693KA8-23-R-00014 Section J Attachment J-1 - Specification.pdf

693KA8-23-R-00014

Version 4.2

TSS Specification February 1, 2023

Tower Simulation System

(TSS)

Specification

Attachment J-1

V4.2

Contents Tower Simulation System Specification

1.0 SCOPE

1.1 Document Purpose

1.2 Background

1.3 System Overview

1.4 Document Overview

1.4.1 Document Language

2.0 APPLICABLE DOCUMENTS

2.1 Government Documents

2.1.1 FAA Specifications

2.1.2 FAA Orders

2.1.3 FAA Advisory Circulars

2.1.4 Other FAA Documents

2.2 Non-Government Documents

2.2.1 Industry Standards

2.3 Availability of Documents

2.3.1 FAA Documents

2.3.2 Federal Documents

2.3.3 National Institute of Standards and Technology (NIST) Documents

2.3.4 American National Standards Institute (ANSI) Documents

3.0 REQUIREMENTS

3.1 System Requirements

3.1.1 TSS Positions

3.1.1.1 Local Control

3.1.1.2 Ground Control

3.1.1.3 Flight Data / Clearance Delivery

3.1.1.4 Coordinator

3.1.1.5 Supervisor

3.1.1.6 Pseudo Pilot

3.1.2 FAA System Functional Requirements

3.1.2.1 Airport Surface Detection Systems

3.1.2.2 Automated Radar Terminal Systems

3.1.2.3 Airport Surveillance Radar Systems

3.1.2.4 Runway Status Lights

3.1.2.5 Weather & Information Display

3.1.2.6 Communication Systems

3.1.2.7 Navigation and Landing Systems

3.1.3 Position Display Requirements

3.1.3.1 Monitor and Display Requirements

3.1.3.2 Console Requirements

3.1.3.3 Local Control

3.1.3.4 Ground Control

3.1.3.5 Flight Data / Clearance Delivery

3.1.3.6 Coordinator

3.1.3.7 Supervisor

3.1.3.8 Pseudo Pilots

3.1.4 Visual System

3.1.4.1 Physical Field of View (PFOV)

3.1.4.2 Vertical Field of View (VFOV)

3.1.4.3 Horizontal Field of View (HFOV)

3.1.4.4 Image Quality

3.1.4.5 Monitor Requirements

3.1.4.6 Display Panel Specifications

3.1.4.7 Geometry Channel Match

3.1.4.8 Uniform Luminance

3.1.4.9 Luminance Channel Match

3.1.4.10 Uniform Color

3.1.4.11 Dead and Bright Pixels

3.1.4.12 Monitor and Display Maintenance

3.1.4.13 Performance Metrics

3.1.4.14 Weather

3.1.4.14.1 Cloud Formations

3.1.4.14.2 Cloud Ceilings

3.1.4.14.3 Visibility

3.1.4.14.3.1 Visibility Characteristics

3.1.4.15 Time of Day/Year/Season

3.1.4.16 Special Views

3.1.4.16.1 Binocular

3.1.4.16.2 Birds Eye

3.1.2.16.3 Camera

3.1.4.16.4 Pilot

3.1.4.16.5 Target

3.1.4.16.6 Free Movement

3.1.4.17 Special Visual Features

3.1.5 Visual Databases (VDB) and Models

3.1.5.1 Airport Visual Databases

3.1.5.1.1 Major Features

3.1.5.1.2 Lighting Systems

3.1.5.1.3 Controllable Objects

3.1.5.1.4 Surrounds or Cultural Features

3.1.5.1.5 Library

3.1.5.2 Models

3.1.5.2.1 Visual Effects

3.1.5.2.2 Library

3.1.6 Voice Recognition and Synthesis

3.1.6.1 Voice Recognition

3.1.6.2 Voice Synthesis

3.1.7 Voice Communication System (VCS)

3.1.7.1 VCS Hardware Components

3.1.7.2 Specific Functionality

3.1.7.2.1 Architecture

3.1.7.2.2 Configuration

3.1.7.2.3 Non-Simulated Roles

3.1.7.2.4 Volumes

3.1.7.2.5 Frequencies

3.1.7.2.6 Intercoms

3.1.8 Aircraft Characteristics

3.1.8.1 Physical Characteristics

3.1.8.2 Performance Characteristics

3.1.8.2.1 General Data

3.1.8.2.2 Ground Related Data

3.1.8.2.3 Air Related Data

3.1.8.2.4 Airborne Performance Related Data

3.1.8.2.5 Aircraft Communication Related Data

3.1.9 Vehicle Characteristics

3.1.10 Aircraft and Vehicle Functionality

3.1.10.1 Pushback

3.1.10.2 Formations

3.1.10.3 Taxi

3.1.10.4 Runway and Airborne Functionality

3.1.10.5 General Aircraft Functionality

3.1.11 Record and Playback Function

3.1.12 Scenario Control

3.1.13 Weather Control

3.1.14 Airfield Lighting

3.1.15 Supervisor

3.1.15.1 Specific Runtime Functionality

3.1.16 Pseudo Pilot

3.1.17 Clearance Delivery / Flight Data

3.1.18 STARS

3.1.19 ASDE-X and AMASS

3.1.20 Flight Strips

3.1.21 Scenario Events

3.1.22 Macro’s

3.1.23 Scenario Management

3.1.23.1 Common Data

3.1.23.2 Scenario Specific Data

3.1.24 System Maintenance Functions

3.2 Equipment Requirements

3.2.1 TSS Equipment

3.2.2 TSS Configurations

3.2.3 TSS Physical Requirements

3.2.3.1 TSS Mobile Unit Configuration

3.2.3.1.1 Positions

3.2.3.1.2 Equipment

3.2.2.1.3 Size and Weight

3.2.4 Power Requirements

3.2.5 Electromagnetic Compatibility

3.2.6 Heat and Ventilation

3.2.7 Environmental Conditions

3.2.8 Environment, Safety and Health

3.2.9 Packaging, Handling, Shipping and Transportation

3.2.10 Noise

3.2.11 Computer Requirements

3.2.11.1 Computer Reserve Capacity

3.2.11.2 Computer Processing Speed

3.3 TSS Reliability, Maintainability, and Availability Requirements

3.3.1 Maintenance Concept

3.3.1.1 Hardware Maintenance

3.3.2 Reliability

3.3.2.1 Mean-Time-Between-Failures

3.3.3 Maintainability

3.3.3.1 Mean-Time-To-Repair

3.3.4 Periodic Maintenance

3.3.5 Availability

3.4 System Locations, Configurations and Airport Visual Databases

4.0 QUALITY ASSURANCE REQUIREMENTS

4.1.1 Responsibility for Inspections

4.1.2 Verification Methods

4.1.3 Government Verification

4.1.4 Nonconformance and Retest

4.1.5 Tests, Inspections and Analyses

4.1.5.1 Factory Acceptance Test

4.1.5.2 Site Installation Verification (SIV) Test

4.1.5.3 Reliability Analysis

Appendix 1: Acronyms

Appendix 2: Definitions

Tower Simulation System Specification

1.0 SCOPE

1.1 Document Purpose

