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92-30887 


AD-A257 838 


© 


llSilllSliilll 


A RAND NOTE 



DT1C 

. ELECTE | 
OEC 7 1992| 



TSAR User’s Manual—A Program for Assessing the 
Effects of Conventional and Chemical Attacks on 
Sortie Generation: Vol.!, Program Features, 

Logic, and Interactions 


Donald E. Emerson 


September 1990 


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RAND 




The research reported here was sponsored by the United States Air Force 
under Contract F49620-86-C-0008. Further information may be obtained from 
the Long Range Planning and Doctrine Division, Directorate of Plans, Hq 
USAF. 


The RAND Publication Series: The Report is the principal publication documen¬ 
ting and transmitting RAND’s major research findings and final research results. 
The RAND Note reports other outputs of sponsored research for general distri¬ 
bution. Publications of The RAND Corporation do not necessarily reflect the 
opinions or policies of the sponsors of RAND research. 


Published by The RAND Corporation 
1700 Main Street, P.O. Box 2138, Santa Monica, CA 90406-2138 





A RAND NOTE 


N-3011-AF 


RAND 


TSAR User’s Manual—A Program for Assessing the 
Effects of Conventional and Chemical Attacks on 
Sortie Generation: Vol. I, Program Features, 

Logic, and Interactions 


Donald E. Emerson 
with Louis H. Wegner 


September 1990 


Prepared for the 
United States Air Force 






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-iii- 

PREFACE 


This Note is one of a four-volume set that collectively describes the latest versions 
of the TSAR (Theater Simulation of Airbase Resources) and TSARINA (TSAR INputs 
using AIDA) computer models, which were developed at The RAND Corporation to 
assess the effect of attacks on the sortie generation capabilities of airbases. These new 
versions replace earlier versions, including the versions documented in 1983. Among the 
mote significant new features are those that permit representation of (1) austere dispersed 
operating bases, (2) attacks on the minimum operating surface (MOS) defined after prior 
attacks, (3) multi-step parts and equipment repairs, (4) repair of damaged aircraft 
shelters, (5) improved fidelity in the runway repair representation, and (6) damage 
generated by the delayed detonation of unexploded ordnance (UXO). This development 
was carried out under the Project Air Force Resource Management Program project 
entitled "TSAR/rSARINA." 

The TSAR model provides an analytic context within which a variety of airbase 
improvements may be tested. New passive defenses, new chemical defenses, new 
maintenance doctrine, improved base repair and recovery capabilities, increased stock 
levels for parts and equipment, and concepts for improved theater-wide resource 
management can be examined for their effect on aircraft sortie generation. The TSAR 
model has also proven useful for evaluating initiatives that would improve weapons and 
weapons-delivery systems, enhance multibase support, upgrade the reliability and 
maintainability of new aircraft designs, and revise training curricula to broaden the 
capabilities of maintenance specialists. These models have been briefed to several Air 
Force organizations during the development process and are currently used at several Air 
Force agencies, aerospace corporations, and at selected overseas sites. 

This volume of the User’s Manual provides a full description of the logic used in 
the TSAR model, as well as an understanding of interrelations among the many elements 
of the logic. The companion Notes include: 

N-3010-AF TSARINA—A Computer Model for Assessing Conventional and 
Chemical Attacks on Airbases 

N-3012-AF TSAR User’s Manual—A Program for Assessing the Effects of 
Conventional and Chemical Attacks on Sortie Generation: Vol. 

II—Data Input, Program Operation and Redimensioning, and 
Sample Problem 




-iv- 

N-3013-AF TSAR User’s Manual—A Program for Assessing the Effects of 
Conventional and Chemical Attacks on Sortie Generation: Vol. 
Ill—Variable and Array Definitions and Other Program Aids 







-V- 


ACKNOWLEDGMENTS 


I particularly wish to acknowledge Dr. Louis Wegner of RAND, co-author of the 
1985 set of TSAR/TSARINA manuals, for his important contributions to these models in 
the early 1980s. Dr. Wegner’s contributions include (1) the data structure for runway 
and taxiway damage, (2) the efficient algorithms for runway and taxiway repair, (3) the 
elegant, compact representation of deposition, evaporation, and vapor transport of 
chemical agents, and (4) the modeling of chemical casualties. Dr. Wegner also wrote 
Sec. V in the 1985 TSARINA manual and portions of Sec. IX of the 1985 TSAR manual; 
these sections remain essentially unchanged in the current versions. 

These latest TSAR/TSARINA user’s manuals, and the latest model software, have 
benefited from many helpful suggestions offered over the years by TSAR/TSARINA 
users. Their help has ranged from ideas for clarifying the documentation, to pinpointing 
obscure coding errors. And several were ideas for additional capabilities, many of which 
are reflected in the new features made available in these lastest versions. I wish 
especially to note the suggestions of RAND colleagues John Folkeson and Michael 
Kennedy, the personnel at Orlando Technology (notably the late Dale Robinson), Ted 
Hayes (while at JAYCOR), Larry George of the Lawrence Livermore Laboratory, and 
Captains David Deiner and Robert O’Neill of he Air Force’s Center for Studies and 
Analysis; all have helped to m^ke possible a more effective product 






-vii- 

CONTENTS 


PREFACE. iii 

ACKNOWLEDGMENTS. v 

FIGURES AND TABLES. xi 

GLOSSARY .xiii 

Section 

I. SUMMARY OF TSAR CAPABILITIES. 1 

II. TSAR DOCUMENTATION.12 

in. STRUCTURAL OVERVIEW.14 

1. Input and Initialization.14 

2. Simulation.16 

3. Output .21 

4. Data Storage .24 

IV. ON-EQUIPMENT AIRCRAFT MAINTENANCE .27 

1. Task Representation .28 

2. Task Sequencing.33 

3. Task Descriptions.34 

4. Shops and Unscheduled Task Collections.36 

5. Illustrative Shop-Task Sequence.38 

6. TSAR Determination of Aircraft Maintenance Requirements.41 

7. Limiting Unscheduled Maintenance .43 

8. Aircraft Operations at Dispersed Operating Bases .44 

9. Rear Maintenance Base .46 

10. Aircraft Maintenance Management.48 

11. On-Equipment Task Initiation .50 

12. Cannibalization .53 

13. Check Flights to Validate Maintenance Actions.56 

14. Postflight Inspections and Morning Preflight Inspections.57 

15. Deferred Maintenance.58 

16. Aircraft Status Projection.59 

17. Preparing the Projections of Supply and Demand.61 

V. PREFLIGHT TASKS AND MUNITIONS BUILDUP .63 

1. Management of Preflight Tasks.65 

2. Mission Assignment .66 

3. Aircraft Reconfiguration .67 

4. Munitions Loading .68 

5. Refueling .69 

6. Munitions Buildup .69 










































-viii- 

VI. OFF-EQUIPMENT MAINTENANCE—PARTS AND EQUIPMENT REPAIR_72 

1. Initialization of Pans Inventory and Pipeline Data.72 

2. Initialization of Stocks for Battle Damage Repairs.76 

3. On-Base Parts Repair .77 

4. Off-Base Parts Repair. 81 

5. Support Equipment Repair.82 

VII. AIRCRAFT SORTIE DEMAND AND AIRCREW MANAGEMENT.86 

1. Generating Sortie Demand Data. 87 

2. Launching the Aircraft.88 

3. Aircrew Management .89 

VIII. AIRBASE ATTACK AND RECOVERY .91 

1. Attack Effectiveness Estimated with TSARINA .91 

2. Representation of an Airbase in TSAR .92 

3. Data Transfer from TSARINA to TSAR .100 

4. Overview of Attack Time Computations .102 

5. Data Processing for Attacks .103 

6. Postattack Recovery and Reconstruction of Buildings and 

Other Facilities. 114 

7. Completion or Interruption of Civil Engineering Repairs.119 

IX. AIRBASE OPERATIONS IN A CHEMICAL ENVIRONMENT.121 

1. Introduction.121 

2. Computation of Allowable Work Time and Required Rest Time.123 

3. Application of Work Time Criteria to TSAR Tasks .125 

4. Surface Contamination and Vapor from Chemical Attacks.127 

5. Individual Chemical Protection Equipment.131 

6. Representation of Collective Protection Shelters...132 

7. Estimation of Casualties from Chemical Effects .136 

X. COMMUNICATIONS .144 

1. Scheduled Shipments from CONUS.144 

2. Responsive Shipments from CONUS .145 

3. Intratheater Shipments.145 

4. Intratheater Resource Status Reports.147 

XI. THEATER RESOURCE MANAGEMENT.149 

1. Management of Fillers, Aircraft Reallocation, and Diversion.152 

2. Periodic Review and Reallocation of Resources .. 155 

3. Acquisition of Spare Parts . 157 

4. Disposition of Newly Repaired or Newly Acquired Paris at a 

Central Supply Point .159 

5. Repair Priority Determination at a CIRF .159 

6. Use of the Theater Parts Repair Facility as a Backup ...161 


XII. DATA INPUT. 

XIII. SIMULATION CONTROL 


163 

167 












































-ix- 

XIV. SUPPORT SERVICES .173 

Subroutine ASSAY.174 

Subroutine BREAK.174 

Subroutine CALCLO.175 

Subroutine CHECK.175 

Subroutine CKTEMP .176 

Function CWMOPP .177 

Subroutine CWSHIFT. 177 

Subroutine CWT1ME .177 

Subroutine END AC .178 

Function FTLME.178 

Subroutine GOREST.179 

Subroutine HEAP.180 

Subroutine INTRUP .181 

Subroutine KILLAC.181 

Subroutine LOSSES .182 

Subroutine NORRPT.182 

Subroutine REDPEO.183 

Subroutine RESET.184 

Subroutine SHIFT...184 

Subroutine STRTSK. 186 

Subroutine TRIAGE.186 

Function TOME .187 

Subroutine UPDATE.188 

Subroutine WAIT..*.188 

Additional Services.188 

XV. OUTPUT.190 

1. Output Controlled by the Variable PRINT.192 

2. Output Controlled by the Variable STATFQ. 192 

3. Provisions for Customized User Output.194 

4. Provisions for Subsequent Postprocessor Analysis and Graphics.196 

REFERENCES.-.201 


































-xi- 


F1GURES 


1. Basic structure of the TSAR simulation. 15 

2. TSAR input and ini da. ization. 17 

3. Subroutines used to conclude tasks. 19 

4. Subroutines used to manage irregularly occurring airbase activities. 20 

5. Subroutines used to manage scheduled and periodic activities.. 22 

6. Subroutines used for airbase attack assessments. 23 

7. Structural representation of on-equipment maintenance. 39 

8. Layout of runways and taxiway network. 94 

9. Variations of facility repair time.?1R 

10. Illustrative fit to the surface deposition contours by rectangular layers.128 

11. Indoor and outdoor vapor concentration for a ventilation rate of one air 

exchange per hour.139 


TABLES 


1. Events stored in the period heap. 

2. On-equipment maintenance activities. 

3. Cannibalization constraints. 

4. TSAR default location assumptions. 

5. Example repair times for a facility with size = 100 

6. Periodic theater-wide resource checks. 

7. Acquisition of spare parts. 

8. Changes available for TSAR control variables. . . 

9. Output data controlled by the variable PRINT . . . 


25 

29 

55 

99 

119 

156 

158 

170 

193 






















-xiii- 

GLOSSARY 

ABDR Aircraft Battle Damage Repair 

AGE Aerospace Ground Equipment and other support equipment used for 
carrying out various tasks 

AIDA Airbase Damage Assessment model; the forerunner of TSARINA 
AIS Avionics Intermediate Shops; special test equipment used for 

repairing avionic LRUs and SRUs 
AMU Aircraft Maintenance Unit; the organization providing 
maintenance for an aircraft squadron 
ATC Air Traffic Control 

B AI Battlefield Air Interdiction 

BKEP Ballistic Kinetic Energy Penetrator 

BLSS Base-Level Self-Sufficiency stock of aircraft spare parts, 

composed of the stocks for peacetime, plus additional material 
to meet wartime demands 
BW Bacteriological Warfare 

CAP Combat Air Patrol 

CAS Oose Air Support 

CBU Cluster Bomblet Unit 

CILC Centralized Intermediate Logistics Concept 

CIRF Centralized Intermediate Repair Facility 

COB Collocated Operating Base 

COMO Combat-Oriented Maintenance Organization 

CONUS Continental United States 

CP Collective Protection 

CPS Collective Protection Shelter 

CRS Component Repair Squadron; a wing-level organization 

responsible for parts repair 
CW Chemical Warfare 

DOB Dispersed Operating Base 

EMS Equipment Maintenance Squadron; a wing-level organization 

responsible for equipment maintenance and repair 










EOD 

FIFO 

FRAG 

GP 

ILM 

IPE 

LCOM 

LRU 

MAE 

MMD 

MOB 

MOPP 

MOS 

MP 

MVDC 

NMCS 

NORS 

NRTS 

OST 

PAA 

POL 

POS 

QPA 

RAM 


Explosive Ordnance Disposal 
First In, First Out 

FRAGmentary order that specifies flight requirements 
General-Purpose bomb 

Intermediate Logistics Maintenance; on-base parts repair 
supporting the AMUs 

Individual Protection Equipment for a chemical environment 

Logistics Composite Model 

Line Replaceable Unit; an aircraft spare part with 

distinguishable subordinate components 

Mean Area of Effectiveness 

Mean Mass Diameter 

Main Operating Base 

Mission-Oriented Protective Pasture (the chemical protection 
ensemble) 

Minimum Operating Surface 
Monitoring Point 

Mobility, Visibility, Dexterity, and Communications 
Not Mission Capable because of lack of Spare parts 
Not Operationally Ready because of lack of Spare parts; same 
as NMCS 

Not Reparable This Station 

Order and Ship Time in days; time for a NRTSed or condemned 

pan to be replaced 

Program Authorization, Aircraft 

Petroleum, Oils, and Lubricants; often used as an abbreviation 
for aircraft fuel 

Peacetime Operating Stock; an organization’s stock of aircraft 
spare parts for aircraft maintenance in peacetime 
Quality Per Aircraft; number of parts of the same kind used on 
an aircraft. 

Rapid Area Maintenance; special mobile teams used for repairing 
aircraft battle damage 












■ ■• -=■■ ■--■■■•.<•. --.. i - ^; 




1 

| 

•I 


-XV- 


RN 

RR 


RRR 


RRR 

SAMSOM 

SCL 

SE 

SRU 

IBM 

TRAP 

TSAR 

TSARINA 

UXO 

WRM 

WRSK 


Random Number 

Flight line maintenance that removes and replaces malfunctioning 
aircraft pans with serviceable components; generally implies no 
local repair 

Bight line maintenance that removes, repairs, and replaces 
aircraft spare parts (actually, usually removes and replaces 
with a serviceable unit, and then repairs the malfunctioning 
unit) 

Rapid Runway Repair 

Support Availability Multi-System Operations Model 

Standard Combat Load that designates the aircraft configuration 

and the mission dependent munitions to be loaded 

Support Equipment, usually referred to as AGE in TSAR 

Shop Replaceable Unit; a component of an LRU 

Tactical Ballistic Missile 

Tanks, Racks, Adaptors, and Pylons 

Theater Simulation of Airbase Resources 

TSAR INputs using AIDA 

Unexploded Ordnance 

War Reserve Material 

Wartime Readiness Spares Kit 



- 1 - 


I. SUMMARY OF TSAR CAPABILITIES 


The TSAR (Theater Simulation of Airbase Resources) model simulates a system 
of interdependent theater airbases, supported by shipments from the Continental United 
States (CONUS) and by intratheater transportation, communication, and resource 
management systems. By capturing the interdependencies among 11 classes of 
resources, the simulation permits decisionmakers to examine the implications of many 
possible improverrmts in terms of their effects upon the sortie generation capabilities of 
a system of airbases. The simulation also allows examination of the effects of damage 
inflicted by enemy airbase attacks using both conventional and chemical weapons and the 
results of efforts to restore operations. 

The classes of resources treated in TSAR are (1) aircraft, (2) aircrews, (3) ground 
personnel, (4) support equipment (AGE), (5) aircraft parts, (6) aircraft shelters, (7) 
munitions, (8) tanks, racks, adaptors, and pylons (TRAP), (9) petroleum, oils, and 
lubricants (POL), (10) building materials, and (11) airbase facilities. Many different 
types of each class of resource may be distinguished. When parts are included in the 
simulation, initial stocks may be specified, or TSAR will initialize the Darts data 
according to standard algorithms for peacetime operating stock (POS), base-level self- 
sufficiency stock (BLSS), and wartime readiness spares kit (WRSK), and will also 
initialize the stock location in the depot pipeline. 

TSAR is a Monte Carlo discrete-event simulation model that analyzes the 
interrelations among available resources and the capability of the airbases to generate 
aircraft sorties in a dynamic, rapidly evolving wartime environment. On-equipment 
maintenance tasks, parts and equipment repair jobs, munitions assembly, and facilities 
repair tasks are simulated at each of several airbases. If desired, the constraints imposed 
by wearing individual chemical protection equipment (IPE) during the conduct of these 
activities may be simulated. A broad range of policy options that would increase initial 
resources, modify maintenance doctrine, or improve theater resource management may 
be assessed using TSAR. Provisions are also included that provide the user a capability 
to assess dynamic variations in key management policies. 

TSAR is readily adaptable to initial conditions encompassing a broad range of 
complexity. When specific features are not needed for the examination of a particular 





- 2 - 


issue, they simply need not be used. Thus, TSAR permits one to represent either a single 
base, a set of independent airbases, or a set of interdependent airbases, without any 
adjustment or modification of the program. Since each base may have unique 
characteristics, one may analyze situations that involve main operating bases (MOBs), 
collocated operating bases (COBs), as well as dispersed operating bases (DOBs), each 
with their particular characteristics. And TSAR readily accommodates users who do not 
wish to examine the effects of airbase attacks using conventional or chemical weapons or 
who may wish to ignore the possible restraints imposed by shortages of aircrews, 
shelters, ground personnel, equipment, aircraft parts, munitions, TRAP, and/or fuel; users 
may also consider or ignore the special problems associated with the air traffic control 
constraints on flight operations and with operations in a chemical environment. TSAR 
adapts automatically to all such problem representations. 

TSAR provides users a means by which a rich variety of improvements for theater 
airbases may be tested in a common context. By comparing how such improvements 
affect the system’s capabilities for generating effective combat sorties, TSAR can assess 
new passive defenses, new maintenance doctrines, dispersed aircraft operating locations, 
modified manning levels, enhanced cross-training, improved clothing and facilities for 
chemical protection, improved procedures and equipment for increasing runway 
utilization, increased stock levels for parts and equipment, and many others, as well as 
several concepts for theater-wide resource management. TSAR has also provided an 
effective context for assessing new weapon concepts and improved reliability and 
maintainability of prospective aircraft designs. 

An important objective in the original design formulation was to achieve a 
sufficiently high speed of operation that the extensive (often trial and error) sequence of 
runs so frequently necessary in research and analysis would be economically practical. 
Adaptation of existing models (e.g., LCOM [1], SAMSOM [2]) was rejected because 
modifications would have been extensive and execution times prohibitive for problems of 
the size that were contemplated. The TSAR program is written in the widely available 
FORTRAN language. It achieves a substantially higher speed by virtue of more efficient 
processing and by taking advantage of recent core storage increases of modem 
computers. In its current formulation, TSAR makes no intermediate use of auxiliary 
high-speed storage units (e.g., disks, tapes) except for the TSARINA assessments of air 
attacks and the initial conditions for multiple trials. 






-3- 


In TSAR, several types of aircraft can be assigned to each airbase. The aircraft of 
a given type at any airbase may be supported by a common pool of resources (personnel 
and equipment), or, as in the combat-oriented maintenance organization (COMO) 
concept, the aircraft may be organized into two or three subgroups (squadrons) each 
supported by its own set of resources (AMU, aircraft maintenance unit). Small groups of 
aircraft may be transferred to DOBs at prearranged times and subsequently directed to 
return to their host base. The aircraft are launched on sorties in response to a set of 
user-supplied sortie demands differentiated by base, aircraft type, mission, and priority; 
if a base is not specified, the sortie demands are allocated to the base best able to 
generate the necessary sorties. Flights may be scheduled or they may be scrambled on 
demand using aircraft that have been placed on alert. Aircraft may be launched late, 
when permitted, or they may ground abort, and flights may be canceled if required by air 
traffic control constraints. An early morning inspection may be imposed on all ready 
aircraft at designated airbases at a user-specified time. 

When launched, aircraft may air abort or may be lost on a combat mission; when 
an aircraft returns it may be damaged, require decontamination, still have munitions, be 
due for phased (periodic) maintenance, and have several unscheduled maintenance task 
requirements. These maintenance tasks are normally done at the aircraft’s operating 
base, but an aircraft may be ferried to a rear base for certain specified maintenance tasks. 
A check flight may be required following specified maintenance tasks to validate the 
maintenance action. If an aircraft is operating from a DOB and a malfunction occurs that 
is detected and must be corrected at its host base, the aircraft recovers at the host; if not 
detected, it must be ferried to the host after recovery at the DOB. When aircraft are lost, 
a replacement may be ordered from CONUS, or if aircraft are set aside in the theater as 
fillers, they may provide rapid replacements for lost aircraft and, if specified, for aircraft 
ferried to the rear for maintenance. When filler aircraft are used to replace losses, a 
replacement for the filler force is ordered from CONUS if such resources are available. 

When an airbase runway has been closed because of an airbase attack, aircraft 
scheduled to land are diverted to other bases, preferably to one that normally operates the 
same type of aircraft. An aircraft scheduled to land at a DOB whose runway is closed 
looks for another DOB with the same host if none are available, the aircraft recovers at 
the host or, if it is closed, at another host of like-type aircraft. If base sortie generation 
capabilities are forecast daily (an option), the base best able to support the aircraft is 







selected. During the period that a runway remains dosed, that airbase’s sortie demands 
can be allocated to functioning airbases with the appropriate type of aircraft in proportion 
to either the aircraft available or, if base capabilities are forecast daily, the bases’ sortie 
generation capabilities. When a runway has been reopened, that base’s aircraft recover 
at their parent base on completion of their next combat sortie, if base sortie generation 
capabilities are not forecast or, if they are, when their parent base’s sortie generation 
capability per available aircraft is within a spedfied percentage of that at the temporary 
base. 

When an aircraft lands, it may be refueled at a hot-pit hydrant Each aircraft is 
assigned to an aircraft shelter if one is available; if not, it is parked on one or another of 
the designated ramps. A postflight inspection, dependent on the type of mission flown, 
may be imposed, and chemical decontamination of the aircraft is scheduled if required. 
The next mission assignment for each aircraft is selected tentatively when the aircraft 
lands; that selection takes into account the known demand on that base for sorties and the 
projected capability of the aircraft at that base to meet those demands. The selection also 
takes into account which of that aircraft’s unscheduled maintenance tasks would need to 
be accomplished for the different missions and when that particular aircraft could 
probably be readied for the different missions. All tasks that are not essential for the 
tentative mission assignment may be deferred and the available resources concentrated 
on required tasks. If aircraft are eventually found not to be needed for the mission for 
which they were readied, they are reassigned and reconfigured for a more appropriate 
mission. If phase maintenance is to be simulated, it may be deferred during specific 
times during the scenario and will be done at night when not deferred. 

On-equipment maintenance tasks may require several people, specialized 
equipment, and spare parts; each task is either a single set of such requirements—i.e., a 
simple task—or a network of tasks, each with its own demand for personnel, equipment, 
and parts. When resources are limited, those aircraft most likely to be readied first 
(given sufficient resources) may be given priority. The basic input data that govern the 
probabilities for unscheduled maintenance tasks (other than battle damage repairs) may 
be used directly for the simulation or varied statistically to reflea unexpected differences 
between planned levels and "actual” wartime experience. Furthermore, these task 
probabilities—i.e., the breakrates—may either have a fixed rate or be varied daily by 
shop and aircraft type as a function of achieved sortie rate or other user-specified 




-5- 


adjusiments. When aircraft are to operate from DOBs, the basic input data also specifies 
the likelihood that a malfunction that cannot be corrected at a DOB will be detected 
before the aircraft lands so that it may be flown directly to the host base. 

If a required part is not available, (1) the broken one that is removed may be 
repaired on base, (2) the part may be cannibalized from another aircraft, (3) a part may 
be obtained by lateral resupply from a specified subset of bases, or (4) the part may be 
ordered from a central source within the theater. When a part is cannibalized, it may 
itself be broken. When a part cannot be repaired on base Os NRTS), it may be sent to a 
neighboring base or to a centralized facility in the theater designated to perform 
intermediate maintenance—i.e., a centralized intermediate repair facility (CIRF). When 
parts cannot be repaired within the theater, the user may request a replacement from a 
depot in CONUS. Parts may either be a simple part or a line replaceable unit (LRU) that 
has a defective shop replaceable unit (SRU). Simple parts may be repaired on base using 
either a unique procedure or a procedure .selected at random from two or more repair 
procedures. Each procedure may include a single step or a sequence of repair steps. For 
LRUs, the resource requirements to diagnose and replace the faulty SRU are specified 
separately for each SRU. Faulty SRUs withdrawn from an LRU may themselves be 
repaired on base or NRTSed to another location for repair. 

The various types of support equipment used in on-equipment and off-equipment 
jobs, in munitions assembly and loading tasks, and by base civil engineers are themselves 
subject to malfunction and repair. Equipment repair uses either a unique procedure or is 
done using one of several procedures selected at random. Again, each procedure may 
consist of one or more repair steps. The special complexities of full and partial mission 
capability of AIS test equipment used to repair LRUs and SRUs for late-model aircraft 
may also be simulated. 

Each maintenance task, parts repair job, and equipment repair job is done by the 
personnel and equipment associated with a particular work center or shop. The user may 
group the resources and tasks into up to 25 different '’shops" exclusive of those 
associated with the scheduled preflight maintenance tasks. Because each shop may be 
assigned several different types of personnel and equipment, those engaged in on- 
equipment and off-equipment tasks may be the same or different depending upon how 
the user wishes to define the base’s maintenance policies. 






There is substantial flexibility in defining the rales by which aircraft maintenance 
tasks are processed. The user may permit the activities of certain groups of shops to 
proceed simultaneously or may require that the activities of several such groups of shops 
proceed in a specified order. The user may also control these prescriptions for 
simultaneous and sequential operations separately for each aircraft type at each base. 
Furthermore, for those groups of shops that are permitted to proceed simultaneously, 
certain exceptions may be specified in the form of lists of activities that are incompatible 
with each particular task. These features permit alternative maintenance operating 
doctrines to be simulated and to be examined for their influence on sortie generation 
capabilities. Work speed-up and other procedures to shorten on-equipment, preflight, 
and off-equipment activities may also be specified. 

Scheduled preflight tasks are also associated with the shop structure. These tasks 
involve aircraft refueling and the loading of both basic defensive munitions and mission- 
dependent munitions. The likelihood that the basic munitions and the mission-dependent 
munitions are retained from the previous sortie can be specified independently for the 
two classes of munitions. After mission assignment, aircraft configuration is checked 
and, if necessary, the aircraft is reconfigured; this may involve one or two separate tasks, 
each of which may require TRAP, personnel, ami equipment The loading of the 
mission-dependent munitions may also involve one or two separate tasks, each with its 
distinct requirements. 

When munitions assembly tasks are simulated, munitions demands are projected 
periodically to define which types of munitions need to be assembled. Such jobs may 
require both personnel and equipment, much like ether tasks that are simulated in TSAR, 
as well as components from which the munitions are to be assembled. When munitions 
assembly is simulated, initial stocks and components, as weft as shipments, are 
distinguished as to whether the munitions are assembled. 

Chemical protective clothing may be required to be worn at all times for any or all 
tasks, whether or not a chemical attack has occurred, or only when required by the 
chemical environment. Different types of chemical ensembles may be prescribed at 
different airbases. The increased task times that result from restrictions on mobility, 
visibility, dexterity, and communication and the buildup of excessive body temperature 
because of the poor heat-transfer properties of such clothing nay be defined uniquely for 
each task. If the work crew temperatures rise too high, the crew may suffer heat 





-7- 


exhaustion and will be hospitalized; if they do not collapse they may have to wait until 
they have cooled down to a specified level. 

Several features permit the user to simulate various workaround procedures that 
can alleviate resource constraints. One such feature permits the user to specify 
alternative resource requirements for any on-equipment task, parts repair job, equipment 
repair job, weapons assembly task, or civil engineering job; for example, one might 
specify that a threc-man crew could do a normal four-man job in 50 percent more time. 
Similarly, when TRAP or munitions shortages do not permit the normal or preferred 
munitions to be loaded for a mission, alternative loadings may be specified. A third 
workaround feature permits the user to designate that certain types of personnel have 
been cross-trained and that they may replace or assist certain ether specialists. This 
personnel substitutability feature is operative only at specified bases and only for those 
on-equipment tasks, part and equipment repairs, munitions assembly tasks, and civil 
engineering jobs that have been specified. 

The effects of damage and chemical contamination due to airbase attacks may be 
simulated. Input data generated by TSARINA [3] normally define the time and location 
of the attacks, the damage to individual aircraft shelters and other facilities, the 
contamination at different locations, damage to the runways and taxiways, and the 
percentage of conventional damage suffered by the personnel, equipment, parts, 
munitions, TRAP, and POL at each facility. (Only simple conventional attacks can be 
defined for TSAR without using the TSARINA airbase damage assessment model.) 

When aircraft, aircraft shelters, or other facilities sustain conventional damage, some 
portion of the personnel, equipment, and parts at these locations may also be lost. 

Damage to runways and taxiways may interrupt flight operations, and damage to other 
key facilities can degrade air traffic control performance. Following a chemical attack, 
the likelihood that personnel sustain an incapacitating or lethal dose is based on the 
warning time for the attack, the arrival time of the chemical contaminants, and the degree 
of personnel protection. Aircraft may be assigned a specific shelter when they land, but 
the aircraft may be partially exposed when certain shop operations are underway at the 
time of airbase attack. Alert aircraft may be given priority for assignment to a specific 
set of shelters, and the damage to these aircraft may be distinguished from that for other 
aircraft Aircraft in excess of those that may be placed in shelters are assumed to be 
parked on designated parking ramps and to sustain a loss rate appropriate for that ramp. 








- 8 - 


i 


\ 


TSAR decrements the various resources to the extent implied by the damage and 
chemical casualty data. If personnel have generated excessive heat because of their 
chemical protective clothing, they are required to rest until their temperatures have fallen 
to the specified level. If personnel sustain casualties, other personnel may be required to 
provide buddy care for a specified time, to simulate helping the casualties obtain medical 
assistance. After user-stipulated delays, to roughly account for the disruptive effects of 
the attack, personnel resume their activities unless a specific facility is required and has 
been damaged; these delays can be varied in relation to the strength and extent of the 
attack. 

Replacement resources (aircraft, pilots, personnel, parts, munitions, TRAP, and 
building materials) may be ordered from CONTJS when losses are sustained. Resources 
available for replacing losses may be specified, and the time required to replace the loss 
may be specified, independently. 

After an airbase attack, civil engineering personnel, equipment, and building 
materials may be allocated to repair the runway and taxiway network. The location and 
number of such repairs are based on the numbers of unexploded ordnance (UXO), mines, 
and craters from all previous attacks that have not yet been repaired, plus those delivered 
by the most recent attack. Designated craters from an air attack may be concentrated on 
the minimum operating surface (MOS) from the prior attack if enemy intelligence is 
assumed adequate. When the unexploded ordnance has been removed from one 
subsection of the intended MOS, mine clearance may begin; and when clearance has 
been completed on that subsection, crater repair is commenced. UXO may be timed to 
explode at a predetermined time; if explosive ordnance disposal (EOD) or civil 
engineering personnel or equipment are working on that weapon, or are in the vicinity, 
they may sustain casualties. The order in which the MOS subsections are cleared is 
selected for efficient utilization of the available civil engineering resources. The 
prioritization of taxi way repairs is designed to maximize the rate at which undamaged 
shelters obtain access to the section of runway that is being repaired.[4] When the MOS 
has been cleared, the user may specify that the MOS should be extended, that the entire 
surface should be cleared, or that the main runway should be cleared when the MOS is 
on a secondary runway; several extended clearance options are available. Resources to 
repair damaged aircraft shelters and the other facilities are allocated according to a 
priority specified by the user. Operation of these facilities is resumed when they once 
again are functional. 





-9- 


In addition to simulating a set of airbases, the user may also specify the existence 
of a theater reserve of filler aircraft, a centralized theater distribution center, or a 
centralized theater repair facility at which some or all intermediate maintenance is 
conducted. At the user’s option, the filler aircraft can be used to replace aircraft losses 
and aircraft that have been withdrawn to a rear base for maintenance. When additional 
aircraft resources are specified as available in CONUS, they supplement the filler force. 
The filler aircraft are managed so as to maintain the inventories at the operating bases to 
the extent possible. Specific bases may be designated as host bases, and elements of their 
aircraft may be directed to transfer to a DOB at a prearranged time and to operate from 
that austere base until requiring maintenance at the host base or until recalled. 

The centralized theater distribution facility can receive spare parts from CONUS 
and either retain them until demanded by a base or transship (some or all) to the base 
with the earliest projected requirement. Such a facility can also be used to direct the 
lateral shipment of parts and other resources from one base to another. A theater parts 
repair facility, sometimes referred to as a CIRF, is assigned maintenance personnel, 
equipment, and spare parts (LRUs and SRUs). Parts are shipped to and from the CIRF 
from the operating bases and are processed in the manner prescribed by the user’s choice 
of which theater management rules are to govern these operations. 

The simplest rules for CIRF operation prescribe that faulty parts are repaired in 
the order in which they arrive and that they are returned to the sender. The user may also 
invoice a variety of more complex theater management algorithms, not only for selecting 
what to repair and how to dispose of parts when they have been repaired but for 
reallocating personnel, equipment, and parts among the several operating bases. Repair 
priorities can be based on existing and* rejected demands and on the relative necessity of 
parts for the various missions. Shipment priorities are related to the current and 
projected demands, on-base reparables, and en route serviceables. When central stocks 
are insufficient to meet a base’s demand, another base can be directed to ship the 
required part, if both the requesting base and the donor base meet certain conditions 
relative to the importance of the demand and the availability of stock. 

Daily forecasts can be prepared (an option) cf each base’s capabilities for 
generating different kinds of missions with different types of aircraft. These forecasts 
provide the basis for various aircraft management decisions. One application is in 
selecting which base is to be assigned the sortie demands for which no base has been 






- 10 - 


-) 


specified. These data can also be used for assignment decisions when aircraft must be 
diverted and when they are transferred from base to base to balance maintenance 
workloads. 

The theater-wide management of the various resources is supported by a user- 
specified scheduled transportation system that may be subjected to delays, cancellations, 
and losses. TSAR also permits the user to represent a theater-wide reporting system that 
can be used to provide the central management authority with periodic resource status 
reports from the several operating bases; these reports may be delayed, incomplete, or 
lost 

When these transportation and communication systems are coupled with the sets 
of rules for distributing and redistributing resources among the operating bases, various 
concepts of theater resource management may be represented and examined in the 
context of realistic transportation and communication imperfections. In its current 
formulation, TSAR already includes certain alternatives for the theater management rules 
and has been designed to permit additions or modifications to be readily accommodated. 

TSAR (and the companion TSARINA model) naturally have limitations and 
omissions that will inconvenience some potential users. The more obvious limitations 
derive from the manner in wliich the problem was bounded in designing TSAR. Some 
users will be bothered that TSAR treats friendly sorties simply as delays during which 
the aircraft are not present at an airbase; others will wish that active airbase defenses had 
been included as an integral part of the simulation, rather than being required to consider 
active defense tradeoffs externally to TSAR/TSARINA analysis; and still others will find 
that these tools would be more useful if the production-oriented batch processing of spare 
parts, as they are handled at depots, also were modeled. 

Each of these design limitations could be a serious obstacle for some potential 
users, but none of these bounds was chosen casually or accidentally. All problems must 
be bounded, and we believe the choice of boundaries need not inhibit many useful and 
important analyses. Furthermore, it would be conceptually fairly easy to substantially 
extend or eliminate these boundaries because TSAR’s data structure is sufficiently 
detailed to be compatible with many such additions. But most such additions would 
entail difficult design and programming efforts and would further increase TSAR's 
execution time and expand its input data collection problems. 









- 11 - 


The last of the limitations that should be highlighted is TSAR’s data input 
requirements. As one elects to include more and more of the real world considerations 
that TSAR permits the user to include, these requirements become substantial That is 
not a property of TSAR but of the richness of the user's problem definition; any approach 
to dealing with a problem at a comparable level of detail would require equivalent 
informatioa TSAR’s main contribution to this dilemma is that it will function 
comfortably at many levels of detail, and the user may quite simply select or reject most 
of its features and the related data requirements. This extreme adaptability is illustrated 
on the last page of Vol. II, where 20 card images (2 blank, all trivial) show how really 
simple a problem can be. One important benefit of this flexibility is that analysts can test 
the potential sensitivity of their results for a particular effect for which the data would be 
difficult or costly to secure, using invented data that spans a reasonable range of 
uncertainty. If the results are reasonably insensitive to that variation, there is an 
argument for neglecting the effect; if they are sensitive, there is an argument for 
mounting the effort to secure the needed data. 


- 12 - 


II. TSAR DOCUMENTATION 


TSAR documentation has been designed with four classes of readers in mind: 

• Those seeking only a broad overview of TSAR’s capabilities, 

• Those without a background in programming who seek a full understanding 
of the logic in the TSAR simulation, 

• Those responsible for preparing input materials and for operating TSAR, and 

• Those interested in modifying and extending the existing program logic or 
trying to understand apparent errors. 


Sections I through III of the introductory volume [5] for Early-TSAR were designed for 
die first group, and the entire volume is appropriate for the second: at the present time we 
do not plan to update that volume to describe the various improvements and extensions 
that have been introduced into the present TSAR Only the three-volume TSAR User’s 
Manual [6,7,8], designed primarily for the last two groups, has been updated; in addition 
to the earlier reports, we suggest that the first group read Sec. I in this volume, and the 
second group read the first 11 sections. 

The TSAR User’s Manual is built around four main sets of mutually supporting 
explanatory materials. It is intended primarily for those responsible for operating TSAR 
and for programmers who wish to extend the program logic, or are seeking to understand 
an apparent error. The TSARINA Manual [3] has also been rewritten and should be 
considered mandatory reading for anyone planning to use TSAR for examining the 
effects of airbase attacks. 

This first volume of the TSAR User's Manual provides a succinct but complete 
discussion of the processing logic involved in the major subsets of tasks; eight sections 
deal with the simulation proper, and four deal primarily with housekeeping chores. The 
second major set of materials is the discussion of the input requirements, procedures, and 
formats that are found in Vol. II; these detailed discussions provide the only complete 
explanations for some of the numerous control options available with TSAR and must be 
considered mandatory reading for anyone planning to operate TSAR. The third set of 







•13- 


materials is the complete listings and explanations of the very substantial data base 
maintained within the simulation; these are located in Vol. in. The source code for the 
program, together with its extensive comment, provides the fourth set of materials. The 
discussions in subroutines INIT, CONTRL, READFT, IP ARTS, DOSHIP, BOMB, and 
REORGN are particularly extensive and will prove helpful in tailoring TSAR for specific 
applications; any other questions regarding TSAR logic will probably be answered by the 
explanations included throughout all major TSAR subroutines. 

The way these materials can be best used undoubtedly will vary widely. If the 
immediate concern is to decide on TSAR’s adequacy for installation, the user’s reading 
should probably begin with the introductory volume. If that decision has been made and 
the problem is to apply TSAR, the user might best begin with a cursory reading of the 
first sections of the introductory volume, or this volume, and then turn to the discussion 
of the input procedures for the sample problem in Sec. XX, Vol. II. As the user begins to 
understand how TSAR can be applied and starts to develop the needed input data, the 
user will want to refer to the detailed discussions of the data input procedures in Secs. 
XVIII and XIX, Vol. II. When questions arise as to how TSAR will deal with particular 
aspects of the problem, the user can consult the appropriate section in this volume. 

As the first TSAR data base is built, the user will be well advised to create a 
dictionary of resources (as illustrated in Sec. XX, Vol. II) and to held down the number 
of aircraft for the trial problem; that number can easily be increased later. This will 
minimize the time and trouble to locate, understand, and eliminate the errors that will 
inevitably creep into a user’s first data base. One to three airbases, with six to eight 
aircraft per base, can provide quite useful and very rapid hands-on experience. And use 
of most of the output options (see Sec. XV), especially die SCROLL feature (CT2/1), 
will also provide useful insights into the simulation. As the user’s first trial problem 
begins to generate these outputs, the user may need to refer to Sec. XXI, Vol. II, where 
the output formats are explained with illustrations from the sample problem. 

When all appears to be behaving logically for a simple trial problem, it will be 
time to explore some of the more complex control variables that the user may elect to 
apply; only when those variables are mastered will it be appropriate to increase the size 
of the user’s aircraft fleet (and reduce the volume of output data). 



III. STRUCTURAL OVERVIEW 


TSAR simulates the interaction between many types of events and many classes of 
resources and provides a wide variety of output information. To fully understand the 
simulation, one must understand what the events are, how decisions are made about 
when they begin and end, and what resources are required. Of particular importance are 
the internally generated events—events generated by other events in the model—that 
must be defined, initiated, and concluded, and that sometimes must wait or be 
interrupted. On-equipment aircraft maintenance tasks, off-equipment parts repair jobs, 
equipment repair jobs, munitions assembly jobs, and civil engineering reconstruction jobs 
generate such events. 

In broadest terms, the TSAR simulation can be divided into three phases: (1) 
input and initialization, (2) simulation, and (3) output. The MAIN executive routine 
initiates these computational phases and, assisted by the TRIALS subroutine, controls 
processing for the specified number of trials (see Fig. 1). To facilitate processing and to 
avoid the necessity of searching extremely long time-ordered queues, the primary event 
structure in TSAR is divided into the nine different sets of events shown at the bottom of 
Fig. 1. The tenth category—scheduled and periodic activities—is a heterogeneous set of 
events and simulation housekeeping tasks that occur on a scheduled or periodic basis. 

Each of the three phases uses various subroutines to carry out the required 
computations. The subroutine names are all printed in boldface capital letters in the 
figures of this section, and a brief description of each subroutine’s function will be found 
in App. A, Vol. III. 

1. INPUT AND INITIALIZATION 

Figure 2 indicates the interactions among the subroutines that are used to input 
data and to initiate the various data arrays according to user-specified instructions. 
Subroutines INIT, INITO, and INTT1 zero out the storage space for the labeled common 
statements and then subroutine INPUT (and subordinate routines) enter data that define 
the several control variables and describe the resource requirements for the different 
types of tasks, mission characteristics of the aircraft, on-base resource stock levels. 




MAIN 


5 






















-16- 




descriptions of the intratheater transportation and communication systems, and so on. 
Subroutines REVIEW, AUDIT, and WRAPUP then manage a series of data checks and 
auxiliary computations that generate a variety of derivative data used during the 
simulation. After subroutine INITIZ has initialized the dynamic storage arrays, 
subroutine TRIALS takes over control until the simulation is completed and the final 
outputs are prepared and printed. 

Before transferring control to subroutine MANAGE, which manages the 
simulation proper, subroutine TRIALS completes several initialization tasks. 

Subroutines ICHECK and RREQTS compute derivative control data, and subroutines 
INLIST, HEADER, and CWLIST organize and print a record of the key control 
variables. Subroutines COMPRT, BASCAP, STATUS, SCSHIP, and ZSHOPS are 
called as specified by the user, under some conditions they are called to establish a 
different set of initial conditions for each trial. Subroutine AVGTME computes the 
"standard time” for on-equipment and off-equipment tasks in each backshop, and 
subroutine DAYONE reads the first set of sortie demand data. 

When these initialization tasks are completed, TRIALS passes control to 
subroutine MANAGE, which carries out each simulated event in its appropriate time 
sequence. 

2. SIMULATION 

Basically the TSAR computer simulation processes one event after another in the 
order in which the events occur in simulated time, initiating whatever subsequent actions 
are dictated by the prescribed behavior logic for each type of event. Each of the ten sets 
of events shown in Fig. 1 is organized so that the next earliest event in each set is always 
known. The basic task performed by the subroutine MANAGE is to examine the earliest 
event that will occur in each of the ten sets of events and to determine which of the ten is 
to occur next Simulation time is then advanced to that time, and control is transferred to 
the subroutine processing that event. When that event is completed, control is returned to 
subroutine MANAGE, which again examines the ten sets of events to determine which 
event should occur next. 








MAIN 



Fig. 2—TSAR input and initialization 


























-18- 


The order in which the ten sets of events are examined is as follows: 

1. Civil engineering reconstruction job completion times 

2. On-equipment aircraft maintenance completion times 

3. Parts repair and equipment repair completion times 

4. Periodic and scheduled events 

5. Right delay completion times 

6. Maintenance initiation when postflight delays end 

7. Launch flights 

8. Munitions assembly task completion times 

9. Release resting personnel 

10. Resource resupply arrival times 


If two or more of these events occur at die same simulated time, they are processed in the 
order listed. The order chosen tends to limit the processing requirements. If two events 
of the same type occur at the same time, there is no way to determine which will be 
processed first when they are stored in a heap (see discussion below). 

The nature of these events varies substantially; all except the fourth and seventh 
are groupings of event completion times for similar types of events that occur irregularly. 
The fourth set—the periodic and scheduled events—is a heterogeneous set of events and 
simulation housekeeping tasks; the seventh stores the times when groups of aircraft 
(flights) should be launched on various missions. 

Each of the main tasks and the scheduled and periodic activities is performed by a 
cluster of subroutines supported by a set of storage arrays. Although there is substantial 
interaction between these subroutine clusters, much of the discussion in this volume will 
examine one group at a time, noting the interactions in passing. 1 Figures 3 and 4 show 
the clusters of subroutines used to control irregularly occurring airbase activities, for 
example: 


• To launch aircraft or tc process them when they land and maintenance is 
defined. 

'The names and functions of all the subroutines shown on the figures in this section 
can be found in App. A of Vol. III. 












MANAGE 



Fig. 4—Subroutines used to manage irregularly occurring airbase activities 













- 21 - 


• To release personnel who are resting. 

• To receive shipments, to conclude postattack delays, and to release resources 
when on-equipment tasks, parts and equipment repairs, munitions assembly 
jobs, and facility repairs are completed. As Fig. 3 shows, subroutine STOPIT 
is called first for these last four activities when the chemical warfare features 
are being used; assisted by subroutine GOREST et al., subroutine STOPIT 
checks the condition of the work teams before they are released. 

Figure 5 shows the subroutine clusters used to process the scheduled and periodic 
activities necessary during the simulation. 

Critical to the model is the handling of losses due to airbase attack. Subroutine 
BOMB, shown in Fig. 6, controls the various computations needed to account for these 
losses. As Fig. 6 shows, airbase attacks require a substantial number of actions to fully 
assess the various effects on all resources and activities. The computations that are 
carried out at the time of an attack start at the left on Fig. 6 and proceed to the right. 

