Simulation and Training: IMSS – heart of the RNZAF | ADM May 2009

Nick Lee-Frampton, Auckland

IMSS, formally established in July 2007 at Whenuapai, Auckland, is primarily focussed on providing software engineering support for the P-3K2 Orion.

However, the unit also is tasked to provide integrated mission support for all the other new and upgraded platforms - including software engineering and flight simulation, intelligence, Electronic Warfare, imagery support and analysis.

After studying the response of allied Air Forces to the challenge of supporting digitally intense aircraft, the RNZAF decided to centralise their own mission support operation.

"That was the catalyst that led to our creation," said Wing Commander Brendon Pett, the unit's CO.

"We are structured into two flights; the Software and Simulation Support Flight (SSSF) under Squadron Leader Harley James and the Mission Support Flight (MSF) led by Squadron Leader Bubba Hallinan."

"Although both flights have a strong P-3K2 focus, they also have roles and responsibilities across all the RNZAF's operational aircraft, both current and future, including the Seasprites."

Currently IMSS has 45 personnel but this number is expected to increase significantly when the ‘K2' becomes operational.

Meanwhile, however, IMSS is effectively reducing the personnel footprint.

"Before IMSS, each Squadron carried out their own Flight Management Data updates, using [their own] procedures.

"Now we have one or two people here providing the same service for all the Squadrons," said Pett.

Hallinan said IMSS is about getting people "to think outside the box".

"It's all very well having the new technology coming, but we have to be able to use it smartly.

"We have to drive the technology to get what we want, not let the technology drive what we do."

Challenges

Probably the biggest challenge will be the guys migrating from the old P-3 capability to the new, said Pett.

Some challenges are subtle: "We often work in the classified domain, how do we take that information and put it in a non-classified domain, [such as] a court of law when supporting Fisheries or Customs?"

The first ‘K2' is expected to arrive at the beginning of 2010 having been transformed from a purely maritime aircraft to an Intelligence, Surveillance and Reconnaissance (ISR) platform.

To support continued development of the Orion's Mission System software, the RNZAF has developed its own Software Policy and is currently establishing a Software Assurance Standard.

The original budget of six to eight weeks for the latter task ‘grossly underestimated' the level of effort required to develop applicable procedures and documentation, said James.

Some things have gone smoothly though.

"The flow of aircraft actually could not have worked out better, it's helping us to go forward,' said Pett.

"We're probably the only ones who smile slightly when there's a delay because it is gives us more time to learn.

"Sixty per cent or more of our effort will be dedicated to the K2.

"The flow-on effect of supporting that platform will apply to all the other platforms including the NH90 and A109 helicopters."

IMSS will, maintain, update and test the K2's data management system (DMS) throughout the life of the aircraft.

The K2 has a significant data capture footprint, capable of generating 300GB of data on an eight-hour sortie.

"How much of that 300 GB do we actually need to move, to whom, how and by when?

"We also need to store, retrieve, search and archive it... that's something we have not had to deal with before.

"It comes back to the focus of the mission: do you want a snapshot or full level analysis?" said Pett.

"Given the whole of government approach, we are keen to see Government agency staff here working with us, both supporting joint operations and doing some of the data processing.

"Jointly we can provide a number of synergies, not the least of which is learning more about each other and how we can work smarter together."

But some things cannot be bought forward.

"We won't truly know the full range of capability of the K2 until it arrives and starts flying.

"That is part of the fun of it, part of the challenge.

"We are concerned about our technological backbone.

"The real test will start when the aeroplane comes home and we really start moving data around.

"Being able to employ the aircraft is one thing, to subsequently process and move the resulting information to key stakeholders is an entirely different matter and one in which we are spending considerable effort to address."

Gearing up

New Zealand Defence Force (NZDF) networks are being strengthened to carry the volume of data a K2 sortie could generate.

The K2 will have seven workstations, each with two display screens, a keyboard and a trackball.

"Every workstation can be configured for any task, so if one is lost another can be used for the same purpose.

"Not a lot of systems around the world have that feature," says James.

James' SSSF is responsible for the new flight simulation devices, including the P-3 Simulator, the C-130 Part Task Trainer, the A109 Simulator and the NH90 Part Task Trainer - "They're all ours to maintain and support into the future."

Accordingly the RNZAF is in the throes of generating a policy and framework for managing simulation devices.

"Once the K2 is here it will be our responsibility to manage and maintain the software baseline capability and add changes and modifications.

"As we develop things and move on we will also feed our lessons learned back to the wider community," said Pett.

"We are keen to share what we learn as well as continuing to learn from others.

"We have our own resident software experts, so we do not have to rely on prime contractor L-3 for our post delivery support.

"Once the aircraft is here, and post contract warranty, then we are looking after it."

IMSS is not exclusively composed of RNZAF personnel however, software specialists from Beca Applied Technologies (BAT), with up to three years experience of working with L-3, are integral to the unit.

"The advantage of the BAT team is that they can pick up the phone and talk to people at L-3 that they know," says Hallinan.

Known knowns

IMSS has the advantage of knowing what they are dealing with, James explains: "We have the ability to modify any aspect of the P-3K2 mission system software.

"We have the source code, all million plus lines of it, and supporting documentation. We can do anything we need to."

"We are self-contained," agreed Pett, "and shouldn't need help beyond BAT but ... we have a through-life support agreement with L-3.

"The requirements for software enhancements will come in here, get prioritised, and undergo development and testing.

"Once the software has been fully tested our airworthiness authority will approve the software for operational release."

"There is inherent flexibility in the various systems IMSS will house," said James.

"The Software Integration and Testing Lab (SITL) is a good example.

"Not only will it allow full software release testing prior to flight, but there is also a full mission simulation system attached, so we can train entire crews in a mission and this can be linked to the flight crew in the simulator next door -it's a great capability to have.

"We can develop and test software, provide mission simulation and even test aircraft parts in the SITL, there won't be much we can't do, for P-3K2 in particular.

"We are, I think, unique in having all these different pieces in one spot.

"We will exist as long as there are platforms to support.

"The more these platforms get employed the more there is for us to do," said Pett.

There can be little doubt about cost-effectiveness given the K2's overall cost - $380 million, for six aircraft.

"Overall it's an aircraft with enormous potential, particularly if you compare the cost of it, to other major maritime aircraft upgrade programs," says Hallinan.

"Sometimes being last off the start-line puts you first past the post."