This specification establishes the functional, performance, design, and test requirements for the Federal Aviation Administration (FAA) Air Traffic Control (ATC) Tower Simulation System

(TSS).

1.2 Background

The TSS is being used by the FAA to accomplish air traffic (AT) technical training as specified in FAA Order JO 3120.4. The TSS is used to train FAA air traffic controllers to safely and expeditiously move aircraft from, to, and through their designated airspace in the FAA National Airspace System (NAS). The TSS provides the tower controllers with the training tools to improve their situational awareness, decision-making, effective communication, and workload management. The TSS is used to train both developmental and certified controllers. Controllers may use the TSS to train individually or as an integrated team. The TSS consists of the hardware, software, firmware, databases, and documentation required to support the simulation of an air traffic control tower (ATCT) operational environment. FAA Order JO 3120.4 conveys instructions, standards, and guidance for the administration of AT technical training.

1.3 System Overview

The TSS provides realistic training for FAA Tower Air Traffic Controllers in a non-operational environment. The TSS is a hardware scalable, software extensible, and system configurable ATCT simulator providing an interactive, highly realistic environment for controller training. In operation, the TSS supports up to four (4) positions simultaneously including the local, ground, flight data/clearance delivery and coordinator positions. Realistic scenarios are developed and generated at the direction of an instructor using a graphical user interface (GUI). The TSS provides synthetic voice response and voice recognition to allow the student to speak to the TSS.

The voice recognition system interprets the student’s commands and translates them into actual aircraft movement depicted on the computer screen. The TSS acknowledges student’s instructions using a synthetic voice. Under certain complex traffic scenarios pseudo pilots respond directly to the student by over-riding the voice response capability. Pseudo pilots view the airport and surrounding airspace so they may enter accurate and timely aircraft commands.

A recorded playback feature allows instructors to review and evaluate performance with the student after the training session has been completed.

The TSS can use an unlimited number of different airport databases; however, only one airport database will be run at a time. The TSS simulates operations in a “hub” facility. Each satellite facility assigned to the hub has a database on file that is ready for training. For example, a TSS at the Ontario, California airport can, within minutes, display and simulate operations at nearby satellite airports such as Bracket and Chino regional airports. This provides the capability for one

TSS to train developmental controllers from many nearby airports.

Training therefore no longer depends on the density or complexity of live air traffic operations.

The TSS does not interact with operational ATC systems and does not pose a threat of interrupting ATC service. The TSS creates an entirely new environment that operates away from, and independently of live air traffic operations. It realistically replicates operations that enable training in an absolute safe environment. In addition to initial training, the TSS provides the ability to perform refresher training to heighten awareness of controllers from repeated exposure to seldom seen operations and airport conditions.

The TSS is also used in non-training applications. It aids in site surveys for proposed new construction on or near the airfield. It also assists in the planning of new runways or changes in local arrival or departure procedures in an accurate and safe simulated environment.

The TSS is operated by local facility air traffic personnel or a TSS Field Service Representative (FSR). The TSS is a self-contained simulator that the developmental controller and instructor can turn on, select the desired training scenario, and conduct training.

1.4 Document Overview

Section 2 of this document lists the specifications, standards, and orders referred to in this document. Section 3 provides the TSS functional, performance, and design requirements. Section 4 identifies the test requirements for the TSS. In addition, there are two (2) appendices and eight

(8) contract Section J Attachments that provide information and requirements referenced in this TSS Specification:

a. Appendix 1 – Acronyms

b. Appendix 2 – Definitions

c. Attachment J-4 – TSS System Locations and Airport Visual Databases List

d. Attachment J-5 – TSS System Hardware Components

e. Attachment J-6 – TSS Pseudo Pilot Components

f. Attachment J-7 – TSS Mobile Unit Components

g. Attachment J-8 – TSS Suitcase Components

h. Attachment J-9 – TSS SDL Components

i. Attachment J-11 – TSS Models – Aircraft & Vehicle Fleet List

j. Attachment J-12 – TSS Models – Ground Objects

1.4.1 Document Language

For clarification purposes the intent of the following words used in this specification is provided below:

a. “Must” means an action is mandatory.

b. “Should” means an action is recommended.

c. “May” means an action is permitted.

d. “Will” is used only to indicate futurity and is not a requirement.

e. Singular words include the plural and plural words include the singular.