3. OUTPUT 

A great variety o. data describing the status of the ongoing simulation can be 
printed. The user’s choices among the output options define which of these many 
possible results are actually listed, as outlined in Sec. XV. Some results are generated 
periodically during each simulated day in subroutine MANAGE, and others are printed at 
the end of each day by subroutine OUTPUT, which is called by MANAGE. 

Other results include statistical data that define which resource constraints caused 
delays in on-equipment maintenance and backshop repairs; these are primed at a user- 
specified frequency by subroutines DELAYS and TIMES. At the end o f each trial, 
subroutine SUMUP provides a summary of the aircraft sorties flown and the work that 
was accomplished during the trial. And when the specified number of trials of the 
simulation have been completed, subroutine TRIALS calls upon subroutines SUMUP 
and SUMMRY to provide average results based on the several trials. Section XV 
explains the output options in more detail, and most are illustrated in Sec. XXI in Vol. II 
with the results of a sample problem. 





















Fig. 6—Subroutines used for airbase attack assessments 






4. DATASTORAGE 

Each of the ten event sets is maintained in a distinct data storage array that also 
stores other information that must be associated with the event For seven of the sets, the 
data are organized into what has been called a "heap," which is a data structure that 
permits more efficient processing than a time-ordered queue when only the next earliest 
event must be known; the flight demand data are queued in the order in which the flights 
will be demanded. In one instance—the periodic and scheduled events—several of the 
elements in that event set are themselves the earliest elements from several subordinate 
"heaps" and time-ordered queues. 

In many instances it is not possible to initiate events as soon as they are defined or 
to pursue them without interruption, so it is necessary to store the relevant information 
until the resources required to pursue the tasks are available. Aircraft maintenance tasks, 
parts repair jobs, and equipme”* repairs are stored in special storage arrays 2 if they must 
wait or when they are interrupted (i.e., the WAITSK and INTTSK arrays); the munitions 
assembly tasks are stored in the BACKLG array when resources are not available for 
their initiation and in the INTTSK array when they must be interrupted. 

The tasks that relate to each aircraft and to each of the work centers or shops that 
will perform the work are tied together with a system of pointers (or storage location 
addresses). Each aircraft and each shop at each base maintains pointers to the first and 
the last of each of these sets of events (in the ACN and SHOPS arrays), and the several 
events in the storage arrays that are associated with a particular aircraft and with a 
particular shop are themselves interconnected with a system of pointers. With these 
pointers the activities associated with any particular aircraft or shop that are ongoing, 
waiting, interrupted, or deferred can be readily located by examining a short trail of 
pointers. 

The earliest times for each of the periodic and scheduled events are stored as a 
heap in the array PERIOD, which is maintained in subroutine MANAGE. At this time 
there are 21 sets of these events as shown in Table 1. 

The frequency of some of these activities is predetermined by the program. Other 
schedules are specified by user input—for example, the transmission of reports, the 
updating of the chemical warfare (CW) deposition estimates, the modification of control 
parameters, and the occurrence of airbase attacks. Whenever the processing associated 

2 All data storage arrays are defined in App. C of Vol. III. 





-25- 


Table 1 

EVENTS STORED IN THE PERIOD HEAP 


Heap 

Position 


Activity 

1 

Periodic — even hours 

Change shifts for ground personnel 

Relieve aircrews 

Project aircraft supply and demand 

Reassign aircraft missions 

Check munitions requirements and initiate assembly 

Initiate deferred maintenance as allowed 

List stocks of parts, munitions, and POL (every 6 hours) 

2 

Scheduled — N days 

Read new Sight demand data and regenerate 
the demand queue 

3 

Scheduled — N days 

Regenerate flight demand data queue 

4 

Scheduled 

Initiate early morning aircraft inspection 

5 

Periodic — N hours 

Redistribute thester resources 

6 

Periodic — N days 

Regenerate intrsthester shipping schedule heap 

7 

Scheduled (queue) 

Receive intertheater shipments 

8 

Scheduled (heap) 

Initiate intratheater shipment* 

9 

Scheduled (heap) 

Receive intratheater shipments 

10 

Scheduled (heap) 

Send and receive intratheater rraource status reports 

11 

Periodic — Hourly 

List numbers of aircraft waiting by ihop, 
numbers of aircraft with "holes' 

12 

Periodic — even hours 

Conclude administrative delays and process 
faulty parts for repair 

13 

Periodic — Daily 

Estimate sortie generation capabilities for 
next 24 hours 

14 

Scheduled (heap) 

Modify TSAR operating characteristics 
at a previously specified time 

15 

Scheduled (heap) 

Airbase attacks 

17 

Scheduled (heap) 

Release personnel performing buddy care 

18 

Periodic (specified) 

Update of chemical contamination 

19 

Periodic (odd hours) 

Store personnel availability data 

20 

Scheduled 

Activate aircraft transfer directives 

21 

Scheduled 

Assess UXO detonations 

22 

Periodic (12 hours) 

Reprioritixe reparablea (0530 and 1730) 








-26- 


with any one of these activities is completed, the next earliest activity rises to the top of 
the PERIOD heap and is considered in concert with the nine other basic sets of events. 

A full description of the TSAR simulation entails (1) a complete description of the 
steps followed for each of the sets of events; (2) specification of the algorithms used to 
decide when follow-on actions are initiated, and (3) disposition of the various resources 
that are being accounted for in the simulation. These descriptions and specifications are 
introduced in Secs. IV through XI; Secs. XII through XV provide an introductory 
discussion of input-output procedures and other aspects of simulation management 

The following descriptions treat all of TSAR’s features and operating modes. But 
the reader should be aware that TSAR can function usefully in many less complex 
modes, when that is appropriate. A great many of the features can be dispensed with by 
simply not entering the pertinent data. At its least complex, TSAR would function with 
one aircraft, one airbase, one mission, a flight duration, a turnaround time, and a single 
periodic sortie demand. No resource other than the aircraft would need to be identified. 






-27- 


IV. ON-EQUIPMENT AIRCRAFT MAINTENANCE 


The only constraints on the continuous recycling of aircraft in wartime are the 
requirements for adequate launching surfaces; the availability of aircrews, munitions, and 
fuel; and the necessary maintenance to permit the aircraft to fly militarily useful sorties. 
Of these constraints the last is clearly the most complicated since it involves complex 
interdependencies among a variety of resources. Without maintenance constraints, 
estimation of an airbase’s sortie potential would be straightforward and would require 
little or no complex analysis. A basic reason for the level of detail in TSAR’s 
formulation was to gain an understanding of the effect of high levels of sortie demand 
and battle damage on the complex processes that are needed to ready aircraft for combat 
and that depend on several other actions and resources. 

On-equipment aircraft maintenance activities can be divided into scheduled and 
unscheduled tasks. The scheduled requirements include (1) phased (or periodic) 
maintenance performed at specified intervals of flying time; (2) certain essential ground 
tasks, including refueling, eariy morning inspections, mission-dependent postflight 
inspections, through-flight inspections, and possibly aircraft decontamination; (3) 
reloading basic munitions, and (4) loading mission-dependent munitions before each 
flight. TSAR permits each of these types of scheduled maintenance to be simulated, 
although phased maintenance may be postponed during the more critical phases of 
conflict, at the user’s discretion. When simulated, phased maintenance is performed at 
night after the hourly flight intervals that are defined by the user for each type of aircraft. 

The other problems that develop and demand attention constitute unscheduled 
maintenance. Within TSAR, unscheduled maintenance tasks develop at random or are 
generated in battle; such tasks can be categorized as required or deferrable, on a 
mission-by-mission basis. Deferrable tasks may be completed after some number of 
sorties or before the next day’s flying, or they may be deferred indefinitely if mission 
requirements do not require their completion and the necessary time is not available. 
When aircraft are operating from austere, dispersed operating locations, many tasks may 
have to be accomplished at the aircraft’s host base; such aircraft may need to be ferried 
to the host after recovery at a DOB or they may recover directly at the host. Other tasks 
may require that the aircraft be ferried to a major support base, presumably located 



-28- 


further to the rear. Some unscheduled maintenance tasks may require a check flight 
when they have been completed to validate the adequacy of the maintenance action. 

Each of the several types of aircraft on-equipment maintenance tasks that may be 
simulated with TSAR are listed in Table 2. Two key items of information are listed for 
each task type: (1) how TSAR input formats are used to indicate that a particular type of 
task is to be simulated, and (2) how TSAR determines whether a particular task is 
required when a flight is complete. The remainder of this section will expand and 
explain these entries and their distinctions in considerable detail; without a clear 
understanding of these relationships, a user will be unable to employ the TSAR 
simulation effectively. The numerous data input formats used with TSAR and explained 
at length in Sec. XIX of Vol. II use numbered Card Types, each with its unique 
interpretation. For convenience, these Card Types are referred to in Table 2, as well as 
throughout this User’s Manual , by a special notation. For example, CT5 and CT17/9 are 
used to refer to Card Type #5 and Card Type #17, subtype 9. Although these format 
references may prove invaluable in actually using TSAR, they are best ignored when this 
volume is first reviewed. 

1. TASK REPRESENTATION 

TSAR permits the user to define the requirements for each on-equipment 
maintenance task (other than loading mission-dependent munitions) as either a one-step 
procedure, a multistep network of subtasks, or a sequence o' multistep task networks. 
The user also specifies the probability that a problem arises chat generates each 
unscheduled maintenance task during a single so'ae and, for aircraft that are to be 
operated from dispersed operating bases, the probability that the task is not detected 
before the aircraft lands. The requirements in the one-step procedure—i.e., a simple 
task—may include a number of each of two types of personnel, one or two pieces of 
support equipment, a part, 1 an undamaged shop, and an amount of time (specified by a 
mean and distribution if desired). More complex tasks that involve differing groups of 

1 When a part is used in more than one location on an aircraft (e.g., a left and right 
tire), the user assigns a different part number to each location, and identifies that all such 
part numbers refer to the same entity (with CT35/4). The part in one of these locations is 
identified as the "prime" part, and is the one considered for procurement, repair, and 
distribution activities. 








/ 


Table 2 

ON-EQUIPMENT MAINTENANCE ACTIVITIES 


On-Equipment Task Type 

Task Specification 

Basis for Selection 

Postflight inspection, aircraft 
sheltering, through-flight 
inspection, fuel tank loading, and 
other scheduled tasks 

Task entered in shojytask sequence 
(CT29) 

Task probability defined on CT5 

Mission dependent postflight 
inspection 

Task number entered for each aircraft 
type and each mission on CT15/5 

Scheduled by location of Shop 25 on 

CT29; probatality defined on CT5 

Phased maintenance 

Inspection frequency and task number 
on CT15/4 and DOPHAS control on 
CT17/3 

Required at night when cumulative 
aircraft flight time exceeds hourly 
inspection periods, and DOPHAS = 1 

Early morning daily inspection 

Task defined on CT15/5; time on CT17/3 

Whenever specified 

Aircraft decontamination 

Task defined on CT15/3 

Whenever there is on-base decontami¬ 
nation or the special decontamination 
switch (CT17/9) is on 

Basic (regular) munitions 
uploading 

Task numbeifs) in shop/task sequence 
(CT29), munitions on CT15/1, and task 
on CT5 

Retention probability defined on CT16 

Mission-dependent munitions 
uploading 

Loadings (SCLs) and configuration 
defined with CT12, CT13, and CT14 

Retention probability defined on CT16 

Refueling 

In shelter 

Task defined on CT15/1 

After every sortie unless refueled at 
hot-pit 

Hot-pit 

Task defined on CT15/3 

Cod# 1 and Code 2 aircraft are 
refueled at hot-pit hydrant when no 
wait is required 

Unscheduled maintenance 

Frequent 

Task entered in shop 7 task sequence 
(CT29) 

Task probability defined on CT5 

Infrequent 

Task entered on CT7, and shop listed 
in shop/task sequence (CT29) 

Task probability defined on CT7 entry 

Battle damage tasks 

Task 30000 entered in shop/task 
sequence (CT29), and task lists a 

CT15/2 and CT15/3 

Damaged aircraft selection based on 
attrition rate and damage/kill ratio 
(CT16) 

Check-flight to validate 
maintenance action 

Tasks that can require flight on 

CT15/88 

Probabilty flight not required on 

CT15/88 for aircraft tvpes flagged on 

CT15/5 




-30- 

personnel, equipment, and parts are represented with a task network, or sequence of 
networks. 

To portray these options graphically let us represent a simple task, or root 
segment, as: 


P Personnel S 

A AGE H 

R Time O 

T P 


Probability 

Likelihood undetected 


and the other segments of a task network as: 



p 

Personnel 



A 

AGE 



R 

time 



T 

probability 



The option of specifying that a particular facility (shop) is available (undamaged) is unique 
with the first task segment and is therefore not shown as a property of the subsequent 
segments of a network. Using these block figures, on-equipment maintenance tasks may be 
represented either as a simple task 



or as a complex network of subtasks: 












The first task segment in a task network is referred to in TSAR as the root segment, and it is 
this segment that must be referred to when the work represented by the network is to be 
specified. 

In the network shown above, when the initial, or root segment, portion of the 
overall task has been completed, three other subtasks are specified for follow-on activity, 
followed by yet other activities. The three follow-on activities may all be required, or 
they may each be required on a probabilistic basis. When a task element is found to be 
unnecessary, subsequent tasks are not considered. Parallel segments may all be required 
or may be defined as being mutually exclusive. If two or more of such parallel paths of 
activity must be completed before yet another follow-on activity is initiated, this can be 
represented by those paths rejoining before that activity. Fuithermore, it is permissible to 
represent nested sets of parallel paths that rejoin as illustrated. However, all paths that 
split and ultimately rejoin must all rejoin at the same place. 

The segments of a task network are initiated whenever the resources for the 
segment are available, without reference to the availability of resources for other 
segments, unless the "incompatibility" conditions for the segment (see Sec. XIX, CT19) 
prohibit task initiation. Although TSAR canrot require the time-coincidence of two or 
more parallel segments of a network that may actually be performed simultaneously in 
real life, it can require that all of the segments be complete before any follow-on action is 
begun, as was illustrated above. 

The task segment that immediately follows a segment that includes a part may be 
made conditional on whether the part was required; thus, in the following networks the 
task T and the tasks X, Y, and Z may be made conditional on a part having been required 
in segments A and B. 



Task specification and storage may be somewhat simplified when the work 
procedures associated with several paths have common elements. In schematic terms the 
two tasks A and B can be defined as: 









-32- 


Task network A 


Task network B 



where the C segment 



is common to both tasks. 

To be able to represent a situation that sometimes occurs in the field, any segment 
of a network may also specify the root segment of another network as a subsequent task, 
this simulates the situation where, after work is accomplished on one job, it is discovered 
that the actual problem is different than initially thought. The only caution to be 
observed when task networks are "chained" in this manner is that no two networks may 
each point to the other, either directly or through intermediate chained networks; 
otherwise an infinite work loop could be created. 

The user may also examine the situation in which certain specialists at specified 
bases have received cross-training so as to be able to assist or replace another specialist 
on a specified subset of the latter’s normal activities. Cross-trained personnel arc 
assumed to perform the tasks for which they are qualified in the same time as the 
specialists who normally do those tasks. 

The user may also specify alternative sets of personnel and equipment for any of 
the segments of a task, and these alternatives will be considered whenever insufficient 
resources are available to perform the task with the normal procedures. If available, the 
task is done with the alternative resources, without reference to the subsequent 















-33- 


availability of the normal resources. There may be as many alternative sets of personnel, 
equipment, and time specified for each task segment as the user’s knowledge and 
available data permit 

2. TASK SEQUENCING 

The organization and sequencing of the various tasks and task networks that are 
required on each aircraft after it lands and before it can be launched on another sortie are 
fully controllable 2 by the user for each aircraft type and for each airbase. Some tasks 
may be pursued simultaneously, some may have to be done in a specified order, and 
others may occur in any order, but no: at the same time. These options can be illustrated 
as follows: 



In this instance. Task T, is done first; Tasks T 2 , T 3 , and T 4 are done next, as available 
resources permit, except that if tasks T 2 and T 3 are both required, they may not be done 
simultaneously, and if tasks T 3 and T 4 are both required, T 4 must be completed before T 3 
may begin. Then, when these tasks are all completed, tasks T 5 and T 6 may begin; the 
aircraft may be launched when all tasks are completed. Any or all of these tasks actually 
may be a task-network that must be completed before the task can be considered to be 
complete. Furthermore, each may occur only with a specified probability. If the aircraft 
has received battle damage, that work will be done at the point where Task 3G000 is 
specified. 

Ihe unscheduled on-equipment aircraft tasks are normally grouped together with 
the other tasks performed by the same work center or shop for reasons to be described 

2 Except in the special circumstance when an aircraft must be ferried to a rea base for 
some portion of the required maintenance (see Sec. IV-8, below). 






-34- 


shortly. Reference to these collections of on-equipment aircraft maintenance tasks 
simplifies the specification of task organization as illustrated in the following sketch. 



Here Sj, Sj, and S k are the collections 3 of unscheduled on-equipment tasks associated 
with shops i, j, and k. Following an aircraft sortie, each collection is checked to see 
whether any task associated with that shop is required. Because the majority of the 
unscheduled on-equipment aircraft maintenance tasks are individually low probability 
events, TSAR groups together those tasks performed by the same work center or shop 
and selects ai most one following each flight Processing is speeded up by this 
simplification (of at most one task per shop per sortie) without a serious loss in fidelity, 
because the joint occurrence of two or more individually low probability events would be 
quite unlikely. If some of the tasks associated with particular shops must be carried out 
frequently (i.e., are not low probability events), they should not be included in the shop 
task collections but should be treated as the "other on-equipment tasks" discussed below. 

3. TASK DESCRIPTIONS 

As summarized in Table 2, on-equipment aircraft maintenance tasks fall into 
several categories. With the exception of the mission-dependent preflight tasks (to be 
discussed in Sec. V), the data defining the personnel, equipment, parts, munitions, TRAP, 
and time required for each task (and for each segment of a task network), along with data 
defining the network structure and parts requirements and the shop to which it is 
assigned, are stored in the TSKRQT array (CT5). If special damage repair personnel 
(RAM teams) are to be used for repair of battle-damaged aircraft, that requirement can 
be imposed simply by identifying such personnel as a unique type. 

3 Up to NOTASK tasks may be grouped together in each of these collections. 








-35- 


The locations of the input data defining the likelihood of the various kinds of on- 
equipment tasks are outlined in Table 2. For most scheduled on-equipment tasks, such as 
Tasks #41, #42, and #43 in the last sketch, and the more frequent unscheduled tasks, the 
probability that the task must be performed when a sortie has been completed is also 
stored in the TSKRQT array. However, refueling is mandatory, early morning 
inspections are required each day, and aircraft decontamination depends on the level of 
airbase chemical contamination when the aircraft lands. The requirement for phased 
maintenance depends on an aircraft’s cumulative flight time, and the need for reloading 
basic munitions is determined by the probability that these weapons were not expended 
on the previous mission (CT16). 

The numerous low probability unscheduled on-equipment maintenance tasks are 
handled somewhat differently. The likelihood that each of these tasks will be required 
after a sortie has been flown is specified with CT7, and these data for the tasks in each 
work center or shop are collected together in the SHPRQT (shop requirement) array. If 
desired, the breakrate data in these shop collections may be varied statistically from the 
input values for use in the simulation—to represent uncertain wartime breakrates—or 
they may be varied with aircraft sortie rate for specified shops and types of aircraft 
(CT18/2). 

The aircraft repair requirements imposed by battle damage are handled in a unique 
manner. Following each mission, a random number is compared with the probability that 
that particular type of aircraft will be damaged on that type of mission (as specified by 
the user using CT16). For aircraft that are determined to be damaged, each of the list of 
battle-damage tasks specified for that aircraft type on C7T15/2, or for the mission type on 
CT15/3, is checked. The likelihood that each battle damage task is required is specified 
by the task probability in the TSKRQT (task requirements) array (entered with CT5); 
these tasks are treated as mutually exclusive when the task probability is negative. Those 
battle damage tasks that cannot be deferred will be conducted at the point in the task 
sequence where Task #30000 is placed. Aircraft repair requirements imposed by 
damage inflicted during airbase attacks are handled in a similar fashion, except that the 
tasks are added to whatever other on-equipment work is going on at the time of the 
attack. 

Phased maintenance tasks are carried out whenever the total flying hours for an 
aircraft exceed any of the phased maintenance time thresholds, unless the user has 


-36- 


specified that these maintenance requirements be ignored for certain times during the 
simulation; such work is carried out at night, as with deferred maintenance. 

With only four exceptions, the requirements for on-equipment aircraft tasks are 
treated as independent activities. Two of the exceptions concern support equipment, and 
another involves munitions load crews. For each aircraft type, the user may specify (on 
CT15/1) one or two types of support equipment for which multiple demands can be 
satisfied with a single item. The auxiliary power cart and the hydraulic mule might be 
treated in this manner. The user may also prevent a single aircraft from being assigned 
more than one munitions load crew by specifying the type and number of personnel that 
make up a load crew on the CT15/1. Another quite different exception to treating tasks 
as independent is discussed below in Sec. IV-7. 

4. SHOPS AND UNSCHEDULED TASK COLLECTIONS 

TSAR provides for a total of 30 shops. All aircraft maintenance personnel, 
equipment, and parts are "assigned" to one or another of these shops, and TSAR 
maintains lists of the tasks and repairs that are underway, interrupted, waiting, and 
deferred separately for each shop. The first 24 shops are to be used for those collections 
of unscheduled maintenance tasks performed by specialists associated with each of the 
aircraft maintenance work centers. Generally, the personnel, equipment, and parts used 
in connection with the tasks assigned to a particular shop (work center) should also be 
assigned to the same shop, although in the case of personnel and equipment they may be 
"borrowed" for work on a task assigned to another shop. Thus, the resources (personnel, 
equipment, parts) associated with unscheduled tasks will be assigned to one of the first 24 
shops, most scheduled flight line resources will be assigned to Shop #25, and the 
munitions-related resources to Shops #27 and #28. 

If desired, the personnel and equipment of each shop may also be assigned (with 
CT45/1) to 1,2, or 3 separate groups (or AMUs) to support separate subsets of aircraft, 
and to a wing-level organization for backshop parts repair (CRS and/or EMS) as in the 
COMO (AFR66-5) maintenance concept. The user should reserve Shops #27, #28, and 
#29 for the preflight tasks, that is for reconfiguration, munitions loading, and refueling, 
respectively: as outlined in Sec. VI. Shop #25, the "flight line” shop, is to be used for 
those tasks other than the preflight tasks that involve munitions and TRAP resources; 
Shop #25 should also be used for user-specified mission-dependent postflight inspections. 





-37- 


(Shop #26 is used by the program for storing references to aircraft whose mission 
assignment and weapons loading has been delayed, and Shop #30 is not associated with 
aircraft maintenance; it is used in connection with munitions assembly and civil 
engineering.) 

In practice, there is only a limited likelihood that the specialists from any given 
shop will be required for an unscheduled maintenance task after any particular flight, and 
a much smaller chance that they will be required for two or more distinct tasks from the 
same shop, so the TSAR data structure for the shop-task collections has been designed 
such that at most one task from each collection will be selected after a particular sortie. 
With this restriction, only a single random number need be drawn and compared with the 
cumulative sum of the probabilities of the several tasks in each collection. If the number 
is greater than the sum, no task is required; if it is less, the task is determined by the 
random number’s position within the set of cumulative probabilities. This process may 
be visualized as follows: 

1.0 


RN 

—L_ o 

In the situation shown, there are only three possible unscheduled on-equipment 
tasks that the shop may be called upon to perform; T*. Tj, and T k . The probabilities that 
the individual tasks (entered with CT7) are required after any given sortie are P i( Pj. and 
P k . After each sortie a random number, RN, is drawn for each shop. If the value 
corresponds to the shaded region for a shop, no task is required; if the value is less, the 
task to be accomplished is the one corresponding to RN. When the user has specified 
that the nominal task probabilities, or breakraies, for certain shops and aircraft types 
should be modified in some way (as controlled by CT18/2 data), the random number is 
adjusted before being compared with the shaded region. Also, as will be explained 





-38- 


below in Sec. IV-7, when the user has specified that only a limited percentage of the 
aircraft land with unscheduled maintenance, the random number is adjusted such that the 
overall maintenance demands are preserved. As noted earlier, tasks with a fairly high 
probability of being required following a flight should not be included in these task 
collections. 

5. ILLUSTRATIVE SHOP-TASK SEQUENCE 

The various features for representing the organization and processing of aircraft 
maintenance tasks will permit the user to rapidly define and test a wide variety of 
different base maintenance structures. An example of an actual structure that might be 
defined (with CT29) is shown in Fig. 7. 

Immediately upon landing, the user may specify either a taxi time and/or a specific 
postflight delay to account for taxiing, debriefing, etc. If "hot-' ." refueling or 
decontamination tasks have been specified and one is selected, it is performed 
immediately after any taxi-time specified. The aircraft is then presumed to move to an 
aircraft shelter or parking ramp, where the remainder of the maintenance work is carried 
out. In the example, it is specified that Task #45, removing hung ordnance, occurs after 
4 percent of the sorties. When that is completed, any unscheduled maintenance that is 
required by Shops #1, #17, #19, #2, #4, #9, and #24 may be initiated. TSAR determines 
which tasks are required, which tasks may be deferred for the next mission, and what the 
tentative mission assignment should be for the aircraft when it first lands. Two scheduled 
tasks as well as any battle damage work are also specified in the example: The 
requirement to reload guns, Task #62, is controlled by the CT16 entry for the basic- 
munitions retention probability: the task to hang fuel tanks, Task #47, is not mission 
dependent, a CT5 specifies that it must be accomplished after 60 percent of the sorties. 
These tasks are different in character from most other tasks, in that some of the required 
resources are consumed. Tasks that may consume TRAP or munitions must be 
associated with the special "flight line" Shop #25 when they are not part of the mission- 
dependent munitions activities, or refueling activity in Shops #28 and #29. The battle 
damage tasks are implied by specifying Task #30000. 

When all of the first set of possible tasks has been completed, shop activity by 
Shops #8, #3, #21, and #12 may begin, along with Task #51. And when those jobs have 
been completed, the preflight preparations may begin. These preparations, discussed at 









Task 30000 
Battle 
























-40- 


length in Sec. VI, may involve a possible delay (CT15/1), followed by the final mission 
determination, aircraft reconfiguration if required, loading of the mission-dependent 
munitions, and refueling. As indicated, the delay, reconfiguration, and uploading always 
occur in sequence and are specified by entering Shop #26 in the shop-task sequence on 
the CT29 cards. Task #52 is also indicated as being concurrent with the preflight 
preparations. This task as well as the other individual tasks must themselves be 
associated with some shop (£ #25) and use resources assigned to one or another of the 
shops. The munitions and TRAP tasks that must be placed in Shop #25 probably would 
use personnel and support equipment from Shops #27 and #28, while the outer tasks 
could call on resources normally associated with any of the first 25 shops. 4 Mission- 
dependent postflight inspection tasks, that may be imposed using CT15/5, should also be 
assigned to Shop #25, and will be scheduled where Shop #25 appears in the shop-task 
sequence. 

To specify the shop-task sequence that is to be followed, the user enters a string of 
numbers using CT29; a different string may be entered for each type of aircraft and for 
each airbase. These data are stored in the SHPCRD (shop order) array. As the reader 
may have noticed, individual tasks must always be identified with a number larger than 
30 so that they will be distinguished from a shop. Furthermore, Task #30000 is to be 
used to designate when the batde damage tasks are to be performed. For this example, 
the shop-task sequence is entered by listing the numbers 45,0, 30000, 62,47,1,17,19, 

2,4,9,24,0, 8,51, 3,21,12,0,26,52,29,0,0 in order on CT29 cards. Note that each 
set of activities that may be carried out concurrently is followed by a zero to designate 
the end of the set 

Whenever any of the required maintenance tasks is one of those that must be 
accomplished at a rear base, or whenever unscheduled aircraft maintenance is estimated 
to take longer than a user-specified length of time, the user-specified task sequence is 
replaced by three sequential sets of maintenance tasks. The first set, to be accomplished 
at the operating base, includes refueling and all tasks that would prevent the aircraft from 
being ferried (i.e., task criticality of 33). The second set includes refueling at the rear 
base, all tasks that must be performed at the rear base, and other of the aircraft’s required 

4 Because of the logic used for checking on tasks that are waiting and that may need 
the resources that are being released from a previous task, the munitions and TRAP- 
related jobs—those that use personnel or equipment from Shops #27, #28, or #29—must 
be associated with Shop #25. 






-41- 


and deferred tasks as are specified by the variable JOBCON (job control) on CT3/2. The 
third task set, those that are to be done when the aircraft returns to the operating base, 
includes all remaining tasks that are required. 

6. TSAR DETERMINATION OF AIRCRAFT MAINTENANCE 
REQUIREMENTS 

Whenever an aircraft completes a flight (and has been removed from the delay 
heap in the ACN array), subroutine MANAGE transfers control to entry point LAND in 
subroutine FERRY, where checks are made to see whether the aircraft was lost on the 
mission or has received battle damage. Subroutine LANDIT then is called to check 
whether runway conditions permit recovery and if not what alternate should be used; for 
aircraft operating from DOBs, subroutine LANDIT also identifies the host base, and an 
alternate if the host’s runway is closed. Subroutine FERRY next calls CKMAIN to 
determine what maintenance will be required, and whether a DOB aircraft should 
recover at its host. Subroutine CKMAIN establishes which of the individual tasks and 
which of the collections of individually low probability unscheduled tasks are required. 
The tasks and shop task collections are checked in the specified order as illustrated in the 
preceding subsection; a random number is drawn for each task and shop to determine 
which if any of the tasks require attention. The malfunctions noted are stored in a 
temporary array that is processed in subroutine PSTFLT after the aircraft has recovered. 
Aircraft operating from a MOB or a COB recover as runway conditions permit. For 
aircraft operating from a DOB, a check is made to see if any of the work must be done at 
the host, and if that work has been detected. If none of that work has been detected, the 
aircraft will recover at the DOB and subsequently be ferried to the host; otherwise, it will 
fly directly to the host. If there are no requirements for work at the host, the aircraft will 
recover at the DOB to be readied for the next combat mission. 

After the aircraft has recovered, the flight crew is released (see Sec. VII for a 
discussion of that process) and, if battle damage is so severe that repair is not practical, 
the aircraft is written off and the various parts are salvaged to the extent specified (see 
CT15/2). Otherwise, subroutine PSTFLT (postflight) is called. (For aircraft that have 
not survived or are salvaged, the existing records are eliminated with subroutine 
KILLAC and, if filler aircraft are available or if the user specifies replacements, another 
aircraft is requested using subroutine ORDER.) 



l ': 


-42- 


The basic functions perfonned within subroutine PSTFLT are (1) to initiate any 
user-defined postflight delay (to account for taxiing, inspection, etc.); (2) to schedule 
hot-pit refueling, or aircraft decontamination, when appropriate; (3) to determine if any 
previously deferred tasks must be done at this time; (4) to estimate the expected time that 
will be required to cany out the maintenance that is essential for various missions; (5) to 
schedule aircraft refueling and transfer when any of the required maintenance must be 
accomplished at a host base or a rear base; (6) to establish a tentative mission assignment 
for the aircraft; and (7) to categorize the newly defined tasks as essential or deferrable for 
that mission. 

Subroutine PSTFLT establishes what the expected time will be for carrying out 
the essential maintenance, including battle damage. The individual tasks determined in 
CKMAIN are checked in the appropriate order, the expected time for each task is 
estimated, based on the nominal task time specified for that task, plus approximate time 
allowances for (1) whatever inefficiencies are expected because of chemical warfare 
effects; (2) aircraft that are already waiting at the various shops; (3) parts repair, when 
parts are known to be required and none are available; and (4) repair of the maintenance 
facility itself, when the task specifications prescribe that facility and it is damaged. 

When these time estimates for the required tasks and for the preflight tasks have 
been determined, the lime at which the aircraft could be ready to fly is established for 
each possible mission type. If any of the previously deferred tasks are now required or 
are now essential for any of the missions, the time to accomplish them is included on the 
assumption that they would be processed simultaneously, before the other tasks are done. 
These ready-to-fly estimates take into account the user’s specifications as to which shops 
may perform on-equipment tasks simultaneously and which groups of shops must follow 
other groups. They also take into account only those tasks that may not be deferred foi 
each particular mission. By making the estimates in this manner, the nominal times at 
which the aircraft could be readied for the various missions will typically differ for the 
different missions, and these times will also include at least a rough accounting of the 
inefficiencies, queues, parts shortages, or facility damage that might interfere with the 
preparations for one mission, but not another. 

Unless the aircraft is scheduled to be ferried to its host base or to the rear 
maintenance base, as discussed below, the next step is to determ.ne the highest priority 
mission that has insufficient aircraft to meet the known demand, between the times that 
the aircraft could be ready for various missions and the time horizon for planning. If the 








-43- 


deficient priority is no higher than that for the aircraft's previous mission and occurs no 
earlier, the aircraft is committed to the same type of mission that it just completed. 
Otherwise, the aircraft is tentatively committed to that mission with the earliest, highest 
deficient priority. 

The maintenance tasks that are essential for the designated mission are stored in 
the RQDTSK (required task) array and the others are placed in the DEFTSK (deferred 
task) array. Final bookkeeping in the PSTFLT subroutine includes updating the aircraft’s 
criticality index (i.e., ACN(-,17)), which maintains a record of which missions may be 
flown despite the maintenance that has been deferred. 

7. LIMITING UNSCHEDULED MAINTENANCE 

Normally, TSAR assumes that the probability that unscheduled maintenance will 
be required on an aircraft after each sortie is determined only by the probabilities 
specified for each of the individual unscheduled tasks. Thus, the likelihood that any task 
is required is presumed to be independent of all other tasks. An alternative TSAR mode 
of operation permits the user to limit the fraction of aircraft that require unscheduled 
maintenance after a sortie, but also to maintain the total amount of work accomplished 
consistent with the overall task statistics, by increasing the amount of work that must be 
done on those aircraft that do experience a "break." 

In the past, when TSAR has been run assuming task independence (using 
unscheduled maintenance data derived from data bases prepared for the Air Force 
LCOM model), it has been found that the percentage of aircraft that land and require 
unscheduled maintenance is substantially greater than that reported by flying units. 
Possible reasons for these discrepancies could include (1) the observed tendency for 
aircraft breakrates to be reduced at higher sortie rates, (2) an apparent tendency for 
LCOM data to reflect a conservative view of what must be repaired for an effective 
combat sortie, and (3) the strong possibility that unscheduled maintenance tasks are 
correlated, i.e., should not be treated as independent events. All of these possible 
mechanisms are poorly understood at this time; for TSAR simulations, one can modify 
the nominal breakrates by shop (with CT18/2 cards) to adjust for observations of the first 
kind. The user can also introduce a less conservative notion of how an actual wartime 
MESL (minimum essential subsystem list) would affect the maintenance requirements 
with his specification of task criticality (on the CT5 card). And if none of the 






-44- 


unscheduled maintenance tasks for an aircraft have a nominal task time in excess of 
GRACE (CT4/2), the recovery will be designated Code 1. Finally, the user can reflect 
the possibility that when one task network requires work, it may be more likely than 
implied by the independence assumption that other networks will also require work. This 
apparently not uncommon situation in which maintenance starts with one task but leads 
to another and another can be simulated with TSAR by "chaining" a series of task 
networks, but that procedure requires a more detailed knowledge of the 
interdependencies among tasks than exists at this time. 

The user may also simulate that a disproportionate amount of the overall work 
load is incurred by a subset of the aircraft, by specifying (on CT15/3) a value for the total 
"percentage of aircraft that land with deferrable or nondeferrable unscheduled 
maintenance" (that have Code 2 or Code 3 "breaks"). When that is done, that percentage 
of the aircraft are selected at random in subroutine CKMAIN and are checked for 
unscheduled maintenance; the likelihood that unscheduled maintenance is required in 
each shop is increased in the proportion necessary so that the total amount of work 
required for a large number of sorties will be the same as when the tasks are treated as 
independent. The division of unscheduled maintenance between Code 2 and Code 3 is 
based on the several TSAR mechanisms for specifying task criticality and deferTability. 

8. AIRCRAFT OPERATIONS AT DISPERSED OPERATING BASES 

In addition to MOBs and COBs, one may also designate that certain airbases will 
be used in support of austere operations at "dispersed operating bases" (DOBs). Such 
bases are envisioned as having extremely limited capabilities for unscheduled 
maintenance; refueling and rearming would be the main functions, although the TSAR 
simulation allows the user complete freedom in defining "austerity" for DOBs. Since 
much if not all unscheduled maintenance will be required to be done at the DOB’s host 
base (typically a MOB), it is determined before the aircraft recovers from a combat 
mission whether to return to the DOB or go directly to the host. Uncertainty may be 
introduced into the aircrew's ability to detect such conditions. 

Each on-equipment task may be coded to indicate whether repair at a DOB is 
practical, or whether the aircraft should recover at a base with more extensive repair 
capabilities; the user also specifies which of the tasks that can’t be handled at a DOB will 
not be detected by the pilot some percentage of the time (individually by task). Aircraft 




-45- 


that recover at a "host," either directly from combat, or after being ferried from their 
DOB, lose their association with the DOB and become a part of the "host’s" complement 
of aircraft However, whenever an aircraft at a "host" completes maintenance, the 
aircraft-transfer-directives (discussed below) are checked and sufficient aircraft are 
transferred to maintain the specified complement at the host’s DOBs. If aircraft at a 
DOB are found to require work at a rear maintenance base (see the next section), they 
are ferried directly to that base, rather than the host 

In the evening, when flying tapers off and tasks that have been deferred during the 
day must be worked off, aircraft at the DOBs are ferried to their host base for the 
required maintenance (or to a rear maintenance base for specified tasks). Aircraft 
returning to a DOB from combat late in the day 5 that don’t have any immediate 
maintenance that requires they go to the rear but do have deferred maintenance that 
shortly will need attention, are flown directly to their host base. When aircraft at a DOB 
should be ferried to the host base, but the host has been closed by air attack, the needed 
maintenance will be further deferred and the aircraft will continue to operate from the 
DOB, unless ALTDEF (CT4/3) is unity; in the latter case, an alternate host will be sought 
that operates the same type of aircraft. Tallies are maintained of the cumulative numbers 
of aircraft transferred among MOBs, COBs, DOBs, and rear maintenance bases. 

Aircraft operating from MOBs and COBs will recover at a DOB when no MOBs 
or COBs have open runways and when USEMER (CT4/3) is zero. Such aircraft receive 
maintenance and tasking while at the DOB, to the extent practical. If USEMER is unity, 
the EMERG base is used for recovery rather than a DOB. 

To facilitate use of DOBs, TSAR permits the user to issue "aircraft transfer 
directives" that direct a particular number of aircraft of a specified type to be moved 
from one base to another, beginning at a designated time. Up to eight such directives 
may be outstanding for each base at the same time. Each directive specifies the time that 
the transfer is to begin, the type and number of aircraft, the base the aircraft are to be 
taken from, the base that they are to fly to, and for aircraft to be transferred to a DOB, the 
desired mission configuration. 

Aircraft may be moved from a MOB to each of several DOBs whenever specified, 
and then directed to be flown back to the MOB at some later time. If aircraft are ready to 
be transferred when the directive is issued, they are transferred at that time; ; f a sufficient 

5 Whenever recovery at the DOB is to be as late as TBEFOR (CT4/3) TTU time units 
before ENDAY. 




-46- 


number are not ready at that time, the remainder are transferred as they complete 
maintenance and they become ready to fly. If aircraft are returned to a MOB from a 
DOB for maintenance, other aircraft will be transferred to maintain the designated 
number at the DOB. If over eight directives are issued for the same base, the directive 
that has been operative longest is replaced with the most recent. 

A transfer directive may be issued that increases or decreases the number of 
aircraft to be maintained at a forward location. When such a directive reverses the 
direction of transfer between two particular bases for a particular aircraft type, the earlier 
directive is canceled and the later one is activated. Up to 50 (currently) such transfers 
may be specified, and the code has been structured so that such directives could also be 
issued later, during the simulation, if an adaptive logic is introduced to generate such 
commands. 

The directives are initially entered into the MOVEAC heap during program 
initialization and are subsequently placed in the BASDIR array for the appropriate base 
at the time that they become effective. The actual transfers are initiated in subroutine 
SENDAC with a call to subroutine FERRY, for aircraft that are ready to transfer when 
the directive is issued, or in subroutine RUN AC when aircraft have completed 
maintenance. If the runways are not open, or pilots are not available when an aircraft is 
to be returned from a DOB, subroutine MANAGE calls GOHOME every two hours to 
locate and return any such aircraft when conditions are more favorable. 

9. REAR MAINTENANCE BASE 

Aircraft may be sent to a rear maintenance base either for specially designated 
tasks or when the estimated completion time for the required maintenance exceeds a 
user-specified time (MNTLMT on CT3/2). Both regular maintenance tasks and battle- 
damage tasks may be specially designated as requiring action at a rear maintenance base; 
these task designations may apply to all aircraft, or only to aircraft at a COB. Naturally, 
the criticality of any such task must be such that the aircraft may be ferried. If the user 
has specified a time limit for maintenance at the operating bases (MNTLMT) and the 
estimated maintenance time exceeds that value, a check is first made that there is at least 
as much time needed for the maintenance that would be accomplished in the rear as for 
what must be done at the operating base. If so, and if the time required for the 
maintenance that must be done at the operating base is as great as MNTF (CT3/2) 









-47- 


percent of MNTLMT, another check is made to see that the time for the maintenance that 
may be done in the rear is at least equal to MNTR percent of MNTLMT. This final 
check provides the user with a somewhat more realistic control over which aircraft are 
sent to the rear and which are not. 

After an aircraft has landed and its ready-to-fly time has been estimated in 
subroutine PSTFLT a check is made to see if aircraft maintenance is to be done in the 
rear. If (1) tasks that must be done in the rear are outstanding, or (2) the ready-to-fly 
time exceeds MNTLMT, etc., the required tasks are regrouped into three sets. The first 
includes a refueling and all tasks that prohibit the aircraft from being ferried. The second 
set includes a refueling and all tasks that must be done in the rear, as well as whatever 
other tasks are to be done as defined by the value of the control variable JOBCON (see 
CT3/2 in Sec. XIX, Vol. II); these tasks are scheduled for the rear base. The third set of 
tasks includes a refueling and all other tasks that are outstanding and the necessary 
munitions loading tasks; these are scheduled for carrying out on return to the operating 
base. When the aircraft has flown directly to the rear maintenance base from a DOB, the 
aircraft is sent forward to the host base, not the DOB, when maintenance is complete at 
the rear base. No additional maintenance requirements are assumed to be generated on 
the return flight to the operating base. To the extent practical, the ordered structure for 
maintenance tasks that is prescribed in the shop-task sequence with the CT29 cards is 
maintained within each of the three task sets. 

Aircraft spare parts for rear maintenance bases are either individually stocked or, 
when the automatic parts generation feature is being used, they are acquired by 
redistributing the spares that are calculated for the operating bases. For tasks that must 
be done in the rear, all parts are placed in the rear. An estimate is also made of the 
fraction of the other tasks that will be accomplished at the rear base at the same time that 
the mandatory work is underway, and a like fraction of all parts is placed in the rear. If 
aircraft are also sent to the rear whenever the ready-to-fly time exceeds MNTLMT, etc., 
the fraction of the parts placed in the rear can be increased by the user’s specification of 
RPARTS (CT3/2). 


-48- 


10. AIRCRAFT MAINTENANCE MANAGEMENT 

After an aircraft’s next mission has been tentatively selected and the various 
scheduled and unscheduled tasks have been defined in subroutine PSTFLT, subroutine 
MANAGE transfers control to subroutine STARTM (start maintenance), which manages 
the initiation of on-equipment maintenance tasks. 

When STARTM is called, following the optional postflight delay, TSAR 
immediately attempts to initiate the required work on each of the first set of required 
tasks stored in the RQDTSK array by calling subroutine INITSK (initiate task) through 
entry point NEWTSK. If a task is not incompatible with a task already underwav, and 
the required resources are available to initiate the task, the resources are withdrawn from 
stock, and the task completion time is determined (using subroutine 7TIME); the activity 
then is placed in the TASKQ heap. When the effects of chemical protection are to be 
taken into account (i.e., when USECW > 0), the task "heat factor” also passes to TOME 
where it acts as a switch to call CWTIME that establishes how much longer the task will 
take in the chemical ensemble that is appropriate at the work place, and how long the 
work crew can be permitted to woik before they must be allowed to cool off. If the 
requisite resources are not available, the task is placed in the WAITSK (waiting task) 
queue of the appropriate shop. (The operation of subroutine INTTSK will be discussed 
more fully in the next subsection.) When all of the tasks that may be performed 
simultaneously have been processed, control is returned 6 to MANAGE for other 
operations. 

Subroutine RUNAC is called whenever an on-equipment task has been completed. 
If the effects of chemical protection are being considered, subroutine MANAGE first 
calls subroutine STOPIT, which uses subroutines GOREST and CKTEMP to determine 
how the work crew are to be disposed of. The first step in RUNAC is to call subroutine 
ENDTSK to release whatever resources 7 are available, and to assign them to tasks that 
may have been interrupted or are waiting (by using subroutines CHECK and DOWPRE 

6 When late takeoffs are permitted, each aircraft is also checked to see whether its 
estimated ready-to-fly time is sufficiently close for it to be considered. If all tasks have 
been started and the estimated ready-to-fly time is within two hours, the flag— 

ACN(-,21)—is set so that the aircraft could be considered for a possible late takeoff. 

The flag is also set when only one task remains that has been initiated and is expected to 
be completed within three hours. 

7 Except for specific types of equipment that may need to be retained for use on other 
ongoing tasks. 






-49- 


\ 

s 


l 


for unscheduled and preflight tasks, respectively). When ENDTSK returns control to 
RUNAC, the next step depends upon the nature of the task. Except for preflight tasks, a 
check is made to see if the task is an clement in a task network, and if it is, resources are 
checked in subroutine INITSK to start any subsequent task or set of parallel tasks. A 
check is next made for any tasks that may have been forced to await the completion of 
the just concluded task, because of an incompatibility (as defined with CT19), and any 
such tasks are initiated if resources permit 

If at this point on-equipment tasks are in process, control is returned to 
MANAGE; if no tasks are in process but tasks are still waiting for the appropriate 
resources, a new estimate is made of the ready-to-fly time before returning control to 
MANAGE. If there are no tasks in process or waiting, but tasks remain in the RQDTSK 
array, a new estimate of the ready-to-fly time is computed, and STARTM is called where 
the next set of required tasks are checked and initiated as resources permit. If no tasks 
are in process or are waiting, and there are no further tasks required, a check is made to 
see if conditions permit deferred maintenance to be done at this time; operations in this 
circumstance are discussed in Sec. IV. 15. If no deferred maintenance is to be 
accomplished, the aircraft is ready to fly and will be launched as required, except when it 
sustains a ground abort In the latter instance a task is picked at random from the shop 
task collections and must be handled before the aircraft is again ready to fly. 

