The T-45A Goshawk, a derivative of the existing British Aerospace Hawk, is a tandem-seat, light-weight, single-engine aircraft modified for aircraft carrier operations. It incorporates an on-board oxygen generating system, a heads-up display, and a weapons delivery capability for training.

The Simulator Subsystem includes the 2F137 instrument flight trainer and 2F138 operational flight trainer. The 2F138 is a ground-based flight simulator equipped with a wide-angle visual display system. The 2F137 is essentially a 2F138 without the visual display system.

The Academics subsystem is intended to provide a totally integrated multi-media system capable of training students and instructors under training. Classroom lectures, workbooks, computer-aided instruction, training devices, and audio-visual media are integrated with the simulator and flight-training phases.

The Training Integration System is a management information system using computer hardware, software, communications, and peripheral equipment to facilitate efficient scheduling and use of all training resources (including instructors and students), maintain student and instructor records, and manage curriculum and student flow.

The T45-TS is intended to support the Joint Vision 2010 objectives of preparing joint warriors to meet the challenges of future battlespace by ensuring that they are properly trained.

Contractor support will be provided for all levels of maintenance and logistics for the T-45TS subsystems. The integrated logistic support resources will be established by the contractor, funded by the Navy, and turned over to the contractor for integrated logistic support management.

The digital Cockpit 21 upgrade to the T-45A, now designated T-45C, involves replacement of dedicated gauges and data entry panels with two 5-inch square monochrome multifunction display units in each cockpit. In addition, a dual redundant MIL-STD-1553B multiplex data bus is incorporated, along with integration of a display electronics unit, and removal of some single purpose analog hardware. A combined Global Positioning System /Inertial Navigation System replaces the standard attitude and heading reference system. Software modifications include improvements to the Heads Up Display in the front cockpit.

The T-45TS entered EMD in 1984. Initial operational testing (OT-IIA) in November 1988 identified several major deficiencies in aircraft handling qualities during carrier waveoffs and missed arrested landings. Consequently, the program acquisition schedule experienced several slips to allow for redesign of the aircraft by Boeing (then McDonnell Aircraft)¾ the prime contractor. Subsequently, OT-IIB in 1990 and OT-IIC in 1991 verified improvement of the identified performance deficiencies. The T-45TS was determined to be both operationally effective and operationally suitable, and recommended for fleet introduction during OT-IIC (OPEVAL) in May 1994.

Future activity in the program will consist of an evaluation of the effectiveness and suitability of the Cockpit 21 digital upgrade to the T-45TS. The Navy has incorporated this engineering change to new production aircraft¾ designated T-45C¾ and has modified an existing flight simulator to the Cockpit 21 configuration. There are also plans to eventually retrofit the existing T-45A aircraft.

The OT&E of the T-45TS has been conducted in compliance with TEMP Revision 6, which is current and most recently approved by DOT&E on July 8, 1997. This TEMP supports OT-IIIA, the OPEVAL of the Cockpit 21 upgrade.

OT-IIIB OPEVAL, operational testing of the Cockpit 21 incorporation into the T45 TS, was completed at NAS Meridian, MS. DOT&E approved the test plan for OPEVAL in early February 1998. OPEVAL began in February 1998 with four aircraft and ran through August 1998. The T-45C aircraft accumulated nearly 900 flight hours in over 60 sorties over a 4-month period. The test team included nine pilots of varying fleet backgrounds. In addition, many instructors under training flew the aircraft as part of their training syllabus. The second part of OT-IIIB was an OPEVAL of the Cockpit 21 OFT simulator which was completed in August 1998. The simulator was operated for over 400 hours. Other components of the T-45TS were observed during the OT-IIIB test period. OT-IIIB also includes testing of corrected deficiencies of the Training Integration System in use at NAS Kingsville. The COMOPTEVFOR final report is pending.

The T-45TS is operating in the fleet at NAS Meridian, MS. Flight-testing is complete with no new significant problems or anomalies reported. The OFT was evaluated for effectiveness issues during two distinct seven-day periods. The first evaluation period resulted in a decision to suspend test when it became clear that the OFT would not meet the reliability threshold with a number of major effectiveness deficiencies. Sufficient corrections were made and testing resumed the last week of August. Since then, the simulator has been in continuous use training students and an additional system is scheduled to come on line January 1999.

Two previously reported deficiencies have not been corrected, specifically engine surge and ground directional control problems.

Engine surge has manifested itself in high angles of attack and during approach turn stalls. The high AOA phenomenon has been attributed to inlet distortion. The approach turn stall phenomena has been attributed to the fuel control. Both problems are common to the T-45A, and wind tunnel testing at NASA Langley, and has quantified the inlet performance. A combination of Engineering Change Proposals including reshaping of the intake lip and modification to the fuel control, may be required to correct the problem. Test and analysis continue.

Three attempts have been made to correct ground directional control. The problem, which is characterized by an over sensitivity of rudder inputs resulting in erratic directional control, is inherent in the basic aircraft design and may only be corrected with design changes to the landing gear layout. The T-45 nose wheel steering system is unnecessarily sensitive to rudder pedal inputs, and produced mild to severe pilot-induced oscillations and potential directional control problems. A CNO waiver of this deficiency for fleet use was approved in February 1998. Efforts to correct this issue continue and include engaging an independent contractor with expertise with Pilot Induced Oscillation phenomena. The contractor will perform an analysis of the T-45 aircraft ground dynamics and provide aircraft design modification recommendations.

Cockpit 21 is intended to improve the quality of training received by student naval aviators since the majority of those winged in the training command will progress to further training and fleet operations in aircraft that incorporate digital cockpits. It is prudent to include modern cockpit technology earlier in the training continuum to achieve safer and efficient operations. DOT&E believes the earlier OA assessment of potentially operationally effective and suitable remains valid, and is awaiting the final report for comment.