2.0 APPLICABLE DOCUMENTS

The following documents form a part of this specification and are applicable to the extent specified herein. Unless otherwise specified in Section 2, the version in effect on the date of issuance of the Screening Information Request (SIR) release for the TSS procurement is applicable. Referenced documents are applicable to the extent specified herein. If applicability is not further specified in the text of this TSS specification, then the entire document is applicable. In the event of conflict between documents referenced herein and the contents of this specification, the contents of this specification must prevail.

2.1 Government Documents

2.1.1 FAA Specifications

a. FAA Specification, Tower Simulation System

2.1.2 FAA Orders

a. FAA Order 3120.4, Air Traffic Technical Training

b. FAA Admin Order JO 7110.65, Air Traffic Control

2.1.3 FAA Advisory Circulars

a. FAA Advisory Circular (AC) 97-1A, Runway Visual Range

2.1.4 Other FAA Documents

a. FAA Acquisition Management System (AMS) – Acquisition Guidance

2.2 Non-Government Documents

2.2.1 Industry Standards

a. None

2.3 Availability of Documents

2.3.1 FAA Documents

Copies of FAA specifications, standards, and publications may be obtained from the FAA Acquisition Management System (AMS) website or from the FAA TSS Contracting Officer if the document is not available on the FAA AMS website. Requests must clearly identify the desired material by name and number (when applicable) and state the intended use of the material. Requested copies will be provided in electronic format.

2.3.2 Federal Documents

Copies of federal publications may be obtained from the U.S. Government Printing Office through the web site http://bookstore.gpo.gov/.

2.3.3 National Institute of Standards and Technology (NIST) Documents

Copies of National Institute of Standards and Technology documents may be obtained through http://bookstore.gpo.gov/ the web site http://csrc.nist.gov/publications/PubsSPs.html.

2.3.4 American National Standards Institute (ANSI) Documents

Copies of American National Standards Institute (ANSI) documents may be obtained through the web site http://webstore.ansi.org/.

3.0 REQUIREMENTS

This section specifies the functional, performance, design, and physical requirements of the TSS.

All TSS systems procured under this contract must comply with the requirements specified in this specification. If the hardware configurations of the TSS systems procured previously by the FAA under a different contract differ from this specification, the Contractor must not add, delete, or change any of the hardware components in the FAA TSS systems without prior written approval by the FAA TSS Contracting Officer or the FAA TSS Program Manager.

3.1 System Requirements

The TSS must display out-the-windows (OTW) ATC tower simulation scenario information in real-time display accuracy. Aircraft and ground vehicles must respond to controller commands issued in FAA Order JO7110.65 phraseology and respond appropriately with a synthetic voice.

TSS capabilities must include a dynamic weather environment and seasonal environmental changes and the ability to accurately depict aircraft/vehicles and aircraft characteristics to include unique airborne profiles. The TSS must also emulate radar informational data and the tower communication system.

3.1.1 TSS Positions

The TSS must physically and functionally represent a typical FAA ATCT. The TSS system design must be hardware scalable, software extensible and system configurable to provide any combination of the FAA ATCT positions specified below. The definitions for scalable, extensible, and configurable are defined as follows:

a. Scalable – the ability of a system, network, or process to handle a varying amount of work or number of tasks in a satisfactory manner or its ability to be enlarged or decreased to accommodate changes.

b. Extensible – the ability of a system to have new software functionality extended or added through modification of existing software functionality.

c. Configurable – the ability of a system to adapt/reuse independent system components by changing their interconnections but not their internals. It is the capability to move software/hardware functionality within the system without having to modify/change existing system components.

3.1.1.1 Local Control

The Local Control position is responsible for all active runways and all aircraft operating under instrument flight rules (IFR) or visual flight rules (VFR) within the control zone. The TSS must http://csrc.nist.gov/publications/PubsSPs.html http://webstore.ansi.org/ be capable of having two Local Control positions, each with different control areas, as some FAA

ATCTS require more than one Local Control position.

3.1.1.2 Ground Control

The Ground Control position at a FAA ATCT is responsible for all aircraft and vehicles operating on the maneuvering area excluding active runways. The controller at the Ground Control position must obtain approval from the Local Controller before directing an aircraft or vehicle to cross an active runway. The TSS must also have the capability of having two Ground Control positions, each with different control areas, as some FAA ATCTs require more than one Ground Control position.

3.1.1.3 Flight Data / Clearance Delivery

The Flight Data position is a communication function that receives and relays weather information, flight plan information, Notice To Air Mission (NOTAM), and other flight data information to pilots and other agencies.

The Clearance Delivery position is responsible for obtaining and relaying IFR or VFR clearances when the controller receives a request from departing aircraft. The Clearance Delivery position is also a communication function that requires the controller at this position to communicate directly with the pilot and the appropriate FAA NAS sector. The TSS must be capable of either combining the Flight Data and Clearance Delivery positions or providing their functions as separate positions.

3.1.1.4 Coordinator

The Coordinator position is responsible for managing traffic flows. This position typically coordinates traffic between the positions, advises the tower positions of tower cab actions, and performs functions simulating coordination with other ATC and non-ATC facilities.

3.1.1.5 Supervisor

The Supervisor position must simulate the ATC functions and responsibilities of a pilot and the pilot’s interactions with air traffic controllers and also provide all scenario and system management controls.

3.1.1.6 Pseudo Pilot

The Pseudo Pilot position must simulate the ATC functions and responsibilities of a pilot and the pilot’s interactions with air traffic controllers.

