impact availability of test hours during OT, has been resolved. Also, since DASR will be tested concurrently with DAAS, any DAAS test issues that cause a slip in that schedule will affect DASR testing as well.

DASR Y2K testing is to be completed before DAAS/DASR DT begins in March 1999. DAAS/DASR DT/OT is planned for August 1999 at Eglin AFB, to support multi-Service IOT&E (MOT&E) readiness. AFOTEC will conduct DAAS/DASR MOT&E at Eglin AFB in late 1999 to support the full-rate production decision in 2000. Specific test details are in the process of being developed.

The 46^th Test Squadron evaluated MAMS Software in August 1998. The version evaluated was number 4 of 7 spiral releases currently planned. Of the 19 test objectives, 14 were tested, 13 passed fully and one passed partially. Of the five objectives untested, four of them concerned interfaces, fault detection, and DII COE compliance. Hardware maintainability was not demonstrated because no failures occurred during testing to use as test cases; MAMS has had over 80,000 operating hours without a hardware failure. All objectives will be tested during regression tests for Release #4 or as part of T&E of future releases.

MAMS Y2K testing started in March 1998 and was completed during the MAMS CT&E held in July 1998. The Air Force Year 2000 Compliance Checklist was used for the Y2K testing. A Y2K certification level of 1A was assigned.

Problems encountered during testing have caused the program schedules to be revised several times. Developmental timelines remain somewhat in a state of flux and have caused final detailed test plans to mature slowly. The NAS TEMP was last updated February 3, 1995. The numerous program changes since that time require the TEMP to be updated again. Although some progress has been made in that regard, neither the Program Office nor AFOTEC have devoted sufficient energy towards that end. Individual sub-system tests for MAMS and VCSS have been adequately updated and approved by OSD to keep pace with the program changes. However, further sub-system efforts will not be sufficient to plan and execute the remainder of the NAS program, making a TEMP update a priority issue.

The FAA's OT of VCSS resembled DoD's DT, not DoD OT. Consequently, much of the data collected by the FAA during its OT of VCSS could not be used to resolve DoD's operational test requirements. The DoD must continue to ensure robust, independent testing of DoD unique requirements while using FAA test data where such use is appropriate.

Successful implementation of the DoD VCSS and DAAS test strategies depends heavily upon the FAA's ability to execute those programs for which they have the lead. Since DASR is being acquired and tested concurrently with DAAS, DAAS schedule changes introduce risk and uncertainty into the DASR program as well as the NAS overall. The key is for all agencies involved to continue their aggressive process of continuous communication to ensure all parties are able to keep pace with changing issues.