When subroutine RUNAC is called at the completion of a preflight task, operation 
is somewhat different than with other maintenance tasks. After the resources that have 
been in use are released fand an attempt to reuse them made with subroutine DOWPRE), 
subroutine RUNAC calls subroutine PREFLT (preflight), which manages the unique task 
structure used with preflight tasks; these operations are described in Sec. V. When 
control is subsequently returned to subroutine RUNAC, processing continues in much the 
same manner as for unscheduled maintenance tasks, except for the task network tests. 

One other important feature of the management operation performed in subroutine 
RUNAC permits the preflight tasks to be deferred in certain circumstances, so that the 
final decisions regarding mission assignment and munitions may be delayed until further 
information has been received regarding sortie demand. When these conditions (as 
discussed in Sec, V) have been met and the prefiight delay flag DELYPF has been set to 
unity, the mission assignment and weapons loading tasks (i.e.. Shops #26, #27, and.#28) 
are allowed to wait while the other tasks are processed in accord with the specified 




-50- 


shop-task structure (i.e., the shop sequence data from CT29). When all required tasks 
are complete, deferred tasks will be initiated if it is estimated that they can be completed 
before the user-specified last allowable hour for commencing the weapons loading 
procedures (i.e., LSTTOD). If none can be started, or if all deferred tasks are completed 
before LOADTM (the earliest hour for commencing to upload munitions), a preflight 
delay is computed such that it will just be completed at LOADTM, and the aircraft is 
placed in the delay heap in the ACN array. 

11. ON-EQUIPMENT TASK INITIATION 

On-equipment maintenance tasks, except for the preflight tasks, are initiated with 
a call to subroutine 1NTTSK. This subroutine is initially called from STARTM or 
RUNAC; if tasks must wait or are interrupted after they are initiated, subroutine CHECK 
subsequently calls to recheck the availability of the required resources. 

When subroutine INITSK « entered to check for tasks that have been waiting or 
interrupted, a rough check is made of the existing ready-to-fly time estimate for the 
aircraft; if it is outdated a crude update is calculated. When a part will be required, base 
stocks are checked to see if one is available. The task is then checked to see if it must be 
delayed because of ether work in process that is incompatible. If there is no problem, the 
program next checks for the availability of any facility that may be required and for the 
personnel and equipment specified for the task. If it has been specified that only one item 
of the required type of support equipment is needed for several tasks, and one is already 
assigned to the aircraft, the additional requirement is ignored; similarly, if an aircraft is 
not to be assigned two or more munitions load crews, and one is already at work, the task 
is delayed. If the aircraft is assigned to its own squadron with its own personnel and 
equipment, the required resources are drawn from the appropriate group. If a facility is 
needed and it is unavailable, or if insufficient personnel or equipment is available, the 
shortage is noted and the program transfers to check any alternative procedures that the 
user may have stipulated for this task. 

Subroutine GETPEO is called to check on the availability of the required 
personnel, and subroutine CKAGE establishes the availability of any equipment that is 
required. If insufficient personnel are available, but on-base personnel have received 
cross-training, checks are made to see whether such personnel can be used on this task, 
and, if so, subroutine CKPEOP is called to see if -uTirient cross-trained or task-assist- 









-51- 


qualified personnel are available. If there are not, and if the base has not been subjected 
to a chemical attack, a check is made to see if the required number of specified personnel 
are involved in parts repair activities; if they are, those repairs are interrupted to acquire 
the personnel needed for the on-equipment task, 8 when the needed part is in stock. The 
time remaining to complete the interrupted repair is stored with the other repair data in 
the LNTTSK array. If the required maintenance specialists cannot be obtained by these 
procedures, and if chemical protection ensembles are not being worn (i.e., USECW = 0), 
the last option is to stop an ongoing maintenance task on another aircraft This will be 
done only if the ongoing task has at least two hours remaining until completion and if the 
aircraft has a projected ready-to-fly time at least four hours later than the aircraft for 
which the personnel are sought 

If sufficient personnel are available but a needed part is not, a check is made to see 
if it may be obtained from another aircraft by cannibalization. The various options for 
cannibalization will be discussed in a later subsection. If a part is not located, the fact 
that the aircraft has a "hole" is filed by calling subroutine RPTNOR (report not 
operationally ready); if the rules prescribed by the user permit (see Sec. XI), an attempt 
is made to locate the needed part at another location in the theater and to have it shipped. 

If all resources are available the task is initiated with a call to subroutine 
DOTASK that places the task in the TASKQ heap and also places pointers defining its 
location in the in-process queues associated with the aircraft and with the shop that is 
doing the work. The duration of the job is determined on the basis of the mean task time 
and the distribution specified by the user. When chemical protection ensembles are 
worn, the "heat factor" is also passed to subroutine TTIME where it acts as a switch to 
call subroutine CWTIME, which estimates the additional time that will be required 
because of the ensemble, and how long the personnel will be able to work in light of the 
ambient temperature, humidity, and chemical contamination at the work place. (See the 
discussions of subroutines TTIME, CWTIME, and CKTEMP in Sec. XIV.) 

The DOTASK subroutine is also used when it is necessary to stop an on- 
equipment task. Since on-equipment tasks receive priority over parts repair tasks, the 
only times that on-equipment tasks are interrupted is (1) when a task is stopped for a 
higher priority on-equipment task, (2) when the number of personnel at a shop is reduced 

®This could occur in a 66-1 type organization but not in a COMO (66-5) organization, 
since the parts repair personnel at wing level in COMO are differentiated within TSAR 
by means of a different identity. 





-52- 


because of a shift change, (3) when the work crew must stop to rest and cool off, or (4) 
when the airbase is attacked and shop personnel are lost At those times the subroutine is 
entered at the entry point STPTSK, and the needed bookkeeping is done on the pointer 
systems used with the aircraft, the shops, and the INTTSK and TASKQ arrays. When 
personnel are reduced because of a shift change, the last task that was initiated is the first 
to be interrupted. 

If a part is available, but some other resource prevents the task from being 
initiated, any alternative procedure (set of resources) for accomplishing the task that has 
been supplied by the user is checked to see if those resources are available. If they are, 
the task is initiated using the alternative procedure; if they are not, the task must wait in 
the appropriate shop’s wait queue. If the task had already been waiting, processing is 
complete. If it is being checked for the first time, subroutine ACWAIT is called to store 
the relevant data in the WAITSK array; the resource for which a shortage prevented the 
primary procedure from being initiated is taken to be the reason for the delay. When the 
task is placed in the shop's wait queue it is placed last in line if ORDWT = 0; if ORDWT 
= l. 9 subroutine INWAIT is called and the task is placed in the shop's wait queue such 
that the aircraft with the least time remaining before it had been estimated to be ready to 
fly is placed first. 

The last step for a task that is being checked for the first time is to dispose of any 
part that must be removed from the aircraft If the part is not normally reparable in the 
theater, it is eliminated and another may be requisitioned from CONUS. If it is not 
normally reparable at the base where it was removed, it is shipped to whatever location 
has been specified for its repair (using the SHIPTO array data input from CT34). It may 
be shipped directly after removal from the aircraft, or it may first have to be checked on 
base. 10 If the part can be repaired on base, it is sent to the appropriate repair facility. If 
the repair facility has been closed by damage from an air attack and it is not projected to 
be repaired before the part could be sent to another base for repair and returned, or if the 
AIS stations needed for repair have been lost in an air attack, the bases specified for 
lateral repair are checked to see if they have an open shop and/or the needed AIS station; 
if so, the part is shipped to another base. 

9 See CT3/1. 

10 Any part, LRU, or SRU with a NRTS rate of 101 is shipped directly after removal 
from an aircraft (or from an LRU); if the NRTS rate is from 1 to 100, the part must 
undergo the administration delay before being checked for NRTS action. 







The pan is removed from the aircraft when the task is first checked, even though 
the resources were not available to start the on-equipment task at that time; it is assumed 
that the overall resource demands for the task are adequately approximated by the task’s 
resource requirements whether they are used then or later. The repair of the part is 
delayed by a time equal to the sum of the nominal task time and the backshop 
administrative delay time (see Sec. VI). 

If the task started in INITSK is a task that had already been started hit had been 
interrupted, or is a task that had already been checked but had had to wait, the necessary 
bookkeeping for the pointers is accomplished before control is returned to MANAGE. 

Of the many data maintained for each aircraft, two are flags used to rapidly 
identify each aircraft’s current status; the first flag (stored in the 12th position— 
ACN(-,12)) of the aircraft array defines the aircraft’s location within the overall sortie 
cycle, while the second flag (ACN(-,16)) defines the degree to which the aircraft has 
progressed through the several steps in the preflight process. The states corresponding to 
various values of the first flag are: 

ACN(-,12) Aircraft Status 

1 In flight 

2 Inactive for the postflight delay 

3 Unscheduled maintenance before final mission assignment 

4 Inactive for the preflight delay and final mission 

assignment 

5 Maintenance following final mission assignment 

6 Ready for flight 

7 Undergoing deferred maintenance tasks 

The several preflight states defined by the second flag are outlined in Sec. V. 

12. CANNIBALIZATION 

When a part must be replaced on an aircraft and a replacement is not immediately 
available, TSAR may be directed to cannibalize the needed part from another aircraft in 
certain circumstances, 11 and the part that is cannibalized may itself be btoken in the 

1 'Parts cannibalization may be selectively prohibited by entering -1 for a specific part 
type in the CANNTM array using CT35/1. If the value is less than -1, the part may only 
be cannibalized when at least DOCANN aircraft at that base already need that type of 
part 






-54- 


process. 12 The rules governing cannibalization are managed by the user with his setting 
of the control variables CANMOD (cannibalization mode), MXHOLE, DOCANN, 
DOWNTM, and CDELAY. The basic user choices are (1) whether a part may be canni¬ 
balized when there are reparables on base, and if so (2) which of the aircraft may be con¬ 
sidered. The aircraft that may be considered must be cf the same type and must also be 
undergoing unscheduled maintenance. Four possible categories are defined: (1) aircraft 
with parts missing, whose criticality for the designated mission would not be affected; (2) 
all aircraft that have parts missing; (3) aircraft without holes, if the criticality would not 
affect the designated mission; and (4) all other aircraft. If cannibalization is selectively 
restricted to aircraft in either of the first two categories, the donor aircraft must have at 
least as many missing parts (i.e., "holes") as the recipient aircraft. No matter which 
category is chosen, aircraft that already have a part missing are checked before the others 
are checked. When an aircraft has two or more parts of the same kind at different loca¬ 
tions on the aircraft, each may be cannibalized unless cannibalization is restricted for 
certain of the locations; when two or more may be cannibalized, priority is given to the 
pari with the shortest cannibalization times. Parts not normally cannibalized can some¬ 
times be cannibalized if sufficient aircraft already need the same part (see footnote 11 
above). The user may also prohibit cannibalization of the part from any aircraft that 
already has had MXHOLE parts removed, or whose estimated ready-to-fly time is within 
DOWNTM hours; for aircraft without "holes" TSAR has a built-in minimum constraint 
of 90 minutes for this time. 

These optional constraints are defined for various values of the control variable 
CANMOD as shown in Table 3. 

Cannibalization is done by subroutine CANNIB. When an aircraft is checked for 
the needed part, the waiting tasks, required tasks, and deferred tasks are checked first in 
that order. If the same task is found to be required on the aircraft but the part is not 
required (is not broken), it is assumed that the part can be removed; if the part may be 
required in a subsequent segment of the task network, it is assumed that the part is not 
available. If the task is not found in any of those categories, the in-process tasks are 
checked; if the same task is not being processed, the aircraft is considered suitable for 
cannibalization. 

12 The probability that a part is broken when cannibalized is read into the B ADCAN 
array using CT35/2; no part will be cannibalized if the probability that it will be broken is 
greater than NOCANN (see CT4/2). 





-55- 


Table 3 


CANNIBALIZATION CONSTRAINTS* 


CANMOD 

Cannibalization 
Permitted with 
On-base Reparables 

Eligible Aircraft 
(none with ready-to-fiy time less 
than DOWNTM hours —> 90 minutes) 

0 


None 

1 

No 

Aircraft with parts missing whose 
criticality for the designated 
mission would not be affected 

2 

Yes 

Ditto 

3 

No 

Aircraft with other missing parts 

4 

Yes 

Ditto 

5 

No 

Aircraft whose designated mission 
is not affected by pan 

6 

Yes 

Ditto 

7 

No 

Any aircraft 

8 

Yes 

Ditto 


•Ptrts that may be cannibalized only when the DCCANN constraint i z satisfied 
are distinguished by an entry in the CANNTM array that is less than -1. 


When a part is removed from an aircraft, data regarding the new "hole" is stored 
in the NORQ array using the NORRPT subroutine (see Sec. XTV) and is recorded with 
the task status flag associated with the task (see below). And when the pan is removed 
from an aircraft for which the related task was not already outstanding, a notice to 
replace the pan must be added to that aircraft’s list of required or deferred tasks. If the 
task criticality of the root segment of the network in which the pan is located is negative 
(i.e., has some probability of being deferred until night), the part is assumed to be 
mission critical for all missions and the task is added to the aircraft’s required tasks. 

A task stares flag is used to keep track of the state of an aircraft’s tasks and is 
carried along with all references to each task. The values of this flag define task stares as 
follows: 





-56- 


Task Status Flag 

Status 

0 

No part required 

1 

Pan required, not yet recorded in NORQ array 

2 

Pan required, recorded in NORQ array 

3 

Pan required, pan removed, not yet recorded 

4 

Part required, part removed and recorded 

5 

Replace pan only, ignore network, part 
removed, recorded 


When a part is cannibalized from one aircraft to permit work to be carried out on 
another aircraft, the time required to get the part and to complete the basic task on the 
receiving aircraft is the sum of the time normally required for that task, plus either the 
time for cannibalizing a part of that specific kind (from the CANNTM array), or the 
default cannibalization time; the latter is equal to one-half the true time selected for the 
task plus CD ELAY minutes, as defined by the user with the control variable CDELAY. 

13. CHECK FLIGHTS TO VALIDATE MAINTENANCE ACTIONS 

Under some conditions it is necessary to test the adequacy of maintenance actions 
by flight-testing an aircraft. It is possible to simulate such flights in TSAR and the 
demand they place on aircrews ar 1 aircraft. The CT15/88 card is used to specify the 
numbers of ihe simple tasks and task-network root-segments for which such flights may 
be required, and the probability (x10000) tltat the flight is not required when the specified 
task is scheduled. Such requirements can be entered with the CT15/88 cards for 
unscheduled maintenance networks specified with CT7 cards and in the shop-task 
sequence lists entered with CT79 cards; they may also be specified for any of the battle 
damage task networks specified with CT15/2 and CT15/3 cards. This check flight option 
will not function for subsequent task elements in a task network. These features are 
activated for those aircraft types for which a T has been entered for the control variable 
in column 45 on CTT5/5. 

This feature is mechanized as follows; After an aircraft has landed and an initial 
determination of the next mission has been made, the tasks are divided between 
"deferrable" and "required before the next combat sortie"; the required tasks are then 
checked to determine if a check flight will be required when that maintenance has been 
completed. If a flight will be required, a special aircraft flag is set Subsequently, as 
aircraft maintenance is carried out, munitions tasks are omitted. When all other required 







-57- 


maintenance is complete, an aircrew is sought to fly the aircraft; if available, and the 
runway is open, etc., the aircraft is flown (for 45 minutes). If the aircraft cannot be flown 
at that time, it waits until conditions permit the flight; conditions are checked every two 
hours at the same time that checks are made for aircraft transfers that have been delayed 
for lack of aircrew or runway, etc. If a check flight is required when a previously 
deferred task is carried out, any munitions that have already been loaded are first 
downloaded. When the check flight is accomplished, additional maintenance may be 
generated; if it isn’t, the aircraft is loaded with the appropriate munitions and is ready for 
a combat mission. 

For aircraft that must be moved to another airuase (either a host base for DOB 
aircraft, or a rear maintenance base) the test flight is flown from the airbase where the 
task that required the flight was carried out. For check flights on aircraft that are to be 
transferred to another base, no additional maintenance is generated by the check flight. 

14. POSTFLIGHT INSPECTIONS AND MORNING PREFLIGHT 
INSPECTIONS 

With TSAR, the user may specify distinct postflight inspections (tasks) that 
depend upon the mission just completed. The number of the root element of the 
inspection (task) for each of up to five missions is entered for each type of aircraft with 
the CT15/5 card. The time during the maintenance cycle at which this work is to be 
performed is defined by the location of Shop #25 in the CT29 cards. Thus, postflight 
inspections may be designated by mission type, for each type of aircraft, at whichever 
bases the user chooses. 

In addition to the other preflight activities that may be simulated with TSAR, the 
user may also require that a scheduled inspection be imposed early in the morning before 
the aircraft are to be launched. The nature of the task is specified for each aircraft type 
by entering the task number (or root-segment number) on the CT15/5 card, and by 
specifying the times 13 in the morning (hour and minute) at which the inspections are to 
be started at specific bases on the appropriate CT17/3 cards. Thus, one can impose a 
unique task for each type of aircraft, and can initiate the inspections at different times at 

13 The inspections will be started on day 1 if an hour less than 24 is specified. If the 
user wishes to start these inspections on a later day, the hour counting from time zero 
should be entered: e.g., to start at 5:15 AM on day 3, the user enters 53 hours and 15 
minutes, or 5315. 


-58- 


different bases, if desired. And if a task number, or a time, are not specified, inspections 
of that aircraft type, or at that base, will not be imposed. If the user wishes the 
inspections to begin at midnight, 24:00 must be entered rather than 0:00. 

When it is time to start the early morning inspection, subroutine INSPEC is called, 
by base, from MANAGE and each aircraft is checked. The inspection is not required for 
all aircraft, only those that have had a final mission assignment and have been refueled, 
or are being refueled, and those that have had their mission-dependent munitions 
uploaded, or are having those munitions loaded. Furthermore, an inspection is not 
imposed if the aircraft ready-to-fly time is more than two-and-a-half hours hence. 

For those aircraft that are ready-to-fly, an attempt is made to initiate the inspection 
immediately; if sufficient resources are not available, the task waits. For aircraft not yet 
available but that meet the criteria noted above, the inspection is added ss a task 
requirement to be carried out after the current work is completed. An aircraft will not be 
launched on a mission until the inspection has been completed. 

15. DEFERRED MAINTENANCE 

On-equipment aircraft maintenance that has been deferred as nonessential for an 
aircraft’s designated mission may be taken care of in four different ways, determined by 
the task criticality (CT5) of the deferred task. The first possibility (mentioned in the first 
subsection) is that a different mission will be chosen for the aircraft for a subsequent 
flight and the deferred task will become mission essential and be transferred from the 
DEFTSK array to the required tasks in the RQDTSK array. 

The second possibility is that a deferred task may be deferrable only for some 
number of sorties (LTHDEF sorties) or—a third possibility—until the end of the nominal 
flying day, independent of mission essentiality. In the first instance the task will be 
redefined as a required task after the LTHDEF sortie, and in the other it will be redefined 
when subroutine INIDEF (initiate deferred maintenance) is called after the end of the 
flying day, as discussed next. In both instances, however, the maintenance will be 
required at any time the task is essential for a new mission assignment. 

All deferred tasks are reviewed each evening after the end of wrat the user has 
designated as the "flying day," i.e., after ENDAY. At those times, subroutine RUNAC 
calls subroutine INIDEF when all other tasks outstanding for the aircraft have been 
completed except, perhaps, the preflight task set that may have been delayed until the 







-59- 


eady morning hours. Subroutine INIDEF is also called at 2000,2200, and 2400 during 
the night by subroutine PLAN to check for needed resources that may have been released 
by other tasks. 

At these times, subroutine INIDEF redefines as required the deferred tasks that 
must be done at night and also attempts to initiate each of the aircraft’s deferred tasks 
that are optional, if the nominal time for the task will permit it to be completed no later 
than the hour specified by the user as the last time at which the rearming process must 
begin (LSTTOD—last time of day). After checking that tasks aren’t already waiting at 
the task’s designated shop, the INTTSK subroutine is called to check on the availability 
of necessary resources. If available, the task is begun; if not, it is left as a deferred task 
rather than being redefined as a waiting task, because that status would prevent further 
actions with that aircraft. When the task data have been filed in the TASKQ array, the 
mission-capable status of the aircraft is updated. 

The fourth possibility for working off deferred maintenance tasks occurs on those 
days for which the user has specified that the weather will not permit operations at a 
particular base for specified aircraft types. Subroutine MANAGE calls subroutine 
DODEF (do deferred tasks) periodically, and the weather status is checked for each base 
and each aircraft type at four-hour intervals starting at 0400, when it is presumed that the 
day’s weather conditions will be known. For all aircraft that are otherwise ready to fly, 
subroutine INIDEF is called and checks whether available resources will permit that 
aircraft’s deferred tasks to be completed by the LSTTOD on the following day. This 
processing follows the same rules as were described above. 

16. AIRCRAFT STATUS PROJECTION 

A simulation of airbase operations must emulate, at least in a limited way, the 
scheduling and control activities that are carried out by the job-control shop at each 
airbase in order to utilize the available resources efficiently. Choices must be made as to 
the tasks to be performed, repairs to be done, munitions to be assembled and aircraft 
assignments. In the real world these choices are made in the context of a much richer 
body of knowledge regarding assets, capabilities, and requirements than is possible (or at 
least practical) in a simulation. Furthermore, the procedures used and results obtained in 
the real situation are, at least in part, dependent upon the skill, knowledge, and 
experience of the particular job control managers available and therefore vary from one 





-60- 


circumstance to another. All that reasonably can be expected of a simulation ate 
mechanisms to allow the user to define broadly differing policies for managing aircraft 
maintenance and repair jobs and to achieve a degree of efficiency in the utilization of the 
available resources. 

TSAR incorporates a variety of features for these reasons, a key one of which is 
the periodic development of what might best be called the projection of aircraft supply 
and demand. These projections provide the context within which decisions are made 
regarding aircraft assignments, unscheduled maintenance, and munitions buildup for the 
subsequent two-hour period. 

As is outlined at greater length in Secs. VII and XIX (CT50), the sortie demand 
data specify the airbase, the aircraft type, the mission, the number of aircraft, the mission 
priority, the receipt time of the demand, and the desired launch time. Provisions are 
included that also permit the user to stipulate that a number of aircraft of a particular type 
be maintained in an alert (cocked) status, so that they may be launched whenever they 
are needed for a specific mission. These data provide the information with which the 
pattern of sortie demands is projected. 

Since the current status of each aircraft assigned to a base is known at any 
particular time, one may also make a projection of when sorties of various types might be 
launched. These projections are also made every two hours for each base, each aircraft 
type, and each mission for each of the several priority levels. The projections of sortie 
demand and aircraft availability cover a period of several hours, out to an internally 
adjusted time horizon. By comparison of these two projections, aircraft assignments are 
made so as to give priority to the more urgent, higher priority demands. 

These projections are developed in subroutines PLAN and PLAN1 and the 
essence of the supply and demand comparison is stored in the SORDEF (sortie 
deficiency) array for use as decisions are required. The time horizon for these 
projections is controlled internally and may be made a function of the time of day; 
typically the time horizon is relatively long during periods of limited activity and shorter 
during periods of more intense flying. 14 The projections of supply and demand within the 
time horizon are divided into 16 equal time blocks for each time horizon; each sortie 

14 The time horizon is controlled either by the user or by the default conditions; as 
currently written, the default conditions are: a planning horizon of 12 hours from 
midnight to 0400, 8 hours from 0401 to 1600,20 hours from 1601 to 2000, and 16 hours 
from 2001 to 2359. 










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demand time and estimated aircraft ready time is associated with the appropriate time 
block. 

17. PREPARING THE PROJECTIONS OF SUPPLY AND DEMAND 

Subroutine PLAN is called by MANAGE on even-numbered hours, and the first 
step is to estimate aircraft supply. Each base and each aircraft is checked and the 
estimated ready-to-fly time determines which time block is credited with an available 
aircraft. The ready-to-fly time is determined either by the value that was estimated when 
the maintenance requirements are determined in subroutine PSTFLT (and occasionally 
updated) or, for those aircraft that are currently in flight, the ready-to-fly time is projected 
on the assumption that the aircraft will be reassigned to the same mission and will spend 
a nominal amount of time in unscheduled maintenance (as specified by the user with 
CT15/1). These data are collected for each mission and for each aircraft type and stored 
temporarily in the SUPPLY array; they are then converted to cumulative distribution 
over time, and subroutine PLAN1 is called to project the demand and derive the needed 
comparisons. The ACA (aircraft assignment) array is updated at the same time for the 
aircraft that are currently on base and have already been assigned to specific flights. 

Subroutine PLAN1 is called separately for each type of mission, each type of 
aircraft, and each base. The demands for each such subset are first collected for the 
highest priority demands—Priority #1—in array DEMAND and cor/verted to a 
cumulative record in array SUM. The aircraft supply for that mission and aircraft type 
(that was stored in the SUPPLY array) is then projected ahead on the assumption that 
available aircraft will be launched when required for the first priority flights and will 
return, and be turned around in the nominal sortie cycle time specified by the user with 
CT15/1. The projected surplus or deficiency during each time interval for first priority 
flights is then stored temporarily in a local array. This entire procedure is then repeated 
for each of the lower priorities, with the continuing assumption that all higher priority 
flights are also flown and subsequently turned around, when sufficient aircraft are 
available. 

Three data arr then stored in the SORDEF (sortie deficiency) array for each of the 
16 time blocks. The highest deficient priority and the total demand at all priority levels 
during and subsequent to each time interval are stored in the first position; the deficiency 
at the highest deficient priority is stored in the second position; and the number of sorties 






-62- 


expected to be available at the highest deficient priority level is stored in the third 
position. These data are used in assigning aircraft during the subsequent two-hour 
period. 

When these data have been prepared for all bases, aircraft types, and missions, 
four final actions are carried out in PLAN. The first is to check whether the flag that will 
delay the preflight procedure should be set. If the nominal flying day is complete—i.e., it 
is ENDAY or later—the DELYPF flag is set to permit the preflight process to be delayed 
and deferred maintenance to be initiated. 

The next action in PLAN is to collect the total number of known sortie demands 
for each type of aircraft and mission at all bases and to store that information (in 
ACMDTA(12,-,-)) for use in the CIRF repair algorithms. Then, subroutine REASSG 
(reassign) is called to check whether more aircraft have been readied for a mission than 
are needed; if so, they are reassigned to a mission that is deficient. The last activity, 
conducted at 2200 and at midnight, is to check that all maintenance that had been 
deferred until night will receive attention. 








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V. PREFLIGHT TASKS AND MUNITIONS BUILDUP 


The preflight events dealt with by TSAR include a preflight delay, final mission 
assignment, aircraft reconfiguration, loading of mission-dependent munitions, and 
refueling. Additional munitions—i.e„ the basic munitions that are always to be 
carried—will normally be entered separately as individual tasks, as explained in Sec. IV. 
The other tasks to be discussed in this section in connection with the preflight tasks are 
the munitions buildup tasks. The procedures and resources associated with these events 
are sufficiently different in detail that nine special subroutines were developed. When 
the basic control for aircraft maintenance is passed to subroutines STARTM and 
RUNAC by subroutine MANAGE, the management of the pre flight events is further 
delegated by subroutine PREFLT, as was mentioned in Sec. IV; for the munitions 
buildup tasks, MANAGE transfers control directly to MUNEED or DOBILD. 

The preflight delay was envisioned as a period of dead time that the user might 
wish to specify (CT15/1) before the munitions-related events and (typically) subsequent 
to the completion of the unscheduled maintenance tasks. When it is necessary to delay 
the preflight events until after the expected receipt of sortie demand information, the 
length of this delay is modified endogenously. Immediately following this delay a final 
determination is made as to the next mission that the aircraft will fly and a tentative 
assignment is made to a specific flight, alert force, or set of spare aircraft These 
selections are based on the most recent projections of aircraft supply and sortie demand 
and may involve a change of mission from that designated tentatively at the time of 
postflight "inspectioa" After TSAR determines the appropriate aircraft configuration 
required for the most effective munitions available for the next mission, the aircraft is 
reconfigured as necessary and the weapons are loaded if they were not retained from the 
prior sortie. 

The periodic projections of aircraft supply and sortie demand are also used to 
generate the demands for munitions buildup. The munitions demands imposed by the 
sorties that are expected to be flown are compared with the available and in-process 
munitions, and work is initiated to offset any apparent shortfall. The prescribed 
procedures give priority to the earliest high-priority sorties that have been demanded. 


-64- 


Several TSAR work centers, or shops, are set aside exclusively for use with the 
preflight events. Shop #26 is associated with the preflight delay and assignment, Shop 
#27 with reconfiguration, Shop #28 with mission-dependent munitions loading, and Shop 
#29 with refueling. Shop #30 is responsible for all munitions buildup tasks. As 
discussed in Sec. IV, the "flight line" shop, Shop #25, also can be used in connection with 
the basic munitions and certain TRAP. 

When the preflight events, or tasks, are listed in the user-supplied task-shop 
sequence data (CT29), as described in Sec. IV, Shop #26 and Shop #29 may be listed in 
any sequence with the individual tasks and other shop numbers. However, the most 
logical arrangement would be to list Shop #26 (which implies mission assignment, 
reconfiguration, and mission-dependent munitions uploading) as, or with, the last group 
of shops. Thus, if one had designated only four maintenance shops, and listed the shop 
sequence as 1,2,3,4,29,0,26,0,0, all tasks would be processed as quickly as resources 
and task incompatibilities permitted, except for the mission-dependent munitions tasks 
that would be accomplished last If, however, the sequence were listed as 1,2,0,26,0, 
29,3,4,0,0, the work required by Shops #1 and #2 would be completed first, the final 
mission assignment and weapons loading would be done next, and the work by Shops #3 
and #4 and the refueling would be done last In general, it is advisable to defer final 
mission assignment and munitions selection as much as practical, in order to permit those 
decisions to be made with the most current information. 

A special antral variable is provided to facilitate a separation between fueling 
and the rearming operations. If NOFUEL is initialized as unity, these operations will not 
be done at the same time; this constraint overrides any contradictory rule implied by the 
shop sequence listing. 

lanagement of the preflight maintenance tasks is facilitated by a flag that is 
maintained for each aircraft in the 16th position of aircraft array—i.e., in ACN(-,16). 

The flag can be set to 13 different values defined as follows: 





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Preflight Flag ACN(-,16) 

Value When Refueling Is: 
Not in Process In Process 

Prefight tasks (Shop #26) have not been 
initiated 

1 

8 

Preflight delay is in process 

2 

Not 

permitted 

Delay (Shop #26) complete; awaiting 
assignment, or assigned but awaiting 

2nd of Shop #27 subtasks 

3 

10 

Reconfiguration (Shop #27) is in 
process (one or two subtasks) 

4 

11 

Reconfiguration (Shop #27) complete; 
one subtask of Shop #28 may be complete 

5 

12 

Munitions loading (Shop #28) is in 
process (one or two subtasks) 

6 

13 

Preflight tasks complete 

7 

14 


NOTE: As can be seen, refueling (or any other task) may not be carried out 
during the preflight delay. 


1. MANAGEMENT OF PREFLIGHT TASKS 

Preflight tasks are managed by subroutine PREFLT in much the same manner as 
subroutine STARTM manages unscheooled maintenance tasks. When tasks for Shop 
#26 or Shop #29 are first identified in STARTM, control is immediately transferred to the 
entry point PRFLT in subroutine PREFLT. Unless the munitions related tasks (Shop 
#26) are to be delayed, or another maintenance task is in process, the preflight delay is 
initiated and the preflight flag is updated before control is returned to STARTM. If the 
delay may not be initiated, the task is stored in the wait queue associated with Shop #26. 

When the preflight delay is concluded, MANAGE transfers control to RUNAC at 
RUNAC2, and control is immediately passed to the beginning of the PREFLT 
subroutine, where the termination of preflight tasks is managed. The procedures for 
terminating the other preflight tasks parallel those used for other tasks: Subroutine 
STOPIT is called when USECW > 0 to check on the condition of personnel with 
GOREST and CKTEMP, and then RUNAC is called to release any remaining resources; 
when USECW = 0, subroutine RUNAC is called directly. In both cases personnel that 
have been designated as a load team are retained rather than released, until all jobs on the 
aircraft that are waiting for a load team have been completed. The only exception is 





- 66 - 


when the load team’s temperature would exceed the allowable limit, and the team must 
stop and cool off. RUN AC calls ENDTSK to release the resources before calling 
subroutine PREFLT to check for additional preflight tasks. If the personnel are available, 
ENDTSK attempts to reassign them using subroutine DOWPRE. (DOWPRE fills much 
the same function as subroutine CHECK does for unscheduled maintenance; the primary 
differences between DOWPRE and CHECK are that the former first checks to see that 
both subtasks of the reconfiguration and uploading tasks are complete before reassigning 
personnel and equipment, and it does not have any equivalent to the parts repair sections 
of CHECK.) 

When control is returned to subroutine PREFLT, an attempt is made to initiate the 
next preflight task unless the preceding task has not been fully completed. Four distinct 
subroutines are used to handle aircraft assignment (ASSIGN), reconfiguration 
(RECNFG), munitions loading (UPLOAD), and refueling (REFUEL) tasks, because of 
the distinctive characteristics associated with each task. These subroutines are called in 
the appropriate order by subroutine PREFLT and by subroutine DOWPRE when preflight 
tasks have had to wait. 

2. MISSION ASSIGNMENT 

As soon as the preflight delay is completed, the final mission assignment for the 
aircraft is made using subroutine ASSIGN. The scheduled ready-to-fly time is first 
interpreted in terms of the 1 6 time blocks into which the periodic estimates of aircraft 
supply and sortie demand are divided. The highest outstanding priority demand for the 
mission for which the aircraft had been designated at the time of the postflight inspection 
is then identified. The process by which this is done is first to identify the aircraft’s 
lowest permissible assignment priority, the maximum number of aircraft that are 
expected to be ready, and the maximum number of aircraft to be assigned at that priority 
level using data generated by the look-ahead planning process described in Sec. IV, 

Next, the requirements for alert aircraft and then the requirements for scheduled flights 
are each checked from the highest priority level to the lowest permissible level. The 
aircraft is assigned to the highest priority demand that has not already been filled. 

If the aircraft is not assigned by this procedure to the mission for which it was 
designated, a check is made to see which other missions the aircraft could be readied for, 
taking into account whatever maintenance has been deferred. The procedure just 







-67- 


described is followed for whatever other missions the aircraft is able to fly, until the 
aircraft is assigned. If it still has not been assigned to an alert force or a scheduled flight, 
it is committed to the mission to which it was tentatively assigned during the postflight 
inspection and is associated with the other spare aircraft configured for that mission. 

In the event the aircraft had returned from its previous mission with its munitions 
on board and it is assigned to a different mission, the munitions are returned to stock 
without any specific delay or requirement for personnel or equipment Since the new 
mission will probably require that the aircraft be reconfigured, it is assumed, in effect 
that the munitions downloading is a part of the reconfiguration. 

3. AIRCRAFT RECONFIGURATION 

After an aircraft has had its next mission assigned, subroutine RECNFG 
(reconfigure) is called to check whether the various racks, pylons, etc. (TRAP) with 
which the aircraft was equipped for the previous mission are appropriate for the next 
mission. If not they must be removed and the aircraft must be reconfigured. 

Before explaining those procedures, we will first review how the appropriate 
weapons load is determined. For each aircraft-mission combination, the user may 
specify up to ten different standard combat loadings (SCLs); these should be ordered 
with the most desired munitions first. The characteristics of an SCL include an aircraft 
configuration (a number corresponding to the entries in the CONFIG requirements 
array), a heat factor, and one or two sets of munitions, each with a specified requirement 
for personnel, equipment, and time for uploading. Each configuration, in turn, is 
characterized by a heat factor and one or two sets of TRAP; the requirements for 
mounting each set of TRAP include personnel, equipment, and time. As with such 
descriptors in the other kinds of tasks, any of these requirements may be satisfied with a 
null entry; if, for example, the same crew using the same equipment is to load both sets 
of TRAP, those requirements and the total time could be specified for the first task, and 
the descriptors for the second reconfiguration task could be limited to the TRAP, with 
null entries for personnel, equipment, and time. 

In determining whether a reconfiguration is required and what the new 
configuration should be, subroutine RECNFG checks first on the configuration of the 
SCL that is preferred for the assigned mission. A check is first made on the status of the 
munitions shop if that facility has been specified as an essential resource. If that 


- 68 - 


constraint is satisfied, the munitions stocks are checked next Only then is a check made 
to see whether the specified configuration is the same as or different from the aircraft’s 
current configuration. If it is different, a check is made to see if either of the two sets of 
TRAP is common to the two configurations; if so, it is presumed that they will not need 
to be changed. When the new TRAP requirements are established, a check is made of 
their on-base stock levels. If either the munitions or the TRAP required for 
reconfiguration are not available, the next best SCL is checked. If these resources are 
insufficient for all SCLs, the task must wait. The task must also wait when there are 
sufficient of these resources for an SCL, but insufficient personnel and equipment. 
Cross-trained personnel may be substituted for the normal personnel requirement on 
those tasks and bases that are specified. When all resources are available the appropriate 
munitions and TRAP are withdrawn from stock. The times for the reconfiguration tasks 
are computed taking into account the specified heat factor when USECW > 0; if me task 
involves a designated load team that can work on a sequence of tasks before needing to 
rest and cool off (when USECW > 0), the task temperature of the team at the conclusion 
of any prior task is also taken into account When TRAP must be downloaded it is 
assumed that it will take the same amount of time to download a set of TRAP as is 
required to upload it but that the personnel and equipment associated with the new 
TRAP will perform the job. 

4. MUNITIONS LOADING 

When reconfiguration is complete, subroutine UPLOAD is called to initiate the 
munitions loading tasks. Because the required munitions were set aside when the 
requirements for reconfiguration were checked, all that needs to be done is to check on 
the facility itself, when specified, and the personnel and equipment required for the 
loading subtasks. If they are available (substitute personnel may be used when 
specified), a call to ADDTSK places them in the TASKQ. If USECW > 0, the call to 
TTIME and CWTIME determines the appropriate task time for the protective ensemble 
that is being worn and the expected temperature rise for the work crew. If a load team is 
being used and is too hot from earlier work on the aircraft to be able to do any more, they 
are sent to cool off. If personnel are not available, the tasks are placed in the wait queue 
for the munitions shop; that queue is checked by subroutine DOWPRE whenever 
resources from that stop become available. If only one of the subtasks may be initiated, 
the other is placed in the wait queue. 







-69- 


5. REFUELING 

Refueling is included among the preflight tasks but does not have a rigid 
relationship to the other preflight tasks, as they do with each other. Refueling is 
accomplished by Shop #29, whose position in the shop sequence list is under the user’s 
control, as discussed earlier. Thus, this task may be placed where desired in the task 
sequence list Furthermore, the refueling task may have its own list of incompatible 
tasks, as does an unscheduled maintenance task. In addition, the user controls the special 
variable NOFUEL, which prevents fueling when any of the munitions-related tasks are in 
process if it is initialized to unity. 

Management of these restraints is handled by the PREFLT subroutine and, when 
necessary, by the DOWPRE subroutine. When conditions pennit, subroutine REFUEL is 
called to process the fueling task. The only feature unique to this task is the requirement 
for a quantity of POL. The amount of fuel required is taken to be a characteristic of the 
aircraft type; the other resources required for refueling are stored in the TSKRQT array, 
along with those for the unscheduled maintenance tasks. When subroutine REFUEL is 
called, the required POL is withdrawn from stocks and the necessary personnel and 
equipment are assigned; if the resources are insufficient for the basic refueling procedure 
and for any alternative procedures that are listed, the task is placed in the refueling 
shops' wait queue. Control is returned to subroutine PREFLT. 

When the user has specified that aircraft are to be hot-pit refueled immediately 
after landing and before the aircraft has taxied to the intended parking location, the 
normal fueling task is omitted if the hot-pit hydrant is used. 

6. MUNITIONS BUILDUP 

Although munitions buildup is discussed here in connection with the other 
munitions-related activities, it constitutes a completely distinct set of off-equipment 
functions that are managed independently from the aircraft-related tasks in a sepaiate set 
of subroutines. Resource requirements for the buildup of each type of munition are 
specified in much the same manner as simple parts repair jobs, but the procedures used to 
schedule and prioritize these assembly activities are unique to these tasks. Nonready 
munitions may be categorized simply as "unassembled" or may be represented by a list 
of the individual components required to assemble a single round. In the latter instance, 
stockage records are maintained for the individual types of components, and the 


I 






-70- 


limitations imposed by component shortages and by the use of a particular type of 
component (e.g., a laser guidance package) in two or more weapon types can be 
represented. 

The periodic aircraft supply and sortie demand projections provide the basic 
"operations" data that drive the weapons buildup selection and prioritization logic. 
Immediately following that projection, subroutine MANAGE transfers control to 
subroutine MUNEED (munitions needed) to determine munition needs (when the control 
variable BUILD (CT1) has been initialized to 1). For each type of munitions assembly 
personnel, a tally is first prepared at each base of the number of munitions assembly tasks 
that are expected to be completed within the next two hours, and are waiting. Another 
tally is prepared of the number of each type of munition that could be assembled, based 
on the numbers of components that are available, and not already committed to ongoing 
or waiting assembly jobs. Finally, a tally is made of all on-base munitions that are 
loaded, assembled, being assembled, or are already waiting to be assembled. Subroutine 
MUNEED then tabulates the sorties that are projected to be flown in terms of launch 
time, priority, mission, and aircraft type, on a base-by-base basis. Flight times within the 
planning time-horizon are divided into five time blocks. Demands for alert aircraft are 
presumed to generate equivalent munitions demands in the first and third time blocks. 

With these demand data, control is then transferred to CKBILD (check buildup 
requirements). This subroutine first converts the sortie demands into the munitions 
demanded by the preferred SCL for each particular mission and aircraft type and then 
checks whether sufficient munitions are available or committed to be built for the various 
demands. The checks are made first for the highest priority missions in the second time 
period, then for the next priority, etc. Next, the demands in the third time block are 
checked, etc. (Because time would not permit the buildup of munitions to meet the 
demands for the first time block, they are not considered.) Whenever sufficient 
munitions are not available or have not been scheduled to be built, a weapons buildup 
task is defined—if sufficient unassembled munitions, or munition' components, are 
available—and control is transferred to subroutine DOBILD where the required 
personnel and equipment are checked (substitute personnel types may be designated). If 
sufficient resources are available a location for assembly is selected and the task is stored 
in the BUILDQ array; distinct sets of facilities may be defined for assembling guided and 
unguided munitions. If tasks cannot be initiated they are placed in the wait queue in the 








-71- 


1 


BACKLG array, until the number waiting equals the number of tasks that are expected to 
be completed before the munitions requirements are checked again. If sufficient 
unassembled munitions are not available, or the necessary personnel are not available, 
the adequacy of munitions for the next lower priority SCL (for that particular mission 
and aircraft type) is then checked. * If no munitions tasks can be started, the demand is 
dropped. This process continues for all priority levels and time blocks for each base in 
turn. 

If the munitions assembly resources are not fully committed to the immediate 
demands, they may be used to build up a reserve; 2 the choice of the munitions to be 
assembled is based on the existing supplies and the history of the demands for munitions 
(as generated during the simulation). 

When a munitions buildup task has been completed, subroutine MANAGE (or 
STOPIT) transfers control to subroutine ENDBLD where the task is removed from the 
BUILDQ heap, the shop pointers are updated, and the personnel and AGE are returned to 
stock. 

When control is returned to MANAGE, it is immediately transferred to the 
DOWBLD (do waiting buildup) entry point in subroutine DOBILD (if the CW features 
are not activated), where a check is made to see if the released resources can be used for 
another weapons assembly task; when job termination is handled by subroutine STOPIT 
(to deal with the CW effects), that subroutine calls DOWBLD if the personnel were 
released. 


Advantage may be taken of this logic to avoid committing all personnel on 
abnormally long assembly jobs and to give priority to more rapidly assembled though 
less-desirable munitions, thus obtaining some kind of ready munition for the aircraft To 
take advantage of this option, the assembly personnel must be divided into two groups; 
some appropriate for the hard-to-assemble munitions and the remainder capable only of 
assembling other kinds. Furthermore, the first group of personnel should be specified to 
be cross-trained to do the work of the second group, and the assembly tasks for the more 
readily assembled munitions should be flagged so that the cross-trained personnel may be 
used. When these things are done the personnel that are used to assemble the better 
munitions will be used on the less effective munitions when there are no longer any of 
the better munitions to be assembled. The resource against which aircraft waiting times 
are charged will not be a munition type that is not available for assembly, but rather will 
be the first type of munition that could have been assembled, given the other resources. 

2 See columns 31-35 on CT17/1. 




VI. OFF-EQUIPMENT MAINTENANCE—PARTS AND EQUIPMENT REPAIR 


TSAR provides the user with features that permit the examination of a great many 
questions related to parts stockage and parts repair policies. Indeed, various questions 
concerning autonomous and consolidated parts repair capabilities within the theater were 
central in shaping TSAR’s theater characteristics. In its present form, TSAR may be 
used without any consideration of aircraft parts, with autonomous airbase parts repair 
facilities, with repair in whole or part at other operating bases, with a centralized parts 
repair facility in the theater, or with a combination of the last three modes. The 
constraints imposed by faulty support equipment may also be reflected. 

A specialized set of subroutines handles the several elements of the parts and 
equipment repair procedures. The first three of these subroutines can be used to initialize 
the parts stockage data and the spare-parts pipelines from CONUS to the theater, and, 
when there is a CIRF, between the CIRF and the operating locations. The first subroutine 
used for parts and equipment repair determines the appropriate administrative delay to 
simulate before initiating the repair process. Following that delay, other subroutines 
check on the availability of resources, store the repair jobs that are initiated, and 
conclude the repairs; another special subroutine is available to disassemble LRUs to 
obtain SRUs. When parts repair is done at a CIRF, other subroutines come into play. 
These procedures will be outlined briefly later in this section and discussed more 
completely in Secs. X and XI. 

1. INITIALIZATION OF PARTS INVENTORY AND PIPELINE DATA 

Although the initial parts inventory ard pipeline data may be entered for each 
base, much as for the other classes cf resources, the user instead may elect (by 
initializing OUTFIT) on CT3/3 to have those data generated as an integral part of the 
input and initialization process. When this option is elected (for some or all bases), the 
nominal quantities of parts that should be procured for each base are determined 
according to the standard computational procedures outlined in Chap. 11 of Air Force 
Supply Manual 67-1 [9], or, for WRSK kits, with an approximation to the cost-sensitive 





DO-29 [10] procedures. For in-theater units, both POS and BLSS are assessed. 1 In their 
most basic form, those procedures estimate the number to be procured as the sum of (1) 
the expected number being repaired on the base, (2) the expected number undergoing 
repair off base, and (3) an additional number to hedge against stochastic variations in the 
demand. 

After all data have been entered, subroutines COMPRT (compute parts) and 
IP ARTS (initialize parts) are called by subroutine TRIALS to carry out these 
computations if the control variable OUTFIT is not zero. The estimates are made on the 
basis of (1) the parts-procurement-policy planning factors that the user enters using 
CT23/70 and CT23/72; (2) the expected daily demand rate for each part based on the 
task and parts-repair probability data entered with CT5, CT7, and CT8; (3) the NRTS 
data entered for each part 2 with CT23/20x (and CT23/30x); and (4) parts cost data 
entered with CT23/66. If desired, the user may specify different safety stock factors for 
LRUs and SRUs, and for those tasks that may be deferred indefinitely and those that may 
not. 