3.1.2 FAA System Functional Requirements

The TSS must emulate the ATCT functions of the following FAA NAS systems at a minimum:

3.1.2.1 Airport Surface Detection Systems

Airport surface detection systems are runway-safety tools that enable air traffic controllers to detect potential runway conflicts by providing detailed coverage of movement on runways and taxiways. The surface detection systems are able to track vehicles and aircraft on airport surfaces and obtain identification information from aircraft transponders by collecting data from a variety of sources. Airport surface detections systems include the following systems:

a. Airport Surface Detection Equipment (ASDE)

b. ASDE, Model X (ASDE-X)

c. Airport Movement Area Safety System (AMASS)

3.1.2.2 Automated Radar Terminal Systems

Automated radar terminal systems (ARTS) receive and process target reports, weather information, and other non-target messages from both terminal and EnRoute digital sensors. These ARTS systems also automatically track primary and secondary surveillance targets and provide aircraft position information to the enhanced traffic management system (ETMS). These systems also detect unsafe proximities between tracked aircraft pairs and provide a warning if tracked aircraft are detected at a dangerously low altitude. Additional features provided by some of these systems include the Converging Runway Display Alert (CRDA) and controller automation spacing aid (CASA). These features display “ghost” targets as an aid to controllers attempting to tightly space aircraft in the terminal environment. Automated radar terminal systems include the following:

a. Standard Terminal Automation Replacement System (STARS)

b. Tower Display Workstation (i.e., remote STARS display)

3.1.2.3 Airport Surveillance Radar Systems

Airport surveillance radar (ASR) systems are radar systems used at airports to detect and display aircraft in the terminal area. The ASR-9 and ASR-11 systems are also referred to as “precision approach radars” and are integrated primary and secondary radar systems that provide aircraft information within a sixty (60) nautical mile radius of the radar location. The primary radar provides aircraft location and direction and also provides data for rainfall density. The secondary radar also provides area aircraft data for barometric altitude, identification code, and emergency conditions. The ASR-11 also provides six-level national weather service calibrated weather capability that provides enhanced situational awareness for both controllers and pilots. The ASR data is displayed on STARS display consoles in control towers.

ASR systems include the following:

a. ASR-9 Radar

b. ASR-11 Radar

3.1.2.4 Runway Status Lights

The Runway Status Lights (RWSL) system integrates airport lighting equipment with approach and surface surveillance systems to provide a visual signal to pilots and vehicle operators indicating that is it unsafe to enter/cross or begin take-off on a runway. Red airfield lights (runway entrance lights and take-off hold lights) illuminate and extinguish as vehicles and aircraft traverse the airfield.

3.1.2.5 Weather & Information Display

The Weather and Information Display is a network of individual workstations designed to provide air traffic controllers with static and dynamic data regarding weather and other safety critical operational data. The Display interfaces with the following weather systems and sensors:

a. Automated Surface/Weather Observing Systems (ASOS/AWOS)

b. Digital Altimeter Setting Indicator (DASI)

c. Flight Data Input / Output (FDIO)

d. Low Level Windshear Alert System (LLWAS)

e. Terminal Doppler Weather Radar (TDWR)

f. Weather and Radar Processor (WARP)

g. Notice to Air Mission (NOTAM)

3.1.2.6 Communication Systems

Voice communications are a fundamental part of providing ATC services. Both air-to-ground and ground-to-ground voice communications are essential for the terminal domain of aircraft flights to provide safety, orderly and efficient flow of air traffic. At a minimum, the TSS must emulate the following types of voice communications:

a. Enhanced Terminal Voice Switch (ETVS)

b. Rapid Deployment Voice Switch (RDVS)

c. Ultra-High Frequency (UHF)/Very High Frequency (VHF) frequency modulation

(FM) radios, intercom, and landline communications

3.1.2.7 Navigation and Landing Systems

The Instrument Landing System (ILS) is a ground based instrument approach system that provides precision guidance to an aircraft approaching and landing on a runway to enable a safe landing during instrument meteorological conditions (IMC), such as low ceilings or reduced visibility due to fog, rain, or blowing snow. The ILS provides a direction for approaching aircraft that tune their receiver to the ILS frequency. The ILS provides both lateral and vertical signals to the aircraft.

Runway visual range (RVR) is the distance over which a pilot of an aircraft on the centerline of the runway can see the runway surface markings delineating the runway or identifying its centerline. RVR is used as one of the main criteria for minima on instrument approaches as in most cases a pilot must obtain visual reference of the runway in order to land the aircraft.

Instrumented RVR systems are used to provide this information to pilots.

The Wide Area Augmentation System (WAAS) and Local Area Augmentation System (LAAS) are ground based navigation aids that augment aircraft information provided via the Global Positioning System (GPS) network of satellites. The WAAS and LAAS are all-weather aircraft landing systems that use real-time differential corrections of the GPS signal for precision approaches and landings at airports.

3.1.3 Position Display Requirements

All TSS computers, monitors, and other hardware components installed in the TSS systems at FAA facilities as of the date of this TSS Specification meet the requirements as specified herein. The Government may replace hardware components installed in TSS systems as of this date with new hardware components to be procured under this follow-on TSS Technical Refresh contract.

3.1.3.1 Monitor and Display Requirements

All TSS monitors and displays must meet the following specifications:

a. Minimum native resolution – 3840x2160 (4K)

b. Liquid Crystal Display (LCD) or Light Emitting Diode (LED) Wide Screen

c. Display a minimum of 16 million colors

3.1.3.2 Console Requirements

All positions must have consoles sufficient for the intended position’s task. Student position consoles must represent a typical ATCT cab with all equipment necessary to accomplish the training tasks. In addition to displays and controls, the consoles must provide flight strip racks (at least two columns of ten strips at Flight Data and one column of ten each for the Local and Ground Controllers), writing surfaces, task lighting, chairs, etc.

