Page 49 - Williams Foundation Integrated Force Design Seminar

Designing the Integrated Force: How to Define and Meet the Challenge?

Because the USAF is now familiar with the KC-30A and the workings of its software-driven boom, the
certification process for other aircraft can be shortened considerably.

Air Commodore Lennon added: “The test community has done a fantastic job at really narrowing down the
requirements for a software driven boom, and when we make software changes to the boom we don't want to
be retesting every single aircraft again. We want to be able to assess those changes against the baseline
that we already have and get on with it.”

The software enabled boom poses challenges as well to managing the way ahead for coalition air forces,
given the need for managing the intellectual property of the builders of the two aircraft which will have
software enabled booms, Airbus on operational tankers now and soon Boeing with its KC-46A.

As Air Commodore Lennon put it: “Every tanker needs to be capable of tanking every receiver. That is the
goal. We do not want to have IP differences get in the way of that requirement. We need to shape a good
level of data sharing without compromising the IP of the two companies.”

“Software driven booms designed by dissimilar companies will respond differently to diverse operational
situations and we need to narrow this difference for operational stability. We need as operators to set
standards so different manufacturers can design their booms to respond in a predictable, pre-determined
manner. Designers might shape different approaches via their software, so long as they deliver that common
result.”

“ Legacy booms are mechanical and the operator drove the boom in accordance with standard procedures.
The boom operator positions the boom to a common point in accordance with common procedures. We want
to make sure that the software can achieve the same outcome. This is especially important where new booms
have software driven functions such as automatic disconnect. It is important for the receiver to know what the
boom will do next.”

We then discussed the progress in the automatic boom being worked with Airbus.

According to Air Commodore Lennon: “The best way to think about the new boom capability is that it is an
automatic boom similar to how auto pilot works in the cockpit. The automatic pilot simplifies the pilot load, but
the pilot is still there and can override the autopilot in case of need. There will always be an operator
monitoring what's going on with the boom, deciding what the boom should do, and when it should do it, but
now he can let the boom do all the work of positioning and marrying up with the receiver.”

The KC-30A is a refuelable aircraft so with a fatigue reducing automatic boom, the crew can stay airborne
for longer to generate additional operational impact and enhanced sortie generation effects.
Air Commodore Lennon saw other potential impacts on operations as well from having an automatic boom.

“If it can anticipate and react to movements of the receiver aircraft faster than the boom operator can, then
you end up with faster contacts. You also potentially end up with more consistent contacts when the turbulence
level increases, in cloud or when night falls.”

We then discussed the partnership with Airbus through which the RAAF is working the new capabilities for the
now fully operational KC-30A baseline aircraft or Tanker 1.0.

Air Commodore Lennon felt that “the agreement signed at Avalon represents a significant maturing of the
relationship with Airbus. It was interesting that we declared final operating capability for KC-30A at Avalon

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