For units that are deployed to the theater, the nominal parts allowance or WRSK 
may be computed by either of two procedures. In the first procedure, the allowance is 
computed on the basis of 30-days supply at the planned wartime sortie rate for the RR 
(remove and replace) items, and the same as for BLSS for the RRR (remove, repair, and 
replace) items. A 30-day supply of SRUs that are not reparable is included for LRUs that 
are RRR; stock levels for RRR SRUs are computed in a manner analogous to the LRU 
computation. With the second procedure, used when the control variable PMODE 
(CT3/3) is greater than zero, the WRSK allowance is computed in accordance with an 
empirical algorithm that approximates the cost optimization procedures used in the 
AFLCM 171-46 [10]. 

1 The user may modify these computed stock levels to reflect stock shortages or 
expected battle damage, etc., by entering the additional stock with the basic CT23. As 
now structured, 500 part types may be modified in this manner at each base. The NRTS 
rate specified with these cards will override any value entered using the CT23/20x or 
CT23/30x cards if the control variable CHNRTS on CT3/3 is initialized to unity; a null 
entry on the basic CT23 cards will be interpreted as a zero NRTS rate. 

2 When the same type of part is used in more than one location on an aircraft (e.g., a 
left and right tire, a left and right engine), a different part number is assigned to each 
location. Parts in the several locations are identified as the same part with the CT35/4 
cards; data pertaining to procurement and repair actions need only be provided for the 
part identified as the "prime" part. Equivalent procedures are used when the same SRU 
is used in multiple locations in one or more LRUs. 





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If the user desires to define parts shortfalls over and above those that are in the 
pipelines, three options are provided. In the first option, the actual number of each type 
of part that is procured for a base can be reduced by a fixed percentage that the user 
specifies with the control variable SHORT. A second option permits the user to simulate 
shortfalls differentially for various pan types, and the third option is to employ the two 
options together. Either or both types of shortage may be used to simulate the parts 
environment that the user judges to be most realistic. The actual shortfall for each type 
of part will be the expected value of the shortage if RANDM is zero, or will be drawn 
from a Poisson distribution if RANDM is unity. If NEWPRT is initialized, the parts 
initialization computations, including these considerations of shortages, are redone each 
trial. 

The number of serviceable items on base for each part type is set equal to the 
number procured, minus the nominal number that would be expected to be in the 
pipeline. In other words, it is assumed that there are no on-base reparables. The number 
in the pipeline (i.e., being repaired off base) is the largest whole integer in the value 
developed in the prior computation or, if RANDM is unity, a number drawn from a 
Poisson distribution with a mean equal to that value. If the number estimated for the 
pipeline is larger than the number that had been procured (taking shortages into account), 
the pipeline number is either reduced to the number available or (when ZNORS = 1) the 
difference is made up by removing the parts from on-base aircraft at zero time (thereby 
generating NMCS aircraft). 

The actual formatting of the parts stockage data generated by subroutine 
COMPRT is that for CT23 and CT31—i.e., as for user-specified parts inventory data and 
for shipments from CONUS. 

Under some circumstances a user may not want to use the automatic parts 
generation routines for all runs but may wish to take the results of these computations 
and reuse them as input for the model. This could be useful either to avoid repeating that 
calculation for a large number of runs or to permit him to combine parts computed in two 
different ways at a single base. 3 Whenever PPRINT is set to 30 or more, model execution 

3 On some occasions the user may wish to represent a base that has one unit of aircraft 
stationed there in peacetime and an additional unit deployed there before hostilities start; 
the former would have POS and BLSS stocks and the latter would have brought along 
their WRSK. Normally, the automatic parts generation routines will not accommodate 
the required calculations if both aircraft are of the same type, but it can be done if a CIRF 








-75- 


is terminated at the end of the parts initialization computations just after the results of 
those computations have been organized in the format specified for the basic CT23 and 
CT31 cards. By storing the card-image copies of the appropriate part of the output, the 
user can have the needed CT23 and CTil cards available for subsequent use. 

As discussed in Sec. V.9, aircraft spare parts for rear maintenance bases are either 
entered directly (with the basic CT23 cards) or, when the automatic parts generation 
feature is being used, they are provisioned by redistributing the spares that have been 
calculated for the operating bases. For tasks that must be done in the rear, all parts are 
placed in the rear. An estimate is also made of the fraction of the other tasks that will be 
accomplished at the rear base at the same time the mandatory work is underway, and a 
like traction of all parts is placed in the rear. If aircraft are also sent to the rear whenever 
the ready-to-fly time exceeds MNTLMT, etc., the fraction of the parts placed in the rear 
can be increased by the user’s specification of RPARTS. 

When the user is examining CIRF operations, other considerations affect the parts 
initialization process. For the procurement computation the user may (1) neglect the 
effect of the CIRF on NRTS rates and (2) ignore any advantages of scale in the SRU 
computation, or may take one or both into account These choices are controlled by the 
value of the control variable OUTFIT. If OUTFIT is unity, the NRTS rates that are used 
for computing the number of parts to be procured for each base are those that would 
apply if there were no CIRF; and the number of SRUs is the sum of those computed for 
the individual bases, even though all the LRUs may be repaired at the CIRF. This mode 
(OUTFIT = 1) permits the user to stock a set of bases at levels identical to those that 
would be estimated if there were no CIRF. If OUTFIT is set equal to 3 or 4, the 
procurement computation presumes those NRTS rates that apply with a CIRF (the data 
entered with CT23/30x); if it is set equal to 2 or 4, the safety factors in the SRU 
procurement computations reflect the scale advantages to be expected when the demands 
for several bases are consolidated at a CIRF. 

is not being represented and if the TSAR storage area has been dimensioned for at least 
one more aircraft type than is being used in the simulation. When these conditions are 
met, the second area of the POLICY array (i.e., the CT23/3xx cards) may be used to 
store the required NRTS data for the second of these units; in addition, a CT23/70 card 
should be entered that specifies the base "kind" to be 3, and an aircraft type that is 
otherwise not used. The user must then also duplicate the CT7 for the aircraft type that is 
to be stationed at the base, but mark them as though they were for the "unused" type 
specified on the CT23/70. If the user wishes the nominal breakrates to be modified 
according to entries on CT44 cards, the CT44 must be entered for both the nominal 
aircraft type and for the "unused” type. 


-76- 


The authorized level of stock computed for each base assumes that all serviceable 
LRUs arc at the operating locations. SRUs, however, are allocated in the same 
proportions that in-theater work is accomplished on their parent LRU. Thus, without a 
CIRF, all parts are at the operating bases, but when a CIRF is introduced, some of the 
SRUs will be at the base and some at the CIRF for LRUs that are partly repaired on base 
and partly at the CIRF. When certain aircraft maintenance tasks must be carried out at a 
base in the rear, any parts used with those tasks are emplaced at the rear base; 
furthermore, if the user’s choice of JOBCON indicates that other tasks are to be done in 
the rear whenever the aircraft is there, the portion of the parts that are appropriate for the 
tasks expected to be done in the rear are also retained at the rear base. 

After the nominal parts level and the available number of serviceable parts have 
been computed and stored for each type of part at each base, the parts pipelines are 
initialized. When there is no CIRF, the parts that are in the pipeline are scheduled for 
delivery within the user-specified (CT23/70) order-and-ship time, with the actual day 
picked at random for each item. When a CIRF is assumed to be present, there will be 
some items in the base-CIRF-base pipelines and others in the CIRF-CONUS-CIRF 
pipeline. The mean numbers in each pipeline for each type of part are estimated on the 
basis of the user-supplied data regarding the various times and the daily demands 
generated at the operating bases. Items are then positioned in both pipelines for delivery 
after the simulation is begun. 

2. INITIALIZATION OF STOCKS FOR BATTLE DAMAGE REPAIRS 

Parts also may be stocked automatically for repairing battle damage sustained in 
air operations. The quantities stocked at each base are based on a specified number of 
sorties for each of a specified number of aircraft, and on the battle damage rate expected 
on the average during the first 30 days of conflict (assuming the various mission types are 
flown equally). The number of aircraft is the initial number on base or, when OUTFIT is 
not zero, the number of aircraft specified for the spares stockage algorithms. The 
number of sorties is entered -with CT15/2. The condemnation rate for parts removed in 
connection with battle damage repair tasks is assumed to be 100 percent 

The stocks of these battle-damage spares allocated to the various operating bases 
take into account any task specifications that mandate the task be accomplished at a rear 
base. The allocation also takes into account (at least approximately) the likelihood that 








-77- 


some tasks normally done at the operating base will actually be cleaned up when an 
aircraft is in the rear for mandatory rear-area maintenance. 

3. ON-BASE PARTS REPAIR 

Whenever an attempt is made to initiate an on-equipment task and a faulty part is 
found, or a faulty SRU is found during the repair of an LRU, parts that are never repaired 
on base may be NRTSed immediately; otherwise, parts are set aside for a delay time 
before the actual repair process may be initiated. 4 The delay is determined in subroutine 
ADMIN and is equal to the sum of the mean time for the on-equipment task (to simulate 
the time for removal) and an administrative delay. (The user specifies the mean and 
distribution for this delay by shop and by base, using CT47.) When that delay is 
completed, the NEWREP entry point in the INIREP subroutine is called. (If the variable 
EXPEDite is initialized on CT4/1, and there are no serviceable parts of the required type, 
the administrative delay is reduced to 1/EXPED of the nominal value, or to zero if 
EXPED exceeds 10. This feature permits the user to simulate an organization in which 
the time required to process a reparable can be expedited when necessary.) However, if 
the shop has been closed by an air attack or if the needed AIS stations have been lost in 
an air attack, alternate repair locations are checked; if appropriate, the faulty part is 
shipped to another location. 

When the entry NEWREP is called, a check is first made to see whether the part 
will have to be repaired elsewhere (is to be NRTSed), or whether it can be repaired on 
base; this is done by comparing a random number with the NRTS rate. The resources 
required for the repair process are determined next One or more procedures may be 
specified for each type of part and each procedure can be composed of one or more 
sequential steps. The first procedure is assumed to apply when it is determined that the 
part is to be NRTSed, unless it was NRTSed immediately on removal from the aircraft. 

If the part is to be repaired on base and has two or more possible repair procedures, the 
identity of the required procedure is determined with a random number using the data 
provided on the CT8 cards as to the relative likelihood that one or another of the 
procedures is required. One of these repair procedures could be used to represent the 

4 If the NRTS rate for a part, LRU, or SRU is 101, it is shipped immediately upon 
removal from the aircraft (or from the LRU); if the rate is from 1 to 100, any decision to 
ship the unit is made after an administrative delay. 



-78- 


checks that are required even when the apparent fault is not found (i.e., CND—could not 
duplicate—parts). Each step of each parts repair procedure can specify requirements for 
a number of one type of specialist, one or two types of equipment (including a particular 
AIS station), and time; if the part is an LRU that may have a defective SRU, each SRU is 
specified by including it as an additional requirement in the first step of an LRU repair 
procedure. The specifications for each step of a parts repair procedure may also include 
an indication that cross-trained and/or task-assist qualified personnel may be employed, 
reference to a substitute procedure, and a heat factor. 

The next step is to check whether the shop has been dosed by air attack and, if 
not, whether the necessary personnel 5 and equipments are available. If the normal 
resources for the repair are not available, and die resources for any alternate means of 
accomplishing the job are not available, the repair must wait; when the resources are 
available, parts that are to be NRTSed are consigned for shipment with a call to 
subroutine NRTSIT, and the required personnel and equipment are committed for the 
specified time (the timing error in dispatching the part before the time has expired is 
neglected for convenience in coding). When the effects of chemical protection are being 
considered, the length of time that the repair personnel may work before stopping to cool 
off is determined with the call to TTIME and CWTIME; this determination takes into 
account the workers’ MOPP (dictated by the agent vapor pressure within the facility) and 
the temperature and humidity at the work place. 

If the part is to be repaired on base and an SRU is defective, the faulty SRU is 
withdrawn during the first step of the LRU repair procedure and is placed in a two-hour 
administrative delay. Then checks are made to see if a serviceable SRU is in stock. If 
none are available and an aircraft is NORS for the LRU, the user may specify (by setting 
CANSRU > 0) that another LRU of the same type may be sought in the wait queue and 
disassembled to obtain its serviceable SRUs if it doesn’t require the same SRU—i.e., it 
may be cross-cannibalized. Subroutine SALVAG searches the wait queue and carries 
out the cross-cannibalization. If the repair job still cannot be started, because of the 
shortage of an SRU, it is placed in the wait queue of the appropriate shop. If the user has 
specified that jobs that must wait are to be prioritized (by initializing ORDWT = 1), the 

J If the data base differentiates between flight-line specialists and back-shop repair 
personnel, and repairs are to be conducted at a base where the personnel are not 
organized in that manner, the personnel requirements are interpreted in terms of the 
equivalent flight-line specialist 








-79- 


repair job is placed in the wait queue (using subroutine WAIT) according to the 
magnitude of the variable RANK. 

To determine RANK, one first computes the current value of 

VALUE = 2 x (HOLES - SERVicables) - ENROUT 

using the on-base values for the part. He also computes IMPORT, a function of the total 
number of mission types for which the part is critical. For positive values of VALUE, 

RANK = - (100 + IMPORT) x VALUE 
and 

“RANK = - VALUE x MTBF 

i'.c zero or negative values, where MTBF is the average number of sorties before failure 
of the part. 

When parts repairs arc ranked in this manner, the parts needed for the most 
aircraft on the most missions have the most negative number, and the parts least likely to 
be needed have the most positive number. Equipment repairs are given a RANK = 0, on 
the assumption they are less necessary than parts needed to release an aircraft, but more 
necessary than a pan that is not yet needed. When resources are available to begin a 
repair, the queue is searched from the smallest value (most negative valued rank) to the 
largest (most positive). 

This procedure is followed, with two exceptions. First, if the required resources 
are not on-base, the part is placed in the queue with a RANK of 32750, at the end of the 
queue. Second, if the repair requires an AIS tray that is not functioning, and it is the only 
station on base of that kind, the RANK is set to 32600. Then, when repairs are checked 
in subroutine CHECK, the search through the queue is stopped if the RANK is 32600, or 
after 100 parts have been checked if the RANK is as great as 1000. 

When the necessary resources are at hand to initiate the job, subroutine DOREP is 
called and the repair job is entered in the time heap associated with the REPQ array. If 
the part for which the resources have been committed is NRTS, the repair job is flagged 
by specifying the negative value of the repair procedure. The DCREP subroutine is also 
used when it is necessary to interrupt an on-going repair job. When that occurs, the job 
is transferred from the REPQ array to the INTTSK array, the SHOPS array pointers are 
updated, and the personnel and equipment that had been engaged are released. A special 






-80- 


provision is included to deal with the problem of terminating a repair for which the part 
itself was destroyed during an airbase attack. 

The INIREP subroutine is also used when resources are released and an attempt is 
made to start parts repair jobs that have been interrupted or are waiting. The resource 
requirements are checked, and if the job can now be started, the INIREP subroutine 
updates the various pointer systems related with the INTTSK, WAITSK, and SHOPS 
arrays. 

When the administrative delay for an SRU is completed, entry NEWREP is called 
and checks are made to see whether it is to be NRTSed or may be repaired on base, much 
as for an LRU. Checks are next made to see if the required personnel and equipment, or 
the personnel and equipment for substitute procedures, are available to start the repair 
procedure. If they are not, the repair must wait; if they are, then the SRU is NRTSed 
when appropriate and the personnel and equipment committed for the specified time, 
again much as for the LRU. 

When a step of a parts repair job has been completed, control is transferred from 
subroutine MANAGE to either subroutine RUNSHP (run shop), or, if USECW > 0, first 
to STOPIT so that the condition and needed rest for the personnel may be determined. If 
the repair procedure has additional steps, a random number is compared with the 
probability that the subsequent step is required. Then, after a call to subroutine ENDREP 
to release personnel and equipment and to update the pointer systems used with the 
REPQ and SHOPS arrays, subroutine INIREP is called to initiate any subsequent work. 

If none is required, the part or rebuilt LRU is put into stock. Unless the special parts 
disposition logic is applicable (i.e, unless SHPREP > 1, see Sec. XI), the repaired part is 
retained if it was removed on base or returned to the base where it was removed. When 
it is retained on base, and when there are aircraft on base that require a part, subroutine 
CHECK is called when control returns to RUNSHP. If an aircraft is still waiting for the 
part, the appropriate on-equipment task is initiated. When the part was not removed on 
base, or if the special parts disposition logic selects another base, the part is shipped to 
the appropriate base. Similarly, when an SRU repair is completed, resources are sought 
to repair an LRU requiring that SRU. When control again returns to RUNSHP, 
subroutine CHECK is called again with the shop number to be sure that the newly 
released personnel and AGE are reassigned if they are needed. 









-81- 


The RANK of each waiting repair is reevaluated twice each day in subroutine 
REPRTY. As each waiting part is checked and its position in the queue adjusted, the 
number of HOLES that is used in the computation for that part type is reduced by one, so 
that all parts of the same type will not all be at the top of the queue. The periodic ranking 
of a pait at a CIRF sums "VALUE" for that part type across all airbases and ranks the 
repair in a manner analogous to that described above. Intratheater reports of resource 
status are used in these algorithms when they are generated. 

4. OFF-BASE PARTS REPAIR 

When a faulty part is found to be NRTS, a check is made as to where it is to be 
shipped for repair. Based bn the data supplied by the user with CT34, different 
destinations may be specs fied for each type of part, subject to the data limitations outlined 
for that Card Type in Sec. XIX. If there is a central repair facility in the theater, TSAR 
assigns it the base number MAXB. If a part is to be NRTSed to a depot outside the 
theater, the destination should be entered as (MAXB + 1)—i.e., one greater than the 
largest numbered base. 

For RR items (an item with NRTS £ 100), an option has been provided to permit 
the nominal shipping instructions to be overridden when the number of serviceable LRUs 
falls below a specified percentage (ADAPTR) of the base’s initial number of LRUs. 

When this occurs, the list of bases specified for lateral resupply is checked to find a 
location that is able to repair the item (NRTS < 100) and has an undamaged shop. This 
option can be used, for example, to simulate an adaptive parts repair doctrine that 
discontinues reparable shipments to the depot and attempts to accomplish the repair in 
theater, when parts stocks are low. 

A faulty part may also be shipped to another operating base, even though it would 
not normally be NRTSed, when the shop in which the repair must be done has been 
closed by damage from aiibase attack. When this occurs the lateral resupply base list is 
checked for a base with the shop open and a lower NRTS rate for the part in question; if 
a base is found, the part is shipped to that base if the two-way shipment time is within 
one day of the reconstitution time for the damaged shop. 

If the part is shipped to another operating base for repair, the pan is treated just 
like any other job generated at that base and begins by undergoing an administrative 
delay. The number of the originating base is preserved so that the part may be returned 


V 

/ 

/ 

/ 


/ 




-82- 


when repairs have been completed if the special parts disposition logic is inoperative. 
Depending upon the NRTS rate for that type of pan at the receiving base, the part could 
be shipped to yet another base; if it is repaired at that base, it will be shipped back 
directly to the originating base when repairs are completed, unless the disposition logic is 
operative and selects a different destination. It is left to the user to design the CT34 
inputs such that a faulty pan wil’ not be NRTSed from one base to another until it arrives 
m the originating base. 

if a pan is condemned or is shipped out of the theater, its replacement, when one 
is specified, is consigned for delivery directly to the base of origin even though a CHRP 
may be operating, unless the control variable CONSIG is initialized to unity. In the latter 
case, all pans returned from COST'S are consigned to the CIRF for transshipment 
according »the user-specified theater resource management algorithms. 

When a pan is shipped to a centralized intermediate repair facility in the theater, it 
s subjected to an administrative delay tut is then managed by a different set of rules that 
govern the priority it receives and its disposition when the repair station is completed. 
These will be outlined fully in Sec. XI after the properties of the transportation and 
information nets used in connection with these operations are explained in Sec. X. Parts 
repairs cannot be expedited at the CIRF. but the user can control administrative delay 
times and ports repair times on a shop-by-shop basis to account for the different working 
conditions at a CIRF, using CT47 and CT48. 

5. SUPPORT EQUIPMENT REPAIR 

Many special kinds of support equipment are needed for the specialized jobs that 
must be conducted on a modem military airbase. And most of these equipments are both 
complex and expensive; malfunctions are fairly frequent, and their maintenance and 
repair constitute an essential set of activities. Such malfunctions and the repair of faulty 
equipment may also be simulated in TSAR. 

Support equipment repairs are handled in much the same way as spare part 
repairs, and with many of the same subroutines and procedures. However, TSAR 
provides two quite different representations of equipment failure and repair. The simpler 
representation is used for all equipments other than the A1S—Avionics Intermediate 
Shops—those complex test equipments that are used to test and repair avionics on late 
model aircraft The basic distinction is that in the simpler representation, equipments are 








-83- 


cither serviceable or they are not; AIS equipment may be partly mission capable as well. 
Both representations are described below. 

Equipment Repairs Other Than AIS Sets 

Whenever a task that has used support equipme;it (other than an AIS set) has been 
completed, each item of equipment is checked to see if it needs mainteiiance by 
comparing a random number with the probability that that type of equipment will require 
maintenance following a job. If maintenance is required, the equipment first undergoes 
an administrative delay, much as for spare parts although the length of delay is different. 
When that administrative delay is completed, the attempt to initiate the repair is 
processed in the same subroutines as a faulty aircraft part. Each type of equipment is 
associated with a particular shop, and the repair procedure may either be specific or 
chosen at randdm from among a set of alternative procedures. And as with spare parts, 
each repair procedure may consist of a sequence of steps. Each step of an equipment 
repair procedure may specify a type and number of personnel, one or two pieces of 
repair equipment, and a duration; substitute personnel and/or alternative procedures may 
be specified for consideration when the normal resources are not available. But these 
specifications do not include the spare parts that might be needed to repair the equipment; 
such problems can be approximated, however, by specifying that equipment repairs can 
be carried out without delay for parts on some occasions, while on other occasions they 
are subjected to a delay equivalent to the order and ship time for spares. 

If resources are available when an equipment repair is first attempted, the 
resources are assigned to the repair, the completion time is established, and the job is 
placed in the repair queue, REPQ; if resources are not avails Je, the job must wait 
Equipment repairs that must wait currently are entered in the shop wait heap with RANK 
= 0; if equipment and parts are competing for the same repair personnel and equipment, 
the equipment repairs are given priority over spare parts for which serviceables are 
available but they will follow the repairs for parts needed for work on aircraft. As 
currently structured, all equipment repairs are performed on base; equipments are not 
NRTSed to other bases. 



-84- 


Slmulatlon of AIS Maintenance and Repair 

The specialized support equipment used for testing and repairing avionics on late 
model aircraft—the AIS—also may be simulated in TSAR. A full "string" of AIS will 
normally have several different complex electronic test equipments, or "stations," and 
each type of station is used for testing several different LRUs. Each station is composed 
of many hundreds (thousands) of submodules, and these stations are themselves subject 
to various malfunctions that can require substantial maintenance. Furthermore, when any 
of the numerous low failure rate (and therefore unstocked) AIS parts fails, it is necessary 
to order one from another location, and that station will then be able to test only some 
portion of its normal LRUs. Thus, a station will be in one of three states: fully mission 
capable, partly mission capable, or inoperative. If two or more stations of the same type 
are available, partial mission capability generally can be minimized by consolidating all 
missing parts at one station. 

The manner in which these characteristics are modeled in TSAR is adapted from 
the work of Jean Gebman and Hyman Shuiman at RAND. Whenever an AIS station is 
used to repair an LRU or SRU, the nominal pan repair time is increased to allow for 
maintenance of the station itself. Because such maintenance may actually occur either 
before or after, or even during, the repair of the pan, it is assumed that the part is not 
released until the job is completed. At that time, the LRU is released for use and a check 
is made to see if any piece part needed for maintenance on the AIS was not in stock. If 
so, the station’s res'duai capability to repair LRUs is estimated on the basis of statistics 
that indicate how frequently each LRU repair capability is lost on the average when an 
AIS part is back-ordered. To do this, we imagine that each station is divided into several 
sections or "trays," with one tray for each type of LRU; when a part is back-ordered the 
mission capability of each tray is determined on the basis of the statistical experience. 

During the simulation, a ch.o is made following each LRU repair to see whether 
during maintenance on the AIS station it was found to need a part that is not in stock. If 
one is needed out there are two or more stations of that type on the base, it is assumed 
that the needed part will be cannibalized from another station if necessary and that all 
missing parts arc consolidated at one of die stations. Thus, when an AIS part fails at any 
station, checks arc made for each LRU tray associated with that type of station and a list 
is generated of all LRUs that cannot be repaired until the needed part is obtained. A 
sample is then drawn from the user specified ordcr-and-ship-timc distribution, and the 







-85- 


appropriate receipt time is entered in the LIMBO array; not until that time occurs is the 
capability restored for repairing those LRUs. 

As will be noted, there are no specific repair procedures or specific personnel or 
equipment used to repair AIS equipments. Instead, the repair time of each part that is 
processed is increased to account for AIS maintenance, and AIS repair capabilities are 
probabilistically curtailed to simulate a shortage of parts to repair the AIS. 






- 86 - 


VII. AIRCRAFT SORTIE DEMAND AND AIRCREW MANAGEMENT 


The ultimate objective of an airbase is to provide combat-capable aircraft when 
they are required, and a base’s capability for meeting that objective can depend 
importantly upon the pattern of the demand. In TSAR, that demand pattern is controlled 
by the user’s input data (CT50). and the user is provided sufficient options that most 
plausible requirements should be readily simulated. 

A demand for a flight of aircraft specifies the type of aircraft, the mission, the 
mission’s priority, and, normally, the base; it also specifies the number of aircraft to be 
launched (and the minimum acceptable number), the time they are to be launched, the 
time that the airbase is informed of the demand, and the recovery base. If desired, the 
user may also specify that a specific number of aircraft will be maintained on alert at a 
particular base for unscheduled demands. In addition, he may define a composite flight, 
made up of several sets of aircraft, or flights, each with a differing configuration, as 
would be required, for example, for representing coordinated attacks by defense 
suppression aircraft. CAP, and 8AI aircraft 

Except for composite flights and specified alert forces, it is not mandatory that the 
launch base be specified. If the control variables ’’STATE" and "SELECT" are both 
greater than unity, a daily forecast is made of each base’s sortie generation capabilities, 
and these forecasts arc used to designate a base for any sortie demands for which a base 
has not been specified. However, since TSAR does not include geographic concepts, 
such selections are not constrained by nnge-to-target considerations. 

For user convenience the demand data may be stated either on a day-to-day basis 
or in terms of demands that recur each day with a stipulated probability (or any 
combination of these techniques). For the recurring demands (lire periodic demands) the 
launch, time may be entered as a precise lime or as a time block; when a time block is 
specified, the program picks a time at random from within the block. Furthermore, 
several such flights (up to 32) may be specified with the same entry; when this is done, 
the launch time of each flight is selected at random from the time block. With these 
features a few entries suffice to represent a rich and varied pattern of flight demands. 






-87- 


1. GENERATING SORTIE DEMAND DATA 

The initial day's sortie demands are entered before the simulation begins. They 
are entered after all other data are input and after subroutine INLIST has provided 
whatever listings of input data were requested. Subroutine READFT (read flight data) 
reads and organizes these data with the assistance of subroutine SORT, which orders the 
flights by their specified launch times (cr required shelter departure times, when a taxi 
time is specified) and manages the pointer system used with the FLTRQT (flight 
requirements) array. If the launch base has not been specified for any of the sorties 
demanded, subroutine FRAG is called to select the base best able to fuifill the demand, 
the one with the lowest current level of demand relative to its estimated sortie generation 
capabilities. When all data have been entered, flights with common characteristics 
(launch base, aircraft type, mission, and priority) are interconnected with the pointer 
system associated with the FTZ array. 

The sortie demands for the next day and for subsequent days arc also managed in 
the READFr subroutine. These demands are reexamined each evening at 1945 
simulated time when this subroutine is called by subroutine MANAGE. If the user 
wishes to specify new flights or to change specifications for alert forces or periodic 
flights, these data arc read at this time. If there is no new information, the following 
day’s demands arc based on the periodic flight demands or other flight data submitted 
earlier. As before, any flight demands for which a base has not been specified have a 
base chosen with the FRAG subroutine, using updated estimates of the bases’ sortie 
generation capabilities, which are created daily at 1930 by subroutine BASCAP (base 
capabilities). 

If, when the sortie demands are organized for the following day, an airbase is out 
of operation because its runway is dosed, the demands on th3t base may be reassigned. 

If the runway is projected to remain closed for any part of the following day and other 
bases have aircraft of the type specified, demands that are required to be met before the 
reinway is to open are reassigned either by subroutine FRAG, just as though the launch 
base had not been specified, or, if SELECT is zero, in proportion to the numbers of 
aircraft on base. Demands to be met after the runway is scheduled to be opened arc not 
reassigned. 

Provisions have also been made for entering endogenously generated flight 
demand data. These provisions would be used if and when the resource management 





- 88 - 


logic is expanded to permit endogenous decisions regarding sortie demands. Such a 
decision would be communicated by calling the entry' point SORTIE in the READFT 
subroutine where the flight would be entered into the sortie demand pattern. If the base 
is not specified, subroutine FRAG selects the base best able to fill the demand. 

2. LAUNCHING THE AIRCRAFT 

When the time specified for launching aircraft occurs, subroutine MANAGE 
transfers control to subroutine FLIGHT. After checking that the flight need not be 
canceled because of weather conditions or runway damage, a check is made to see if 
aircraft have been assigned for a scheduled flight or are available in the alert force when 
the demand is unannounced. Each aircraft is checked to see if it has actually been 
readied for flight and has not suffered a ground abort A check is also made for each 
aircraft to see that its access to the runway is not prohibited by bomb damage to the 
taxiway network. If aircrews arc to be accounted for, subroutine FLYERS is called to 
locate a crew that is then tentatively assigned to the aircraft. 

If fewer than the required number of aircraft arc ready among those assigned to 
meet the specific demand, and if the demand has a priority at least equal to the highest 
deficient priority (as defined in Sec. IV. 19), the spare forces, later flights of the same or 
lower priority, and alert forces of lower priority are each checked in turn for a ready 
aircraft of the appropriate type and mission configuration. If, after all these sources arc 
checked, the number of aircraft available to meet the demand is less than the minimum 
permissible number, the assigned aircraft and then the spare aircraft are checked to see if 
aircraft are available that will be ready within whatever time is allowed for late takeoff 
for aircraft of that type on that mission. If the minimum permissible number of aircraft 
have still not been located, the flight is canceled. If their number is sufficient, the 
constraints imposed by air traffic control will be checked when the user has initialized 
DOATC. If the runway is already scheduled for another flight to take off or to recover at 
the same times, a check is made (with subroutine USEATC) for a takeoff time slot within 
the allowable late takeoff time. If one is found, a check is made of runway availability 
when the flight would be expected to return, or within a user-specified time thereafter. If 
times are available, the flight is launched with a call to subroutine LAUNCH that updates 
all the appropriate tallies and pointers. If times cannot be found when the runway will be 
available for takeoff and recovery of the full flight, a check is made to see if fewer 
aircraft (but at least the minimum number) can be handled. If not, the flight is canceled. 


-89- 


If an aircraft is designated to recover at a different base, that bookkeeping is also 
accomplished at the Lime that the aircraft is launched. When it has been determined that 
the aircraft may be launched (or depart from its shelter), it is placed in the aircraft delay 
heap with the appropriate landing time. Tne flight times for each aircraft in a flight are 
determined independently, unless recovery as a unit has beer, specified on CT16 for that 
type of aircraft and mission, or unless the air traffic control feature is in use. 

Composite Flight Requirements 

Certain additional complexities will be noted in tire FLIGHT and LAUNCH 
routines as a consequence of the options for composite flights and for late t3keoffs. 

When the minimum forces arid takeoff and recovery times must be found for each of 
several different flight demands to prevent all from being canceled, it is necessary to 
withhold all launches until all flights have been checked. Furthermore, if, after checking 
several flights, it is found that at least one cannot be satisfied, it is necessary to modify 
various aircraft assignments and to release all tentatively assigned aircrews. Similarly, 
when an aircraft is going to be launched late, it is necessary that certain data be retained 
until that time. To facilitate the latter operation the aircraft is placed in the aircraft delay 
heap until one TSAR time unit after the aircraft's expected ready-to-fly time; if it is still 
not ready to fly at that time, the sortie is canceled. 

Air Abe rts 

As each aircraft is launched it is checked for an air abort; if one is to occur, the 
aircraft is scheduled to land with a full load of munitions at the bunching base after a 
six-minute flight and the base is not credited with a successful sortie. It is handed like 
any other aircraft in the ensuing postflight inspection except that munitions are not 
required and attrition and battle damage are not assessed. 

3. AIRCREW MANAGEMENT 

TSAR's provisions for accounting for aircrews are controlled by the control 
variable CREWS; when initialized to 1 on CT1, these features are activated. 

Aircrew members are accounted for on an individual basis, much like aircraft. 
Each aircrew is qualified for only one type of aircraft. Their assignments arc managed so 
that each crew will receive a specified minimum amount of uninterrupted sleep during 






-90- 


each 24-hour period and at least the specified minimum rest between sorties. These two 
times are specified with the control variables SLEEP and REST. In addition, the required 
time between sorties may be increased for particular missions to account for the 
additional time required to study target data and take intelligence briefings. To avoid 
unnecessarily long shifts and early exhaustion it is presumed that aircrew assignments 
can be managed such that they remain off duty until they are needed and will retire early 
whenever the demand permits. 

Aircrews are managed with data stored in the PILOTS and PILOT arrays. 

PILOTS maintains a record of the number of aircrews on base and pointers to the first 
and the last of those crew members who are on duty and off duty; these data are 
maintained separately for each aircraft type on each airbase. The PILOT array maintains 
status information on individual aircrews and pointers to the other crews with the same 
duty status. 

The several operations required for aircrew management are carried out by 
different sections of the FLYERS subroutine. An aircrew is located for a tentative 
assignment by calling the entry point GETPLT (get pilot) or 3AVPLT (save pilot) for a 
late takeoff. When the aircraft is launched, the assignment is finalized with a call to the 
entry point FLY AC. When the sortie has been completed, crew data are updated with a 
call to LANDAC; if the aircraft is recovered at a different base, the pilot "billeting” is 
rearranged at that time. If the crew is due for a sleep period, they are placed off duty; if 
the aircraft was lost but the aircrew was not, it is assumed that the crew cannot be 
reassigned for a minimum of four days. 

In addition to these operations, entry point RELIEF is called at two-hour intervals 
by MANAGE to check the on-duty crews and to relieve them as required. If the control 
variable REL1EV is zero (CT4/1), aircrews are available for the full shift once they are 
called for duty; if RELIEV = 1, aircrews are presumed to go off duty immediately after 
their last flight of the day. When the airbase has been attacked and the user has specified 
the location of air crews in the TSARINA data base, subroutine DISABL is called by 
subroutine BOMB to inflict whatever losses were inflicted and to update the aircrew 
information. If the aircrew are located by TSAR default location assumptions (see Sec. 
VIII.2), subroutine RECRGN handles the necessary accounting at the time of an attack. 


-91- 


VIII. AIRBASE A'iTACk AND RECOVERY 


The most serious disruption that an airbase can experience is undoubtedly that 
associated with a heavy airbase attack. The lack of any generally agreed-upon estimate 
ot the effects of attacks on a base’s capabilities to recover and generate useful aircraft 
sorties were prime motivations for TSAR’s development And the highly variable 
damage patterns and chemical deposition patterns that would be experienced on bases 
that are subjected to attack contributed importantly to the decision to create a model with 
sufficient detail that the critical effects of these highly variable patterns could be 
captured. Without considering the alternative procedures that could be used and the 
bottlenecks that could arise when resources are lost, one could hardly hope to represent 
the probable behavior of an airb' ^e during the crisis following an attack 

1. ATTACK EFFECTIVENESS ESTIMATED WITH TSARINA 

In TSAR, airbases are attacked and resources are damaged or destroyed based on 
the results generated by TSARINA calculations. The user is free to schedule attacks at 
whatever times and at whichever bases he chooses, and TSAR is structured to accept 
fairly detailed input damage data. 

The companion TSARINA airbase damage assessment model uses detailed 
descriptions of the location, contents, and vulnerability to conventional weapons of 
various airbase facilities, as well as detailed specifications of enemy attacks and weapon 
characteristics.[3J Ibis Monte Carlo model estimates damage and casualties due to 
conven lonal weapons and computes the surface contamination and vapor concentration 
that result from chemical weapons. The current version of TSARINA permits 
assessments of damage to an a'rbase complex composed of up to 1000 target elements 
(runways, taxiways, shelter buildings, etc.) with up to 2500 packets of resources. The 
targets are grouped into as many as 30 different vulnerability categories; and the 
locations of the different types of personnel, equipment, munitions, spare parts, TRAP, 
building materials, and POL can be distributed among the target elements. 

A single attack may involve as many as 100 weapon-delivery vehicles and up to 
20 different types of weapons. Point-impact weapons (such as GP bombs, precision- 





guided munitions, and BKEPs), UXO, and area weapons (such as cluster bomb units and 
mine dispensers) can be represented, as well as chemical bombs and warheads delivered 
by surface-to-surface missiles or aircraft, and chemical sprays released from aircraft. 

TSARINA determines the actual impact points of point-impact weapons and the 
centroid of area weapons by Monte Carlo procedures—random selections from the 
appropriate delivery error distributions. Conventional weapons that impact within 
specified distances of each target are classed as hits, and estimates of the damage to the 
structures and to the various classes of support resources are assessed using "cookie • 
cutter" weapon-effects approximations. 

For chemical weapons, TSARINA estimates the time of arrival of the first 
chemicals at each target, as well as the distribution of surface contamination and vapor 
concentration for each of up to three chemical agents that may be used in a particular 
simulation. These estimates also use Monte Carlo procedures to reflect uncertainties in 
the direction and velocity of the wind, as well as in the delivery accuracy. 

2. REPRESENTATION OF AN AIRBASE IN TSAR 

An airbase is represented in considerably more detail in TSAR than in the Eariy- 
TSAR formulation. Although neither version of TSAR incorporates airbase geometry 
explicitly, TSAR now captures many of the location-dependent effects. And the 
interdependence of TSAR and TSARINA is substantially greater than with the earlier 
versions. 

A primary difference is that the network of taxiways that interconnect the runways 
with the aircraft shelters and parking ramps on an airbase is now treated explicitly in 
TSAR. User-supplied input information specifies the arc-node structure of the taxiway 
network (CT17/4), and the nodal location of each aircraft shelter (CT17/5) and parking 
ramp (CT17/6). Each segment (arc) of the taxiway network, each aircraft shelter, and 
each parking ramp is entered as a target in the TSAJUNA data base, and the user also 
specifies a set of monitoring points in the TSARINA data base that are used in 
conjunction with the chemical attacks. 

To simplify creation of the needed input data and to minimize the possibility of 
errors, a detailed sketch should be drawn for each airbase. The taxiway arcs, aircraft 
shelters, and aircraft parking ramps should be numbered consecutively and the 
corresponding TSARINA target cards should be entered into the TSARINA data base in 


the same order. Arc #1 would be the first taxiway segment in the data base; Shelter #1, 
the first shelter, and Ramp #1, the first parking ramp, etc. The nodes must be numbered 
consecutively, and each taxiway intersection and the end of each taxiway stub should be 
assigned a unique node number, starting with #1, but the order in which they are 
numbered is arbitrary. One target type applies to all taxiway segments and another target 
type applies to all aircraft parking ramps; three different types of aircraft shelters may be 
designated at each base. 

The airbase sketch for the sample problem outlined in Sec. XX of Vol. II is 
presented in Fig. 8 to illustrate these conventions. If the effects of chemical attacks are 
to be evaluated, a set of monitoring points must be selected, remembering that the 
ambient conditions at a monitoring point will serve as the ambient conditions for all 
targets closest to that monitoring point for assessments of the persistent effects of 
chemicals between attacks. Clearly the monitoring points should be selected near those 
on-base locations of importance to the evaluation; a uniform grid will generally be 
inappropriate and wasteful of the substantial processing associated with updating the 
chemical conditions at each monitoring point 

The new data requirements imposed on TSARINA are the consistent ordering of 
the target cards, as just described, and the specification of the monitoring points when 
CW attacks are to be evaluated. Other new data input options include specifications that 
define the delivery of UXO and mines, the delays before the UXOs are to detonate, and 
the characteristics of chemical weapons. Another option permits specified attackers, in 
attacks subsequent to the first, to be targeted at the MOS selected in TSAR after the prior 
attack, thereby simulating effective post-attack intelligence gathering by the attacker. 

The on-base layout of the target elements is specified for TSAR by entering TSAR 
card types that define (1) the numbers of the nodes at each end of each arc and the arc 
length (CT17/4), (2) the number of the node that each aircraft shelter (CT17/5) and 
parking ramp (CT17/8) is nearest to, (3) the numbers of the arcs that jointly constitute 
each runway (CT17/6), and (4) the proportions of unsheltered aircraft that would be 
parked on each ramp (CT17/8). 

Location of Aircraft 

At the beginning of a TSAR simulation, each aircraft will be assigned a shelter, if 
sufficient shelters are available. This assignment takes into account (1) the number of 
user-designated "alert" shelters, for which "alert” aircraft are given priority, (2) the 





Aircraft shelters 



runways and taxiway network 




























-95- 


average number of aircraft permitted per shelter, and (3) whatever types of aircraft the 
user has designated as not able (or not to be permitted) to occupy a shelter. Aircraft not 
assigned shelters are assigned to a parking ramp, based on the capacities of the parking 
ramps. When DOSHEL has been input as 1, aircraft vacate their shelter when they are 
launched and are reassigned a shelter, if available, when they return. Unsheltered 
aircraft are moved to an empty shelter when it is vacated if they arc not a prohibited 
aircraft type. 1 If an aircraft is parked at a hot-pit fuel hydrant after recovery, that location 
is also known (if designated by the user). Thus, at the time of an attack, TSAR knows 
where each on-base aircraft is located (unless it is taxiing to or from the runway). 


Locations of Activities and Resources 

The on-base locations of the various sortie generation activities and of the 
supporting resources are used to determine damage at the time of an attack and, when 
chemical protective ensembles are worn, to define the working environment for the 
activities. For most resources, their locations can be specified only by describing the 
percentage of each type of resource associated with each target in the TSARINA data 
base. But for personnel and equipment, resources that move about an airbase in doing 
various tasks, the user has the option of letting TSAR determine where these resources 
are located at the time of an attack (and subsequently determine the damage to these 
resources), based on TSAR’s knowledge of the ongoing activities. This latter option—to 
use the TSAR "default locations"—is used whenever the on-base locations for certain 
types of personnel and equipment are not specified in the TSARINA data base. 

When the locations of various percentages of particular types of resources are 
specified in TSARINA, TSARINA is able to assess the total fraction cf those types of 
resources that have been lost to conventional effects in an air attack and to transfer that 
information to TSAR, where that percentage is applied to the then-existing stocks of 
those types of resources. Tnis procedure for locating resources is the only option 
available for assessing losses to munitions, TRAP, serviceable spare pans, building 
materials, and POL. Since each type of resource (e.g., MK-82 bombs, AM-2, TERs) 
may be distributed in several locations, each with its distinct vulnerabilities, the 
vulnerability of tlrese resources can be represented rather realistically (assembled 
munitions can even be distinguished from their components). 

1 When DOSHEL = 0, aircraft are always assumed to be in their initial location 
whenever they are not in flight. 







Personnel and equipment locations at the time of an air attack can also be 
specified in the TSARINA data base, instead of TSAR determining their locations as the 
default condition. But the distribution of personnel or equipment that is specified in a 
TSARINA data base is assumed to be appropriate at any time of day and at any activity 
level whenever an attack occurs. There is no way of changing the TSARINA percentile 
distributions to account for the distinctions between personnel that are working, 
personnel that are awaiting assignment, or personnel that are resting in a collective- 
protection shelter. One set of distribution assumptions will be applied for all attacks, 
unless a completely new set of TSARINA target cards is entered for different attacks. 
The TSAR default-location assumptions were developed to overcome these constraints 
for personnel and equipments. And these TSAR-snecific default locations are always 
used in determining the environmental characteristics of the work and resting places 
when tlie effects of chemical protection are to be assessed (i.c., USNCW > 0). Properly 
applied, these default locations provide u realistic representation of the on-base 
distribution of tlrse nonstationary resources. When TSAR u^cs the default locations for 
the personnel and equipment, their loss rates are those passe to TSAR from TSARINA 
for the facility to v/hich they are assigned at attack time. 

In brief, the TSAR default location assumptions presume that personnel for each 
of the several generic types of tasks will be found at their work place when they are 
working, and in other specific locations when they are off duty, when they are on duty 
but unassigned, or when they are cooling off. On-equipmen asks occur at the aircraft, 
parts and equipment repair ai the responsible shop, guided munitions assembly at Shop 
#30, unguided munitions assembly at facility #44, and civil engineering activity at 
whatever facility or surface is being repaired. Furthermore there is a mechanism (sec 
CT37) with which the user cun specify that each nonaircraft activity is actually carried 
out at a location randomly selected from a set of locations, according to the work load 
capacity of the locations. This notion of describing a "distributed" capability for an 
activity can also fcc used in defining the location assumptions that TSAR sitould apply fet 
other personnel states (i.c., off duty , cooling off, and awaiting assignment). The next 
section will define these options in greater detail. 

As suggested earlier, the user may choose to specify the locations at attack times 
of some types of personnel in his TSARINA data base and to depend on the TSAR 
default locations for the other types of personnel; this is perfectly permissible, but the 









-97- 


user should remain aware that it is the default assumptions that will defiiie the work and 
resting places between attacks for all personnel types, insofar as defining the 
environmental conditions for CW assessments. 

The user has the same two options for specifying the location (and vulnerability) 
of support equipment at the time of an attack, except that the means of distinguishing 
between equipment that is assigned to a task and the equipment that is unassigned are 
somewhat different. When the location of a type of equipment is indicated in TSARINA, 
the percentage loss estimate from TSARINA is applied in TSAR to all serviceable pieces 
(but not to reparable pieces) of that type of equipment, whether they are in use or not. If, 
however, the user has set CNLYUE = 1 (only unassigned equipment) on CT2/1, the 
damage calculated for equipments located in TSARINA will be applied in TSAR only to 
unassigned equipment; equipments that arc in use will sustain the equipment loss rate for 
the location where they arc being used. Equipment not located in TSARINA is assumed 
to be at the shop to which it is assigned when not in use and to be at the work place when 
it is in use, and damage is evaluated at those locations. 

The only additions to these general rules arc that the vulnerability of reparable 
spare parts and equipments and of munitions already committed to an aircraft arc 
determined by the damage sustained at the location of the appropriate tasks, rather than 
being based on damage generated at locations specified in TSARINA (the damage 
fraction estimated for "spare pans" at facilities engaged in munitions assembly arc 
applied to the munitions). 