3.1.3.3 Local Control

The local control position must provide the following:

a. Minimum 23” STARS Radar Display

b. Minimum 23” ASDE/ASDE-X Radar Display

c. Voice Communication System (VCS) Communication Suite

d. Appropriate Keyboard (STARS/QWERTY) and Mouse/Trackball

e. Console and Chair

f. Light Gun (the TSS must provide an ATC light gun emulation, accessible to the

Local and Ground Controllers, which functions in accordance with FAA Order

7110.65. Simulated aircraft and ground vehicles must respond appropriately to properly received light gun commands.)

g. OTW Scene Controller

3.1.3.4 Ground Control

The ground control position must provide the following:

a. Minimum 23” STARS/ Radar Display

b. Minimum 23” ASDE/ASDE-X Radar Display

c. VCS Communication Suite

d. Appropriate Keyboard (STARS/QWERTY) and Mouse/Trackball

e. Console and Chair

f. Light Gun (the TSS must provide an ATC light gun emulation, accessible to the

Local and Ground Controllers, which functions in accordance with FAA Order JO

7110.65. Simulated aircraft and ground vehicles must respond appropriately to properly receive light gun commands.)

g. Independent Visual Channel Scene Controller

3.1.3.5 Flight Data / Clearance Delivery

The Flight Data/Clearance Delivery position must provide the following:

a. Minimum 23” Weather and Information Display

b. VCS Communication Suite

c. Appropriate Keyboard and Mouse

d. Console and Chair

3.1.3.6 Coordinator

a. VCS Communication Suite

3.1.3.7 Supervisor

a. Minimum 32” Supervisor Display

b. Minimum 23” Touch Screen Macro Panel Monitor

c. VCS Communication Suite

d. Flight Strip Printer (The TSS must include flight strip emulation to include arriving departing and overflight aircraft. The printer must use thermal printing with an integrated cutting mechanism designed for air traffic control environments. The printed information format must be in accordance with (IAW) FAA Order JO 7110.65.)

e. Appropriate Keyboard and Mouse

f. Console and Chair

3.1.3.8 Pseudo Pilots

a. Minimum 32” Pseudo Pilot Display

b. Minimum 23” Touch Screen Macro Panel Monitor

c. VCS Communication Suite

d. Appropriate Keyboard and Mouse

e. Console and Chair

3.1.3.9 Environmental Sound

The TSS fixed systems must include a 5.1 Surround Sound system at a minimum that realistically simulates relational and positional audio of airport and aircraft sounds.

3.1.4 Visual System

The TSS must provide sufficient resolution, brightness, contrast, and sharpness to allow the student, with support from other informational aids (i.e., radar displays), or modeling techniques, to detect, recognize and identify aircraft at distances sufficient to meet the training objectives.

The visual scene must have no discernible flashing, flickering, popping or indications of visual error.

All TSS computers, monitors, displays, and other hardware components installed in the TSS systems at FAA facilities as of the date of this TSS Specification meet the requirements as specified herein. The Government may replace all hardware components installed in TSS systems as of this date with new hardware components to be procured under this follow-on TSS Technical Refresh contract.

3.1.4.1 Physical Field of View (PFOV)

The TSS must provide a 315° horizontal physical field of view.

3.1.4.2 Vertical Field of View (VFOV)

The TSS must provide a 45° vertical field of view that can tilt +/- 90°.

3.1.4.3 Horizontal Field of View (HFOV)

The TSS must provide a 315° horizontal field of view that can be slewed to 360°. The system must support the ability to display 360° HFOV on the existing 315° PFOV.

3.1.4.4 Image Quality

The TSS must provide a minimum 60 Hz refresh rate and a minimum display resolution 3840x2160 (4K). The TSS must provide an anti-aliased image.

3.1.4.5 Monitor Requirements

The TSS monitors must have the following requirements at a minimum:

a. Native resolution – 3840x2160 (4K)

b. Brightness – 500cd/m

c. Contrast Ratio – 4000:1

d. Refresh Rate – 60Hz

e. Aspect Ratio – 16:9

f. Orientation – must have the capability of being oriented in Landscape or Portrait views

g. Displayable Colors – More than 16.7M

3.1.4.6 Display Panel Specifications

The TSS must provide the following Display panel requirements as a minimum:

a. Native Resolution – 3840x2160 (4K)

b. Pixel Pitch – 0.63mm

c. Brightness – 500cd/m

d. Contrast Ratio – 4000:1

e. Refresh Rate – 60Hz

f. Aspect Ratio – 16:9

g. Orientation – must have the capability of being oriented in Landscape or Portrait views

h. Displayable Colors – More than 16.7M

3.1.4.7 Geometry Channel Match

a. LED Panel based systems - Each channel butts against its neighbor with a bezel between the adjoining channels that does not exceed 5.5 mm.

b. The channel match must be verifiable by displaying the same cross hatch test pattern as used to verify geometry accuracy and observing that the horizontal lines join each other at the screen edges.

3.1.4.8 Uniform Luminance

The luminance variation across a screen must not be less than 80% of that at the center. Uniform luminance is verifiable by displaying a test pattern containing an array of peak white squares and measuring the luminance of each from the Design Eye Point (DEP). No reading must be less than 80% that of the center square.

3.1.4.9 Luminance Channel Match

The luminance on both sides and equidistant of a channel edge must not differ by more than 10%.

Luminance Channel Match is verifiable by displaying the Uniform luminance test pattern and measuring the luminance of a white square either side of the join. No two readings must not differ by more than 10%.

3.1.4.10 Uniform Color

Any variation in color must not distract from training. The color uniformity is verifiable by displaying a flat white raster image and failing to observe any significant color variation.

