Task: air traffic management technology demonstration 1 (ATD-1)avionics, phase 2 this SOW aims to develop a retrofit FIM avionics solution intended to facilitate interval management (IM) operations in…

This is a cost-plus-fixed-fee delivery order valued at $11,101,463.00 awarded by the Langley Research Center, a civilian agency of the U.S. government, to The Boeing Company's Engineering, Test & Technology Division. The purpose of the order is to develop a retrofit Flight Deck Interval Management (FIM) avionics solution to enable Interval Management operations in the National Airspace System. The work involves developing and testing the FIM avionics system, supporting integration with an actual flight deck, and securing test aircraft for flight demonstrations. This task order is part of the larger Flight Critical Systems Research contract vehicle, which has a total potential value of $2.4 billion through July 2031 and was awarded to 14 contractors by the Office of the Secretary of Defense to provide cyber range planning, operations support, and IT services.

Task: air traffic management technology demonstration 1 (ATD-1)avionics, phase 2 this SOW aims to develop a retrofit FIM avionics solution intended to facilitate interval management (IM) operations in the near term NAS. The contractor shall be responsible for developing and testing the FIM avionics system. The contractor shall also be required to support the integration of the FIM avionics system in an actual flight deck. The contractor shall also identify and secure test aircraft to be used for a flight test to demonstrate the system operating in the field.as stated in the introduction, the future phase-2 ATD-1 flight trials are expected to include multiple heterogeneous aircraft. Since the availability of specific aircraft is unknown at this time, this task endeavors to create a system that can be adapted to function in flight decks from multiple manufacturers. Further, to facilitate required surveillance processing functions, the system will include a tcas traffic processor unit (TPU) commonly found on today s commercial transport category aircraft. Figure 3.1 illustrates the FIM avionics architecture explored in the phase-1 work that will serve as the basis for the system defined in this SOW. The architecture employs an arinc 735B compliant TPU to collect traffic state data via ADS-b messages and ownship state data from on-board sensors. The TPU will adopt surveillance processing and basic airborne situation awareness (airb) standards and perform surveillance processing functions as defined in document order (do)-317B. Traffic files and raw state data are passed to an electronic flight bag (EFB), which hosts the FIM application. The EFB also serves as the human machine interface (HMI) for data entry, operation information feedback, and situation awareness required for the FIM applications, which is assumed to be satisfied by do-317B airb standards that drive requirements for cockpit display of traffic information (cdti) screens. In addition to the FIM application, the HMI/cdti can also host an arinc 424 compatible database (per the ATD-1 FIM SRD, GFI item 5.13, the requirement is for the FIM application to have access to a navigation database consistent with arinc 424 standards. IT is left to the contractor to determine where the database resides.). The arinc 424 compatible database shall have the same release date as the aircraft s FMS database, which is used by the trajectory generator to build a 4-d path on which astar bases its calculations. There are two HMI/cdti s (one on each side of the cockpit) mounted in locations adequately accessible to the flight crew to conduct FIM operations. A configurable graphics display (CGD) provides speed guidance and progress information. There are two cgds, one on each side of the cockpit, in the crew s primary field of view (pfov). A single CGD is acceptable in some flight deck implementations if the information IT contains is easily viewable by the pilot and copilot. However, the FIM avionics system must be designed to accommodate two cgds. Hosting the FIM application in the HMI/cdti facilitates the use of a common subset of FIM hardware (EFB and CGD) across a non-homogenous fleet of aircraft. If the interface between the TPU and HMI/cdti can be standardized for the non-homogenous fleet of aircraft, the development variations should be limited to the TPU to minimize development costs.