TSAR Default Locations and Distributed Capabilities 

TSAR assigns all jobs and equipments to specific locations. These locations 
determine the work environment as '.veil as the location for damage estimation of 
personnel and equipment (except that the location during an atucfc may be overridden by 
a location specified in the TSARINA data). The resigned location may be a specific 
building or outdoor area, or is nay be a set of locations where a particular type of activity 
would be expected to be carricc «m. A particular "facility" number is set aside by TSAR 
for each v -f various possible activities «"J functions that the user may wish to represent; 
aii "facilities" from through *30 have TSAR-assigned roles that will be explained in 
this section. Die user may specify that the capability of any of these activities is actually 
"distributed." in winch case the TSAR assigned facility is only the first of a set of 
facilities to which that activity will he. assigned; the user must define the ether members 




WTJHN 


of these sets (using facility numbers between #51 and NOFAQ and must define the rela¬ 
tive capacity of each memexr of the set (or for backshops an absolute capacity for jobs 
may be specified—see CT37 in Sec XIX, Vol. II). 

The Early-TSAR capabilities for representing distributed functions still apply but 
have been expanded. As before, facilities #31, #32, and #33 are assumed to be the 
locatioas for on-duty flight-line personnel (from squadrons #1, #2, and #3, respectively) 
when they are not assigned to work on an aircraft; when assigned, they are cither in the 
appropriate aircraft shelter or on the ramp where the aircraft is parked. Also as before, 
on-duty backshop personnel who are not working are assumed to be in the shop with 
which they arc associated (Shops #1 to #24); wmg-lcvel munitions personnel arc in 
Shops #27 or #23. and guided munitioas assembly personnel are in Shop #30. In all 
cases, the facilities with the same numbers as the shop numbers may each be the parent 
location of a set of locations into which that capability is "distributed." 

Additionally, facilities #40, #41. #42, #43. #44, and #50 arc now understood to be 
the parent locations for the following resource categories; 

Facility #40 Aircrews; either all on-base crews, or if facility #41 is used (sec 
CT17/9) only those aircrews that are on duty awaiting flight 
assignments 

Facility #41 Off-duty aircrews, when they arc to be assumed to be at different 
locations than on-duty crews 

Facility #42 Unassigncd on-duty civil engineers 

Facility #43 Unassigncd civil engineering equipment 

Facility #44 Location where unguided munitions are assembled 

Facility #50 Ail off-duty personnel except aircrews 
Table 4 summarizes these default location assumptions that arc used by TSAR. 

The storage locations in the FACL7Y array lor facilities #36 through #38 arc 
reserved for specifying the repair procedures for the three types of aircraft shelters. 
Facilities #46, #47. #48. and #49 arc reserved to represent the buildings and equipments 
used to facilitate the rapid hunching and recovery of aircraft. Facilities #34, #35, and 
#45 have not had a function designated. 

Any of the facilities numbered from #1 through #59 (except #36 to #39 and #46 to 
#49) may be designated as the parent of a disti.buted set of facilities, each with its own 
physical and chemical characteristics and its own relative capacity (specified by the user 
with the #37 Type Cards;, The numbers for any of the additional facilities that jointly 
form a distributed capability must be selected from within the range 51 tc NOFAC. 








-99- 


Table 4 


TSAR DEFAULT LOCATION ASSUMPTIONS 



Personnel Location 

Personnel Types 

Awaiting 

Assignments 

Working 

Cooling Off 

Off Duty 

Aircrews 

#40... 

In Sight 

NA 

#41... 

(optional) 

'-light line 

Squadron #1 

Squadron #2 

Squadron #3 

Wing-levtl load crcv.s 

#31... 
#32... 

#33... 

#27...#28... i 

Aircraft shelter 

or 

Parking ramp 

Work location 

or 

#31... 

or 

CP... 

fl 

#50... 

Backshops 
and wing-level 
maintenance 

Shop #1 ... 
through 
#24... 

Specific facility 

Work location 

or 

CP... 

bs 

#50... 

Munitions Assembly 

Guided 

Unguided 

#30... 

#44 ... 

Specific facility 

Work location 

or 

CP... 

ma 

1 

#50... 

Civil Engineers 

Personnel 

#42... 

Equipment 

#43... 

Specific facility 

or 

Taxi way segment 

Work location 

or 

CP... 

ce 

#50... 


NOTES: Locations specified in TSARINA data fcr specific personnel types override these assumptions ;u 
attack time. 

Shop #5 ... implies Shop #5 and any locations to which the capability is distributed 
locations #51 to NOFAC (<399) may be used \o designate CPs and distributed capabilities. 

Repair of specific part types may be restricted to 'parent" shop. 

Facilities #46, #47, #48, and #49 are reserved for use in conjunction with air traffic control 
































- 100 - 


Other facilities in this range may be designated as collective-protection shelters, as 
discussed later in connection with the CT43/6 card. The user must exercise care that 
none of these additional facility numbers is defined in more than one way or appears in 
more than one distributed set, and all such facilities must be present 'a the TSARINA 
database so that the relevant "damage" data will be transferred to TSAR. 

3. DATA TRANSFER FROM TSARiNA TO TSAR 

With the new TSARINA input data, along with the data prev» y Jy required, 
TSARINA generates and passes to TSAR the following results for each attach; 

• An estimate of the conventional damage to all specified facilities and to the 
personnel, equipment, and spare parts in that facility. 

• Estimates of the conventional damage to each aircraft shelter and to the 
aircraft, personnel, equipment, and spares in the shelter at the attack time. 

• Estimates of the fractional damage by conventional weapons to whichever 
types of personnel, equipment, spares, munitions, TRAP, building materials, 
and POL have their locations specified in the TSARINA data base (including 
a damage estimate for fuel trucks that are being refilled at attack time at 
targets designated as truck refilling locations). 

• The numbers of UXO, mines, and craters that prohibit aircraft passage on 
each segment of the taxi way network. 

• Detonation delay times for each type of UXO, and damage estimates for 
EOD and civil engineering activities at and near the detonations. 

• The locations and radii of all craters cn eadi runway and, by virtue of the 
data noted above, the numbers of UXO and mines on each segment of the 
taxiway network that is also a segment of a runway. 

• The locations, relati ve to the MOS, and radii of those craters created by 
attack weapoas that v.-cre designated as aimed at the MOS determined after 
the prior attack. 

• The time of arrival and the intensity of the initial surface deposition for each 
of up to three types of chemical agents, and the initial vapor concentration 
due to that deposition, at each designated facility, aircraft shelter, taxiway 
segment, aircraft parking ramp, and monitoring point. 


- 101 - 


• The number of the monitoring point that is closest to each designated facility, 
aircraft shelter, taxiway arc. and paridng ramp. 

• A record of any groups of facilities ihat actually occupy the identical location 
on the airbase (and hence need to be repaired oniy once). 

• The percentages of each personnel type represented in the TSARINA data 
base that are associated with each TSARINA target type and with each 
monitoring point. 

• A projection of the future surface and vapor intensities for each chemical 
agent at each monitoring point. 

The transfer of these TSARINA results to TSAR involves a substantially more 
complex process than did the previous versions of these simulation models. In the 
original TSAR, the CT40 cards were used for entering all attack damage data, and the 
formatting rules were straightforward. The data pertained only to conventional attacks 
and permitted the user to specify damage to each of the several classes of supporting 
resources (personnel, equipment, parts, munitions, TRAP, POL, and building materials) 
and also to specify damage to whatever base facilities were designated. To account for 
CW attacks as well as conventional attacks, the data transferred with the CT40 cards are 
now much more complex. Except when a user wishes to represent the simplest kind of 
conventional damage that docs not involve damage to the runways, taxiways, or aircraft, 
users should not attempt to prepare CT40 cards themselves but rather should depend 
upon TSARINA to generate the appropriate input for TSAR. The data now called for 
include not only the conventional damage data mentioned above but also the amount of 
surface contamination from each chemical agent at each shelter, on each taxiway 
segment, on each aircraft parking ramp, and at each of a set of monitoring points that the 
user has specified in defining the TSARINA data base. The CT40 cards arc also now 
used to transfer the fraction of each personnel type that TSARINA associates with each 
monitoring point and each target type. 

The user can no longer use CT40 to specify the number of repairs that must be 
made to open a runway, because Jus determination is now made within TSAR, rather 
than being traasfened to TSAR from TSARINA. TSARINA generates an entirely new 
dataset that is stored on disk and includes location data for all craters on each runway for 
each attack at each base (or the locations, relative to the prior MOS, for those attackers 





- 102 - 


designated as attacking the MOS). By storing data for the several attacks and then 
interpreting them within TSAR, a record can be maintained of all craters, and a crater is 
eliminated only when it has been repaired. This new dataset stored by TSARINA also 
contains a compact record of all the Guernica! deposition data for each of the monitoring 
points specified in the TSARINA data base. These include the time from the beginning 
of the attack until the chemical arrives at the monitoring point and the density of 
contaminants of each agent type that are deposited at each monitoring point. 

Furthermore, these d3ta include a compact representation of th. timewise variation of 
surface contamination and vapor concentration after the attack at each of the monitoring 
points. These various chemical data are stored for each componen* of each chemical 
burst that is assessed in TSARINA. 

Because there is really no practical way for a user to generate the chemical 
deposition data without the help of TSARINA, instructions on how those data are 
formatted are not provided. Users who wish to use the new runway/taxiway features of 
TSARINA and TSAR, or to use the features that permit the analysis of chemical warfare 
and its effects on operations at airbases, must plan to use the TSARINA model to analyze 
the attacks and to generate the required TSAR input data. 

4. OVERVIEW OF ATTACK TIME COMPUTATIONS 

With these data from TSARINA and the knowledge of the taxiway network 
provided by the new TSAR input data, TSAR generates the following results at the time 
of an attack: 

• Selection of an MOS on one of the Right surfaces, taking into account the 
UXO, mines, and unrepaired craters that remain from all prior attacks, as well 
as those added in the present attack. 

• Determination of which undamaged aircraft shelters and which aircraft ramps 
can access the MGS. 

• Determination of the preferred taxiway repair schedule to maximize the rate 
at which undamaged aircraft shelters can gain access to the MOS. 

• Casualties due to conventional and chemical effects for personnel or 
equipment that were working on any of the taxiway segments at the time of 
the attack. 


-103- 



§ 


•••'"I 


• Determination of which aircraft have been damaged and the losses to 
personnel and equipment being used for on-equipment tasks at the time of the 
attack. 

• Detennination of damage and casualties, both conventional and chemical, at 
all of the designated facilities. 

• Determination of the priority for repairing damaged shelters by ranking them 
starting with the least damaged shelter. 

• Determination of losses to equipment, munitions, spare parts, TRAP, building 
materials, and POL. 

The procedures and assumptions used for these determinations are discussed in the 
next several sections. 

5. DATA PROCESSING FOR ATTACKS 

The TSARINA-generated Ci'40 cards are read by TSAR during initialization. 

The sclieduled attack times are placed in the ATTACK array heap, the CT40 damage 
data are stored in the DAMAGE array, and the other data transferred on the CT40 cards 
are stored in the MPPERS, ARC. SHELT, SHELOS, RAMPS, UXODTA, EXPLOD, and 
DUFFAC arrays. 

At the time of an attack, subroutine MANAGE calls subroutine BOMB where 
several temporary arrays must first be zeroed and the preattack numbers of on-base 
personnel stored temporarily, the attack characteristics then are determined. If the attack 
includes chemical weapons, the effective warning time is determined, and if it is the first 
attack to involve chemical weapons, subroutine CWHITS is called to initialize the 
chemical hit data that are stored on disk Unit 18. The next steps for chemical attacks are 
to update the residual preattack dosage estimates at each monitoring point with a call to 
CWDOSE and to estimate the percent casualties for each personnel type associated with 
one or another monitoring point in the TSARENA data base. These estimates are 
developed in subroutine CWLOSS and take into account the MOPP that the individuals 
are wearing at the time of the attack and the warning time; the casualties and the portions 
that would be hospitalized due to the chemical attack are stored for all personnel types 
whose locations were specified by TSARINA. 


r-i 





-104- 


When these several preparatory calculations are completed (or skipped for 
conventional attacks), subroutine BOMB unpacks whatever conventional attack damage 
results are stored in the DAMAGE array. Estimates of personnel casualty rates due to 
conventional effects are added to whatever chemical casualty rates were estimated by 
calling subroutine TRIAGE, where it is assumed that the causes for the casualties are 
independent events; if the special CT39/99 cards are used to specify that additional 
percentage casualties are to be assumed among off-duty personnel from unspecified 
causes, those losses are also included. Furthermore, if the user has availed himself of the 
convenience provided in TSARINA of describing an "all other" category of personnel 
and has also chosen to assume that these personnel are distributed other than uniformly 
by type in the various locadons (i.e., has used the option offered with Cl 7 /9), the 
nominal casualty percentage is adjusted for each personnel type. 

When the percentages of the personnel that are to be casualties have been stored, 
the numbers of aircrews and the numbers of off-duty support personnel that are affected 
are determined using calls to DISABL (for aircrews) and ASSAY (for others). On-duty 
support personnel are checked later, and for those personnel types whose locations were 
specified for TSARINA, losses are based on the percentage casualty data stored in the 
temporary SHOPEO array (except for those engaged in on-equipment tasks). Whenever 
casualties are sustained, personnel may be required to provide "buddy care” for a 
specified period of time. Other members of a work team are used if they are not 
themselves casualties, or if they are, other members from the same squadron or wing 
organization are used; off-duty personnel are assigned to assist off-duty casualties. 

Subroutine BOMB also applies whatever loss rates were generated in TSARINA 
for support equipment, aircraft spare parts, munitions, TRAP, building material, and 
POL. Unassigned equipment losses are assessed immediately, whereas equipment that is 
assigned to a task is handled later. As with personnel, the user may use TSAR’s default 
location assumptions for equipment as well as for personnel or may specify their 
locations in the TSARINA input on a type-by-type basis. An additional option can be 
used for equipment; when trie user has set ONLYUE to 1 on CT2/1, the TSAPJNA 
generated loss rates for equipment are applied only to the unassigned equipment, and the 
TSAR default location assumptions control the losses to equipment that is assigned to a 
task. With this option, all facilities at which TSAR may assume the equipments are 
assigned will themselves need to be entered into the TSARINA data base, so that the loss 
estimates for equipment at that facility can be computed and transferred by TSARINA. 


-105- 


Locations must be specified in TSARINA for serviceable spares, munitions, 
TRAP, building, materials, and POL if these types of resources are to sustain losses. As 
with personnel and equipment, these resources may be treated type by type, or many 
types may be treated as a group using the "all other types" feature for specifying their 
storage locations in TSARINA. TL•? option for assigning variable loss rates to each of 
the "all other” types that is outlined for Card Type #17/9 may be used with any of these 
classes of resources and is taken into account in subroutine BOMB as these resources are 
decremented for losses. 

For POL both the fuel storage capacity and the residual amount of fuel are 
decremented by the percentage loss specified by TSARINA, on the assumption that the 
fuel would be distributed in proportion to the capacity of the various storage tanks. 
Whenever TS ARJNA results include POL losses, the POL tankage feature in TSARINA 
should be activated by initialising the entry in the fourth field on the REDO Card, so that 
the POL losses transferred to TSAR for a sequence of attacks will be based only on that 
percentage of the original tankage that was still intact at the time of the attack. 

The last data to be acted on in BOMB, before the aircraft are treated, are those for 
taxiways, aircraft parking ramps, and facilities other than aircraft shelters. TSARINA 
generates data for each of these entities that are defined in the TSARINA data base and 
transmits a record of any physical damage or chemical contamination to TSAR (for 
facilities, data are passed only for those targets th3t have had their TSAR "facility" 
number entered on the TSARINA TGT Card). The physical damage and estimates of the 
combined conventional and chemical casualties among personnel and equipment at each 
particular facility at attack time are computed and are stored in the temporary FACDAM 
array; the amount of chemical contamination, the numbers of UXO and mines on each 
taxiway, and tire numbers of craters that must be repaired for aircraft to transit the 
taxiway are also recorded; and finally, the expected fraction of aircraft that could be 
damaged and the chemical contamination are stored for each aircraft parking ramp. If 
detonation delay times have been specified for UXO, a specific time is selected for each 
UXO with a call to subroutine BANG, and the relevant information is stored in the 
EXPLOD heap. 

The last TSARINA data to be extracted from the DAMAGE array are those that 
define damage to on-base aircraft and to aircraft shelters. When these data are 
encountered subroutine ATTKAC is called, where the level of damage to each aircraft 







-106- 


shelter, the loss rates for personnel, equipment, and spares in each shelter with closed or 
open doors, and the chemical deposition data for the individual shelters are stored In the 
SHELT, SHELOS, BSIIELT, and CWSHEL arrays. If shelter repairs are ongoing at 
attack time, and the shelter is redamaged, losses to the personnel and equipment are 
assessed, and the total shelter damage is computed. 

A check then is begun for each aircraft assigned to the base. If an aircraft is in 
flight, it is skipped; if it is on base its location is determined to be either (1) in a particular 
aircraft shelter, (2) on a particular parking ramp, (3) refueling at a hot pit located on a 
specific arc, (4) being decontaminated on a taxiway, or (5) taxiing. TSARINA provides 
data for estimating damage that is specific to each location for the first three items and a 
single estimate for aircraft in the open or "aircraft taxiing," which is the average of the 
damage expectancy for an aircraft iocated at random on the taxiway network. 

For those aircraft that are not taxiing, a record is available of all ongoing work, 
and the maintenance personnel and equipment that are at risk with each aircraft are 
known; and, because the nature of the activities are known, a determination can be made 
as to whether zn aircraft shelter door would have been left open on the basis of the user’s 
specification of that likelihood on CT18/1. The condition of the door and the TSARINA 
data permit estimation of the damage to each aircraft and the casualties and losses among 
the assigned personnel and equipment; both conventional and chemical effects are taken 
into account in judging casualties. On-equipment tasks are the only instance in which the 
TSAR default location assumptions are imposed automatically, and any location 
specifications in TSARINA for these personnel and equipment are ignored. If the 
aircraft is damaged but reparable, the repair tasks are determined. If the aircraft is 
beyond repair but parts may be salvaged, a random number is drawn for each part on the 
aircraft’s parts list ar.d compared with the product FSALVG x "the parts survival rate"; 
those that may be salvaged are placed in stock. Right assignments and preflight tasks for 
damaged aircraft are canceled, and the record of tasks required to ready the aircraft for 
flight is reorganized. Records of destroyed aircraft are purged from the data base with a 
call to subroutine ENDAC. 

When all the data have been entered that had been stored in the DAMAGE array 
for an attack, subroutine BOMB calls subroutine DOSURF where several specialized 
computational activities associated with the base's runways and the taxiway network are 
handled. 


/ 


-107- 


Effects of Damage to Taxlways and Runways 

TSARINA provides TSAR with the numbers and locations of bomb craters and 
the numbers of mines and UXOs that are on or sufficiently close to runways or taxiways 
to cause damage, or threaten aircraft using the runways or taxiways. For craters on 
runways, the runway number, the crater coordinates relative to the runway, the crater 
radius, and the attack number for each crater are kept in a single table. As the craters are 
repaired they are purged from the table, but unrepaired or partially repaired craters 
remain to be combined with those from later attacks. For the remaining damage (UXO 
and mines on runways and craters, mines, and UXOs on taxiways), the runways and 
taxiways are divided into sections and only tire total numbers that are still unrepaired in 
each damage category in each section are maintained, not their precise coordinates. 

After an attack, RWYTAX tests to see if operations are possible from an MOS 
th 2 t is of sufficient size to provide emergency flight operations. To do this, the runways 
are searched (in RUNWAY) to find if there is a clear area of the prescribed minimum 
size. The MOS may be restricted such that it is parallel to the sides of the runway, or a 
location that is skewed may be sought (see CT17/7). This area may be either rectangular 
or rectangular with a superimposed triangular area needed for cable clearance with a 
motile aircraft arresting barrier. If no such clear area can be found, the area that would 
require the minimum amount of work to clear is located and designated as the runway 
strip to be cleared, or MOS. 

The user may select one of two alternative metrics to detennine the runway MOS 
to be cleared: the MOS with the smallest number of craters to be repaired, with ties 
settled by choosing the MOS with the smallest number of manhours required to clear 
mines and UXOs; or the MOS with the smallest total number of manhours needed to 
repair all craters and clear all mines and UXOs. The former is used when TSKRWY is 
set to 0 and the latter when it is set to 1. If both manual pickup and sweeping procedures 
are available for mine clearance, the procedure actually used to determine the MOS is 
the one requiring the smaller number of manhours to clear aft the mines from the MOS. 

Gearance of the designated MOS has priority over other base repairs, and aircraft 
operations are prohibited until the MOS is cleared. It is assumed that UXOs must be 
cleared first, then the mines are cleared, and finally craters are repaired. The runways are 
divided into sections (see the discussion of the runway/taxiway network heiow) and the 
repair ordering holds for each section of the designated MOS. 





-108- 


The procedures for removing a UXO depend on the munition type, and the 
procedures for repairing a runway crater depend upon the crater size; each of these 
procedures and those for repairing a taxi way crater may involve a sequence of steps, 
each with a time and its own requirements for personnel, equipment, and material. At 
night, specific task times may be increased to account for the difficulties of working 
under nighttime conditions. For crater repairs, a succeeding step may be permitted to 
proceed at the same time as the preceding step. These requirements are controlled by the 
user’s specifications in CT37/66, CT37/77, CT37/88, and CT37/99. When data have 
been provided from TSARINA to define the detonation time of an UXO, and a UXO 
"detonates," the entry point DOBANG in BANG is called. One of the UXO remaining 
on the appropriate taxiway segment is picked at random, and if any personnel are 
working on it at that time, a specified fraction are casualties; and a specified fraction of 
those are killed. If personnel are working on any other task on the same taxiway 
segment, another specified percentage are assessed as casualties; if personnel are 
working on adjacent taxiway segments (i.e., segments that share a node), another 
percentage are casualties. When any of these repair teams sustain casualties, the task is 
stopped and the injured personnel are placed in the "hospital." The UXO is then 
removed from the EXPLOD heap. 

The repair procedure used to clear mines on a runway section depends upon the 
types of resources available (personnel, equipment, and materiel) and the magnitude of 
the job. If both manual and sweeping procedures are specified (see CT37/99;, the 
procedure requiring the smaller number of manhours to clear Lite section is used if 
resources are available. If resources are not available (either because the resources are 
being used for clearing other runway sections or have been damaged by attacks), any 
alternative procedure specified for the given procedure will be used if resources are 
available. The alternative procedure must either be of the same type as the primary 
procedure—sweeping if sweeping, manual if manual) or be the primary procedure of the 
opposite type. If resources for the primary or alternative procedures are not available, 
ihen any alternative specified for the alternative procedure is used if resources are 
available, etc. 

If only sweeping is availabie, the primary sweeping nrocedure is used if resources 
are available. If resources are not available, any alternative procedure specified will be 
used when the resources are availabie. If only manual procedures are specified or. 


CT37/99, then the m .. ; arc cleared with manual procedure if resources arc available. If 
resources arc not available for the primary manual procedure, any alternative procedure 
is used when resources are available. 

After an attack the system of taxiways that connects the aircraft shelters and 
parking ramps to the runways may be so damaged that some of the aircraft cannot reach 
the designate:! MOS. There aircraft are then unavailable to fly missions until paths are 
cleared to thui. MOS. 

It is not usually necessary to clear all of the taxi x ay sections to provide access to 
the MOS tor all of the aircraft. For the purpose of determining which sections need to be 
repaired and the preferred order to repair them, the system of runways and taxiways is 
treated in TSAR as a single combined nerwerk. The arcs of 'he .,etv/erk are seaio.es of 
taxiways or runways. The nodes of the network arc the locations where the sections 
meet. TSARINA reports the damage (numbers of craters, mines, and UXOs) to each arc. 

In TSAR the aircraft shelters and parking ran.ps arc associated with the nodes at 
which they are located. Aircraft arc assigned to specific shelters and parking ramps, and 
repair times (for clearing mines and UXOs and repairing craters) arc determined for each 
arc. As part of the algorithm described below for determining the preferred repair 
schedule for clearing die arcs (implemented inTAXIWY), the minimum-repair-time path 
to the designated runway MOS is daermined (in PATH) for each occupied shelter and 
parking are?. Those with minimum-repair-time paths equal to zero arc able to reacn the 
designated MOS without repairs. 

A heuristic rule was developed for determining near-optimal iaxiv. ay repair 
schedules for TSAR, usir.g as a criterion ‘he minimum average time that aircraft do not 
have access to the designated MOS. The steps of the Iicuristic rule are: 

1. For each node k 'till without access to the MOS, perfem the following 
calculations: 

a. By using a shortest path algorithm, determine a minimum-rcprii-time path 
from the given node to the MOS. 

b. Set Tk equal to the total remaining repair rime for the arcs on the path of 
step 1 .a ar.ri set Ak equal to the total number of aircraft at nodes on this 
path. 

2. Find K, the value of k that maximizes Ak/Tk. 

3. Working outward hem the nodes at ti:e ends of the MOS to node K along the 
minimum-repair-time path to rede K, And the first .me on the path that has not 
yet been repaired. This is me next arc to be repaired. 






- 110 - 


The repair schedules selected by this heuristic rule compared very favorably (ar 
average increase in repair time of less than 1 percent) with the optimal repair schedules 
in a test involving ICO sample problems on a typical NATO airbase.[4] 

For taxiway sections, we assume that UXOs are cleared first, then mines are 
cleared, and finally craters are repaired. Clearing the MOS has priority on repair 
resources over taxi-way repairs, so that the MOS will generally be cleared first Then, as 
the ‘arcs are repaired over time, more and more aircraft -will have access to the runway 
and be able to fly missions. 

When the .MOS has been cleared to permit flight operations and a sufficient 
number of taxiway segments have been cleared to permit all shelters and ramps to access 
the MGS, the user may specify that additional runway clearances be made by specifying 
a nonzero value for the runway repair mode (RRM) on the CT17/7 card. 2 The 
permissible values of RRM and die runway clearance ardors taken arc: 

0 Stop runway clearance, after the MOS has been cleared. 

-1 When the designated MOS arid taxiway sections have been cleared, continue 
clearance of the MOS runway by first extending its length to X. then extending 
its widin to Y (X and Y are dimensions input on the CT17/7 cards for the 
Extended MOS). Finally, if "Limited Extension" on CT17/7 is not initial! ted, 
the entire runway containing the MOS is closed. 

1 When tire designated MOS and taxiway sections have been cleared and th: 

MOS is not on the main runway, clear an MOS on the main runway and 
sufficient taxiway sections to provide access to the new MOS for all shelters 
and ramps. Then extend the MOS on the main runway as when RRM = -1. 

2 Gear the main runway as when RRM = 1, after lengthening the original MOS to 

V 

3 Gear the main runway as when RRM - 1, after len s ihcning the original MOS to 
X and then widening it to Y. 

4 Gear the main runway a« when RRM = 1, after lengtnening the original MOS to 
X, then widening it to Y, and finally (when "Limited Extension" is net 
initialized) clearing Uic entire runway containing the original MOS. 

The MOS on the main runway and the additional taxiway repair schedule to 
provide access to this MOS are selected by the same criteria used to select the original 
MOS and taxiway repair schedule. 

2 If the MOS is so short that a mobile aircraft arresting system (MAAS) is necessary 
for recovering aircraft until the clear surface is extended further, the substantially 
increased intervals required between recovery aircraft can also be simulated (see the 
discussion for CT17/7 in Vo!. 11). 






- 111 - 


If, when extending the MOS on a runway other than the main runway, less work 
would be required to clear the same size surface on the main runway, the clearance task 
is switched to the main runway, and all further MOS extensions take place on the main 
ninway. 

When the runway clearance tasks determined by the value of RRM have been 
completed, civil engineering repairs on the runways stop until a subsequent attack 
requires further work. 

Other Assessments at Attack Time 

When the damage to the base’s horizontal surfaces has been updated, the location 
of an MOS selected, and the preferred taxiway repair schedule determined, control is 
returned to subroutine BOMD. BOMB then calls subroutine RECRON to begin a series 
of other computational activities. 

The first step taken in REORGN is to calculate for each element of each 
distributed function the fraction of the surviving capability that is associated with each 
such element. These data are used in subsequent calculations to determine the losses of 
certain sets of resources. The first set of resources considered arc off-duty support 
personnel whose loss rates were net specified by the TSARINA locations. As described 
in Sec. VIII.2, the default location of off-duty personnel is Facility #30 and any other 
facilities the user has joined to this facility as members of a distributed set The numbers 
of each type of personnel, the pioportions at each of the facilities, the chemical 
protection characteristics at each of the facilities, and the damage and chemical 
contamination at the facilities are used to estimate the casualties and fatalities at each 
facility. Personnel who are to be hospitalized from conventional or chemical effects are 
placed temporarily in the SICK array, and the numbers of personnel that are casualties 
are withdrawn from the on-base counts of healthy personnel in the PEOPLE array. 

The casualties to on-duty and off-duty aircrews arc evaluated next, and then those 
for unassigned on-duty ground personnel. Each of these categories of personnel has a 
nominal facility that may be a distributed set of facilities, each with its own relative 
capacity and chemical protection characteristics. 

Unassigned equipments whose locations arc not specified in the TSARINA data 
arc treated next. As with personnel, equipments may be associated with a squadron, with 
a back.shop, with munitions assembly, or with the civil engineers; each of these groups 
has a TSAR default facility (Table 4). which may be the first of a distributed set. The 










- 112 - 


damage estimates for "equipment," passed from TSARINA for each of these facilities is 
applied to determine equipment iosses. 

Pans and equipment repairs going on at the time of the acack arc evaluated for 
losses next. Because a facility is selected when each such task begins, the personnel and 
equipment loss data for the specific facilities can be applied to estimate the losses. The 
loss fraction for "parts" at each facility is used to determine if the part being repaired was 
itself destroyed. If losses are sustained, the task is canceled; if losses are not sustained, 
the job is interrupted and surviving personnel are taken off the job and sent to GORE3T 
by STOPIT when USECW > 0, if USECW a 0, the length of tlie job is extended to 
simulate the specified postattack delay. Reparable parts and equipment in the 
administrative delay are checked next; a facility is selected for each, based on the 
capacities of the undamaged shops, and their destruction Is determined from the parts 
loss rate (or equipment loss rate) estimated for that facility (tie "parent" shop is assumed 
for those part types that must be repaired in that shop—sec CT35/2). 

Parts and equipment repairs that have been waiting or were interrupted sometime 
before the attack are checked next; their losses are based on logic paralleling that for 
Items in an administrative delay. 

intenvpted and ongoing munitions assembly jobs are handled next; task facility 
locations aix assigned when tne task is started, so the losses among the associated 
personnel and equipment are derived from the appropriate damage data for those 
facilities. Fcr munitions jobs the "damage to pans" datum from TSARINA is applied to 
estimate destruction of the munitions; the mean area of effectiveness (MAE) information 
entered into TSARINA for pans obviously must reflect this usage of the TSARINA 
"damage to parts" output. 

When the effects of chemical warfare are not being Emulated (i.e., when USECW 
* 0), the projected completion time for ongoing on-equipment tasks (other than preflight 
tasks) and rrunitioas assembly tasks are increased to account for the postattack delay 
discussed earlier. This approximates the need for personnel to take care of emergency 
postattack jobs for 'his length of time, before they can return to their work. When 
USECW > 0. all tasks are interrupted and personnel disposed of with the STOPIT 
subroutine; jobs arc then restarted after the appropriate delay us>ng whatever personnel 
are then available. 







-113- 


Civil engineering repairs on facilities other than runways and taxiways are treated 
next. The first step is to interrupt each ongoing job and estimate how much of the facility 
repair task remained at the time of the attack. Losses among personnel and equipment in 
use on each job are estimated as for most other types of work: The loss rate associated 
with the work place is applied, unless personnel and equipment loss rates were passed 
from TSARINA for the particular types of personnel and equipment involved on the job. 
It is assumed that building materials are consumed at a uniform rate during construction 
and the unused materials are returned to stock when a task is interrupted for the attack. 

If the building has received additional damage, some unused building materials are also 
lost; the fraction of the unused materials lost is assumed equal to the square root of the 
new damage fraction. After decrementing the assigned personnel, equipment, and 
material for any losses, the job is interrupted and the residual personnel are either added 
to those available (when USECW = 0) or disposed of by STOPIT, and the equipments 
are returned to stock. New damage to the facility is added to what remained unrepaired 
from previous attacks assuming that the damage from past and present attacks are 
independent; that is, the total damage is taken to be D = 1 - (1 - Dl) x (1 - D2) where 
D1 and D2 are the damage fractions from the previous and iaiest attack, respectively. 

All on-base activities have now been checked and all losses have been established. 
A call is next made to ADDAGE to check the distribution of the surviving equipments 
among the wing and squadron organizations; equipments are reassigned so that the 
numbers possessed by each organization arc in the same proportions as the "target" levels 
for each organization. When USECW = C, die same action is carried out for personnel 
with a call to subroutine REDPEC, but when USECW > 0, personnel are only 
redistributed among 'he several organizations at the time the shifts change. (Too much 
processing would be entailed if organizations were reorganized every time personnel 
numbers rose and fell arid it would not be particularly realistic.) A record is maintained 
in the eighth element of the PEOPLE array to indicate that reorganization will be 
required when shifts arc changed. In either case, personnel that require hospitalization 
are handled with a call to subroutine CLINIC (if RECUP * 0), and replacements for 
fatalities arc ordered if specified with CT33. 

Only a few steps remain to complete the attack analysis. Summary damage data 
arc filed and then three pscudo-civil-crginecring tasks arc scheduled for completion 
when (1) the runway can first be used. (2) runway and taxi way repair work can be 








-114- 


restarted, and (3) other on-base tasks may be resulted. The user can introduce these 
delays, as explained in Vol. II in connection with CI17/9, to account for the various 
emergency problems that would need to be treated following an airbase attack but have 
not been simulated, such as fires, emergency utility, and road repair. When these "tasks" 
have been stored in the CEJOBQ array and control has been returned to BOMB, the 
dosages at all monitoring points are updated and the MOPPs appropriate for all facilities 
are determined. Finally, the air traffic control performance factors are updated in light of 
the current damage at the base. 


6. POSTATTACK RECOVERY AND RECONSTRUCTION OF BUILDINGS 
AND OTHER FACILITIES 

The base engineers and other civil engineering resources also are called upon to 
carry out other emergency repairs essential for restoring critical functions. The 
procedures and options for handling these repairs are different from those explained 
above for runways and taxi ways. 

The options the user has available for representing on-base facilities other than for 
runways and taxiways will be explained in the context of the following sketch: 



"A" "B" ' ! C" 

The snaded blocks are intended to represent actual facilities and all blocks represent 
repair procedures. Thus, "A” depicts the situation in which the activities of a given shop 
are carried out in a single location, and damage to that facility can be repaired using 



































































-115- 


either a basic repair procedure or-—the backup block.—an alternative procedure. The 
nature of the basic procedure is defined with the FACLTY array data for this shop, and 
the aiiema!ive procedures are defined by entries in the CERQTS (civil engineering 
requirements) array. The "B" depicts another shop whose activities also are carried in a 
single location, but three sequential civil engineering procedures are required to restore 
shop operations. Data defining each of these steps occupies a column in the FACLTY 
array. 

Situation "C is a distributed shop whose activities are carried out in three distinct 
locations, each of diffea it size and capacity, the main location requires a three-step 
nrocess to restore operat ons, whereas trie auxiliary' locations require only two steps. 

Each of these locations and each of the subsequent procedures occupies a column of the 
FaCLTY array. 

The time for the repair or restoration cf these on-base facilities is related to tiie 
amount of damage, the type of structure involved, the numbers of civil engineering 
personnel and equipment that can be brought to bear on the job, and whether the work 
must be done at night. Each facility is described with the 037 entry by a facility 
number, a size, and the nature of its construction (or more correctly, the nature of the 
reconstruction or reconstitution required). The "facility" number is identical to the 
location of these descriptive data in the FACLTY array. The first 50 numbers are 
reserved for the applications no'ed in Table 4; other locations in the array are to be used 
for data that describe alternative locations of distributed shops and subsequent steps in a 
repair process. Thus, when more than one civil engineering repair procedure is required 
to restore a particular facility to operational status, the descriptive data for the subsequent 
phases of the process are to be stored in otherwise unused columns cf the FACL’iT 
array. When the facility susta ; ns damage, all steps of such s repair sequence will be 
assumed to sustain the same percentage damage 

The resource requirements for the procedures used in repairing facilities of the 
d: f fering types are filed in the CERQTS array. For each procedure some number of each 
of two types of civil engineering personnel and equipment may be specified. The 
quantities specified in the basic procedure entered for each type cf structure should 
represent the largest-sized force that can reasonably be put to work cn that type of job. 

For most types of jobs, alternative procedures should 3lso be included (and defined in the 
CERQTS array) so that they may be adopted when insufficient resources are available 
for the basic procedure. 


- 116 - 


The overall magnitude of a repair task is given by the product of the ’size" of the 
building and "percent damage." The time to carry out the repair and the quantities of (up 
to) two types of building materials that are required for the repair procedure 3re specified 
in terms of the requirement for one "unit" of reconstruction, where the "unit” is defined 
with the same metric the user chose in specifying the "size” of the facilities of that type. 
For materials, the quantities required for the repair are simply the amount for "one" unit 
of repair times the overall magnitude of the job. For example, if 10 items of material 
type #1 are required for a unit of reconstruction, and a building of "size" 80 sustains 50 
percent damage, 400 items of material would be required for the repair. 

The user is given greater flexibility to specify reconstruction time, however, 
because of the possibilities for nonlinear relations between repair time and the magnitude 
of damage. In general, the time to repair a facility is expressed as: 

Constant +1 x (Damage Percent x Facility Size) b 


or 

T - Constant(B) +1 x N*> (1) 

where we define t as the time for one unit of construction and N as the number of units of 
reconstruction that are required. 

On the CT37 card, appreciation of tine variation of repair time with damage level 
is specified with the compact code number C, where C is defined as: 

C = (B-l)+12xP (2) 

By choosing C, the user specifies one of the 12 choices for Constant(B) ranging from 0 to 
48 hours 

0, 1.2, 3, 4,6, 8, 12, 18, 24, 36,48 hours (3) 

and one of seven choices for the exponent "b," where b = g(P) and 

g(P) = 0.5,0.75,0.9,1.0, 1.1,1.25, and 1.5 (4) 

for P from 1 to 7. 

The cede, C, that designates the components cf the repair time in functional form, 
is interpreted in FT1ME as: 


-117- 


P = C/12 the largest integer multiple of 12 in C, 

where 1 <, P <, 7 and 


B = C-12xP+1. where 1SBS12 . 


(5) 

( 6 ) 


If, for example, 


C = 48 


then from (5) (6) 

P = 4 

B = 1 

and from (3) the constant is zero hours, and from (4) the exponent is l.C, or T - tN. 

Thus, for this example the facility repair time equals the number of constmction units 
times the repair time per unit cf construction, that is, a linear relationship between 
damage and repair time. The number of units of reconstruction required, N, is the 
product of the TSAREM-generated damage fraction for the specific facility and the 
facility "SIZE" defined on the CT37 card (for aircraft shelters SIZE £ 25). The user’s 
choice among the seven possible values for the exponent b specifies the shape of the 
resulting function as illustrated in Fig 9. Likewise, choosing the time for a "unit of 
repair," t, and choosing among the 12 values for B permits the selection of a repair time 
distribution appropriate to the user’s needs. Table 5 provides illustrations of how facility 
repair time can be specified to vary with the amount of damage to a facility of size = 100 
and for unit repair time, t = 60 minutes. Since the time required for certain civil 
engineering tasks is greater at night, the user may stipulate this additional time by noting 
the task time at night as a percent of the task time during daylight in the task description 
on CT38. 

When subroutine REBELD is called after the appropriate postattack delay, all 
damaged aircraft shelters are ordered from least damaged to most damaged in array 
DAMSIIL, so that the least damaged get priority when shelter repairs are considered. 
Then, all damaged facilities are checked in the order of priority the user provides tor 
each base. If the civil engineering personnel 3nd equipment that are available are 
sufficient to initiate repairs of all damaged facilities on the priority list up to the facility 
designated as the base’s CRBLDG, subroutine INICGN (initiate construction) is called 





-118- 


v - 



Units of reconstruction 
Fig. 9—Variations of facility repair time 

for each damaged facility to allocate the personnel and equipment and to withdraw 
sufficient building materials from stock to complete each job. The job completion times 
are placed in the heap in the CEJOBQ array. This process continues until all damage is 
under repair or the resources are exhausted. 

If the civil engineering resources are insufficient io start all the critical tasks, the 
allocation starts with the hignest priority facility that is damaged and proceeds until 
resources are exhausted as was just described, except that the first alternative repair 
procedure is used when one has been identified. Aircraft shelters are treated when 
facility #45 is encountered in the CEPRTY array (CT39). 

When resources arc exhausted, and when a central repair facility (CIRF) has been 
identified, one final task remains. For each shop that was damaged in the attack, a rough 
check is made to see if the parts could be shipped to and from the CIRF in less time than 



it is projected to repair the shop; if sc, the faulty parts are shipped. This last task is 
carried out in the subroutine SHCIRF (ship to the CIRF). 

7. COMPLETION OR INTERRUPTION OF CIVIL ENGINEERING REPAIRS 

When a civil engineering repair task has been completed or must be interrupted 
because the task personnel must rest, control is transferred to subroutine ENDCE directly 
when USECW = 0, or, when USECW > 0, by subroutine STOPIT, where the condition 
of personnel is checked using GOREST. Those personnel determined to need rest by 
GOREST are assigned to their rest location for the appropriate rest period. Those 
personnel determined to be casualties during the work period either to heat prostration or 
chemical effects are hospitalized if sick, or removed if killed. 

For structural repair tasks, the equipment and any remaining personnel are 
released from the task and a call is made to FIXSUR to sec whether resources are 
sufficient to start any remaining runway or taxi way repair tasks (runway and taxi way 
repairs have priority over other civil engineering repair work). Then, if the structural 
repair task has not been completed but resources are available to continue the work, the 

Table 5 

EXAMPLE REPAIR TIMES FOR A FACILITY WITH SIZE = 100 

Hours 

Code Components Percent Damage 

Code - 


Number Delay 


c 

B 

p 

Hrs 

b 

1 

10 

25 

50 

75 

100 

12 

1 

1 

0 

0,5 

1 

3 2 

5 

7.1 

8.7 

10 

48 

1 

4 

0 

1.0 

1 

10 

25 

50 

75 

100 

84 

1 

7 

0 

1.5 

1 

31.6 

125 

354 

650 

1045 

16 

5 

1 

4 

0.5 

5 

12 

9 

11.1 

12.7 

14 

52 

5 

4 

4 

1.0 

5 

14 

29 

54 

79 

104 

88 

5 

7 

4 

1.5 

5 

35.6 

129 

358 

654 

1049 

21 

10 

1 

24 

0.5 

25 

27.2 

29 

31.1 

32.7 

34 

57 

10 

4 

24 

1.0 

25 

34 

49 

74 

99 

124 

93 

10 

7 

24 

1.5 

25 

55.6 

149 

378 

674 

1069 


(t = Unit Time = 60 min) 

Repair Time = Delay(B) +1 x (Percentage x SIZE) b 
C= 12xP+(B~l) 






- 120 - 


task is continued. If the repair task has been completed but subsequent repair tasks are 
needed to complete the repair, the next task is started if resources are available. If no 
additional work is required, the facility repair status is updated and INICON is called to 
start any remaining structural repair tasks; when the repaired facility is a maintenance 
shop, subroutine CHECK is called to initiate the various activities that were held up 
because of the damaged facility; when the repaired facility is an aircraft shelter, it is 
entered in the available shelter queue. 

If the task being completed or interrupted is a runway or taxiway repair, the 
number of tasks remaining on the runway or taxiway segment is updated (data on the 
number of mines and the percentage completion for each UXO and crater repair on each 
taxiway and runway segment is stored to account for tasks that have only been partially 
completed when they are interrupted). If the task being completed is a runway repair and 
no runway repair tasks remain, then the runway closed indicator is set to zero (aircraft 
that have access to the runway can then fly missions). If the task being completed is a 
taxiway repair and no repair tasks remain for that taxiway segment, the runway 
nonaccess indicator is set to zero for any nodes of the taxiway network that have access 
to the runway because this taxiway was cleared (aircraft in shelters or on parking ramps 
associated with these nodes then have access to the runway). 

Whether the taxiway or runway repair task has been interrupted or completed, the 
personnel and equipment are released in ENDCE, and if any runway or 'axiway repairs 
remain, FIXSUR is called to try to start the remaining work. Then INICON is called to 
try to start any remaining structural repair jobs with the remaining resources. 


- 121 - 


IX. AIRBASE OPERATIONS IN A CHEMICAL ENVIRONMENT 


1. INTRODUCTION 

There is widespicad concern that airbases may be attacked with chemical and 
biological weapons, as well as with conventional weapons. Many initiatives have been 
taken to limit the effect that such attacks might have on an airbase’s sortie generation 
capability and many more are under consideration. Chemicals delivered to an airbase 
with surface-to-surface missiles like the Soviet SCUD, or by aircraft with bombs or 
dispensed from aerosol spray tanks, or (particularly for BW) by covert agents can be 
expected to very seriously disrupt, if not terminate, sortie generation at an ill-prepared 
airbase. 

Special clothing and related equipment are needed to protect personnel who must 
move about in such an environment, and specially prepared facilities are needed if 
personnel are to work and live in a contaminated area without individual protection. 
Chemicals of the kinds that might be used could remain a threat for several days or, with 
highly volatile options, could blow away in minutes. Most of the chemicals of concern 
are highly toxic even in minute quantities and great care must be exercised to avoid 
liquid droplets or (in some cases) vapor from penetrating into an individual’s system 
through the skin (percutaneous poisoning), and to 3void inhaling the highly toxic vapors. 

For persons working in the open, heavy suits with poor heat transfer properties 
and limited permeability are currently worn to limit the percutaneous hazards, and 
awkward masks are worn to limit the inhalation hazards. Personnel attempting to carry 
out the many kinds of tasks required to prepare an aircraft for an effective sortie engage 
in many strenuous tasks and frequently have to perform tasks that require considerable 
dexterity. The cumbersome ensembles that must be worn to protect these personnel from 
chemical hazards inhibit sortie generation because mobility and dexterity are limited and 
interfere with the worker's vision and ability to communicate effectively with fellow 
workers. These constraints can have several effects, but the primary measure of these 
MVDC (mobility, visibility, dexterity, communications) constraints : r to lengthen the 
time that is required to successfully complete a task. Work under these conditions can 
also lead to a rapid buildup of body temperature, excessive perspiration, and possible 
dehydration, so that jobs will have to be interrupted before they can be completed to 


* ' \ 







- 122 - 


permit work crews to recuperate. In other cases, the tasks will be completed but the 
individuals will be severely stressed and will also need a special test period to recuperate 
before they can commence another task. 