3.1.4.11 Dead and Bright Pixels

Production methods of digital panels occasionally result in the existence of dead pixels and bright pixels. A dead pixel is one that does not function i.e., the pixel is always displayed as black. A bright pixel is one that is always on and is brighter than neighboring pixels. A dead or bright pixel only applies to one color. When the three colors are mixed, it is usually difficult to notice them.

Most panels are 100% free of dead and bright pixels but there is a minimum acceptable level of quality appropriate for ATC simulation training. For instance, a bright red pixel just above the horizon is not acceptable as it may be mistakenly interpreted as aircraft navigation lights. On the other hand, a single dead red pixel in the sky does not cause a problem.

The acceptability of the pixels is verifiable by displaying a flat peak raster for 3 times, 1 for each color and observing any dead or bright pixels. The screen consists of three horizontal slices, the top 20% consisting of sky only, the bottom 30% consisting of ground and the middle 50% which depending on the height of the horizon is mainly or completely sky.

Sky - 20% of screen

Middle - 50% of screen

Ground - 30% of screen

There must be 0 dead and 0 bright pixels in the middle slice as this is the significant portion of the scene.

There must be no more than 2 dead pixels and 1 bright pixel in the ground slice.

There must be no more than 2 faults in the sky slice, (limited by 1 dead red, 1 dead green or 2 bright blue pixels).

3.1.4.12 Monitor and Display Maintenance

All monitors and displays must be accessible from the front and rear for maintenance.

3.1.4.13 Performance Metrics

The visual system must provide a minimum of 250 visible moving aircraft and ground vehicle models distributed evenly across the full field of view (applies to existing HUB configurations with 10 visual channels). The system must support at least 15 moving models in a single channel at 60 Hz. Moving models must display smooth movement throughout the scenario.

3.1.4.14 Weather

The system must provide programmable, dynamic weather effects with appropriate visual representation.

3.1.4.14.1 Cloud Formations

The system must accurately depict Stratoform and Cumuliform cloud formations. Single clouds and cloud formations must have vertical profiles and give clouds depth because they present side views. A cloud layer must have a horizontal profile and cover the whole sky. Cloud layers must present underneath views and are available in 1/8, 1/4, 3/8, 1/2, 5/8, 3/4, 7/8, and full 8/8 coverage.

Cloud layer color must be related to the percentage coverage. If no ceiling is defined, the sky must appear blue. Under the cloud ceiling, the user must be able to construct a weather scenario composed of single clouds, cloud layers (e.g.., minimum of two) and/or cloud formations. The user must be able to define the position and height of cloud formations and single clouds and must be able to define the height of cloud layers. All cloud types under the ceiling must move according to wind speed and direction provided by the user. The following cloud models must be supported:

a. Cumulus

b. Cumulonimbus

c. Towering Cumulonimbus

d. Altostratus

e. Cirrocumulus

f. Cirrostratus

g. Cirrus

h. Nimbostratus

i. Stratocumulus

j. Stratus

All cloud types must be composed of opaque, semi-transparent, and transparent areas. Objects behind opaque areas of cloud must be occulted. Objects behind transparent areas must be displayed. Objects behind semitransparent areas must be partially occulted.

The cloud layers must exhibit appropriate effects such as steady light rain, heavy showers, cloud-to-ground lightning, cloud-to-cloud lightning, and in-cloud lightning.

A rain shaft must be seen as a semi-transparent texture under an associated cloud. Lightning must be provided as a visual cue for thunderstorms. Lightning bolts must be randomly triggered during thunderstorms; bolts must go from cloud to ground; a ‘flash’ effect must be provided whereby the scene is momentarily brightened.

3.1.4.14.2 Cloud Ceilings

The system must accurately display cloud layers with a user definable cloud base above ground level. The cloud base can be defined during scenario preparation or by the Supervisor during an exercise. The system must be capable of displaying three layers simultaneously at a minimum.

3.1.4.14.3 Visibility

The system must provide varying levels of visibility representing conditions such as fog, smoke, smog, haze, rain, mist, drizzle, sleet, snow, ash, dust, and sandstorm. The visibility must be selectable in five increments: (1) ¼ mile, (2) 1 mile, (3) 3 miles, (4) 5 miles, and (5) clear. All distances are statute miles. The system must also have the capability for the user to add a visibility value. The visibility must be selectable by the Supervisor during an exercise or defined during scenario generation. Any changes in visibility must be slowly phased in based on a transition time or immediate (transition time = 0). The system must have localized weather phenomenon (e.g., a storm cell or fog bank) which will obscure visibility in one direction or section of the visual scene.

The localized weather phenomenon must move through the area in a predefined path. In addition, it must be possible to select any user-defined visibility to associate with the selected weather condition.

3.1.4.14.3.1 Visibility Characteristics

a. Animated falling rain, snow, drizzle, sleet, and hail must be displayed as ‘global’ weather states.

b. During rain, drizzle, sleet, hail and snow, sun intensity and visibility must decrease as the rain intensity increases.

c. Raindrops must be visible when a storm envelops the tower.

d. Fog and sun intensity must be modulated by cloud coverage.

e. The homogeneous visibility range must directly affect the ability to see and identify objects in the scene.

f. Surrounding modeled details such as urban areas and tree lines must be located at representative ranges for the purpose of fog distance cues.

3.1.4.15 Time of Day/Year/Season

The system must accurately portray a full diurnal cycle for the local environment. An ephemeris model must be used for tracking sun and moon position. The sun must illuminate the surfaces in the scene with realistic, directional light. The moon must add up to 20% of ambient lighting at nighttime. A yellow disk must be displayed representing the sun and an emissive lunar textured disk must be displayed representing the moon. Sun and moon models must be correctly positioned according to the airfield latitude, longitude, season, and time of day and must be occulted if appropriate by cloud and atmospheric conditions. A horizon glow must be displayed during sunset and sunrise in the direction determined by the ephemeris model. The system must display moonrise and moonset effects.

