ATCSCC SOW Revised 8.11.2021.docx

Federal Aviation Administration

Civil Aerospace Medical Institute (CAMI)

Human Factors Division

AAM-520

Human Factors Research in support of Air Traffic Control Tasks

Traffic Management Simulation

STATEMENT OF WORK

August 11, 2021

TABLE OF CONTENTS

INTRODUCTION

OVERVIEW

The Civil Aerospace Medical Institute (CAMI) is the medical certification, education, research, and occupational medicine wing of the Office of Aerospace Medicine (AAM) under the auspices of the Federal Aviation Administration (FAA’s) Office of Aviation Safety (AVS). The mission of the Aerospace Human Factors Research Division is to promote civil aerospace safety through excellence in aerospace human factors (HF) research. The Division conducts research that focuses on improving human performance, efficiency, and safety. This statement of work is for the development of a simulator in support of training and research being conducted within the National Airspace System (NAS) Human Factors Safety Research Laboratory (AAM-520), and the Air Traffic Control System Command Center (ATCSCC).

Simulation training options are available for En Route and Terminal specialists that facilitate learning and skill development in a safe and controlled training environment. In contrast, there are no simulation training options available to the Air Traffic Control System Command Center (ATCSCC) and Traffic Management Coordinators (TMCs) throughout the National Airspace System (NAS). The gap in simulation training contributes to a lack of understanding in the application of traffic management initiatives (TMIs). Simulation training reduces operational risks and allows the student to practice repetitive processes in a safe environment to build knowledge, skills, and abilities. Phase one of traffic management (TM) simulation development focuses on the development of simulation capabilities for the ATCSCC Severe Weather (SVRWX) and Terminal Areas.

BACKGROUND

The ATCSCC Terminal Area has responsibility for balancing airport traffic demand and capacity with a focus on NAS efficiency. Specialists use a variety of systems that span various platforms; however, the primary tool to manage airport demand is the Flight Schedule Monitor (FSM). Until recently, live training opportunities in the Terminal Area were sufficient to keep pace with training demand. The recent reduction in traffic levels as a result of the global COVID-19 pandemic has heightened the need for simulated scenario-based Ground Delay Program (GDP) and Ground Stop (GS) training. Regardless of traffic level, the need for Terminal Area simulation will continue.

The SVRWX Area has responsibility for route management within the NAS. Specialists use the Traffic Situation Display (TSD) to evaluate En Route constraints then implement national playbook routes, Air Space Flow Programs (AFPs), and other TMIs to manage the constraint. The cyclical nature of the convective weather season presents a training challenge for the ATCSCC SVRWX Area and TMCs NAS-wide. There is an optimal time to place new trainees in the SVRWX Area and it must be coordinated precisely to gain full advantage of the convective weather cycle. The logistics of employee selections and release dates affect the assignment of new trainees to the area and it is often not possible to hit the optimal training window.

Another challenge is the loss of traffic management proficiency in the fall and winter months when Severe Weather Avoidance Planning (SWAP) is not needed. SWAP simulation could be added to the facility refresher training plan to improve proficiency during the off-season. Being able to simulate SVRWX events will expand the window of opportunity to assign trainees to the SVRWX Area and possibly reduce the amount of on-the-job (OJT) training hours needed to certify. The use of the resulting simulation training tool is expected to improve understanding of traffic management techniques used to manage convective weather events. Other benefits may include an increase in NAS efficiency and a reduction in TMC skillset degradation.

SCOPE OF WORK

The required delivery is a high fidelity Flight Schedule Monitor (FSM)/Traffic Situation Display (TSD) interactive simulation platform that allows for scenario development by instructors and provides feedback on trainee performance. The simulation platform is to be cloud-based, available from inside the FAA network, such that trainees can access the simulation using FAA Laptops that use Windows operating systems. The server for the cloud-based platform must reside at ATCSCC facilities in Warrenton Virginia or an approved vendor data center and must be able to hold at least 500 scenarios.

Scenarios and simulation fidelity must either be able to integrate with, display, and take input from, the GUI of the system in use or closely replicate the Graphical User Interface (GUI), display, and functionality of the FAA’s TSD and FSM. Examples of the FSM and TSD functions that must be simulated are listed in Appendices C and D.

The simulation platform must allow ATCSCC instructors to script training scenarios using archival data that can be independently manipulated by the instructors. One method of meeting this requirement is for the platform to be able to interface with the traffic information made available through the Traffic Flow Management Auxiliary Platform (TAPS). TAPS is the current tool that enables trainees to see current and historical traffic information without being able to implement actions that go out to the real world. Given that TAPS is limited to a year’s worth of archival data, the platform must allow for the importation of archival weather and traffic data from historical sources with data going back at least 5 years.

The simulator must enable scripted scenarios to allow both the SVRWX trainee and the Terminal trainee to interact with the simulated scenario and to see results of the decisions trainees make and the way in which the decisions were implemented. This includes the ability to fast forward, rewind and replay scenarios and student scenario runs. Simulated traffic must respond to initiatives in a realistic fashion in real time and fast time modes. Scripts must include textual injects that simulate input from the airlines and FAA facilities. Seat hours for each scenario are not expected to exceed 1 hour. The acquisition must include initial training in the scripting process.