Recuperation can occur by resting at one’s work place, by going to an on-base 
location with conditions more favorable for recuperation, or by going to an off-base 
location where, possibly, the effects of chemicals are absent. The necessary recuperation 
will depend on many factors, and a simulation should be able to represent a range of 
possibilities. Some bases may have many on-base collective protection shelters (CPSs) 
with a large capacity that permit personnel to enter and leave quickly, but the CPSs on 
other bases may have a very limited capacity or require a long time for processing 
personnel that are entering. In the latter instance many of the personnel may either need 
to go off base or remain at their work place under environmental conditions that may 
slew recuperation. 

In some circumstances personnel may work until 'hey collapse from heat 
prostration or from excessive dehydration (or other problems; and may need to be 
hospitalized; other personnel may need to be hospitalized because of the toxic effects of 
the chemicals, and some may die from such effects. Tire likelihood of these serious 
effects will depend in a complicated way on the quality of the protective ensembles, the 
warning time available to don the protective ensembles, and the ambient environment in 
which they are wom. 

Features have been included in TSARINA and TSAR that provide mechanisms for 
simulating many of these various complications; tnese features are activated in TSAR oy 
initializing the control variable USECW (CT3/4). The user may simulate a sequence of 
conventional and chemical attacks on one or several airbases and compute the surface 
deposition and vapor concentration at all points of interest at the time of an attack, and 
account for the effects of agent evaporation and vapor transport after the attack. Coupled 
with user-prescribed rules regarding the level of personal protection required for various 
agent concentration levels and data describing the heat retention properties of each of 
three different personnel ensembles, the work time and required rest time as well as 
casualties and fatalities are computed for the various tasks under the various 
environmental conditions. 







-123- 




Z COMPUTATION OF / LLOWAPLE WORK TIME AND REQUIRED 

REST TIME 

Body Temperature 

The predictive equations for body temperature response to environmental factors 
that were developed by Dr. R. F. Goldman et al„ in the Military Ergonomics Laboratory 
of the U.S. Army Research Institute of Environmental Medicine, Natick, Massachusetts, 
are summarized in [11], where the combined effects of metabolic and heat stress on a 
human’s rectal temperature is evaluated as 

Tp = 36.75 + Tm + Trc + Te + T a 

where 


Tp = final equilibrium rectal temperature 
36.75°C = basal metabolic rate 


Tm = added temperature due metabolic lead 
Tftc = temperature change due radiation and convection 
T e = added temperature due evaporation 

T a = added temperature due a leek of full acclimatization 
and the variation of rectal temperature with time was formulated as: 

T = T, + Of -Tj{ l-exp(T(td - 1 )) }) 

where 

T = the temperature at time t 
T[ = the initial temperature 
T F = final equilibrium temperature 
x = the time constant°C/hr 


= 0.5+ 1.5 exp<.-0.2(Tp-Tj)) 






td = initial temperature time lag 
= 58/M (M = metabolic heat rate), and 
t = duration of work, hours 

These equations, and the equations presented in [11] for 7 M , Trc. Te. and Ta, have been 
implemented in subroutine CWTIME and CKTEMP. 

Excessive Dehydration and Sweating 

A different group, the Working Group on Thermal Environments of Sub- 
Committee #5, "Ergonomics of the Physical Environment," of the International Standards 
Organization, proposed new standards for work in hot environments (12). That paper 
suggests analytic procedures for computing limits on the permissible working time when 
(1) the required evaporative heat loss is not achievable, (?) the required cutaneous 
wetting is excessive, or (3) the required sweating loss involves an excessive dehydration. 
Although specifically noted in (12] as not yet being applicable to the case in which 
personnel are wearing special protection clothing, these procedures have been 
incorporated into TSAR (in subroutine DEHYDR) on the basis of AF/AMRL’s 
suggestion that they represent the best procedure currently available for assessing these 
effects. The constraints implied by these three criteria under the existing environmental 
working conditions are each checked in subroutine DEHYDR and the shortest working 
time and longest required rest times are estimated; these arc subsequently compared with 
those derived from the Goldman formulation of tnc races at which the rectal temperature 
will rise and fall. 

The examples in [12] and the results of the simulation carried out to dare with 
TSAR suggest that the wetting and dehydration criteria will be of importance primarily at 
extreme ambient temperatures as might be expected in Southwest Asia but will seldom 
be important in NATO's Centra! Region. Therefore, the user is provided a switch to 
deactivate the extra processing that will not be relevant in many situations; the name for 
the switch, NOVOGT, (C73/5;, was chosen to reflect U« fact that Dr. J. J. Vogt of the 
Centre d’F.tudes BiocFmatiqucs du C.N.R.S., in Strasbourg Ccdcx, France, is credited 
with being the primary contributor to the formulation incorporated iri subroutine 
DEHYDR. 









-125- 


Sincc the codes that check the limitations imposed by the excessive sweating and 
dehydration criteria and by the temperature rise criterion are each confined to a single 
subroutine, it will probably be quite easy to replace these analytic expressions with 
improved representations if they become available. 

3. APPLICATION OF WORK TIMS CRITERIA TO TSAR TASKS 

Whenever a task is to be started in TSAR, a call is made to subroutine TOME 
with the mean time and the time distribution that is specified for the task; a sample task 
time is chosen (if there is a time distribution), a/id when the control variable USECW is 
0, control is returned to the calling routine. But when USECW > 0, subroutine CWT1ME 
is called by TTIME with tire "heat factor" for the job, the job location, and the total task 
time. Based on the type of chemical ensemble used at tr.e base and the MOPP that is 
appropriate tor that work location under the prevailing chemical conditions, the task time 
degradation corresponding to that task's MV DC factor is applied to obtain the total work 
time. 

A call is then made to subroutine CKTEMP to determine how long a crew of 
average personnel could work before their recta! temperature rose loo high. Since the 
ambient temperature, humidity, and wind velocity are stipulated for each two-hour 
period, CWT1ME actually makes a sequence of calls to CKTEMP for each time period (a 
step-wise integration) until die task must be stopped because of exccisive temperature, or 
until the temperature has been determined for the end of the job. When the user also 
wishes to check the limits that may be imposed by excessive cutaneous wetting or 
excessive dehydration, subroutine DEI5VDR is called when subroutine CKTEMP is first 
entered, where the length of lime that the crew could work and the length of time they 
would need to rest is computed in light of these enteria. Then, when tlw permissible 
wort; time based on temperature has been determined by CKTEMP and CWT1ME, that 
time is compared with the time limn implied by the wetting 3ud dehydration enteria, and 
the smallest allowable work, time is chosen. Similarly, the rest-time requirements implied 
by the several criteria are compared and the longest time is selected. 

The value for the limiting temperature is specified by the user (on CT3/5). either 
directly as a temperature or indirectly as the allowable probability cf cell apse; the 
limiting temperature is derived from the allowable coihpsc probability on the basis of the 
straight line relationship proposed by Btarfdcck. Demi, and McDonald, Inc., in which the 



-126- 


collapse probability is zero below 38.38°C and 100 percent at 41.14°C (1C1.1 and 
106.0°F). 

When a task is stopped, either because it has been completed or the work limit has 
been reached, subroutine MANAGE calls subroutine STOPIT if USECW > 0; this 
su *’nttine manages the disposition of the work crew and either restarts an unfinished 
task with a fresh crew or interrupts the task if personnel are not available. Subroutine 
GOREST is called to check the released crew; a check is first made to see if they would 
have suffered from the toxic effects of chemical contamination under the existing 
working conditions, or if they would have collapsed from an excessive temperature or 
from excessive wetting or dehydration. If they have, they are hospitalized in accord with 
the time distributions specified for hospitalization due to these different effects; if not, a 
check is made to sec where they are to rest and cool off, ar.d subroutine CKTEMP is 
again called to determine how long the crew must rest As explamcd below in the 
subsection on collective protection sheltets, the user has a variety of options for 
describing where work crews will go to cool off; they may remain at their work piace, 
they may go to some building, or they may go to a collective protection shelter. 
Whichever choice is made, the environmental conditions at the rest location determine 
the MOPP that must be worn during the rest period and the time it will take before the 
temperature has fallen sufficiently for the crew to be available for reassignment. 

Since the exponential rise and fall of rectal temperature would theoretically lead to 
an infinite cooling time if the crew’s temperature were to be required to fall to the 
equilibrium temperature at the rest location, the crew is required to wait only long 
enough for their nominal recta! temperature to fall to within the uscr-spcciticd DELTA 
hundredths of degree? Ccndgrade of that temperature before being reassigned (exclusive 
of any additional time imposed by the collective protection entry delay logic). If the 
crew were reassigned immediately, the appropriate initial crew temperature would be 
DELTA above the equilibrium temperature for that facility, but if they were reassigned 
later, their temperature would be somewhat lower. By keeping track of how long i* has 
been since tnc last per,on of each particular personnel type was assigned and how many 
are currently available, a rough correction is made to account for this additional cooling 
whenever a task is begun or restarted. 

TSAR is relieved of the requirement to keep a record oi the current temperature of 
all individuals because the temperature ai the beginning of a task is not allowed to 





-127- 


deperJ on each individual’s history but only on this equilibrium temperature. This is 
possible because crews in TSAR are not broken up and reassigned as parts of other 
groups until they have rested sufficiently for their temperature to fall to the required 
level. Although this requirement is not completely realistic—crews might be required to 
work on some tasks until they collapsed—it represents what is believed to be a 
reasonable compromise between a more realistic treatment and the substantially greater 
detail that TSAR would have to deal with to maintain a continuous record of die 
temperatures of all individuals. 

Having said all that there is an important exception. For those groups of people 
who are designated (on CT15/1) as munitions load crews, who are required to carry cut 2 
series of tasks to prepare an aircraft for flight and will be the only such crew present with 
the aircraft, a series of tasks is permitted. Under these conditions, it is practical to use 
the temperature of the caw at the completion of one task as the initial temperature for 
the next, and thereby allow one load crew to carry cut a sequence of tasks without an 
interruption t or a mandatory rest period. As explained elsewhere, all such TSAR 
preflight munitions loading tasks must go to completion and cannot be interrupted, so the 
load crew’s final temperature is estimated when they begin each task. If the temperature 
wili exceed the specified limit, they are net permitted to start unless it is the first such 
task. 

4. SURFACE CONTAMINATION ANP VAPOR FROM CHEMICAL ATTACKS 

Airfields may be attacked with chemical 3gcnts by aircraft or surface-to-surface 
missiles. Aerial-delivered chemical munitions include modified conventional unitar/ and 
cluster bombs, specially designed spray bombs, spray tanks, and air to-surfacc missiles. 
The chemical weapons would generally be airburst (over or upwind of the airfield), 
creating an immediate vapor and liquid hazard from the falling, evaporating 3gcnt 
droplets and a residual hazard from both the liquid droplets on the ground and vapor 
from evaporation of those droplets. 

Surface deposition pat'erns cf the droplets depend upon agent release parameters 
(e.g, altitude, shape, size, and orientation of the initial agent droplet cloud), 
meteorological parameters (e.g., wind velocity and direction as a function of height, 
ambient air temperature, atmospheric stability parameters), and agent jvameters (e.g., 
density, diffusivity, saturaiion concemratiou. droplet diameter distribution). The 





■128- 


contours of surface deposition patterns vary from the nearly rectangular shapes of 
aircraft spray tanks releasing an agent perpendicular to the wind direction to the cigar- 
shaped patterns created by ballistic missiles. 

Each of the delivery systems has constraints on the delivery parameters (e.g., the 
nearly vertical trajectory of ballistic missiles or a requirement for low-altitude 
penetration of air defenses by aircraft). However, within the constraints imposed by the 
delivery system, chemical munitions will generally be designed to release their agent fill 
at altitudes that tend to maximize some value of area coverage by agent deposition on the 
ground (e.g., to maximize the area covered by a density of 100 mg/m 2 of agent). 

Deposition patterns can be obtained from test data or from computer models of 
atmospheric transport, dispersion, and evaporation of liquid droplets. Two such models 
are NUSSE2 (13) and the model described in [14). 

In TSARIN A, a deposition pattern is represented by a set of up to 17 rectangular 
or elliptical "layers” (see Fig. 10). The pattern has a wind velocity associated with it and 
a reference point (usually the burst point of the chemical weapon) from which the 



0 12 3/ 

Kilometers 


Fig. 1C—Illustrative fit to the surface depoeition contours 
by rectangular layers 














-129- 


rectangles are offset. The rectangles (ellipses) are perpendicular to the wind direction, 
but otherwise arbitrary relative locations and sizes. Each rectangle (ellipse) represents a 
constant surface contamination density and the total contamination density a: a point is 
the sum of the densities for the rectangles (ellipses) containing the point. In the model 
we use to predict vapor concentration over and downwind from the surface pattern, the 
vapor concentration depends upon the mass median diameter (MMD) of the droplets on 
the surface. Each rectangle (ellipse) has two MMDs, one for the upwind half of the 
pattern and one for the downwind half Qaigc droplets fall faster than small droplets so 
that the average MMD in the upwind half of the pattern is larger than that of the 
downwind half). 

Delivery parameters for each weapon delivery pass include the attack heading, the 
desired mean point of impact of the pattern reference point (for a single weapon or for 
the middle of a stick of weapons), the aiming error, and the ballistic error. The location 
of the arriving weapons and the "actual" wind direction and velocity at the time of the 
attack are determined using Monte Carlo procedures. The downwind offsets and 
dimensions of the pattern rectangles (ellipses) are scaled by the ratio of the sampled wind 
velocity to the nominal wind velocity for the pattern. 

Monaghan and McPherson Sough Surface Evaporation Model 

There are several models for estimating surface evaporation of chemical agents 
[ 15, 16], For use in TSAR/TSARINA, we have adopted a version of the rough .surface 
evaporation model developed by J. Monaghan and W. R. McPherson [16], which 
provides estimates of both the residua] surface deposition and the evaporation-created 
vapor threat over and downwind of the contaminated area. 

Meteorological conditions (temperature, wind velocity and direction, and 
atmospheric stability), chemical/physical properties of the agent, type of surface, and tire 
liquid loading are the primary factors affecting evaporation rates and the resulting 
downwind vapor. Higher temperatures and wind velocity increase the evaporation rate 
but higher wind velocity may actually decrease the downwind vapor concentrations. The 
other factors affect evaporation or absorption rates or the downwind dispersion of the 
vapor. 

Although the Monaghan and McPherson model could be used for evaporation 
from other surfaces, it has been applied only to grasslands. The version of the mode! 
used for T3AR/TSARINA contains model parameters selected to fit test data for 




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V 



evaporation from grasslands! 16]. Liquid droplets sprayed on grassland impact at various 
heights above the ground surface and form liquid films cn the grass and underlying 
debris. The thickness of the films decreases with increasing height and is an order of 
magnitude thinner near the top of the grass than at the bottom. Ventiladon of the surface 
by the turbulent atmosphere increases from the ground to the top of the grass. The 
evaporation, rate is proportional to the area covered by liquid film and is constant until the 
thinner films at the top of the grass are completely evaporated. 

Surface Deposition Densities and Vapor Concentrations 

TSARINA determines surface deposition densities at aircraft shelters, aircraft 
parking areas, taxiway segments, and designated buildings by adding up the surface 
deposition densities for each rectangle cf each chemical weapon that contains the 
location coordinates of those facilities. These are output for TSAR on "40" cards for 
each attack. 

In addition, steady-state surface deposition densities and vapor concentrations and 
parameters for determining residual deposition densities and vapor concentrations over 
time are output for up to 150 arbitrarily selected monitoring points cn the airbase. For 
each attack, TSARINA creates an output dataset that summarizes the characteristics of 
the vapor produced by each half-rectangle of each weapon at each monitoring point. The 
characteristics include the steady-state values of surface deposition density and vapor 
concentration, the arrival time of die surface deposition (the downwind distance of the 
monitoring point divided by the wind velocity), and key time constants of the decay over 
time. TSAR then determines surface deposition densities and vapor concentrations at 
each monitoring point by adding up the contributions from each half-rectangle. 

TSARINA also outputs on "40" 'Cards the closest monitoring point to each aircraft 
shelter, aircraft parking ramp, taxiway segment, and designated building. At attack time 
TSAR uses the "40" card input of surface deposition density at the facility and the vapor 
concentration at the closest monitoring point, but at all other times TSAR uses the 
residual surface deposition density and vapor concentration at the closest monitoring 
point. 








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5. INDIVIDUAL CHEMICAL PROTECTION EQUIPMENT 

When the effects of chemical protection and chemical attacks are to be assessed, 
the user must specify what chemical ensembles are worn at the different airbases, and 
what portions of these ensembles (MOPP) are worn before any attacks are sustained. 

The value for the preanack MOPP for each of up to three chemical ensembles is 
specified individually for each of the five generic task types and for off-duty personnel 
(entered using CT3/4 and CT3/7 and stored in the MOPPOL array). These choices, 
together with the atmospheric conditions that die user has specified for each base (on the 
CT17/1), the heat transfer and permeability characteristics of the ensembles (entered 
with CT43/1), and the temperature of the work place (a property of each facility’s CW 
Type as defined with the CT44/1), determine how long each task may be continued and 
how long each crew must rest when they stop and, ultimately, how many sorties the 
organization is able to generate. Even in the absence of an air attack, the. inefficiencies 
induced by wearing portions of the ensemble in anticipation of an attack can appreciably 
diminish an organization’s sortie generation capability. 

When an airbase is attacked, TSAR carries out a long sequence of calculations 
based on the data supplied by TSARINA, to reflect the physical damage from 
conventional weapons and the toxic effects of chemical weapons, as is discussed in Sec. 
IX.7. 

The information transferred by TSARINA includes an estimate of the number of 
minutes it will take before the early, heavier portions of the surface chemical deposition 
will arrive at each on-base location of interest. These times are compared with the user’s 
specification of the warning time that on-base personnel are to be assumed to receive and 
the time that it takes individuals to don various portions of their ensemble (specified with 
the CT43/4), to generate an estimate of which personnel will need to be hospitalized and 
which will be fatalities. For the first attack with chemicals the user may stipulate 
(CWRISK on CT3/5) that some fraction of the personnel masks do not fit well, and 
additional casualties will be assessed from this cause. 

When the on-base disirioution of the surface depositions of chemical agents and 
the resultant agent vapor have been determined, TSAR uses die threshold data (from the 
CT-4/4 inputs) to determine the MOPP that personnel must wear at various on-base 
locations in the open, in aircraft shelters, or in any of the many facilities. If the user 
wishes to represent poor monitoring equipment he should set those thresholds so as to 







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imply that most of the ensemble must be »om even at quite low concentrations and to 
keep well suited when there is contamination anywhere on base. The control variable 
VARMOP (CT3/4) facilitates the latter constraint; when set to 1, personnel are assumed 
to wear the portion of the ensemble that is appropriate for their immediate work place 
(though still constrained by the intensity thresholds), but when VARMCP = 0, all on- 
base personnel must wear the MOP? that would be appropriate for the most highly 
contaminated on-base facility of the same CW Type in which they are to work. By 
raising and lowering the thresholds relative to the actual safe levels, and by use of 
VARMOP, the user can substantially vary the implied characteristics of an airbase’s 
measuring, monitoring, and notification capabilities. 

The on-base surface contamination and vapor concentration at each monitoring 
point are updated periodically every CWFREQ (CT3/4) hours after an attack, and tire 
required MOPP at all work places is adjusted accordingly, on the assumption that Che 
ambient conditions at the work place can be approximated by the conditions at the 
monitoring point closest to each work place. With these data, TSAR is able to represent 
the variation in working efficiency as the chemical and weather conditions vary 
throughout the day and the effect of these conditions on sortie generation. 

These same considerations also affect the times for personnel rest and cool off. 
When a crew stops a task, a decision is made as to where and how long they are to cool 
off. They may be sent to a collective protection shelter, or they may stay at their work 
place as explained fully in the next section. The ambient conditions of the resting place 
and the ensemble that they must wear to be safe determine the time required for their 
temperature to fall to the required level. 

6. REPRESENTATION OF COLLECTIVE PROTECTION SHELTERS 

When personnel get overheated as a result of working in their IPE, it is necessary 
for them to stop work and cool off if they are to avoid collapsing from heat exhaustion, 
excessive perspiration, or dehydration. In general, personnel could relax at their work 
place, seek a facility where they can doff pan or all of their IPE, or even go off base to 
obtain conditions conducive to achieving the necessary cooling and relaxation. The 
TSAR simulation has been designed to permit the user to represent most of the diverse 
behavior patterns that might be experienced at different airbases. 


A- 








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The user describes the conditions that are to be simulated with three distinct sets 
of controls: (1) the basic control variable USECP (CT3/4); (2) the locations of special 
CPS, along with data describing their nominal entry delays (CT43/6); and (3) individual 
facility data (wiien available) that defines the simultaneous entry capacity of the entry 
portal (CT37) for each building and the time to process an individual through that portal. 
By manipulating these controls, the user can specify a diverse set of situations, as 
explained below. 

Values for the basic control variable, USECP, are defined as follows: 


USECP = 0 Personnel remain at their work place to cool off: no collective 

protection shelters are available 

USECP = 1 or 2 Personnel seek CP shelters with a frequency and extra delay 
time as specified with the CT43/6 options 


USECP = 3 or 4 Personnel seek CP shelters as defined by the CT43/6 cards but 
may have to queue at tic; entrances when too many seek 
admittance in too short a time; queuing characteristics are 
specified on the CT37 card for each sneiter 

USECP = 1 and 3 CP shelters are not used if the base is not contaminated by 
chemicals 

USECP = 2 and 4 CP shelters are used without regard to the chemical 
contamination 


The CT43/6 cards penult the user to define up to four distinct groups of collective 
protection shelters. A separate group may be specified for the personnel that carry out 
each of the four generic types of work: (1) flight line, including weapons loading and 
refueling, (2) backshop repairs of equipment and spare parts; (3) munitions assembly; 
and (4) ninv/ay, taxiway, and building repairs. Alternatively, tv/o or more of these sets 
of personnel may be assigned to use the same group of CPSs, and some personnel may 
not need to be assigned special shelters. (Also, the flight line personnel will use 
"buildings" #31, #32, and #33 if special CPSs are not assigned for these personnel.) 

Each group of CPSs is a collection of buildings, each of which has distinct location, 
capacity, construction, and chemical protection characteristics. 

As noted on the format for Cl 43/6, tire user must specify (1) the building number 
of the first member of the CPS group that each set of personnel are to use, (2) the 
nominal entry time, and (3) the entry time distribution for that group of CPSs. Whenever 
a work crew must stop a job and cool off in a CPS, one building in the CPS group is 
selected for each five personnel; normally the location is selected at random, based on 


-134- 


JUl 


/ 


the relative capacity of each of the members of the CPS group (as specified with CT37 
for each building). The time required for personnel to cool down is calculated on the 
basis of the ambient environment within the selected building and on the assumption that 
the personnel will remove whatever components of their IPE are safe under those 
circumstances (the cooling time is the time it would take the rectal temperature to fall 
within DELTA degrees of the current equilibrium temperature within that building). 
When USECP = 1 or 2, a time is added to the cooling time that the user specifies as his 
estimate of the time that would be needed to get to the CPS, to get into the shelter, and to 
begin to cool off. The personnel are considered to be unavailable for a time that equals 
the calculated time to coo! off, and the delay time, or "entry time" (unless the normal 
shift change intervenes, in which case the cooling off is assumed to be completed as part 
of their off-duty activities). A different procedure is followed when USECP > 2, as will 
be described in the next subsection. 

The user is given several options for representing this entry time delay when 
USECP equals 1 or 2. In one of the simpler options, the user may specify that the added 
time is approximately the same for all buildings in a group of CPSs; the "Entry Time” 
entry on CT43/6 is used in that way when USECP < 3. Other options permit the user to 
capture some of the variability likely to be experienced by specifying that the actual 
delay time for each set of personnel that stop to cool off is to be selected from a 
distribution whose mean is the "Entry Time." The distribution to be used can be either a 
number less than 20, which refers to the correspondingly numbered distribution stored in 
subroutine TTIME (see App. I in Vol. Ill), or it can be a number equal to or greater than 
20, which invokes a quite different set of options. 

If the user wishes to simulate the situation in which personnel will always go into 
a CPS to cool off and will always stay only long enough to do that, a distribution whose 
number is less than 20 (including zero, of course) should be specified. If personnel will 
sometimes need to spend a longer time in the CPS for eating or performing other bodily 
functions, a distribution equal to cr greater than 20 should be specified. When the latter 
is done, and the distribution number is formed by the two digits "X" and "Y" (where 20 £ 
XY < 100), the nominal "Entry Time” delay will be added to the cooling time in 
(X - 1)DDX of the events, and it will be Y times as long in i/X of the events. If it is 
desired that this long delay always occur in some particular location—for example, at 
some distant building with better accommodations—the user should set REMOTE to 





I 


unity. When that is done, all personnel who are to experience the longer delay will be 
assigned to the first memlx r of the CPS group, independent of the relative capacity of the 
members, if that building has not been damaged; if it has been damaged, the selection is 
as though REMOTE = 0. (Also, if the capacity of the first member is zero, only those 
with the longer delay will be sent there.) 

A related option permits the user to simulate the situation in which personnel will 
go into a CPS only on some occasions and will cool eff by relaxing at their work place 
on others. This behavior is represented when XY £ 20 and Y = 0; in this case the 
personnel select a CPS to cool off in for 1/X of the events, and cool off at their work 
place, without any special delay, for the others; the nominal "Entry Time" is added to the 
cool-off time when they go to the CPS. 

Under some conditions the user may wish to place personnel in a CPS only 
occasionally but may also wish to assume that those who cool off at their work place will 
take some additional time to get there, in addition to the cooling off time. For this option 
the building number entered as me "1st CPF" on the CT43/6 should have a minus sign in 
front of the building number, that acts as a flag to identify this option. When this option 
is chosen (with XY £ 20 and Y * 0). the personnel cool off at their work place in 
(X - 1)/X of the events and are assumed to sustain the delay of "Entry Time"; for the 
other 1 /X of the events the personnel select a CPS to cool off in and have an added delay 
of Y times the "Entry Time." (When Y = 0 this option defaults to that described earlier 
for Y = 0.) 


Explicit Simulation of Queuing at Collective Protection Shelters 

The several CPS options described above do not simulate the queuing that could 
develop at the CPS entries but assume that the user-specified "entry time" in conjunction 
with the several possible distributions approximates the effects of whatever queuing 
might occur. When USECP is greater than 2, queuing at the CP shelters is simulated 
explicitly, using the entry-portal capacity and processing time that may be entered for 
each building on ihe CT37 card. (If these data are not entered for a shelter when USECF 
> 2, the processing time is assumed to be the "Entry Time" from the CT43/6, and the 
portal capacity is assumed to be one.) These data specify that N persons may be 
processed into a CP simultaneously and that it takes an average of M minutes for each 
individual to enter, hence, when P persons must cool off, it is assumed that they take 
T = M x P/N minutes to be processed into the CPS. If additional work crews attempt to 


I 







-136- 


enter the same CPS during that time, it is assumed that they will not begin to process into 
the CPS until the T minute period is complete. The total time that a Warn of personnel is 
unavailable for work is the time they take to get into the CPS, including any queuing 
delays before they may be processed, plus the time required within the CPS to cool off 
(we assume that no cooling occurs during the queuing and entry process). 

If the user has specified a time, distribution less than 20 for n CPS group (with the 
CT43/6), all work crews that must cool off select a CPS, and the processing time 
considered in the queuing computations is varied in accord with that distribution from 
one work crew to the next. If a distribution of XY is specified, where XY £ 20, a CPS is 
entered for only 1/X of the events, with all other work crews cooling off at their work 
place. If Y = 0, only the queuing and processing times are added to the cooling time as 
just described; if Y > 0, an additional delay is added for 1 /Y of the occasions that a CPS 
is used, and the total time that the work crew is assumed to be unavailable is taken to be 
the sum of (1) the queuing time, (2) the processing time, (3) the time to cod off, and (4) 
the additional time spent in the CPS for eating or other bodily functions, which are equal 
in magnitude to the "Entry Time" on the CT43/6. If REMOTE is 1 and Y > 1, all work 
crews with the additional delay will be assigned to the "1st CPS” if the building hat' not 
been damaged. When USECP > 2, a negative sign on the building number "1st CPS" 
will have no effect on the simulation (but it does when USECP S 2; see previous 
subsection). 

7. ESTIMATION OF CASUALTIES FROM CHEMICAL EFFECTS 

Typically, chemical weapons release their agent fill at fairly high altitudes. The 
resultant agent spray droplet rain falls to the surface where it begins to be absorbed by 
the surface material and to produce toxic vapor by evaporation. Both the residual surface 
deposition and the vapor concentration decrease over time as the liquid droplets are 
absorbed and evaporated and are gone after a few hours, the actual time depending 
primarily on the persistency of tire agent, wind velocity, temperature, and the surface 
material. During this time toxre doses of chemical agent can be received either 
percutaneously (through absorption of the agent from the droplets or vapor by the skin or 
eyes) or by vapor inhalation. 

In TSAR, casualties from chemical attack? are evaluated at the times of the attacks 
and at certain times between attacks. At the time of an attack, it is assumed that the 






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r-v' 



personnel receive warning of the attack, stop their current activities, don their attack 
MOPPs (see See. IX.5), arid then arc released from their jobs if they are working. The 
evaluation at attack time assesses casualties from the percutaneous effects of the agent 
ram from the attack and the percutaneous and inhalation effects of the agent vapor up to 
the time the attack MOPP has been donned. In addition, at the time of the first attack a 
crude estimate is made of the number of casualties caused by ill-fitting masks. Ihcn, 
whenever a personnel state changes by being released from a job or by finishing a rest 
period, an evaluation is mae’e of casualties to the personnel involved during the elapsed 
time in their previous state. However, the evaluation of casualties between attacks 
underestimates the actual number of casualties since TSAR does not currently evaluate 
all personnel states or accumulate vapor dosages over time lor individual personnel (a 
preliminary design for a procedure to do so has been made but has not 2 s yet been 
implemented) and uses only :hc dosage accumulated while in a particular state. In the 
applications to date, this has caused no serious underestimation of casualties because the 
attack MOPPs specified have provided sufficient protection that essentially no casualties 
would have been produced between attacks. 

At the time of the first attack, personnel are assumed to be in their preatrack 
MOPP. Then, upon being warned of the attack, the personnel don the protective clothing 
of their attack MOFP. The actual warning time depends upon the value of an input 
warning time parameter and the time taken for the chemical spray droplets to reach the 
ground. The warning time parameter (lWARN for the first chemical attack on a base and 
WARN for subsequent chemical attacks—CT3/5) defines the time (in minutes) before 
the attack at which all personne' are notified to don their attack MOPP (negative warning 
times imply that the personnel arc notified that many minutes after the chemical weapons 
burst). 

The personnel first put on their protective masks (if part of the attack MOPP) and 
then don the rest of the protective clothing. The total vapor dosage received is the sum 
of that received before and after donning the protective mask. The dosage received 
before donning the mask is the integrated vapor concentration at the facility where the 
personnel are located. Tnis depends upon the outside vapor concentration and the 
filtering and air exchange characteristics of the facility. In TSAR., wc assume a simple 
air exchange model between the inside and outside air leading to the equation 







-138- 


Q„(t) = (1 - F)^ + [CJO) - (1 - F)C m ] expK-vT) 0) 

where 0 ^,( 1 ) is the vapor concentration inside the building at time t after the droplets 
reach the ground, C^, is the outside concentration (assumed constant for the first few 
minutes after the attack until the protective clothing is donned), F is the fraction of the 
vapor filtered from the outside air as it enters the building, and T is the time for one air 
exchange between the inside and outside air (see Fig. 11). 

Defining time zero to be the time after the attack at which vapor first arrives and 
tm '.o be the time when the mask is in place, die dosage, D, n , received before the mask is 
in place is then the integral of the concentration from zero to or 

D m = U1 - F)Cou, + (CJO) - (1 - F)C wl ]T [ 1 - expf-t^/t) ] (2) 

The mask acts as a filter between the vapor in the local environment and the inside 
of the mask. Defining F m to be the fraction of the vapor filtered by the mask and t, to be 
the time at which the protective cloth ng has been donned, the dosage. D,, received by 
the individual between the time ihc mask is ir, place and the rest of the protective 
clothing is donned is 

t>, = d-F in {(t,-t m )(l-F)C oul + (3) 

ICr/Lj ~ (l-FX^d T [exp( t„/r) - exp(-t,/r) ] } 

Tne total inhalation vapor dosage D received after the attack until the protective 
clothing has been donned is then D = D m + D,. 

The percutaneous vapor dosage, Dp, received before donning the attack MOPP is 
obtained by replacing t„, in Eq. (1) by t,. The effect of this dosage is then evaluated 
assuming that the personnel are in their preattack MOPP. 

The percutaneous effect of the initial surface contamination created by the falling 
chemical spray droplets depends upon the actual amount of droplet spray impinging upon 
the individual and the MOP? being wom. Wc assume that the MOPP is either the 
preattack or the attack MOPP, depending upon whether the warning time is sufficient that 
the attack MOPP is in place by the time the spray droplets reach the given location (i.c., 
we give r.o credit for part of the additional protective clothing to be on when tlx; droplets 
arrive}. 

For personnel in the open, wc use the relationship between the dose on the man 
and the agent density on the surface given in (17], as modified by the Aerospace Mcaical 
Research Laboratory, 








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Time (hours) 


Fig. 11—Indoor and outdoor vapor conctntration for a ventilation 
rat* of one air exchange per hour 

DM = DG DG £ 10 mg/tn 2 

« 1.62DG 0 * 0 10 mg/m 2 < DG £ 1152ing/m 2 

■ 17.8DG 046 DG > 1152 mg/m 2 (4) 

where DM is t)ie dose on the man (mg) and DG is the agent surface density (mg/'m 1 ). 

For personnel not in the open (i.e., with some type of overhead cover), w e use the 
same man dose/surfacc density relationship above except tha* the surface density is 
replaced by the density beneath the overhead cover. To obtain the surface deposition 
density beneath the overhead cover, the outside surface deposition density is multiplied 
by a factor representing the fraction of the overhead dc;x>siuon actually getting under the 
cover (this fraction is generally zero for most buildings but may be a nonzero for 
buildings that are partially open—c.g., an aircraft shelter or hangar with an open door). 

To represent one possibility for accidental exposure to tosic agents, a crude 
representation of the effect of ill-fitting masks is Included in TSAR. The parameter 
CWRISK (CT3/5) specifics the fraction of the personnel that have ill-fitting masks st the 
time of the first chemical attack. This fracier, of tltc- personnel is then assumed to 
receive four hours of inhalation dosage, assuming the chemical environment of iheir 
work or rest place at the time of the attack (the four-hour time period was chosen 
arbitrarily as a typical time before the faulty mask is discovered and corrected). 







Between attacks, the agent surface density and vapor concentrations at the 
monitoring points are updated every CyvTREQ hours. This includes an update of the 
vapor concentration inside each building type (i.e., CWTYPE) associated with each 
monitoring point. A version of Eq. (1) is used for this update, by setting tm equal to 
CWFREQ and assuming a constant value of the outside vapor concentration over the 
time period. Whenever a crew is released from a job or has finished a rest period, the 
vapor dosage accumulated during the time, L», in that state is taken to be the current 
vapor concentration in the corresponding building type for the closest monitoring point 
times f,. 

Combining Percutaneous and Inb&tetlon Doses 

When an individual is subject to both percutaneous and inhalation doses from a 
toxic agent, some method must be used to combine the toxic effects. Very little 
discussion of this problem was found in the literature on toxic agents, and evidently few 
data exist. 

The method we have adopted to combine percutaneous and inhalation doses is 
from [18]. It has reportedly produced reasonably good results for the combined response 
for doses of two similar poisons administered together to insect populations and for the 
same poison applied to different locations on the insects. 

Each individual in the population is assumed to have tolerance doses for the two 
different forms of the agent represented by a bivariate probability distribution of 
tolerance doses for the population as a whole. If Z is the tolerance dose for one form of 
the agent, an individual responds if the applied dose z is greater than Z. and fails to 
respond if z is less thar, or equal to Z. For tv/o different forms of the applied dose, the 
fractions Q1 and Q2 of the population failing to respond to separate applications arc 

Q1 = P(zl S Zl) = P(zl/Zl £ 1) 
and 

Q2 = P(z2 £ Z2) = ]i\z2/72 Z 1) 

where P'zi S Zi) is the probability that the tolerance dose Zi for an individual is greater 
than or equal to the applied dov: zi. 

It is next assumed that an individual fa ! ls to respond to a combined dose if the sum 
of ihc individual fractions applied dose/ tolerance dose does not exceed unity. Then, the 






fraction of the population Q failing to respond to the combination of doses is 

Q - P(zl/Zl + z2/Z2 S 1) (5) 

Two further assumptions lead to a unique solution for Q: (!) the standard 
assumption of lognonnal distributions for each of the two tolerance doses, and (2) a 
bivariate lognormal distribution with complete correlation for the joint distribution of the 
tolerance doses. By the first assumption, logfZi) has a normal distribution (with mean 
log(ui) and standard deviation Si, say). Let 

Xi ® (l/Si)log(Zi/ui) 

so that Xi has a normal distribution with mean zero and unity standard deviation. 

Equation (5) may then be written is 

Q = P(1C ()1| ~ X1>S1 +10 <x2 ' X2)S2 S 1) (6) 

where xi = (l/Si)log(zi/ui). 

Since Z1 and Z2 are perfectly correlated from the second assumption, XI and X2 
are also perfectly correlated so that XI = X2 with probability one. Let X = XI = X2. 

Then Eq. (6) may be written as 

Q=.P(10 ( * , - X)S, + loW-x^csi) (7) 

Define f(x) as 

f(x) = 10^** ~ X > SI + J 0 <* 2 -*)S 2 

Since f(x) is monotonically increasing, Eq. (7) may be written as 

Q«p(xsr l (i)) = N(r , (i)) (8) 

where f'(l) is the value xO satisfying f(xO) =1, and N( ) is the cumulative normal 
distribution with mean zero and unit standard deviation. The value xO is called the NED 
(normal equivalent deviation) for the combined doses zl and z2. From the definition of 
f(x). xO satisfies 

jq(*I - »0)SI + jq(*2 - *0)S2 _ J (9) 


and Eq. (8) reduces to 






-142- 


Q = N(xC) <M> 

Iri the literature on toxic substances, 1/SI and 1/S2 are called probit slopes for the 
responses of the population to applied doses of the two different forms of the agent 
When the probit slopes are identical, let S = SI = S2. Then Eq. (9) may be written as 

jq(xI-xO)S + |q(x2-xO)S _ j 


so that 

x0 = (1/S)log(10* ! +10* 2 ) 

= (l/S)log(zl/ul + z2/u2) (11) 

In the literature, the toxic effects on humans are quantified in terms of the dosage 
required to ca rse a given effect in '0 percent of the popu’ation being considered (tne 
median dose—ui in the above development} and the probit slope (the reciprocal of Si) of 
the distribution of response tolerances, usually assumed to be the lognormal distribution. 

For toxic vapor, the median dosages for personnel incapacitation or lethality are 
denoted by ICT50 and LCT50, respectively, where CT stands for concentration x time, 
and the usual measurement unit is mg-min/m 3 . For toxic liquid, the corresponding terms 
are 1D50 and LD50 for incapacitation and lethality, respectively. Here, the D stands for 
dose; the usual measurement unit is mg. 

The values of the median doses depend upon the toxicity of the agent and the 
MOPP—even very' light clothing can increase the dose required for a given effect fcy an 
order of magnitude or so over that required when the dose is applied to the bare skin. 

In TSAR, the development above, resulting in Eqs. (9) to (11), is used to equate 
the combined effects of percutaneous vapor and liquid and inhalation vapor. We assume 
that tiie probit slopes for percutaneous liquid and vapor effects are the same and combine 
the doses as 


Dp = Dq/ED50 + Dv/ECT30 

where Dp is the effective percutaneous dose (assumed to have a median value of unity 
and a probit slope equal to the common probit slope), Dq is the liquid dose, Dv is the 
vapor dose, and ED50 and ECT50 arc median doses for the effect (incapacitation or 
lethality). This procedure is consistent with the development above (in Eq. (11)) for 
combining dosages. Then, the fraction of personnel suffering a given effect 







-143- 


(incapacitation or lethality) from the joint effect of the (combined) percutaneous dose 
and the inhalation dose is obtained from Eq. (10). after using the (combined) 
percutaneous and inhalation doses in Eq. (9) (along with the corresponding median doses 
and probit slopes; and solving for xO. 





-144- 


X. COMMUNICATIONS 


TSAR allows for the representation of scheduled shipments of material from 
CONUS to the theater, special shipments from CONUS in response to theater requests, 
intratheater shipments of resources, and the transmittal of airoase status information. 

The schedules for each of these types of transfers are controlled by the user’s 
specifications, as are the contents of scheduled CONUS shipments; the contents of the 
other transfers are generated endogenously. 

1. SCHEDULED SHIPMENTS FROM CONUS 

The user mast initially specify resources scheduled to be delivered from outside 
the theater after the beginning of the simulation. These data are entered with CT31; the 
delivery times are arranged in a time-ordered queue in the CONUS array, and the cargo 
is stored in the CARGO array at the time of entry. The destination and time of delivery 
should be mentioned on the first of a set of cards when all the commodities on those 
cards are to arrive together. 

The only resource classes that may no; be shipped from CONUS are aircraft 
shelters and ether facilities. No more than 99 units should be entered, except for 
munitions 3nd TRAP, for which the limit is 6250. If more are required, enter the 
commodity twice for the same delivery. For POL, TSAR assumes that the unit of 
measure for shipments is hundreds of thousands of pounds, whereas fuel normally is 
stored and used in thousand-pound units. (Storage capacity for 1*01. may be enhanced by 
specifying a shipment of Type #100 POL; units of measure are the same as for POL.) 

When an arrival is noted in subroutine MANAGE, control is transferred to the 
RECSUP (receive supplies) entry point in the DOSKEP subroutine and the resources are 
added to the stock levels at the appropriate base. When new ground personnel, support 
equipment, or aircraft parts arrive, subroutine CHECK is called to check whether they 
may be used immediately; for ground personnel, the new personnel are added to the day 
and night shifts to maintain die ratio of the shift sizes in the same proportions as specified 
by the "target" levels for each personnel type in the initializing data for each base. When 
munitions arrive that have been shipped disassembled and the components required for 


-145- 


assembly have been specified, the shipment is broken down and stored in the form of the 
appropriate components. 

When aircraft are ferried to the theater from CONUS, they are added to the 
inventory at the appropriate base and undergo a normal postflight inspection, except that 
attrition is not checked. The aircrew is attached to the base’s flight staff and given 24 
hours to rest before their first assignment. Aircrews that are ferried to the theater (arrive 
without aircraft) are treated Ln the same manner. 

2. RESPONSIYE SHIPMENTS FROM CONUS 

The user also may simulate the requisition and resupply of resources from 
CONUS for any class of resources except shelters and the other facilities. When 
activated (CT33), a requisition is submitted for resources that are lost in combat or 
during an airbase attack and, in the case of parts, for parts that may not be repaired in the 
theater. The resources requested are delivered after the delay specified by the user for 
each of the various resource classes. Arriving resources are treated identically to those 
described above. 

3. INTRATHEATER SHIPMENTS 

Resources (except aircraft, aircrews, shelters, and facilities) may be transferred 
from one airbase to another using an intratheater system. 1 The description of this system 
is controlled by the user’s specifications of the schedules and the statistics governing 
their delays, cancellations, and losses on CT32/1 and Cf32/2. These shipments do not 
involve specific resources (e.g., trucks or aircraft), nor are they capacity limited; they 
provide a representation of the times expended between the time that supplies are 
consigned for shipment and the time that a shipment readies its destination and the cargo 
is added to base supplies. ',116 algorithms governing the transfer cf resources with the 
intratheater transportation system arc outlined in Sec. XJ.2. The factors that are 
considered in this representation and the card types that are used' a input the relevant 
data are summarized in the following sketch. 

’Aircraft and aircrew transfer can be affected exogenously by specification of a 
different recovery base with a flight demand or endogenously by directing aircraft 
transfer, as discussed in Sec. XI. 1. 







-146- 



The user may specify daily departure times on an individual basis for each origin- 
destination combination. The user may also control the mean departure delay, mean in¬ 
transit time, and the distribution of these values on an individual basis, using any of the 
15 distributions that may be stored in the TTIME (true time) function. By manipulating 
the shape of these distributions, a fraction of the shipments may even be canceled; 2 the 
commodities that had been prepared for that shipment are then scheduled on the next 
shipment. The user may also specify a loss rate for the shipments between any two 
bases; the commodities on these shipments are not recovered. 

The schedules for the various departures and arrivals are organized into time- 
ordered queues in the SHIP array with the subroutine SCSHIP (schedule shipments). 
These schedules are first organized at the time the program is initialized and 
subsequently at midnight at whatever interval the user has specified with the control 
variable SHPFQ. Any of the schedules may be changed at any time during the 
simulation in much the same manner as the demands for aircraft sorties (see the 
READFT subroutine for instructions). 

The data stored for each shipment include pointers to the next departure from the 
same base to the same destination, to the next departure from any base, and to the next 
arrival at any location, as well as a pointer to the location of the first package to be 
included with the shipment The resources themselves are stored in the SHIPQ arraj. 

Resources are prepared for intratheater shipment with a cali to the SHPRES (ship 
resource) subroutine, which checks on the availability of the quantity stipulated and 
decrements the shipper’s stocks appropriately. For ground personnel, the work force is 
reorganized and reassigned as necessary with a call to subroutine RF.DPEO (reduce 
people). When the commodity is a faulty pan rather than a serviceable pan, that fact is 
denoted by a negative pan number. When ground personnel, AGE, or serviceable parts 
are shipped, the numbers enroute to each base are tallied in the appropriate storage arrays 
for these resources; similarly, faulty parts enroute to a CIRF are tallied in that base’s 

2 Delays greater than 18 hours are interpreted as cancellations. 











-147- 


portion of the PARTS array. Tne restrictions as to the size of the individual lots that ate 
shipped are outlined in Sec. XVII. The quantities of these resources that are enrouie are 
available for possible use in the theater resource management algorithms. 

When an intratheater departure or arrival is noted in subroutine MANAGE, 
control is transferred to the subroutine DOSHTP. For departures, it is necessary only to 
update the appropriate pointers; for arrivals, processing follows the same procedures 
outlined for the receipt of CONUS shipments, except that provisions aie also made for 
the receipt of faulty parts and their transfer to the appropriate on-base repair shop. 

As TSAR is currently formulated, the only use made of the intratheater shipment 
system is for faulty parts and for the shipment of ground personnel, AGE and equipment, 
and serviceable parts when imbalances are noted among the airbases by the theater 
resource management system outlined in the next section. 


4. INTRATHEATER RESOURCE STATUS REPORTS 

Although an exact count is maintained on the status of all resources on all bases 
throughout the simulation and these data could provide the basis on which various theater 
resource management systems might be examined, it seemed inappropriate to presume 
that the information that would be available to such managers would be precise and up to 
date. Indeed, one cf the greatest drawbacks associated with many centralized systems is 
their need for high-quality communication and transportation systems. Unless some of 
the inefficiencies of the systems that may actually be available to our forces could be 
represented, it would be reasonable to question the validity of the results of any 
examination of schemes for managing re' jurces on a theater-wide basis. The following 
sketch indicates the factors that are co -idered: 


Data 

collection 

hour 



Data 

available 


All necessary data are entered using the CT35 cards. 