3.1.4.16 Special Views

The local control position must control the normal and all special views on the main OTW displays. The ground control position must have an independent visual channel with special views capability. The Supervisor position must have the same special views capability as the local control position (shared control of the OTW view).

3.1.4.16.1 Binocular

The local and ground positions must be provided with a control system that allows the binocular feature to be selected, panned, pitched, and zoomed. The system must provide a clear indication of the area of the scene in which the binocular inset will appear when activated. It must be possible to move the open binocular inset to any point of the physical field of view. On reaching the limits of the physical field of view, the scene within the binocular inset must scroll and pitch allowing any position within the 360-degree visual database to be viewed. The binocular system must emulate the performance of a 7-4X50 zoom binocular.

The binocular system must have an auto-track feature. The auto-track feature enables the operator to select an aircraft and have the binocular inset automatically follow the selected aircraft to any point on the physical field of view. On reaching the physical limits of the field of view, the scene within the binocular inset must scroll and pitch allowing any position within the 360 degree visual database to be viewed.

3.1.4.16.2 Birds Eye

The TSS must provide a situational awareness or “Birds Eye” feature. It must be possible to activate and manipulate the Birds Eye viewpoint from close to ground level to 30,000 feet above ground level. It must also be possible using the scene controller to move the center of the display through the X and Y horizontal axis allowing great flexibility in selecting the most beneficial viewpoint. The Birds Eye view must be displayed on a complete visual channel [not Picture-in- Picture (PIP)]. The selected channel must be user configurable.

3.1.2.16.3 Camera

The TSS must provide for at least 6 user-configured alternate eye points. Each eye point must be defined by latitude, longitude, height, and default viewing direction. Any Eye point can be selected during the running of a scenario.

3.1.4.16.4 Pilot

Pilot view must be selectable from the Supervisor position. This mode presents the scene as viewed from the cockpit of an aircraft or vehicle and must be seen in a full channel view or PIP.

This feature must be available to the Supervisor in order to make the trainee aware of the impact of ATC instructions issued to the pilot. It must be possible to zoom in and out when using this view and a pan and pitch facility that extends the physical horizontal and vertical angular range.

The channel(s) used for the pilot view must be user configurable. If multiple channels are used, the correct field of view from the pilot’s perspective must be displayed.

3.1.4.16.5 Target

Target view must be selectable from the Supervisor position and must be seen in a full channel view or PIP. The Target view locks on to the selected target, shown in the middle of the selectable display. It must be possible to rotate the eye point around the target at a fixed radius. It must also be possible for the user to zoom in and out when using this view.

3.1.4.16.6 Free Movement

Free Movement view must be selectable from the Supervisor position. The Free Movement view allows the Supervisor to move around the scene in all three dimensions. This view mode provides a virtual flying simulation that enables the viewpoint to be placed anywhere in the 3D scene. The virtual vehicle may be maneuvered by turning left or right, moving forward, and by raising and lowering the eye point.

3.1.4.17 Special Visual Features

Local hazards to flying must be realistically depicted to evoke a controller’s response or non-response to specific occurrences. Local hazards include but are not limited to:

a. bird activity

b. skydivers

c. steam or smoke from power plants

3.1.5 Visual Databases (VDB) and Models

The TSS must provide a geo-specific visual representation for each airport. The visual scene must encompass a 360° panoramic field of view centered at the control tower. The visual image and models must automatically load by name as defined in the scenario. The geometry of each element of the visual database, be it an airfield or aircraft, must reside in its own file for ease of maintenance. The VDBs must work properly on all TSS configurations without any modifications.

The Government reserves the right to add or modify TSS VDBs procured from separate FAA contracts.

3.1.5.1 Airport Visual Databases

The airport model must be photo realistic in the near ground and 3D realistic supplemented with scanned images and generic photo texture further away from the tower. Ground surfaces such as tarmac, grass, and aprons must make use of suitable generic textures. The ability to set the screen height of the horizon must be provided.

Airport details must be modeled to eliminate Z-buffer occultation problems and aliasing of edges and long narrow surfaces. When significant surfaces do not warrant modeling with varying terrain heights they must be modeled flat, and variations in ground height climbs and drops must be smoothed out over large areas. Distance to horizon must be correct for tower height. Ground surfaces, roofs, and trees must be represented in an appropriate texture for the ground cover currently set in the simulation scenario. For example, there will be alternative textures for snow cover and wet ground.

3.1.5.1.1 Major Features

The major features of an airport must include one or more of each of the following, and must include multiple instances of some features when applicable to the local installation:

a. Runways, helipads, Vertical Take-Off and landing (VTOL), and Short Take-Off and Vertical Landing (STOVL) pads accurately rendered with respect to length, width, markings, signage, etc.

b. Buildings, correct with respect to perspective, orientation, and coloration.

c. Major construction hazards — major construction includes a stationary picture indicating surface repair or replacement of runways, taxiways, or ramps.

d. Terrain Following.

3.1.5.1.2 Lighting Systems

The following features must be included in the lighting systems where appropriate to the local installation:

a. Directionality — lighting directionality as required for Visual Approach Slope Indicators (VASI), and for runway end markings being modeled as appropriate to the local installation.

b. Standard lighting for: runway center and runway edge lighting, taxiway lighting, stop bars, and approach lighting including but not limited to sequential flashing, Wig- Wags, hold bars, RWSL, airport beacon, and glide path indications to the local installation.

