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procurement. Data such as mean time between failure (MTBF), mean time to failure (MTTF), mean down time (MDT), and mean time to repair (MTTR) were instead gathered after procurement. This represents risk acceptance by the JPO in support of the program objectives, as well as a potential trade-off of reliability, maintainability, and availability in exchange for speed in fielding. The absence of reliability and failure data from vehicle testing increased sustainment risk; that is, reliability and failure information contributes to accurate quantity estimation needed for repair parts provisioning.

C.

DESIGN INTERFACES

Considering the multiple manufacturers and vehicle variants involved in the

MRAP program, integration of equipment was a major challenge. discussed, each Service had unique GFE requirements and some requirements unique to specific units or applications.

As previously Services had

The original solicitation provided the minimum essential interface controls identified at the program start for Mission Equipment Packages (MEP), considering that multiple manufacturers would be used. These interfaces were identified based on the space, power, heat load, cabling, cableways, and all through-hull connections required. Figure 24 is an example of a list of Mission Equipment Package items identified by the JPO for integration into the CAT II Infantry Tactical Maneuver Vehicle. Additional MEP packages were specified for the CAT II Ambulance vehicle, the CAT II Convoy vehicle, and the CAT I Reconnaissance vehicle. By tasking the manufacturers to provide key interfaces necessary for the SPAWAR integration effort under a “plug and play”

concept, the JPO achieved before they ever reached mechanics from the burden

success in providing full functionality of the MRAP variants using units. This relieved the crew or organization-level of configuring MRAPS for in-theater operations. Continuous

crew feedback MEPs.

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modifications

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improve

the

fit

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the

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