In TSAR, each base may be designated to report the then-current status of the 
ground personnel, AGE. and aircraft spare pans at several different times during the day. 
These data are collected at those times for transmittal to "theater headquarters"—to tlie 


O 







-148- 


theater resource manager. The user also specifies the time delay before that information 
would be formatted, transmitted, decoded, and available to that manager, the delays and 
the distribution of those delays are controlled base by base. Since only one location is 
provided for "in-transit" information, the data arrival time must be no later than the next 
data collection time; if it is, the transit time is shortened and a report of that action is 
printed. Tne completeness of the report may be controlled in two ways: The enure 
report may be lost in a specified percentage of cases, or some percentage of the individ¬ 
ual data may not be reported. 

When the user elects to activate the theater communication system, the theater 
manager’s database is initialized with information that is accurate at zero time. 

However,' if the user does not wish to turn control over to the theater manager until seme 
later time the initiation of the reports may be delayed to NEWDTA (CT3/2) by 
initializing OLDATA (CT3/2) to unity. This feature avoids the related data processing 
during the early stages of a scenario, during which the user recognizes resource transfers 
would be unnecessary or undesirable. When OLDATA is first initialized to unity and 
subsequently set to zero by using the special cede available in subroutine CONTRL, 
reporting will begin when the next report is due to be sent after NEWDTA. 

Tne particular status reports that are transmitted when the communication system 
is activated are controlled by the user’s choice as to which classes of resources will be 
managed; the user may select each or any combination of the ground personnel, AGE, 
and spare parts as explained in the next section. 

Management of the theater reporting system is the function of the STATUS 
subroutine. This subroutine is used first to place the various transmittal and receiving 
times into the REPORT array heap and to initialize the manager’s data base. 

Subsequently, this subroutine is called by MANAGE whenever a report is to be 
transmitted or received. The data in transit and the data on hand for theater management 
are stored together in the PEORPT, AGERPT, and PRTFFT arrays. The nature of this 
storage arrangement necessitates that reports in transit be received before the next is 
transmitted; users must assure that their schedules and delays make this possible. 

When a report is to be received, a check is first made to see whether it was lost in 
transit. Subsequently, a random number is drawn for each element of the data storage 
arrays and checked against the specified data incompletion rate. The last action in the 
STATUS subroutine is to store the time for the next day’s transmittal or receipt of the 
corresponding daily report in the REPORT array heap. 


I 






-149- 


XI. THEATER RESOURCE MANAGEMENT 


TSAR’s ability to represent operations at a set of airbases and to handle the 
transfer of various classes of resources among those airbases can be combined to provide 
a unique mechanism for pretesting policies that would exert a broad span of control over 
theater resources. Indeed, some may view TSAR’s prime role as a testbed for examining 
the effectiveness of new policy proposals. Although TSAR’s initial formulation is 
concerned only with the theater-wide management of aircraft, ground personnel, and 
equipment, in addition to faulty and serviceable aircraft spares, it could readily be 
extended to managing the other classes of resources. 

The range of policy options that might be examined with TSAR is limited, 
obviously, to those sets of decision rales that are expressible in terms of resource status 
information—past, present, and projected—available within this simulation. In TSAR 
there are basically three sets of status information available: (1) accurate data regarding 
current status, (2) the delayed and imperfect data provided with the theater status 
reporting system, and (3) an approximate projection of each base’s current capability to 
generate sorties. In addition, a limited amount of data exist regarding future sortie 
demands, as weil xs the completion times for all ongoing tasks. The range of 
decisionmaking policy options that could be evaluated with TSAR should be reasonably 
illustrated with the following discussions of these rules that are encoded in the current 
formuiatioa 

TSAR offers several options for managing aircraft resources. Initially, aircraft 
may fall into three different categories: aircraft assigned to xn operating base, aircraft in 
a theater reserve of "filler" aircraft, and replacement aircraft in CONUS. If the user 
designates a pool of "filler” aircraft, they may be used to offset degradations due to lost 
and damaged aircraft, as well as aircraft with excessive maintenance requirements and 
those that have been withdrawn to a rear base for maintenance. These fillers may be 
used in addition to cr instead of a reserve of aircraft in CONUS for replacing losses. The 
user is provided with several options on how these aircraft are used and managed; these 
options are discussed fully in connection with CT3/2 in Sec. XIX. When specified, 
replacement aircraft are used exclusively for aircraft lost in combat or from the effects of 
air attack, or have been so badly damaged they must be salvaged. If the user specifies 



-150- 


that both fillers and replacement aircraft are available at the beginning of the simulation, 
the losses will be replaced with a filler and the replacement will join the filler pool when 
it arrives >n the theater if it is not then needed at the operating base. 

During the simulation, decisions governing the diversion ana transfer of aircraft 
and the assignment of sortie demands when a base has not been specified are based on 
the estimates of the sortie generation capabilities at the airbases that are developed each 
evening in the B ASCAP (base capabilities) subroutine. Aircraft that must be diverted 
from their assigned recovery base are sent to the base that has an open runway and the 
highest sortie generation capability per available aircraft. Such aircraft operate at the 
alternative location until the runway at their parent base has been reopened and the 
base’s sortie generation capability per available aircraft is within a specified percentage 
(MULTI1 on CT4/2) of the capability at the alternative base. 

On certain occasions an aircraft may have to recover on an airbase that does not 
normally support that aircraft type and would not have the types of resources needed to 
carry out all the normal maintenance. Since TSAR does not currently have provisions to 
simulate the transfer of people or equipment between bases to fix such aircraft, it is 
necessary to ignore such requirements to avoid stranding aircraft unrealistically. This is 
done by omitting the shops and tasks (including ABDR) from the appropriate CT29 cards 
so that unperfonmable tasks caimot be designated, and by specifying on CT17/12 the 
base/aircraft-type pairs for which deferred maintenance should not be initiated, but 
retained until the aircraft has recovered at an appropriate base. For those aircraft that 
would not be launched on a combat mission from such diversion bases, TSAR checks 
every two hours to return such aircraft to their parent bases when conditions permit. 

At this time all ether theater resource management rules, or algorithms, are 
collected for convenience in subroutines CONTRL (control), OBTAIN, REALLO, and 
REPRTY (repair priority). If it were desired to substantially expand these sections, 
additional subordinate routines could be readily appended. The algorithms now encoded 
deal with the following five resource allocation decisions: 

1. Disposition of serviceable spare parts repaired at an operating base, 

2. Periodic review and reallocation of ground personnel, equipment, and 
aircraft spares among the operating bases. 



3. Acquisition of a spare part by an operating base, 

4. Disposition of serviceable spares at a CIRF, and 

5. Choice among repairs waiting at a CIRF. 

In several instances the user may select from alternative sets of rules for these 
kinds of decisions. The choices vary in both complexity and required processing; 
unfortunately, there is a tendency for the more complex, often more efficient rules to 
require the greater amount of processing, hence to absorb greater computer resources. 

The sets of decision rules that apply for any particular simulation are dictated by 
the initial value of the control variables SHPREP (CT2/?.) and CMODE (CT1). When 
SHPREF is initia’ized, parts repaired at an operating base are not automatically replaced 
in stock or sent to the b tse where they were removed from an aircraft. Rather, a check is 
first made to sec if the newly repaired part would reduce tire number of NORS aircraft at 
the base where it was repaired—that is, whether (NORS Aircraft - Aircraft Missing Part) 
is less than SHPREP at that base; if so, it is retained on base. If not, all bases are 
checked and the part is sent to the base with the greatest need. Newly repaired parts are 
always considered for shipment when SHPREP is large. 

The user’s choice for CMODE defines the three internal control variables 
CTHEA, CCIRF, and SHOPRY, since CMODE = 100 x CTHEA + 10 x CCIRF + 
SHOPRY. CTHEA controls the classes of resources that are periodically reviewed and 
reallocated; CCIRF controls the treatment of an operating base’s demand for a spare part 
and the disposition of newly repaired or newly acquired parts at a CIRF; SHOPRY 
controls the selection from among the parts waiting for repair at a CIRF. 

The decisions ana the bases for those decisions that are controlled by these three 
variables are outlined below. Although each set of algorithms acts independently in the 
manner to be outlined, there are instances in which one rule may be overridden or 
negated by another. An obvious example occurs when a CIRF is directed to ship all 
newly repaired or newly acquired spares to one of the operating bases and the operating 
bases arc directed to order a part from central supply at die CIRF; such requests will 
always go unfilled if all parts have been shipped as soon as they become available. It is 
important to be av- are of the effect of one's choices for the various control variables and 
of their possible interactions. 


-152- 


1. MANAGEMENT OF FILLERS, AIRCRAFT REALLOCATION, 

AND DIVERSION 

TSAR options for managing tire theater’s aircraft resources are designed to 
simulate various decisions that theater managers would, In certain circumstances, make 
to reduce aircra.t vulnerability to air attack or to enhance the sortie generation potential 
of them aircraft force. Included would be the replacement of lost aircraft, the insertion of 
reserve aircraft to offset aircraft immobilized by the need for extended maintenance, 
transfer of aircraft to dispersed operating bases, and various work-leveling decisions. 
Such situations could arise whenever air attacks arc imminent or bases suffer 
disproportionate losses of support resources or aircraft, or when closed runways force 
aircraft to divert. 

Management of Fii'er Aircraft 

A pool of filler aircraft may be defined foi the theater and used to offset the 
degradations due '.c lost or damaged aircraft, as well as aircraft with excessive 
maintenance requirements. This pool may be used in addition to, or instead cf. a reserve 
of aircraft in CONUS. It is assumed that an aircrew is available for each aircraft in the 
pool. The control variables FILLAC, MAXMNT, and FLEVEL (CT3/?.) provide options 
as to how these aircraft arc used and managed. 

The value for FILLAC defines the circumstances under which a filler aircraft is 
assigned to an operating base The five conditions arc: 


FILLAC Corditioas for Filler Usage 

1 An aircraft is lost in air operations, or airbase attack. 

2 An aircraft is lost, or is transferred to a rear base 
for battle damage repair. 

3 An aircraft is lost, or is transferred to a rear base 
for maintenance, including damage. 

4 As in 2, or when the expected repair time for an 
on-base battle-damaged aircraft exceeds MAXMNT, aid 
the FLEVEL conditions arc met (sec below), 

i As in 3, or when the expected maintenance time for an 
on-base arcrnlf exceeds MAXMNT and the FLEVEL 
conditions arc met. 









Whenever a filler aircraft is assigned to a combat unit to replace a combat loss, a 
replacement is ordered from CONUS, if stipulated by the replacement policies prescribed 
with the CT33. 

The value of FLEVEL affects the decision to augment on-base aircraft and 
controls the disposition of both aircraft repaired at a rear base and aircraft transferred 
from CONUS to the filler pool. To requisition an augmented aircraft, or to return aircraft 
from the rear, it is necessary that the current number of on-base aircraft, be less than the 
quantity designated by the value of FLEVEL. Those quantities arc: 


FLEVEL 


0 

Number of aircraft less than the initial number of 
assigned aircraft. 

1 

Number cf r.on-battle-damaged aircraft less than the 
initial number of assigned aircraft. 

2 

Number of aircraft less than the base’s shelter capacity. 

3 

Number of non-battlc-cam3ged aircraft less than the 
base’s shelter capacity. 


When these conditions are not met, aircraft newly repaired at a rear base and 
aircraft that have arrived from CONUS are consigned to the pool of filler aircraft. 

Computing Sortie Generation Forecasts to Support Aircraft 
Management Decisions 

The basic evidence needed to assign sooie demands to ?jit>ases, or to reallocate 
aircraft among airbases, are forecasts of each base's capability to generate sorties of 
different kinds with the different aircraft types. Naturally, one cannot expect to obtain 
such forecasts with anything like the accuracy achieved in the simulation proper, but that 
simulation can indicate only the sorties that h;vc been flown djring a previous period for 
a particular set of aircraft and flight demands To obtain more genera! estimates, a 
procedure has been incorporated imoTS/*R that provides approximate assessments of 
the airbase capabilities thut are used to support such decisions. The forecasts developed 
with this procedure are updated daily and arc derived so as to capture the effects of 
resource shortages that result from either consumption or base damage. 




SttfWTK 











-154- 


The substantial processing required to develop these forecasts is conducted only 
when the user has initialized the control variable STATE (CT4/2) greater than zero. 
There are two steps in the procedure: The first is conducted at program initialization and 
generates tire expected resource requirements per sortie for each type of aircraft on each 
mission type. These requirements include the expected manhours for each type of 
personnel, the expected utilization of each kind of support equipment, part, and 
munitions, and the likelihood that any of the shop facilities will be required. These 
computations are carried out in subroudnes RREQTS and REQTS1. 

The second step of the procedure is to contrast, for each type of resource, the on- 
base assets with the pc-sortic requirements. Taking the quotient as the constraint 
imposed on sorties by each type of resource, the basic procedure is to determine the 
lowei bourd of all such constraints for each type of aircraft and each type of mission. 
The calculations are carried out daily at 1930 just before the sortie demand data arc read 
in and scheduled, and demands witnout a base specified must be allocated; the logic is in 
subroutine BASCAP and is called from MANAGE. 

The actual computations in subroutine BASCAP are somewhat more complicated 
than just outlined for several reasons. For the mission-dependent munitions, the 
calculation takes into account whatever lower-priority combat loads could be loaded as 
well as the preferred SCL; and for parts, the forecast is modified to account for the 
serviceable items tnai would be expected to be generated by parts repair. Furthermore, 
three different forecasts are derived: The first forecast is made without regard to the 
number of aircraft on base; the second forecast introduces the additional constraint that 
no more than N x S sorties may be flown, where N is the number of aircraft of the type 
considered that do not have mission-critical "holes," and S is the maximum number of 
sorties that an aircraft could be flown between 0500 and ENDAY. 

The third forecast provides an approximate accounting for other aircraft types that 
may be on base and that have common resource demands. The base’s capability to 
generate sorties with each type of aircraft is determined by dividing the level of available 
assets by the aggregate demand of all aircraft types for each kind cf resource (where the 
demands arc weighted by the number of aircraft of each type). 

These three forecasts art stored in the CANTLY array for each base, each aircraft 
type, and each type of mission. In addition, the value of the second forecast, for the 
mission with the highest estimated sortie potential, is stored in the SORCAP array for 









-155- 


each base and aircraft type. The data in these arrays provide die basis for the various 
aircraft management decisions during the ensuing 24-hour period. 

2. PERIODIC REVIEW AND REALLOCATION OF RESOURCES 

The available numbers of ground personnel, support equipment, and serviceable 
aircraft parts may be reviewed periodically in subroutine REALLO, and actions will be 
taken to redress serious imbalances that are noted. The nature and timing of these 
reviews are controlled by CTHEA and the user’s choice for C4TM and C4INT (both on 
CT4/1). The first review occurs at the hour C4TM of the simulation, and subsequent 
reviews are at intervals of C4INT hours. The delayed and imperfect status data reported 
to the theater manager by the theater communications system arc used in these reviews. 
The particular classes of resources reviewed at those times are dictated by the value of 
CTHEA shown in Table 6. 

Ground Personnel 

For each type of personnel, we first establish which base’s staff has the largest and 
the smallest proportion of their nominal complement (adjusted for the actual aircraft on 
base and the numtrers of sorties flown in the last two days); and then send 20 percent of 
that type of personnel from the best-staffed base to the worst, when certain conditions are 
met. 


1. The gaining base has less than 75 |>crcent of its nominal requirement. 

2. The losing base has more than half its nominal requirement, and 

3. The losing base has over twice as many staff members per aircraft as the 
gaining base. 

The adjustment of the "nominal personnel complement" uses a hybrid proxy tor current 
demand that takes into account the actual number of aircraft on hand and the number of 
sorties actually flown ir. the last two days. 

AGE and Equipment 

The logic applied to each type of AGE and equipment at each base is identical to 
that used for reallocating ground personnel. 



-156- 


I 


Table 6 


PERIODIC THEATER-WIDE RESOURCE CHECKS 


Cl HE A 

Personnel 

AGE 

Parts 

0 

1 

— 

— 

X 

2 

— 

X 

X 

3 

X 

— 

X 

4 

X 

X 

X 

5 

X 

X 

— 

6 

— 

X 

— 

7 

X 

— 

— 


Alrc'a.'t Parts 

When parts are reviewed, a check is made on whether there are more parts of each 
type in the central supply (i.e., a: the CIRF) than were specified to be held in reserve (by 
the user’s initialization of the nominal or "target" level at the CIRF with CT23). If there 
are, a check is made as to which base has the greatest need; and the parts are shipped, 
one at a time, until the surplus is exhausted. 

To determine which base is to receive a part, the operating bases are each checked 
and the total number of assets of that type of pan on each base is determined by summing 
the serviceable items, those enroute, and the reparebles when the base’s repair shop is 
functioning. That number is then reduced by the number of aircraft needing that part on 
that base. At this point two alternate logics are used, depending upon whether the control 
variable STATE (CT4/2) is zero or not. If STATE is zero, the asset count, when 
positive, is divided by the base's nominal allotment of that part (adjusted by a hybrid 
proxy for demand that involves the current number of aircraft on base and the numbers 
of sorties flown in the last two days); if negative, the result is multiplied by nominal part 
requirement. If STATE is not zero, the asset count is further reduced by expected on- 
base demands for that part during the time that a part would need to be in transit; that 
estimate is based on the requirement per-sortie data and the base’s current sortie 
generation potential. For either value of STATE the final result is interpreted as the 
relative availability of that part type on that base, and a part is shipped to that base with 
the numerically lowest value of relative availability. This process is repeated until there 
are no parrs of that type at ihc CIRF in excess of the specified reserve; the whole process 
is then repeated for ihe next type of part. 






-157- 


3. ACQUISITION OF SPARE PARTS 

Whenever an aircraft "hole" is reported, that aircraft’s operating base may under 
certain conditions request and, if other conditions are fulfilled, obtain a spare part from 
another operating base or from the theater’s central supply. The procedures used are 
controlled by tire value of CCIRF, which also controls the rules governing the disposition 
of newly repaired and newly acquired parts at the CERF. The procedures adopted are as 
shown in Table 7. 

The procedure and conditions that govern the four different responses to a base 
request follow: 

a. When CCIRF = 1, a simple mode of lateral resupply is simulated. Whenever 
a "hole" is reported, the bases that the user has specified (a maximum of 14 
using CT23/74) are checked one by one in numerical order, and the first base 
that fills the specified conditions ships a part to the requesting base. Those 
conditions are, first, that the number of reparables minus the number of 
"holes” at the requesting base is less than the value of ORDER2 (CT3/1), and 
second that either the donating base has at least two serviceable parts, or ‘he 
donating base’s adjusted stock requirement—i.e., (Nominal Stock Level) x 
(Current Number of Aircraft plus a third of yesterday and today’s sorties) 
divided by (Nominal Number of Aircraft)—is less than one-quarter of a part. 
As the value of ORDER2 (CT2/1) varies from a positive integer to zero to a 
negative integer, the policy for requesting lateral resupply can be varied 
from very liberal to very strict 

b. When CCIRF = 2, the procedures parallel those for CCIRF = 1, except that 
all bases are checked and the base with the largest number of serviceable 
parts is chosen; if the donating base has only one serviceable part, the current 
value of its nominal stock level must again be less than one-quarter of a part. 

c. For values of CCIRF greater than 2, the first action taken by the ordering 
base is to check whether the theater’s central supply has a pan that may be 
shipped. If so, it is shipped if the requesting base fulfills the following 
condition: The sum of the ordering base's number of reparables, plus the 
number of serviccables already enroute from the central supply, minus the 
number of "holes" in aircraft at that base must be less than the value of 




-158- 


Table 7 

ACQUISITION OF SPARE PARTS 


CCIRF 

Base Requests for Pans 

CIRF Disposal Policy 

0 

No response 

Return to sender 

1 

Filled by first base fulfilling 
conditions 

Return to sender 

2 

Filled by base best fulfilling 
conditions 

Return to sender 

3 

Filled by CIRF when conditions 
permit; otherwise .same as 1 

Retained in stock 

4 

Filled by CIRF when conditions 
permit; otherwise same as 2 

Retained in stock 

5 

Filled by CIRF when conditions 
permit; otherwise same as 1 

Send to base with the most 
NMCS aircraft 

6 

Filled by CIRF when conditions 
permit; otnerwise same as 2 

Same as 5 

i 

Same as 3 

Send to base with most NMCS 
aircraft if in excess of 
required reserve 

8 

Same as 4 

Same as 7 

9 

Filled by CIRF when conditions 
permit; otherwise CIRF directs 
lateral resupply 

Same as 7 


ORDER1. Again, a negative value of ORDER1 defines a strict lateral 
resupply policy, under which parts can be requested only when the number 
of outstanding "holes" exceeds the tangible assets by the specified (negative) 
level. 

If a part is not shipped by the CIRF, the requesting bar-’ then attempts to 
obtain a part from an operating base by a lateral resupply action. For CCIRF 
= 3,5, and 7, the same procedure is used as when CCIRF = !. For CCIRF = 
4, 6, and 8, the procedure is that used when CCIRF = 2. 
d. When a pan cannot be shipped by the CIRF and CCIRF - 9, the central 
manager checks the other operating bases to determine which can best afford 
to ship a pan to the requesting base. This check of the other bases is based 
on the status information as reported through the theater reporting system. 



-159- 


To select the donor base the following ratio is computed for all other bases: 
(available parts plus enroute parts) aivided by (the current level of the 
nominal base requirement). The base with the largest value for this ratio is 
directed to ship a part to the requesting base, if that value is greater than 
one-quarter. If it is not, but there are at least two serviceable parts at that 
base, one is shipped. 

4. DISPOSITION OF NF.WLY REPAIRED OR NEWLY ACQUIRED PARTS 
AT A CENTRAL SUPPLY POINT 

For CCIRF = 0, 1, and 2, newly repaired parts are returned to the base where the 
reparable was generated; newly acquired parts are placed into the local stock. For 
CCIRF = 3 and 4, all such serviceables are placed into stock at the CIPF and are only 
shipped in response to a base demand. 

For CCIRF 5 and 6, the bases are checked to see which bases, if any, need the part 
to satisfy a demand; a newly repaired part is sent to that base with the lowest value of 
[serviceables + reparables + enroute - holes] multiplied by the bases' current demand 
proxy, if that value is negative. For CCIRF = 7, 8, and 9, any newly acquired part that is 
in excess of the central supply’s stipulated reserve is shipped to the mest needy base. 

That determination is made in the same manner outlined in conjunction with periodic 
resource reallocations; that is, it is sent to that base with lowest ratio of (serviceables + 
reparables + enroute - "holes") divided by the base’s current demand proxy (or, for a 
negative sum multiplied by that requirement). These calculations arc based upon the 
status information reported by the theater reporting system when STATE has been 
initialized. 


5. REPAIR PRIORITY DETERMINATION AT A CIRF 

When broken parts must wait to be repaired at an operating base, their position in 
the appropriate shop’s wait queue is based upon the local supply and demand, when the 
control variable ORD'<VT (CT3/1) has been initialized as unity, as outlined in Sec. VI.3. 
At a cen' ■alized repair facility a similar procedure is used, adjusted to account for the 
lack of local demand as ; uch. 

Whenever a reparable concludes the administrative delay at a CIRF and must wait 
to be repaired, ; t is ordered FIFO (first-in, fir;t-out) if ORDWT is zero, or by ascending 








-160- 


values of the quantity RANK (i.e., items with low values receive priority over those with 
high values) when ORDWT = 1: 

The quantity RANK is defined as: 

RANK = - (100 + IMPORT) x VALUE when VALUE > 0 
and 

RANK - - VALUE x MTBF when VALUE < 0 

where 

VALUE = 2 x (HOLES - SERVICables) - ENROUT 
summed across all bases for the part in question, 

MTBF is the mean time between failures (expressed in sorties), 
and 

IMPORT is a measure of a part’s relative importance. 

The values used to compute VALUE are the then-current values at each base if 
theater communications are not being simulated; if they are, the data available to the 
theater manager (Sec. X.4) are used for the computation. 

The factor IMPORT is a proxy for the importance of a particular type of part to 
the missions that can be flown by whichever types of aircraft use the part. 1 When 
SHOPRY = 1, IMPORT is simply the number of mission types for which the part is 
essential, divided by the total number of mission typos that can be assigned to the aircraft 
types that use the part. When SHOPRY = 2, the proxy IMPORT is an estimate of the 
number of critical "holes" that would be generated in the average CIRF-BASE 
transportation time, at the current sortie demand rate. 

The effect of this prioritization scheme is to work cn the parts that have created 
the largest number of "holes,” with the part with the larger IMPORT getting priority if 
the numbers of HOLES are the same for two pan types. For parts that have not yet 
generated any HOLES, the pan most likely to cause a HOLE (i.e., least value cf- 
VALUE x MTBF) gets the best priority. 

’The PRTCRT array is generated during initialization: For each part, each entry in 
this array contains, in packed form, a record of which aircraft types use that type of part, 
and which of that aircraft’s missions require that part. The relative importance of a 
particular part, as used above, is defined as the sum of (number of mission types for 
which the part is required) divided by (number of mission types that can be flown) for the 
several types of aircraft using the part 


- 161 - 


Since the prioritization for the pans will eventually become out-of-date due to the 
unpredictability of failures and repairs, all parts and equipments in the wait queue at each 
shop at the CIRF (as well as at the operating bases) are isprioritized twice a day, at 5:30 
AM and 17:30 PM, starting on day 3. Furthermore, for those parts for which it is known 
that the required number of people, or the needed equipment, are not on base, RANK is 
set to 32750. And if the repair requires an AIS tray that is not functioning, RANK is set 
to 32600. Then, as repairs are checked, the search through the queue is stopped if the 
RANK is as large as 32600, or after 100 parts have been checked if the RANK is as great 
as 1000. 

6. USE OF THE THEATER PARTS REPAIR FACILITY AS A BACKUP 

The concept of a CIRF as described previously is an integral part of the spare 
parts logistics structure for the theater. The algorithms (Sec. VI) that are used to 
generate base stocks of spare parts distribute the appropriate numbers of LRUs to the 
operating bases. However, the SRUs are distributed both to the CIRF and operating 
bases, taking into account the proportions of the LRUs that will be repaired onbase and at 
the CIRF (as implied by their respective NRTS rates). In addition, these algorithms place 
the numbers cf LRUs and SRUs in the CONUS-theater and intratheater pipelines, as 
would be expected on the basis of the stipulated peacetime flying program and the user- 
specified logistics structure. 

Another role for an off-base parts repair facility in the theater could be as a 
backuD, to handle repairs when a base has lost its planned capabilities, or did not receive 
key equipments scheduled for shipment from CONUS. In addition to the men and 
specialized equipments required for such an operation, some quantities of SRUs would 
also be required to permit the LRUs that are sent back from the operating bases to be 
repaired. But in these circumstances, TSAR's automatic parts generation (and 
distribution) algorithms would not provide SRUs for the backup facility. Stocks, in 
addition to these "procured" for the operating bases could be provided, of course, using 
CT23. Another option is made available by initializing the control variable TSAR to 3. 
When this is done, all operations are the same as for TSAR = 2, except that provisions 
are made to permit the repair facility to acquire SRUs from operating bases. For 
situations in which an operating base ships an LRU to the facility for repair, and knows 
which SRU is faulty, the appropriate SRU is added to the shipment. In other 


-t . *■ * 




■ • 





- 162 - 


circumstances in which an SRU is required at the facility, and none are in stock, enroute, 
or being repaired at the facility, the theater manager has one shipped from the base best 
able to supply it. 







/ 


X!I. DATA INPUT 


The first step of the input process is to define the dimensions of the storage arrays 
and to zero out their storage locations; this is the primary function of subroutines DsTT, 
INITO, and INITl. Subroutine INIT also explains how TSAR may be redimensicned to 
tailor it to the programmer’s special requirements simply by changing the appropriate 
values in the several PARAMETER statements. Subroutine INIT also includes copies of 
the 33 primary sets of labeled COMMON, a list of the arrays that are found in 
COMMON, and data, clarifying which array dimensions may be modified. 

The second step in tire input process is to read the input data provided by CT1 
through CT49, using subroutine INPUT, INPUTA, INPUTS, INPUTC, ar.d INPUTD. 
Base-specific data stored in individual datasets are entered using subroutine BEDOWN. 
The definitions, formats, and procedures for entering these data are outlined at length in 
Sec. XIX in Vol. II. The user has considerable latitude as to what is to be included; 
many portions of TSAR may be inactivated simply by omitting a card or by providing a 
null entry for certain data. 

This input process has many built- in checks; but because not all possible user 
errors have been anticipated, the user should adhere precisely to the instructions. Most 
input cards are screened by subroutine TESTER, which will catch a variety of common 
errors; the meaning of the errors caught by TESTER must be inferred by reference to the 
source code for that subroutine. 

Subroutine INPUT calls on subroutine INPUTD to read airbase attack data and 
airbase damage data and to organize the attack times in a heap. The INPUTD subroutine 
is designed so that these data may either be input directly -with the TSAR data deck or 
read from disk, where they have been stored by the companion model TSARINA, which 
computes the required damage and chemical contamination data from a description of the 
attacks and the location of resources among the various airbase facilities. 

In addition to simply storing data, subroutine INPUT, assisted by subroutines 
REVIEW, AUDIT, and WRAPUP, carries out many data organization and initialization 
tasks, and performs additional tests on the completeness and internal consistency of the 
data. The initialization process also arranges resource shipments from CONUS in a 
time-ordered queue and computes the entries for the SHPTSK (shop tasks) array. Any 








•164- 


errors detected that are considered "fatal" for execution are explained by an error 
message that begins with an exclamation mark "!" and execution is terminated after 
initializing; this permits such messages to be readily located with a system editor, since 
this usage is unique. Anomalies in the data that would rarely be introduced intentionally, 
but are not considered fatal, are denoted with the word "warning" in the error messages. 

The user has two options for obtaining a record of the input data: To simply echo 
input data as it is entered, the user places a "1" in column N of the first input card, if Card 
Type #N is to be listed; if the Type #N Card has subtypes, all are listed. The other option 
lists the data after they are stored and after the various special initialization a dons have 
been carried out; this option is requested with the special card that precedes the sortie 
demand data; again a "1" is placed in column N if the dam read with Card Type #N is to 
be reproduced (tins option is not functional for all Card Types). The subroutine INLIST 
and the support routines LIST1, LIST2, LIST3, LIST4, and LIST5 respond to these 
demands. The user should note that the data are printed directly from storage and that 
they frequently have been dified or "packed” differently tnan when they were input. 
The definitions provided for each array in App. C of Vol. Ill will permit the user to 
interpret these listings. 

The last steps in the input procedure are managed with subroutines INITIZ and 
TRIALS. The pointers identifying the available space in the several dynamic storage 
arrays are initialized in INITIZ. Tne last step in subroutine INITIZ is to list the starns of 
personnel substitutability at each airbase. 

Initialization is completed by subroutine TRIALS. Subroutine ICHECK is called 
first to initialize the PARTRQ array, provision battle damage spares, estimate the MRBF 
for each part, and generate a record of the shops that borrow personnel and equipment 
from other shops. Then subroutine RREQTS is called to compute the expected 
requirements for personnel, equipment, munitions, and shop facilities for e3ch type of 
mission and each type of aircraft when the control variable STATE has been initialized 
to a value greater than zero. These estimates are used subsequently in subroutine 
BASCAP to provide daily projections of each base’s sortie generation capabilities. 

When the user has elected to let TSAR initialize the parts data and the parts 
pipeline to the depot, as outlined in Sec. VI. 1, subrou'me COMPRT (compute parts) is 
also called by TRIALS. When this option is chosen, the user must first have stipulated 
certain base characteristics and the NRTS policies for each part and each type of base 






-165- 


(using special versions of CT23). Subroutine COMPRT manages subroutines IPARTS 
and IPART2, which compute the total numbers of each type of part for each type of base; 
POS plus BLSS are derived for in-place units and a WRSK kit is created for units that 
are deployed to the heater. Listings of the results of these computations and of the 
pipeline contents are controlled by PPRINT. 

Subroutine AVGTME (average times) is called to compute the average time that 
each aircraft maintenance shop can be expected to spend on on-equipment tasks and off- 
equipment repair jobs for each type of aircraft, when base resources are unlimited. 

These estimates take into account the likelihood that the different tasks will arise, parts 
will be broken, and the parts will not be condemned or shipped to another base for repair. 
When the control variable STATE has been initialized to a value greater than zero, 
subroutine B ASCAP is called from TRIALS to generate the initial forecast of each 
base’s sortie generation capabilities. These approximate sortie projections arc derived by 
comparing the average resource demands for each type of mission and each type of 
aircraft with the available quantities of those resources at each base, as outlined at the 
beginning of this section. These forecasts arc subsequently updated each evening at 
1930 and are used with a variety of algorithms concerned with managing aircraft 
assignments and transferring aircraft from base to base. 

If theater resource reports are to be transmitted during die simulation, TRIALS 
next calls subroutine STATUS to initialize the theater manager’s data base with up-to- 
date and complete information regarding the resources that will be managed. The 
intratheatcr shipping schedule queue is organized next. 

The next step in TRIALS is to input the initial set of sortie demand data. This is 
done by calling the entry point DAYONE in subroutine RF.ADFT (read flight data). As 
explained at greater length in Sec. VII. 1, these data can be replaced or modified each day 
at 1945 or, if the flights are periodic, they may be used to control the demand for sorties 
for several days or throughout the simulation. Finally, the heap in the array PERIOD 
(periodic and scheduled tasks) is initialized in subroutine MANAG. 

The input procedure up to this point has been primarily concerned with acquiring, 
checking, and manipulating the data that describe the various tasks and the initial 
resource levels and schedules, and with initializing various queues and heaps. The initial 
status of the aircraft and the maintenance shops is established with CT41 and CT42; and 
when parts are initialized automatically, NMCS aircraft may be generated to provide 



-166- 


sufficient pans to stock the pipelines. If only CT4! is used, it is presumed that for the 
situation being simulated there has been an opportunity to work off ah unscheduled 
maintenance tasks except for NMCS aircraft, and to upload the aircraft for the designated 
types of missions at the beginning of the simulation. Similarly, the pans stockage 
generation option presumes that all on-base pans are serviceable. Thus, the vatious 
shops are inactive and no jobs have been interrupted or arc waiting. 

To reflect a situation in which aircraft maintenance tasks remain to be completed 
and various parts are being repaired or are waiting to be repaired, subroutine ZSHGPS is 
called by subroutine TRIALS. This modification of the initial conditions is controlled by 
the several CT42 cards, where 'he aircraft mair.'-'-iance that is outstanding may be 
expressed by a ’.h.rv-pr.T distribution for each type of aircraft at each base. Thus, one 
might specify the. pmcem. c r aircraft Type #2 at Base #3 has two tasks outstanding, 30 
percent hw/o three ta.A'. and ' 0 petccnt have five tasks. Subroutine ZSHQPS selects the 
required tasks A random. eon .intent with their nominal probability of occurrence, and 
computes the time remaining as a random fraction of the normal task time. If parts repair 
jobs are specified on CT42/1. the appropriate numbers are selected and placed in the 
administrative delay queue or in an «..• process emus by an equivalent random process. 
Other CT42 cards may be u<cd tr, pm'.' .ul.u- numbers of aircraft that, require 

particular maintenance tasks, nr parbeu: v types of pans and equipments that arc 
undergoing repair. 

The default air crew stares (es:V. m subroutine INPUTA) is that all air 
crews will be available for assignment at any time after 0015 on the first day. 

When all phases of the initialization process arc completed the simulation begins, 
unless program execution is terminated because VERIFY was set to 2 by the user or by 
the program as a result of fatal input errors that TSAR detected. 




wsamwr 








-167- 


X!ii. SIMULATION CONTROL 


The MAIN routine initiates and concludes the simulation but delegates the control 
of the three main phases—input, simulation, and output—to subordinate routines. Input 
has been discussed, 2 nd printout of the final results is controlled by subroutine OUTPUT. 
Control for the simulation proper is parsed first to subroutine TRIALS, which is 
responsible for the last portions of the initialization process and for running the 
simulation the designated number of trials. TRIALS manages the storage cf the initial 
conditions for the first trial, for regenerating zero-time shop activities, and, when spares 
stocks are computed internally, lor recomputing the initial spares for each trial. Control 
is passed by T RIALS 10 subroutine MANAGE, which exercises primary control 
throughout each trial of the simulation. 

The basic task performed by subroutine MANAGE is to examine the earliest event 
that will occur in each of ten separate groups of events and to determine which of these 
ten is to occur next. Simulated time is then advanced to that time, and control is 
transferred to the appropriate subroutine for processing that event. 

If the next event in each of two or more of these ten groups of events is to occur at 
the same rime, the first event examined is processed first. The order in whrch the groups 
are examined is: 

1. Completion cf civil engineering reconstruction jobs 

2. Completion of on-equipment aircraft maintenance tasks 

?. Completion of parts repair and equipment repair jobs 

4. Periodic and user-scheduled events 

5. Completion of aircraft delays (sorties and preflight o'clay) 

6 Initiation of aircraft maintenance ar end of postfiight delays 

7. Aircraft sortie launch events 

8. Compaction of munitions assembly jobs 

9 Completion of personnel res; periods 

10. Arrival of resupply shipments 


-168- 


This order has been established primarily with a view to minimizing unnecessary pro¬ 
cessing. Thus, shop reconstruction is checked before maintenance personnel are 
released, so that parts repairs that are awaiting initiation would not need to be checked 
twice. And on-equipment t 2 sks and aircraft delays are completed before flights are 
checked so that aircraft that are becoming available for launch are so designated at 
launch time. 

When USECW = 0 (i.e., the chemical warfare features are not in use), control is 
transferred to BSEREP, RUNAC, RUNSHP, and DOBILD for the first, second, third, 
and eighth groups, respectively; when the CW features are being used, control is initially 
transferred to STOPIT, where -he effects of the special ensembles and chemical 
contamination on the personnel arc checked before control is transferred to the same four 
subroutines to complete the action. Control is transferred to FLIGHT and DOSHIP for 
the seventh and tenth groups and to STARTM when the postfiigh* delay is completed; for 
the fourth and firth groups the nature of the event or delay determines which subroutine 
takes control; subroutine MANAGE transfers control to the appropriate location. Control 
is transferred to LETGO to release personnel that have had to rest and to check where 
they may be needed. 

Many of the user-defined management control variables may be changed during 
the simulation. The timing for such changes is specified in the input data using CT49 
cards or may be selected endogenously, thus providing a form of dynamic adaptive 
control. Subroutines ADAPT ana MODIFY provide for the management of the user- 
supplied logic that controls such adaptive behavior. 

When processing has been completed by the subordinate routine(s) : control is 
returned to subroutine MANAGE and the next earliest event is selected. The entire 
simulation proceeds in this manner until the user-stipulated simulation length is 
exceeded, at which time MANAGE returns control to TRIALS to print the triad results 
and to initiate tile next trial, or to print the overall results of the several trials. 

The MODIFY subroutine is used to change the value of various TSAR control 
variables in response to endogenous and exogenous requests for change; the capability 
for generating endogenous changes in various factors provides a primitive form of 
adaptive behavior. Although no current use is made of this potential in the TSAR code, 
the structure is fully available in subroutines ADAPT and MODIFY. To date, the 


-169- 


primary use of subroutine MODIFY has been for exogenous changes at specified times: 
the CT49 cards currently provide the mechanism for manipulating many of the variables 
in this way, and many more could easily be added as desired. The change mechanisms 
that currently aie available with CT49 are listed in Table 8. 

The standard CT49 format is composed of several groups of three five-column 
fields, the day and hour for the change that is to be made is entered in the first field. The 
entry in the second field combines the Type Number for the change to be made, and part 
of the description of that change; the tff rd field provides the remainder of the change 
description. The data in the second field can be thought of as being composed of TYPE 
x 100 plus NUM, and the data in the third field (labeled VALUE on the card format) is 
frequently interpreted as VI x 10C0 plus V2. (In those cases where only a single value is 
called for, it should be right-justified in the VALUE field.) In the explanations given 
below of tire various types of changes that are currently available in subroutine 
MODIFY, we will refer to the several variables TYPE, NUM, VALUE, VI, and V2. 

All values entered with Cf49 should be entered in exactly the same units as are 
specified at the normal locaiion for entering the value for these factors; i.e., in hours, in 
minutes, in hours and minutes, in TTU, or in whatever units are normally appropriate. 

Space remains to define change in Types #10, 413 through #18, and #32 through 
#40; furthermore, additional space could easily be added to accommodate more user- 
designed types of changes. 






-170- 


Table 8 

CHANGES AVAILABLE FOR TSAR CONTROL VARIABLES 


Value 


Type 

Hum 

(VI 

V2) 

1 

Base 

Task 

Type 

V2 


2 

0 

VI 

V2 


1 


TESTAC 



20 + x 

SPAREX 

3 

1,7 

START 


8,14 

STOP 

4 

1 

PRINT 


2 

PPPJNT 


3 

CPRINT 


4 

RPRINT 


« 

APRINT 


6 

DPRINT 


7 

DOUTIL 


8 

Spare 

5 

1 

SLEEP 


2 

REST 


3 

ENDAY 


4 

LOADTM 


5 

IJjTTOD 

6 

1 

STATFQ 


2 

CANMOD 


3 

EXPED 


4 

FILLAC 

7 

1 

JOBCON 


2 

MNTLhfT 


3 

DOPHAS 


4 

ASSIST 

8 


CMODE 

9 

I 

AUTKPC 


2 

AUTKT 


3 

DELTA 


Description of Change 

V2 is used as a multiplier of the 
original value of the HURRY factor 
for this base and generic task type 
(for the five generic tasks) 

VI is the TEST1 value of TEST used 

. fa' the debug time windows, and V2 
is the number of the trial 

Defines the number of the aircraft 
to trace with special activity 
tests 

Changes the value of SPAR.EX 

Defines the beginning of the seven 
debug time windows (7TU) 

Defines the end for the seven debug 
time windows (TTU) 

Defines new values for key output 
control variables 


Defines new values for key time- 
reiated control variables. Enter 
the changes in the same units that 
were called for originally 

Defines new values for specified 
control variables 


Defines new values for specified 
control variables 


Defines new values for CTHEA, CCIRF, 
and dRFLG (see Sec. XI) 

Redefines the "authorized" collapse 
probability 

Redefines the limiting rectal temperature 

Redefines DELTA in degrees Centigrade 
(xl 00) 


-171- 


Table 8—continueu 


Value 


Type 

Num 

(VI 

V2) 

Description of Qiange 

11 

12 

NUM 


SCROLL 

SCROL1 

Since SCROLL defines the las! day 
to display the special "scio’J" 
output, this change can be used to 
start the "scroll" when the change 
is effective and to then stop it 
after SCROLL days 

Defines the number of the first 

19 

BASE 


wx# 

aircraft to be listed in the 
"scroll' (SCROL1), and the number 
of aircraft to list (NUM) 

Changes the meteorological conditions 

20 

CRIT 


Task Number 

(CWATTK(53 ASE)) to WX# 

Defines a new value of task 

21 

NUM 


Task Number 

criticality for an on-equipment 
task 

The task time is changed by NUM TTU 

22 

NUM 


Task Number 

(the sign of the change is the sign 
of the task number) 

The probability of the task is 

23 

NUM 


Task Number 

changed by NUM percent (the sign 
of the change is the sign of the 
task) 

The first team size is changed to 

24 

NUM 


Task Number 

NUM personnel 

The second team size is charged to 

25 

BASE 

1 

V2 

NUM personnel 

Changes the number of flight surfaces 


BASE 

2 

V2 

to be considered for a MOS to V2 
Changes the required length of the 


BASE 

3 

V2 

MOS to IGOx V2 feet 

Changes the required width of the 

26 

BASE 

1 

V2 

MOS to V2 feet 

Changes the minimum posts track 


BASE 

2 

V2 

landing/takeofl delay to V2 

Changes the special maintenance 


BASE 

3 

V2 

delay to V2 

Changes the facility reconstruction 


BASE 

4 

V2 

delay to V2 

Changes the delay prior to RRR to V2 


NA 

5 

V2 

Changes the valise of CEDELY to V2 


NA 

6 

V? 

Changes the value of SHPDLY to V2 





-172- 


Table 8—continued 


Type 

Num 

(VI 

Value 

V2) 

Description of Change 

27 

BASE 

0 

V2 

All values of EXTRAK are changed 
to V2 at BASE 


BASE 

1 

V2 

Changes the value of EXTRAK for 
flight-line personnel to V2 at BASE 


BASE 

2 

V2 

Changes the value of EXTRAK for 
preflight personnel to V2 


BASE 

3 

V2 

Changes the value of EXTRAK for 
backs hop personnel to V2 


BASE 

4 

V2 

Changes the value of EXTRAK for 
munitions assembly personnel to V2 


BASE 

5 

V2 

Changes the value of EXTRAK for 
civil engineering to V2 


BASE 

6 

V2 

Changes the value of EXTRAK for 
off-duty to V2 

28 

BASE 


V2 

Changes the value of the special 
aircraft decontamination switch 
(CWATTK (13,-)] to V2 

29 

1 

ACTYPE 

V2 

Changes the postflight delay time 
to V2 


2 

ACTYPE 

V2 

Changes the preflight delay time 
to V2 


3 

ACTYPE 

V2 

Changes the number of missions that 
an aircraft may be assigned to V2 


4 

ACTYPE 

V2 

Changes the administrative delay 
for transferred aircraft to V2 

30 

TYPE 

1 

V2 

Charges the time for civil 
engineering procedure #Type to V2 
minutes 


TYPE 

2 

V2 

Changes the time function for civil 
engineering procedure <>Type to V2 


TYPE 

3 

V2 

Changes the alternate procedure for 
rivil engineering procedure #Tvpe to 

V2 

31 

ACTYPE x 10 
+ Number 


31 x 100 
+ B2 

Permits 'Change in an aircraft transfer 
directive between base B1 and B2; 
useful for zeroing demand, or changing 
to 9 or less 











-173- 


XIV. SUPPORT SERVICES 


Twenty-four subroutines and 11 minor subroutines and functions support the main 
simulation. Each performs one or more specific functions and many are called upon 
from a variety of different locations. The functioning of each of these support routines is 
described at least briefly in this section. These discussions are ordered alphabetically; 
the subroutines discussed include: 


ASSAY 

BREAK 

CALCLO 

CHECK 


CKTEMP 

CWMOFP 

CWSHIFT 

CWTIME 

ENDAC 

FTIME 

GOREST 

HEAP 

INTRUP 

KILLAC 

LOSSES 

NORRPT 

REDPEO 

RESET 


Evaluates the fatal and nonfatal casualties 

Computes breakrate modifiers for on-equipment tasks when VBREAK is unity 

Establishes the percentage of fatal and nonfatal casualties 

Cheeks on outstanding demands for newly available resources 

that have been released from aircraft maintenance tasks 

and parts repair jobs 

Evaluates temperature rise and fall for work crews in 

a CW environment 

Determines the required MOPP 

Assists SHIFF in checking for heat or toxic casualties 

Estimates permissible task time in CW ensemble 

Eliminates all records associated with an on-base aircraft 

Generates time requirements for civil engineering jobs 

Manages disposition of personnel in a CW environment when they arc released 

Enters and removes items from a heap 

Enters and removes time-ordered items from the interrupted task array 

Eliminates all records for an aircraft that is lost in combat 

Determines the specific number of items lost 

Enters and removes records of aircraft "holes” from the NORQ array 

Reduces or increases the number of ground personnel and 

reorganizes the shift strocturc 

Resets simulation time for a continuous simulation of 

NTRIAL x SLWLTH days duration when EXTEND = 1 

Adjusts the size and activity of the work force when shifts are changed 


SHIFT 






-174-. 