3.1.5.1.3 Controllable Objects

Controllable objects refer to objects in the database that are subject to control or manipulation.

The control may be manual, or it may be in reaction to effects in the simulation. Controllable objects must include Barrier Cables and windsocks. The hook-wire must be represented by a wire across the runway that can be raised or lowered. The windsock must react to the wind in the scenario (although not to gusts). The windsock effects must include raising and lowering of the model in relation to the wind speed. The windsock must rotate with a change of wind direction.

3.1.5.1.4 Surrounds or Cultural Features

Airport surrounds or cultural features must be included in the visual database to enhance its realism.

Each airport’s cultural features are distinct, but must include such things as the background skyline, major roadways, mountains, trees, fields, bodies of water, etc. Cultural data must be derived from photographic and other source data. Cultural features must be different depending on time of day (light/dark) and weather conditions.

3.1.5.1.5 Library

The list of VDBs specified in Attachment J-4 must be provided with the system. The government will make available the existing VDBs as Government Furnished Information (GFI).

It is the Contractors’ responsibility to assure the VDBs work correctly with the TSS system.

3.1.5.2 Models

Aircraft and ground vehicle models must have the correct shape, dimensions, and shading. The models must be textured with either photo-texture or, in the case of a camouflage livery, with an appropriate generic texture. The models database must provide visual representations that are used by the simulation engine to portray vehicle and other environmental/cultural objects within the simulation environment. Lights on models must be switchable, on or off, with the ability to select which lights are on or off (model-dependent feature). The performance envelope of each model must be editable using the scenario preparation tool. Vehicles dynamics must be modeled with movement in six degrees-of-freedom (DOF). Aircraft must be modeled using four levels of detail (LOD) at a minimum. All aircraft must include landing gear that is defined as fixed or articulated (can be raised or lowered). In addition, aircraft models must include navigation lights, wing tip strobe, landing lights, taxi lights, and anti-collision lights. Where aircraft have been defined with tail hooks or afterburners, the appropriate visual effects must also be provided.

3.1.5.2.1 Visual Effects

The following Aircraft and Vehicle effects must be provided with the TSS:

a. Simulated aircraft must automatically raise and lower landing gear. The Supervisor must also be able to manually set the gear state. The effect must be tri-state, (up, down, failed). Up and failed states must be represented by no gear visible. Down state must be represented as gear visible and down.

b. There must be automatic and manual (on/off) control for individual aircraft of the navigation lights, wing tip strobe, landing lights, taxi lights and anti-collision lights.

c. There must be automatic and manual control of all available lights (on/off) for individual ground vehicles.

d. Appropriate aircraft models must include a tail hook that has two states: down (visible) and up (not visible).

e. Appropriate aircraft models must include an afterburner that has two states: engaged and not engaged (no effect).

f. Turboprop aircraft models must include props that have three states: static (individual blades), rotating (semi-transparent rotating blades disk) and Slow moving rotating blades disk.

g. Helicopter models must include blades that have two states static (individual blades), rotating (slowly rotating blades) and Slow moving rotating blades disk.

h. Collision and crash effects must provide for the detection (via the resulting damage, disabling or destruction) of collisions and crashes in the visual representation.

3.1.5.2.2 Library

The list of models specified in Attachments J-11 (Aircraft & Vehicle Fleet List) and J-12 (Ground Objects) must be provided with the system. The government will make available the existing models as Government Furnished Information (GFI). It is the vendors’ responsibility to assure the models work correctly with the supplied system.

3.1.6 Voice Recognition and Synthesis

3.1.6.1 Voice Recognition

The voice recognition system must be speaker independent. The voice recognition system must not require the student to train the system on an individual’s voice pattern.

The voice recognition system must accept single commands. A command is defined as a communication, or string of communications, given to a single aircraft or ground vehicle in a single transmission. The system must accept multiple commands without requiring a pause, verbal “break,” or mike key between commands. The TSS must achieve a demonstrated average of at least 95% Voice Recognition accuracy. The TSS must be able to operate to the full extent of its other capabilities without using the voice recognition system, i.e., pseudo pilot mode, automatic ground controller, automatic local controller, and fully automatic modes.

The voice recognition system must accurately and reliably translate student speech into commands compatible with the hardware architecture. Voice recognition must be capable of translating common ATC phraseology requirements IAW FAA Order 7110.65 and normally accepted communication terminology (commercial and military) to include ground-to-air and air-to ground.

The voice recognition system must have the ability for each facility to enter local phraseology and assign the phraseology to an existing function.

All training exercises must be capable of being conducted without interaction by a Supervisor or pseudo-pilot. The voice system must be a modular part of the TSS such that future advances in technology would allow upgrading the voice system without major redesign of the TSS.

3.1.6.2 Voice Synthesis

The TSS must provide synthetic voice for all aircraft and ground vehicles. Aircraft and ground vehicles must initiate calls and respond to controllers realistically and appropriately. The synthetic voice system must offer a selection (i.e., a minimum of 10) of gender and a range of accents. The voice synthesis system must be automatically adaptable to the traffic density and use abbreviated read back when user configurable conditions are met.

3.1.7 Voice Communication System (VCS)

The TSS must simulate the UHF, VHF, and FM communication systems (e.g., radios, intercoms, landline, etc.) used in a typical ATCT.

The TSS system must be configured to simulate the ETVS, RDVS, or the Small Tower Voice Switch (STVS) communication systems. Both visual and audio cues must be simulated.

3.1.7.1 VCS Hardware Components

Each student, Supervisor, Coordinator, and Pseudo Pilot position must include the following (VCS Communication Suite):

a. Minimum 10” Touch Screen monitor

b. Appropriate simulated panel.