MIL-STD-1822A(USAF)
performed on up to five production aircraft that have been prepared according to USAF Technical Orders (TOs). The number five was chosen, based on experience and the hyper- geometric mathematical probability model (see Appendix A), to provide the necessary statistical confidence to detect variability between aircraft and to make the test program tractable. The AMAC electrical testing is divided into two parts: ground and air. The ground tests are, in turn, divided into AMAC specification compliance tests and electrical functional tests. The air tests consist of only electrical functional tests. The AMAC specification compliance tests checks the ability of the AMAC system to provide the electrical interface required by the appropriate AMAC specification. Maximum and minimum electrical loads are applied to the interface, and the resulting interface voltages/currents are measured. The PAL, USG, and CD (if capable) signals are evaluated for load-handling capability and for the proper number of pulses for timing, pulse amplitudes, rise and fall times, and noise. The functional tests are used to evaluate the ability of the aircraft AMAC system to properly pre-arm and safe nuclear bombs. Compatibility Test Units (CTUs), which are virtually identical to WR bombs (except for a dummy warhead), are connected to the aircraft AMAC through an electrical breakout box which allows for the measurement of the voltages and currents on all lines used to monitor and control the nuclear bomb. The interface measurement instrumentation also has the capability to monitor transients and noise. The aircraft AMAC system is then used to pre-arm and safe the CTU (including PAL, USG, and CD operations), and the electrical signals transmitted between the aircraft and the bombs are recorded. The ground tests described above are initially done on five aircraft. For the AMAC specification compliance tests, the aircraft engines are running and the AMAC system is powered by aircraft power since interface voltage levels under load are critical. For the functional electrical interface tests, the AMAC may be powered by either aircraft power or by auxiliary power carts, since functionality and sequencing are the important parameters. Functional compatibility tests are also run on aircraft in flight. A battery-powered data acquisition system mounted in specially designed CTUs is used to record electrical data transmitted between the aircraft and the bomb. The data is read out and analyzed after the flight is completed. One in-flight functional interface test is done for each bomb type to be evaluated.
4.3.1.18 Full weapon system drop test.
The purpose of this test is to exercise the whole weapon system from beginning to end. SNL and the DoE provide a bomb test unit that, as nearly as possible, duplicates the features of a real WR bomb. The test units are transferred to the DoD/USAF who then handle the weapon as if it were real. It is necessary to use operational aircraft, maintenance crews, weapon loading crews, flight crews, and Technical Orders. The USAF crews are given the task of delivering the test unit to a target. The target is typically an instrumented test range, such as Tonopah Test Range, where the delivery parameters of the weapon can be measured as the weapon separates from the aircraft and falls to the target. This is the only test that evaluates the entire system.
4.3.1.19 Publish Aircraft Compatibility Control Drawing (ACCD)/Statement of
Compatibility (SOC).
The Statement of Compatibility is issued by SNL ensuring the ACCD will be updated. The ACCD is a document that is referenced by the Major Assembly Release (MAR) for each nuclear gravity bomb. The ACCD contains a listing of the nuclear weapon's capable aircraft documenting conditions and restrictions for loading, carriage, and delivery. The ACCD documents that SNL and NNSA are satisfied that carriage and release of the bomb on that aircraft will not affect the assigned reliability numbers; i.e., the aircraft meets all the electrical and mechanical requirements to carry the bomb, and the environments that the bomb will experience while on the aircraft are within those described in the current bomb STS. The MAR
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