STRTSK Stores and retrieves required and deferred on-equipment tasks 
TRIAGE Determines overall casualty rate and prorates between 
conventional and chemical effects 

TTIME Generates time requirements for aircraft maintenance and 
theater communication delays 

UPDATE Updates the chemical contamination of each monitoring 
point and determines the required MOPP and equilibrium 
temperature 

WAIT Enters and removes time-ordered items from the waiting- task array 

The other 11 service items are summarized briefly a t the end of this 
section. 

SUBROUTINE ASSAY 

This subroutine is an entry point in subroutine TRIAGE. For each group of 
personnel subject to casualties from the same conventional and/or chemical weapons 
effects, this subroutine determines die number of fatalities, the number of nonfatal 
casualties attributed to conventional weapons, and the number of nonfatal casualties 
attributed to chemical weapons effects. This is done by using a Monte Carlo procedure 
applied to the output of TRIAGE for the total percentage of fatalities, and the 
percentages of nonfatal casualties attributed to conventional and to chemical weapons 
effects. The classification of each nonfatal casualty as due either to conventional or to 
chemical effects (but not to loth) is done so that the individual hospitalization times can 
be determined by sampling from the appropriate hospitalization time distribution, which 
is entered with CT43/6. 

SUBROUTINE BREAK 

This subroutine is used when V3REAK is initialized to unity to modify the 
probabilities with which cn-equipment tasks are required as a function of achieved sortie 
rate. Called at the end of each day by subroutine OUTPUT, this subroutine computes the 
sortie rate achieved during the preceding day for each type of aircraft; the estimate is 
given by the total sorties flown by each aircraft type and the total number of such aircraft 
surviving in the theater. The appropriate breakrate modifier is then computed separately 








-175- 


for each shop and each aircraft type on the assumption that the nominal breakrate applies 
for a sortie rate of one per day, and that the actual breakrate falls linearly for each 
additional sortie per day by the percentage specified with CT44. The resultant value is 
stored in the second element of the TSKPR army. 

SUBROUTINE CALCLO 

This subroutine is called by subroudnes GOREST (when a job is stopped, both at 
attack times and between attacks), LETGO (when personnel have completed a rest 
period), COOLOS (at the time of an attack, for personnel who are resting), and SHIFT 
(at shift change time). It sets up the required arguments and then determines the 
percentage fatalities (from combined convendonal and chemical weapon effects), the 
percentage hospitalized from conventional weapon effects, and the percentage 
hospitalized from chemical weapon effects, for groups of personnel subject to the same 
weapon effects. At the time of an attack. It detennir.es the percentage of conventional 
losses (from TSARINA CT40 input), establishes the percentages of fatalities and 
nonfat?! casualties by a call to subroutine CWLOSS, and then calls subroutine TRIAGE 
to establish tne total percentage fatalides (from combined conventional and chemical 
weapon effects), the percentage of nonfatal casualties attributed to conventional 
weapons, and the percentage of nonfatal casualties attributed to chemical weapons. 
Between attacks, calls to this subroutine return the percentage fatalities and the 
percentage nonfatal casualties to cnemical weapons effects during the period of time 
specified as an argument—e.g., the time spent working on a task before resting. 


SUBROUTINE CHECK 

This subroutine is used to check on resource demands that may be outstanding and 
is called whenever resources are released from a previous event or are delivered to a 
base. The five sources for such demands are interrupted, waiting, and deferred on- 
equipment aircraft maintenance tasks and interrupted and waiting parts repair jobs. To 
reduce processing somewhat, the call to tiiis subroutine may specify a shop number, an 
aircraft, a part, a type of personnel, a type of equipment, or any combination. In the 
subsequent search among outstanding demands, no attempt is made to initiate tasks that 
do not require tire resource specified. 





-176- 


The search is ordered to examine on-equipment tasks before parts repair jobs; in 
each case, interrupted items arc examined before those that arc waiting. At night (after 
ENDAY), deferred tasks are checked after repairs have been checked. All five queues 
are searched when a shop or a type of ground personnel is specified. If an equipment 
type is specified, only on-equipment tasks that are waiting (and, at night, deferred) are 
checked. When an aircraft is specified, only on-equipment tasks are examined. When an 
LRU is specified, the aircraft waking for that part are examined to select the one with the 
fewest holes, and if two or more have the same number of holes, the aircraft with the 
earliest projected ready-to-fly time is selected. When the part specified is an LRU, only 
jobs waiting for repair are examined. 

For the shops that may lend personnel or equipment to other shops, subroutine 
CHECK checks the shops that are listed in a TSAR-generated list of borrowing shops to 
see whether the newly released personnel or equipment are needed for either on- 
equipment or off-equipment jobs. If so, the resource is lent to the shop that requires it. 
These checks are made for all on-equipment shop tasks before the off-equipment jobs are 
examined. 

SUBROUTINE CKTEMP 

This subroutine estimates how much the rectal temperature of an average (70 kg) 
man will rise or fall as a function of his environment; the estimates are based on an 
adaptation of the Goldman heat stress modelfll]. When called to work, a work crew’s 
initial temperature is assumed to equal (approximately) 1 the equilibrium temperature at 
the work place, and to increase in a manner dependent cn their chemical ensemble, the 
strenuousness of the task, and the ambient conditions. Based on a user-stipulated 
allowable temperature (or an equivalent allowable collapse probability), this subroutine 
determines the length of time that the crew may work. Subroutine CKTEMP is also 
called whenever a task is stopped to estimate how long the crew must rest for their 
temperature to fall to the prescribed level; it is also called every two hours to compute 
arid store the equilibrium temperature for personnel, appropriately protected, in all 
facilities. 


! See Sec. IX for details. 







-177- 


FUNCT10N CWMOPP 

This function subroutine detennines the MOPP required at a facility (building, 
shelter, taxiway or runway arc, cr rainp) at any time subsequent to a chemical attack 
(prior to a chemical attack, the required MOPP is determined from the MOPPOL array; 
see subroutine UPDATE). The required MOPP depends upon the facility chemical 
protection category (CWTYPE), tnc residual chemical threat at the MP of the facility (or, 
when VARMOP = 0 on CT3/4, at the MP with the highest chemical threat for the 
CWTYPE of the given facility), and the MOPPs specified in the required MOPP 
(RQDMOP. CT44/4) array. The RQDMOP array contains the intensity thresholds for 
donning different MOPPs, and the required MOPP is the highest numbered MOPP 
needed for the given surface depositions and vapor concentrations (for up to three 
chemical agents), taking into account the attenuation afforded by the CWTYPE for the 
facility (CWPROT, CT44/1). 

SUBROUTINE CWSHIFT 

This subroutine is called by subroutine SHIFT when USECW > 0. All tasks 
assigned to shops that arc then changing shift are checked by calling subroutines STOPiT 
and GOREST to see if any of the crew are casualties because of toxic effects or from 
heat prostration; if not, the tasks will be continued during the following shift without 
interruption, if the size of the work force permits. If any of the crew are casualties the 
job is interrupted and the residual, personnel are added to those available (because they 
are going off duty and will cool off as required while off duty). 

Subroutine CWSHIFT then calls subroutine REDPEO to readjust the assignments 
of personnel to the various squadron and wing organizations, whenever any personnel 
have been lost or gained during the preceding shift. This is necessary because these 
readjustments are not made at the tine of the change, as is done when USECW = 0, but 
are done only at shift time; this difference was introduced to avoid the numerous 
readjustments that are to be expected in a chemical environment. 

SUBROUTINE CWT1ME 

This subroutine is called by subroutine I TIME to estimate how much longer a 
U'Sk will take .‘/hen pcr..oju:e! are 've.-.nrg encumbering chemical ensembles, and to 
check how long the crew will be able to wo::; i .tore d v rectal temperature 


4 


/ / 


t 

i 


i i 






-178- 


will exceed the user-specified limit. After checking what part of the ensemble must be 
worn at the location where the work is to be earned out, the total task time can be 
determined with the user-supplied task degradation data (see CT43/3). Using subroutine 
CKTEMP, an esomate then is made as to how long the crew can work taking into 
account the difficulty of the task and the hearing and cooling effects of the ambient 
temperature, humic:ry. and wmd velocity; the limitations that could be imposed by 
excessive wetting cr dehydration art also checked using subroutine DEHYDR. and the 
most restrictive enema determine the time that the work crew is perniced to wortt 

SUBROUTINE ENOAC 

This subroutine ,s used only when an as'craft has been damaged or destroyed by 
an enemy airbase attack. It is called :rcm subroutine ATTK-AC after that sufcrou Jne has 
aeprerrairiy dec resumed the personnel. equipment, and parts associated with the 
aircraft at die time of the attack. 

For damaged aircraft END AC is used to eliminate my Bight assignments; if an 
aircraft has been destroyed. ENDAC then removes it f-cm the aircraft delay queue (when 
appropriate) and removes all references to required, interrupted, or waning tasks. All 
ongoing tasks are then stopped and the surviving personnel and ACE arc released for 
other jobs. No times arc recorded for these tasks. The last step is to call subroutine 
KJLLAC in order to erase any deferred task records, to eliminate the aircraft from the 
base inventory, and to order a replacement aircraft, as appropriate. 

FUNCTION FT1ME 

This special function provides the user substantial flexibility for specifying how 
the required time for civil engineering jobs vary for different types of jobs and different 
levels of damage. In basic terms, the formulation consists of a delay, or startup time, 
plus a damage-dependcr.t reconstruction time. For each type of civil engineering facility 
repair job, the user specifies the time (t) required to repair a "unit of damage" and 
indicates how the total time (T) will vary with the, total number of units of damage (D) by 
entering a coded number (C) for the functional relationship. This subroutine uses those 
data to estimate total time as follows: 






-179- 


T = Delay +1 x D b 

where 

Delay = f(B) 
b=g(P) 

and, since C = 12 x P + (B - 1), 

P = C/12 the largest integer multiple of 12 m C 
B^l+C-12xP 

The data tabled in FTTME for f and g provide 12 values for the delay 
(0,1,2,3,4,6,8.12,18,24,36, and 48 hours) and seven values for b (J,.75,.9,1.0,1.1.1.25, 
and 1.5). To specify a time proportional to the total damage without any initial delay, C 
would be 48—i.e., P = 4, B •= 1, so that b - 1.0 and Delay = 0. 

SUBROUTINE GORE3T 

This subroutine is called from subroutine STOPIT when a job is stopped (and 
other subroutines when a munitions load team is released) to determine the number of 
casualties from airbase attack weapon effects (by a call to subroutine CALCLO), the 
number of personnel collapsing from excessive heat buildup, and the number of 
personnel requiring rest. The personnel who are nonfatal casualties to weapon effects or 
collapse from heat prostration are placed in the "clinic" (by calls to subroutine CLINIC) 
for a period of time determined by sampling from the appropriate hospitalization rirre 
distributions entered with CT43/6. The personnel requiring rest either rest at the work 
location or go to collective-protection shelters according to the value entered for USECP 
on CT3/4 (see Sec. IX.6). For personnel going to protective shelters to rest, this 
subroutine picks an appropriate shelter and handles the entry times and any queue 
formed at the shelter. 


c 




r j,tjMi&*:>i?ji*i! 



-180- 

SUBROUTINE HEAP 

When it is not necessary that timed events be ordered, but only that the earliest 
event be readily located, a data collection that has been called a "heap" permits more 
efficient processing. On the average only two positions need be interchanged when a 
new event is entered into a heap. 

The heap illustrated in the following sketch has 11 entries; the smallest "time” in 
the heap is 817 and the largest is 860. The smallest value is at the "top of the heap." 
Except that no entry is larger than any entry lower down on a branch that stems from it, 
there is no particular order maintained in a heap. The * arious entries are all stored in an 
array and are interconnected with a system of pointers. In the example, the next entry 
would be placed in position 12; if its value were less than 842, positions 6 and 12 would 
be interchanged, and then positions 3 and 6 would be interchanged. If the new entry 
were less than 817, positions 1 and 3 also would be interchanged, and the new entry 
would be at the "top of the heap." 



This subroutine has four entry pji.its, one to enter an item (INHEAP), one to 
remove the item with the lowest valued time (OUTHEP), a third to extract an item 
(EXHEAP) from within the heap, and a fourth to modify the time for an item in the heap 
(MODHEP). To extract an item from the heap or to modify an item, it is necessary to 
know which column it occupies in the parent array, if it is to be found readily; but when 
these actions are required before an event has become the one with the earliest time, that 
information logically is known. 















- 181 - 


Thc size of the calling array is a variable and the number of entries in that array 
may be fixed or variable. This subroutine operates on three rows of whatever storage 
array is specified in the calling statement. The time of the event is in the first row, a 
pointer to the event’s position in the heap is in the second, and a pointer back to the event 
from its position in the heap is in the third row. 

One peculiar property of this data structure should be noted: If several events are 
entered that have the identical time associated with each of them, they will not be 
removed in the same order in which they were entered. 

SUBROUTINE INTRUP 

Aircraft on-equipment tasks and parts repair jobs that have been interrupted are 
queued in the INTTSK array. Each shop on each base stores a pointer to the first and the 
last of its interrupted tasks and its interrupted repairs in the array SHOPS. Whenever 
resources are available to start an interrupted activity, the first item in these queues is the 
first to be examined. If the user wishes priority to be given to that item that has been in 
the queue the longest, the control variable ORDIT is initialized to zero and the queue is 
managed locally in the main routines. 

If the user wishes to have the events ordered such that the one with the lowest 
value of a variable called TIME is first, ORDIT is initialized to unity, and subroutine 
INTRUP is called to manage the queue. The value of the variable TIME need not be a 
time per se, and, as discussed elsewhere, differing events are queued in accordance with 
differing definitions for TIME. 

This subroutine has separate entry points for entering an item (ININT) and for 
removing an item (OUTINT). The code is written so that any item may be removed, not 
only the one that is first in the queue. Tnree rows of the INTTSK array are involved in 
queue management; the value of the variable TIME is stored in the seventh rov , and 
pointers to later and to earlier items are in the fifth and sixth rows, respectively. 

SUBROUTINE K1LLAC 

This subroutine is used whenever an aircraft is lost in combat, and it also 
completes the work begun in ENDAC when an aircraft is destroyed on base. The two 
basic functions performed by this subroutine are to erase any reference to tasks that may 
have been deferred on the aircraft and to eliminate the aircraft from the base inventory. 








-182- 

SUBR0UT1NE LOSSES 

This subroutine generates the specific number of items that are lost when N items 
suffer a loss probability of P. If the control variable NONUNI (CT2/1) is zero, the value 
returned for one item is determined by comparing a random number with P; for more 
than one item the value returned is that integer closest to the expected losses—i.e., N x P. 
If the control variable NONUNI is unity, the value returned is a sample drawn from the 
binomial distribution (determined by comparing N random numbers with the value P). 



SUBROUTINE NORRPT 

Whenever a part has been removed from an aircraft and has not been replaced 
immediately, or whenever a part on an aircraft has been found to be defective but has not 
yet been removed, a record is made of the particular aircraft and part. The data on these 
reports, or "holes," are stored in array NORQ using subroutine NORRPT. 

Whenever an entry is made in NORQ (using entry RPTNOR), this subroutine first 
adjusts the number of aircraft on the base that are missing a part and then adjusts the 
count of the "holes" in that aircraft If the rules for intratheater resource transfer permit 
an order may be issued (by a call to subroutine CONTRL) to ship a part of the required 
type to the base that reported the "hole.” The discussion of subroutine CONTRL outlines 
the rules that are followed in different circumstances (see Sec. XI). 

The last step is to place the aircraft number in the NORQ queue that contaias the 
numbers of those aircraft assigned to that base and missing that part The aircraft 
number is ordered in the queue by the amount of time remaining until the aircraft would 
have been ready to fly if the part had been available; the aircraft with the least time is 
first. For subroutine NORRPT to manage these queues, the array NORQ stores the 
aircraft number, the time remaining, and a pointer to the next report in the queue. The 
fourth element of the PARTS array—PARTS(PART, 4, BASE)—contains the pointer to 
the position in the NORQ array of the first aircraft that requires that type of part. 

Whenever the aircraft "hole" has been filled, this subroutine is called through 
entry RF.DNOR to take the record out of the queue in NORQ. Tins is done after the 
tallies noted earlier are updated. 











SUBROUTINE REDPEO 

This subroutine reduces the number of ground personnel on a base when some are 
shipped to another base and reorganizes the number that remain after an airbase attack. 
Subroutine SHPRES calls in the first instance and subroutine BOMB in the second. Calls 
to this subroutine prescribe the type (PEOP) and the number (NUM) of personnel to be 
withdrawn; NUM = 0 when the survivors of an air attack are to be reallocated to the day 
and night shifts. Distinct procedures are used for aircraft maintenance personnel and for 
civil engineering personnel. 

The first step in this subroutine is to identify whether personnel of the designated 
type are assigned to two or more on-base organizations (the ALTPEO array provides the 
necessary data on the equivalent types of personnel). If they are, the personnel are 
redistributed among the several organizations in the proportions implied by the "target" 
force levels. The next step is to establish what numbers will be on the day and night 
shifts after reorganization. The new shifts arc sized in the same proportions as the 
"target" force levels, except drat no shift is allowed to be smaller than the "minimum shift 
size" entered with CT17. 

If some personnel at work during the present shift must be released, parts repairs 
are interrupted first; if more personnel arc required, aircraft maintenance tasks are 
interrupted. If more people have been directed to be transferred than can be found, the 
number to be transferred is reduced accordingly; this situation can arise if personnel are 
being used in other than their "parent" shop (where they cannot be located readily). 

The procedures for the civil engineering personnel arc comparable except that 
they are all in a single organization and the choice of tasks to be interrupted is based on 
the facility priority list (CT39); personnel are released from the lowest priority task first. 
When a civil engineering task is interrupted, the work remaining to be done (i.e., the 
current damage level) is estimated on the assumption that the remaining work is the same 
fraction of the total iob as the remaining time is of the total time. The quantities of 
unused building materials arc estimated in the same manner and they are returned to 
stock. 





SUBROUTINE RESET 

When the control variable EXTEND (CT1) is initialized to unity, the simulation 
may be extended to an indefinite length and is not restricted to 65 days. This is done by 
resetting the various time values in the simulation data base at the end of each trial, but 
without reinitializing any of the resource status values; thus, the second trial is just an 
extension of the first and so on. This subroutine performs all the necessary time 
adjustments when called by subroutine TRIALS. 

SUBROUTINE SHIFT 

This subroutine is called at two-hour intervals by subroutine MANAGE and 
changes the size of the on-duty work force for the personnel assigned to whichever work 
centers (shops) have a shift change at that time. Both the day and the night shifts are 
assumed to be 12 hours in length. Shifts that begin between midnight and 10:00 AM, 
inclusive, are designated the "day” shift Using CT18/1, the shift schedule is prescribed 
independently for each shop. The work schedules arc the same on all bases for shops of 
like number, however, the number of personnel on the different shifts is controlled 
independently for the different bases using CT21. 

The basic function of this subroutine is to check whether more people are 
currently engaged than will be available on the next shift, and if so, to interrupt a 
sufficient number of activities that the required number of personnel may be released, or, 
if more people will be on duty, to attempt to assign the extra personnel to interrupted or 
waiting activities. The complications arise from personnel that may (1) be allowed to 
work a specified amount of overtime if they can complete their task within that time, or if 
they are engaged on an aircraft that has been scheduled for a late takeoff; and (2) have 
been lent to another shop and will not be found when their parent shop is checked. 

The first step taken when a shop changes shifts is to reset a flag and zero a counter 
in the sixth and seventh positions of the PEOPLE array. Then, if USECW > 0 (i.e., the 
CW features are being used), the on duty personnel that are cooling off and are assigned 
to shops that are changing shifts are released from the COOLER array; they first are 
checked to see that they have not been affected by toxic effects while they were cooling 
off, and if not, they are added to the available personnel. It is assumed that they will 
complete any additional cooling that is required during their off-duty shift. Then, again 
when USECW > 0, subroutine CWSH1FT is called to check the condition of all 








-185- 




personnel currently at work and to establish the initial personnel conditions for the tasks 
that will be able to be continued into the next shift. Following that, subroutine SHIFT 
checks each parts repair job and each aircraft maintenance task for each shop that is 
changing shifts. At the first encounter with an as yet unchecked type of personnel, the 
net change in shift size is established (and the flag is set to one). If the new shift is 
sufficient to handle all ongoing repairs and aircraft tasks, the flag is set to two. If the 
follow-on shift cannot handle the current work load, parts repairs and on-equipment tasks 
are interrupted (in that order) until a sufficient number are released, at which point their 
flag is set to two. The most recently initiated parts repairs or on-equipment tasks are 
interrupted first. The counter in the seventh position in PEOPLE is used to maintain a 
record of the number of personnel that remain to be released. 

If the personnel on a particular activity can finish their task within the allowed 
overtime period (for this decision it is presumed that the exact completion time is 
known), or if they are working on an aircraft that is scheduled for a late takeoff, they are 
allowed to continue; they are credited to the required reduction, and subtracted from the 
"available” personnel for the subsequent shift. Thus, at the beginning of a shift the 
number of personnel available can be a negative number equal to the number of 
personnel working overtime; as each group is released, the "available" personnel remains 
at zero or less until fewer than the designated number on the next shift remain assigned. 
(Note that ovenime is not allowed when USECW > 0.) 

When personnel have been lent to another shop that may have its shift change at a 
different time, the flag and the counter are still operative; when the various activities are 
checked and the "borrowed" personnel are noted, they will be released if their flag value 
is zero or one. Otherwise, the activity continues. In effect, members of the new shift 
take over for those on the previous shift. 

To avoid overlooking personnel assigned to shops that have no activity underway 
at the time the shift is changed, ground personnel are next checked type by type, and the 
PEOPLE data are modified as appropriate, when their parent shop has a scheduled shift 
change and the personnel flag is still zero. 

For shops that have had a net increase in work force (measured by the counter 
REM), subroutine CHECK is called to start any outstanding jobs. 

The only exceptions to the preceding description occurs for the "flight line" 
shop—Shop #25—and the shops associated with the preflight tasks—reconfiguration. 






- 186 - 


weapons loading, and refueling (Shops #27, #28 and #29, respectively), and for civil 
engineering. Personnel attached to Shops #25 through #29 who must be released are 
required to complete their current task, without regard to allowable overtime, because 
such tasks tend to be fairly short and it seemed likely that such critical tasks would be 
completed in wartime. Civil engineers do not work overtime. 

SUBROUTINE STRTSK 

This subroutine manages the storage of unscheduled on-equipment maintenance 
tasks in the RQDTSK and DEFTSK arrays. At the time an aircraft lands and the 
unscheduled tasks are identified in subroutine PSTFLT, a tentative mission is selected for 
the next flight and the tasks are separated into those that are required and those that may 
be deferred. Separate entry points are provided to store (STTASK) and to remove 
(REMTSK) a task, and a flag in the calling statement identifies the array to which the 
task belongs. 

Each array is used to maintain an ordered set of tasks for each aircraft; two 
pointers in the ACN array determine the positions in the RQDTSK and DEFTSK arrays 
where the first tasks are stored for each aircraft. The tasks are ordered as they are 
identified, and for the required tasks the sequential shop structure that is defined with 
CT29 is preserved by entering the minus value of the first task identified for each group 
of shops whose work may be pursued simultaneously. The end of each set of tasks for an 
aircraft is identified by a zero entry in the task number position. 

SUBROUTINE TRIAGE 

For each group of personnel subject to casualties, this subroutine determines the 
percentage of personnel lost to the combined effects of conventional and chemical 
weapons and prorates the percentage of nonfatal casualties (hospitalizations) between 
conventional and chemical weapons effects. It first determines the total percentage of 
personnel lost to conventional weapons effects by combining the losses to direct effects 
(as determined from TSARINA CT40 input) and the losses to indirect effects (for 
accidents, accidental exposure, etc., from CT39/99) to produce the total loss percentage 
to the conventional attack (the nvo sources of losses are treated as independent effects). 
Then the percentage of fatalities from conventional weapons eflects is determined by 
multiplying this loss percentage by the fraction of conventional casualties that are 










fatalities (from CT4/2); the remainder of the total loss percentage from conventional 
weapons is the nonfatal percentage loss from conventional weapons. Next, the total 
percentage fatalities from the attack is determined by combining the percentage fatalities 
from conventional weapons and the percentage fatalities to chemical weapons. Next, the 
total loss percentage is determined by combining the total loss percentages from 
conventional weapons and from chemical weapons, and the total nonfatal casualty 
percentage is determined by subtracting the combined fatal loss percentage from the total 
loss percentage. The combined nonfatal casualty percentage is then prorated as the 
nonfatal loss percentage to conventional weapons and the nonfatal loss percentage to 
chemical weapons in proportion to the individual nonfatal loss percentages for 
conventional and chemical weapons. 

FUNCTION TTIME 

This function selects the "true" time for a job on the basis of a mean task time and 
a time distribution that are specified in the calling statement. For both on-equipment and 
off-equipment aircraft maintenance tasks, the user is restricted to the use of nine distinct 
distributions; for intratheater transportation and communication delays, up to 15 
distributions may be specified (i.e., six additional distributions). 

Twenty-five data points are stored in the local DIST arrays to represent each 
distribution. Several log-normal and uniform distributions with different variance to 
mean ratios are available currently in TTIME in TSAR and these could be changed easily 
to satisfy special user requirements. These data are interpreted as 1000 times the ratio of 
the true value to the mean value. The entry selected is determined by the draw of a 
random number between 1 and 25. The true time value is returned in TSAR time units 
(multiples of three minutes). 

The user may add delays or speedup factors to the true time calculation. The 
nominal task times generated in TTIME are modified by use of several control variables 
to represent such efforts to shorten and otherwise expedite jobs. If the mean time and the 
random variate are designated as TM and F, the actual task time is generated as; 

HURRY x F(TM - REDUCE) - SAVE 

where the variables HURRY, REDUCE, and SAVE, may be specified separately at each 
base for on-equipment tasks, preflight tasks, parts repair jobs, munitions assembly jobs, 
and civil engineering tasks (see CT17/2). 





-188- 


SUBROUTINE UPDATE 

This subroutine is called at the beginning of the simulation, immediately after an 
attack, and periodically (every CWFREQ hours, subsequent to a chemical attack) to 
determine the currently required MOPP at each facility (in each building, in each shelter, 
on each taxiway, and on each ramp). It also establishes the personnel equilibrium 
temperature in the open, in shelters, and in each building. Prior to a chemical attack, the 
required MOPP is determined from the MOPPOL array (CT3/4) that contains the 
preattack MOPP for personnel in each of the five generic task type categories (cn- 
equipment, preflight, backshop, munitions assembly, and civil engineer) and for off-duty 
personnel. At any time subsequent to a chemical attack, the currently required MOPP is 
determined by use of the function subroutine CWMOPP. 

SUBROUTINE WAIT 

This subroutine manages the on-equipment and off-equipment jobs that must wait 
and are stored in the WA1TSK array, in the same manner that subroutine INTRUP 
manages interrupted activities. Each shop on each base has a pointer to the first and the 
last on-equipment task and to the first and the last parts repair job that is waiting for 
action by that shop. 

This subroutine is used only when the user wishes to have activities ordered in 
their queues by the value of the parameter TIME; to be so ordered, the control variable 
ORDWT is initialized to unity. The items are ordered such that the one with the lowest 
value of TIME is first. And as with the INTRUP subroutine, the value for the TIME 
variable need not be a time per se; the specific definitions in use are explained in 
connection with the calling routines. 

The mechanics of this subroutine are identical to those in INTRUP, except that the 
queues are maintained in the 7th, 8th, and 9th positions of the WAITSK array. 

ADDITIONAL SERVICES 

There are 11 additional services; five are used in conjunction with the INLIST 
subroutine for formatting the listing of input data (i.e., LIST1 through LIST5). Four of 
the services interpret TSAR time to provide the time of day in TSAR time units, or hours 
and minutes, and the day and the hour (TOD, HRMIN, DAY, and DATE). The last two 
functions control the time horizon for projecting aircraft supply and demand (function 








-189- 


THF) and the length of the time intervals used in that process (function TU). The user 
may specify these factors with entries on CT4/2, or use the encoded default values. As 
currently coded, the default values for the the lime horizon are 8 hours between 4 AM 
and 4 PM, 12 hours from mid tight to 4 AM; 16 hours from 8 PM till midnight, and 20 
hours from 4 PM to 8 PM; the 16 time intervals are defined by the function TU. 







- 190 - 


XV. OUTPUT 


In a simulation that involves multiple trials and as wide a variety of activities as 
TSAR, a great abundance of data might be reported. The output options that are 
provided with TSAR permit the user to examine a substantial portion of what we judged 
to be the more relevant results, but all possible outputs certainly are not available. For 
the additional, more specialized kinds of results that some users may find necessary for 
their particular problems, custom additions should be appended at the time they are 
required. Special provisions have been included to assist the user in providing such 
additions. If all such output were included, the costs in time and dollars for storing the 
data, and the space for displaying them, would have to be borne by all users. Most of the 
output options currently available are illustrated in connection with the sample problem 
in Sec. XXI, Vol. II. 

The current output options arc controlled by the variables PRINT', STATFQ, 
CUMSTA, DOUTrL, CPRINT. PPRINT, RPRINT, AFRINT, DPRINT, TPRINT, 
DOPOST, and SCROLL. There are also provisions for user-customized output—see 
Sec. XV.3. Printed input information that precedes the simulation results in output 
listings that are discussed in Sec. XII. (The various debugging statements and outputs 
controlled by the variable TEST will not be discussed in this section.) For the individual 
trials, PRINT (CT2/1) controls the data printed that relate to the numbe; of flights and 
sorties flown and the numbers of maintenance tasks performed. It also controls the daily 
reports of work-rest times experienced in the generic tasks and the cumulative reports 
regarding personnel casualties, fatalities, and hospitalizations. STATFQ (CT2/1) 
controls the collection and d-splay frequency of shop performance statistics, including 
statistical data on the resource constraints that cause on-aircraft maintenance delays and 
backshop repair delays; these statistical data may be obtained separately for each trial, or 
the results may be aggregated over all trials, depending upon whether CUMSTA (CT2/1) 
is 0 or 1. DOUTIL (CT2/5) controls the collection and display frequency of activity data 
for all types of on-base personnel (except air crews) and a detailed manhour report for 
each type of personnel; the average percentage of available personnel of each type are 
listed for every odd-number-j hour each DOUTIL days. Furthermore, when DOUTIL is 
initialized, the manhours expended are accumulated for each type of personnel and are 









-191- 


listcd at the end of each trial (when PRINT £ 8) and at the end of the NTRIALS. 
PPRINT (CT3/3) controls the display of the numbers of serviceable, reparable, a* - / 
enroute spare parts at each base, both at initialization and whenever shop statistics are 
printed, while CPRINT (CT3/4) controls the display of chemical contamination 
information, and other special chemical data. RPRINT (CT2/5) controls the listing of 
several special runway and taxiway repair activities, APRINT controls other attack- 
related results, DPRINT (CT2/5) controls the extent of output provided with the special 
summary of current aircraft status and deferred aircraft tasks that is activated with the 
CT2/4, and TPRINT controls the listing of commodity arrival reports. DOPOST initiates 
disk storage of selected results for postprocessing—see Sec. XV.4. 

SCROLL (CT2/1) provides the user an opportunity to observe the behavior of 
several aircraft in some detail. When SCROLL is used, a record of the daily activities 
for each of up to NSCROL (CT2/1) consecutively numbered aircraft is listed at the end 
of each day for the number of days specified by the value of SCROLL. The number of 
the first aircraft is #1, unless otherwise specified, and the results for NSCROL aircraft 
will be listed, unless a smaller number is specified. The four numbers listed immediately 
following each aircraft number arc: (1) the number of sorties initiated that day. (2) the 
number of the base the aircraft is assigned to, (3) a coded number summarizing the 
aircraft’s maintenance status, and (4) the number of "holes" in the aircraft; these data are 
current as of midnight Following these data, the times for the beginning and end of each 
flight, for each on-equipment task completed during the day, and for other special 
activities are listed, along with a description of the completed activities. 

In addition to these various data that may be obtained for each trial, the final 
results also include a day-by-day record of the average number of sorties flown, and the 
standard deviation thereof, for each mission and for each base, when more than one trial 
is run. Other results printed for multiple trials include the average numbers of 
maintenance personnel that were available, the numbers of aircrews and ground 
personnel that were hospitalized or were fatalities, the numbers of manhours lost because 
of the requirement to cool off and because of hospitalization, and the aggregate numbers 
of equipment, spares, and munitions lost during air attacks. Multiple trial results also 
include the averages, by day, of the numbers of aircraft that are possessed (overall and 
by base), the aircraft that have been lost overall, the aircraft that have been damaged 
(overall), the aircraft still damaged (by base), the aircraft that are NMCS (overall and by 
base), and the cumulative totals of the NMCS aircraft-hours (overall and by base). 










ma 






: -~ - ^niW-.yf |-H(iii-'J tin 'i 






-192- 

1. OUTPUT CONTROLLED BV THE VARIABLE PRINT 

The data provided for each trial for a particular value of the variable PRINT 
include all items down to and including those listed for that value in Table 9. 

2. OUTPUT CONTROLLED BY THE VARIABLE STATFQ 

When STATFQ (CT2/1) is initialized to a value greater than zero, data on the 
duration of aircraft maintenance tasks, parts repair jobs, equipment repair jobs, and 
delays in initiating aircraft maintenance and parts repairs are stored using the subroutine 
TIMES. These data are printed at the end of each STATFQ days, at the end of each trial, 
and at the end of the simulation by calling subroutine DELAYS from subroutine 
OUTPUT. In each case, the results presented are based on the cumulative data to that 
point in the simulation if CUMSTA is 1; if CUMSTA is zero the results am cumulated 
independently for each trial. The results at 'die end of each trial also include the delay 
data for those activities that are still waiting at that time, on the assumption that all delays 
end at that time. 

The first set of results presents the number of activities and the average length and 
standard deviation of the time that they required for on-equipment tasks, off-equipment 
jobs, and equipment repair jobs at each shop on each base. 

The standard time, or resource unconstrained time, as calculated during the input 
process in subroutine AVGTME, is also listed for the on-equipment and off-equipment 
activities; the values computed in AVGTME for the various aircraft types are weighted 
in the output by the numbers of sorties flown by the various aircraft types at each base. 

The second set of data provides a count of the ready aircraft that were canceled by 
a crew shortage and a count of the additional numbers of crews that would have been 
needed to satisfy the minimum flight requirements. 

The last set of data provide a statistical summary of the causes and the duration of 
aircraft maintenance delays. For each base, for each of the other nine classes of 
resources, and for each individual resource type that caused an on-equipment task to be 
delayed, the results include the number of such delays and the average value and 
standard deviation of their duration. If any of the aircraft have "holes” at the time of the 
report, the number of holes is listed with the parts data for each base. 

Data of the several types controlled by STATFQ are listed only when there are 
results to be reported; null data are suppressed. 







-193- 


Table 9 

OUTPUT DATA CONTROL!-ED BY THE VARIABLE PRINT 

PRINT Output Data 

-1 EOT: Storage array status if any overflows occur in one or 
more of the 18 dynamic storage arrays. 

0 EOT: Cumulative flights and sorties flown, demanded, and the 
percentage of sorties flown of those demanded; totals for each 
base and each mission • 

EOT: Fatalities, hospitalizations, and buddy care statistics. 
EOT: Cumulative on-equipment tasks, parts and equipment 
repairs by base and by shop. 

EOT: Cumulative hours NMCS at each base. 

1 EOT: Sorties flown, demanded, and the percent of those 
demanded by base and mission, ordered by priority. 

EOT: Personnel work and rest times. 

EOT: Cumulative sorties canceled due to ATC constraints. 
EOT: Readiness indices* 1 at each base. 

EOD: Aircraft possessed, lost, damaged, fillers, reserves, 
and transferred. 

EOD: Sorties and damaged aircraft by base. 

EOD: Daily reports listed for PRINT = 2. 

Report of the damage for each airbase attack. 

Number of tasks waiting by base and shop every six hours at 
operating bases. 

2 EOD: Sorties flown, demanded, and the percent of those 
demanded that were flown by base and mission. 

EOD: On-equipment and off-equipment tasks completed during 
the day by base and by shop. 

EOD: Current supply of munitions and TRAP by type and case. 
EOD: Numbers of tacks and repairs being processed, and the 
numbers of repairs waiting by base and by shop (also listed 
at noon if PRINT = 3). 

EOD: Status of AIS and dynamic storage, and spares 
disposition. 

EOT: Remaining supplies of munitions and spares. 

EOD: Fatalities, hospitalizations, and buddy care statistics. 
EOD: Personnel work and rest times. 

Number of NMCS aircraft by base every six hours. 

Numbers of aircraft possessed, damaged, and with one or more 
’holes" by base, at three-hour intervals. 

Notice of the initiation of runway or taxiway repair. 

Resources surviving after each airbase attack. 






•194- 


Table 9—continued 


PRINT 

Output Data 

3 

EOD: Flights flown ar.d demanded by mission and base. 

EOD: Numbers of sorties launched each hour at each airbase. 
EOD: Numbers of repairs waiting, tasks and repairs 
interrupted. 

EOD: Cumulative manhours on aircraft tasks, parts, and 
equipment repairs by shop and by base. 

EOD: Readiness indices* at each base. 

EOD: Cumulative sorties canceled due to ATC constraints. 
Current supply of spare parts at each base every six hours. 

Notice of initiation and completion of facility repairs. 

Cumulative distribution of aircraft maintenance times. 

4 

The numbers of interrupted tasks and repairs at noon. 

Available munitions by type every six hours. 

5 

Hourly listing of the number of aircraft waiting at each shop 
on each base. 

8 

EOT: Record of all on- and off-equipment tasks that remain 
interrupted or waiting. 


EOT = End of Dial 

EOD » End of day 

•Sortie data are available by base, aircraft type, mission, and priority. 

‘The readiness indices provide a cumulative measure of how quickly air¬ 
craft were prepared for flight. The index is the average percentage of each 
base's aircraft that were ready to fly within 2,4, 6, and 8 hours afier the pre¬ 
vious sortie, or, when MLLST & 1, the percentage for each half-ho'ir up to 24 
hours. 


3. PROVISIONS FOR CUSTOMIZED USER OUTPUT 

On several occasions users have asked why cne or another additional output 
measure had not been provided in the TSAR output Unfortunately, it is impossible to 
anticipate all user interests for output measures without so greatly adding to the data 
storage and output ‘listings that most users would deem many of them unnecessary and 
even a nuisance. Hopefully, TSAR output satisfies the widest practical range of user 
requirements within the limits of the data that are stored and listed. 

The new data collection arrays—USERS 1 and USERS2—respond to user 
comments by providing a structure within which the users will be able to collect the 
desired data by only adding a few assignment statements. The necessary Common 
statements, arrangements for zeroing storage arrays at time zero, as well as controls for 
listing such data, are all provided. 










195- 


USERS 1 and USERS2 permit the user to store a variety of custom results, and to 
list them each day, at the end of each trial, and at the end of all trials. AH that the user 
must do is to enter the necessary assignment statements (and to be sure that the OUT 
Common is included in the relevant subroutines). 

The USERS 1 array stores three sets of up to 20 data elements for each base. The 
first set of data are accumulated for 24 hours and printed at the end of each day; the 
second set cumulates the same activities throughout each trial for printing at the end of 
each trial; and the third set of data collects 20 other activities throughout each trial for 
printing at the end of each trial. USERS2 collects the second and third data sets at the 
end of each trial so that the multitrial averages can be printed with the other multitrial 
results at the end of the run. Output for this feature is managed with the Custom Output 
control variables entered on CT2/6. These entries control the number of data elements 
that will be listed (1) daily from the first data set, and (2) and (3) at the end of each trial, 
and each run, from the second and third data sets. 

To use this feature the user must enter the appropriate assignment statement(s) in 
the source code. Such statements will be of the form: 

USERS 1(N, L, BASE) = USERS1(N, L. BASE) + 1 


where 


N is the user selected element number for collecting the datum of 
interest; and 

L is 1 for actions to be listed daily, or 
3 when end-of-trial results only are desired. 

Normally, the values for N should be selected consecutively from 1 to 20, and the highest 
active value should be entered on CT2/5. The outputs will be identified as 
"CUSTOMIZED USER OUTPUTS" and listed in a simple tabular form. Naturally, if the 
user wishes a more descriptive format for any special requirements, the output routines 
may always be modified; the locations of these listings are quite obvious in subroutines 
OUTPUT and SUMUP. 





-196- 


4. PROVISIONS FOR SUBSEQUENT POSTPROCESSOR ANALYSIS 
AND GRAPHICS 

In response to frequent suggestions, facilities were introduced into TSAR in 1S87 
to output to disk, a variety of results in a form appropriate for postprocessing. Such data 
will provide the basis for generating a wide variety of special reports, and for creating 
graphic representations of selected results. Long-term storage of these machine-readable 
records will also make it possible to later review the results of TSAR runs without the 
need to find the printed output. This section describes these provisions in TSAR; 
development of the postprocessor, using whatever software packages are desired (e.g., 
SAS), will be left to the user. 

There were three design objectives for this facility: 

• Limit the increases in TSAR processing time. 

• Limit the increases in TSAR core storage requirements. 

• Limit space requirements for long-term storage. 

The approach selected to provide data for postprocessing fulfills these objectives. 

Two broad categories of data are needed to satisfy postprocessing requirements. 
The first type consists of a variety of performance characteristics that are reported at the 
end of each day, each trial, and at the conclusion of the several trials in the run; typically, 
these data are collected and listed in TSAR for several aircraft types and missions, for 
several shops, or for various resource categories and fill relatively long records. The 
other type of data involve relatively rare events such as parts shortages and parts 
cannibalizations, and can be described with a short record. The design chosen to handle 
these two types of data and to meet the three design objectives noted above is 
characterized by; 

• Long records (130 characters) are all written to device 8 and short records 
(30 characters) are written to device 9. 

• Each record is identified by a number that defines the type of data, and by the 
trial, day, base, etc. Segregation into groups of like records and other types 
of sorting operations are deferred until the first stages of the postprocessor. 





-197- 

• The user initializes DOPOST to unity on CT2/5 and designates which data 
are to be written onto the disk for subsequent postprocessing, using a special 
supplementary card that must follow CT2/5. Eighty distinct types of records 
may be specified; 50 are currently assigned. 

• No special provisions have been introduced to provide daily summaries for 
various activities when cumulative records are readily available; the 
postprocessor can easily generate such incremental data. 

• Relatively rare events, such as cannibalizations, are written on device 9 as 
they occur. 

• Since delay statistics are only generated when the user has initialized 
STATFQ, thereby indicating how often such results are to be listed, a 
procedure has been introduced so that results are made available for the 
postprocessor without necessarily requiring that the results be listed in the 
basic TSAR output. 

• All postprocessor records are of the form: 

PP xy TRIAL DAY BASE Option Data 

where xy is the number of the record type. 

The formats are ‘PP*, 13,13,12, 13,12, 2315 for Device 8, 
and ‘PP\ 13,13,12, 13,12, 315 for Device 9. 

Data Available for Postprocessing 

The present TSAR source code provides for up »o 80 different types of records 
that can be generated for postprocessing. Each type of record is identified by a number 
in columns 3-5, and by trial, day, base, etc. The number of such records could easily be 
increased beyond 80. The first two records in the output file (identified as records 998 
and 999) provide a variety of dimensional data, etc., for controlling the postprocessor. 
The other record types currently in use and their identifying numbers are listed below; 
the actual format statements used with each of these records are listed in App. L. of Vol. 
III. 

1 Daily sorties flown by mission and aircraft type 

2 Daily sorties demanded by mission and aircraft type 

3 Cumulative sorties flown by mission and aircraft type, by day 







-198- 


4 Cumulative sorties demanded by mission and aircraft type, by da j 

5 Daily sorties by base, day, and hour 

6 Daily aircraft tasks by shop 

7 Daily parts repairs by shop 

8 Daily equipment repairs by shop 

9 Cumulative on-equipment tasks by shop—number and average time 

10 Cumulative parts repairs by shop—number and average time 

11 Cumulative equipment repairs by shop—number and average time 

12 Cumulative AIS repairs by station number 

13 Periodic report on aircraft stares and on deferred tasks (CT2/4) 

(Output as specified by DPRINT except individual aircraft data) 

14 Periodic report of personnel availability (see DOUTIL on CT2/5) 

15 Completed runway and taxiway removals and repairs 

16 Fatalities, hospitalizations, etc. 

17 Work-rest times, etc. 

18 Theater summary of serviceable and reparable spare parts 

19 Cumulative NMCS hours 

20 Parts Stocks: Serviceables and reparables by type 

21 Aircraft lost/damaged in combat, by air attack; air and ground 
aborts, cannibalizations, NMCS hours, aircraft transfers, and 
sorties by mission—daily, cumulative, and multitrial 

22 Aircraft on base, and sheltered aircraft, damaged and destroyed 
aircraft and shelters for each air attack 

Causes for Aircraft Task Delays: Cumulative Number and Average Dme 

41 Personnel by type 

42 Equipment by type 

43 Parts by type 

44 Munitions by type 

45 TRAP by type 

46 Material by type 

47 POL 

48 Facilities by number 






-199- 


Causes for Back-shop Delays: Cumulative Number and Average Time 

49 Personnel by type 

50 Equipment by type 

User’s Customized Outputs 

51 USERS 1 (-1 -) — End of day 

52 USERSK-2-) — End of trial 

53 USERS2(-1-) — End of run 

54 USERS 1 (-3-) — End of trial 

55 USERS2(-2-) — End of run 

Isolated Events 

62 Runway closure times; MOS and extended MOS opening times 

63 Times when the shelter access percentage changes 

65 Cannibalizations by part type 

66 Cross-cannibalizations by SRU and LRU numbers 

67 Holes by part type (including LRU "holes" due to SRUs) 

68 Losses sustained from a UXO explosion 

End-of-Run Records 

74 UXO, mines, and craters removed on runways and taxiways 

75 Sorties by hour, day, and base 

76 Daily sorties by base and mission, and theater (sd)* 

77 Total sorties by base and mission, and theater (sd)* 

78 Listings in SUMUP for the theater as a whole 

79 Listings in SUMUP for individual bases 

80 Listings generated by subroutine SUMMRY from CWOUT 

•These sortie data are reported as 10 x Sorties to permit 
use of integers and preserve tenths of sorties. 





/ 


- 201 - 


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3. D. E. Emerson and L. H. Wegner, TSARINA-A Computer Model for Assessing 
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