Delivery must also include simulation of ten traffic scenarios (five for SVRWX and five for Terminal). The script for three SVRWX and three Terminal scenarios are provided here in Appendices A and B. Appendix E provides a Traffic Management Review (TMR), which could be used to develop a SVRWX or a combined SVRWX and Terminal scenario. The vendor will generate at least two example SVRWX and two example Terminal scenarios on their own in addition to generating the 3 specified by the FAA. These traffic scenarios will be used by the FAA to assess the simulation platform.

The simulation platform must enable the SVRWX trainee to use simulated TSD weather and Traffic Flow Management Convective Forecast (TCF) to determine the most efficient use of airspace then build/send playbook and ad-hoc reroutes. The platform must accommodate Modeling, sending, and modifying TSD reroutes. In order to effectively create and execute the scenarios, ATCSCC instructors must have the ability to manipulate TSD weather, TCF, demand, and playbook routes. Being able to model, send data, and make revisions creates a realistic simulated training environment. Additionally the platform must enable the instructors and trainees to draw Flow Evaluation Areas (FEAs) and Flow Constrained Areas (FCAs) and be able to model and send AFPs.

The simulation platform must enable the Terminal trainee the ability to model and send GDPs/GSs using historical or manually constructed airport demand via the simulated interface. Sending/revising GDPs and GSs are critical Terminal job tasks. The inability today to manipulate the FSM training scenario data during training is a challenge and having this ability is an immediate need. The simulation platform must provide the ability to model, revise, and send a GDP/GS, including the ability to manually build or modify FSM data to meet the training needs.

The simulator must record number of aircraft impacted by trainee initiatives, average delay per aircraft in minutes, and average distance per aircraft from original route. These metrics for a scenario must be made available to the instructor and trainee at the end of the scenario in addition to the predicted impact information that would be provided by simulated functions during the scenario run. The platform must also allow the instructor to provide text that will be displayed to the trainee at the end of a scenario for the purpose of allowing the student to compare their scenario response choices with other viable responses.

SUPPORT (LABOR)

a. This acquisition requires an experienced vendor familiar with ATCSCC operations, Traffic Management policies, procedures, TSD, and FSM equipment. The vendor must have at least one Subject Matter Expert (SME) on staff with previous TMC experience at the ATCSCC.

b. FAA ATCSCC Subject Matter Experts will be provided to assist the vendor with any technical questions that may arise.

c. This acquisition requires an experienced vendor familiar with simulation of air traffic situation displays.

d. This acquisition requires an experienced vendor familiar with creating cloud-based applications.

SUPPORT (TECHNICAL)

a. FSM Simulation– The vendor provided simulator must either integrate with, display, and take input from, the GUI of the current FSM system or the vendor must provide a high fidelity simulation of the FAA’s FSM. The FSM functions required to be simulated are described and listed in section 3 and Appendix C.

b. TSD Simulation– The vendor provided simulator must either integrate with, display, and take input from, the GUI of the current TSD system or the vendor must provide a high fidelity simulation of the FAA’s TSD. The TSD functions required to be simulated are described and listed in section 4 and Appendix D.

c. API – the vendor must provide an application programming interface or gateway to facilitate integration with future systems that provide the TSD and FSM functions in Appendices C and D.

d. Interactive Simulation Capabilities – The vendor provided FSM and TSD simulations must be interactive such that ATCSCC and TMU trainees can model, send, and modify playbook and TSD reroutes and GDPs and GSs.

e. Realistic Traffic Behavior - Simulated traffic must respond to initiatives in a realistic fashion in real time and fast time modes.

f. Performance Data Collection – The vendor provided simulation platform must record number of aircraft impacted by trainee initiatives, average delay per aircraft in minutes, and average distance per aircraft from original route for each scenario run. The trainee identity and recorded data must be clearly related and these must be easily accessible by the trainee and instructor for each trainee once each scenario is completed.

g. Scenario Development – The vendor provided FSM and TSD simulation platform must incorporate the ability for ATCSCC instructors, without specialized computer training backgrounds, to script and fully manipulate SVRWX and Terminal scenarios.

h. Archival Data - The simulation platform must allow ATCSCC instructors to script training scenarios using archival traffic data that can be fully manipulated by the instructors during scenario development.

i. Scenario Scripting – The vendor provided FSM and TSD simulation platform must incorporate the ability for ATCSCC instructors to script responses from airlines and ATC facilities to occur during the scenarios.

j. Scenario Feedback – The vendor provided FSM and TSD simulation platform must incorporate the ability for ATCSCC instructors to specify under what circumstance, during a scenario, trainees will receive feedback and what the content of the feedback will be.

k. Scenario Storage – Vendor must incorporate the ability to store scenarios and student scenario run-throughs.

l. For the demonstration, the vendor must provide simulations of five Terminal (see Appendix A) and five SVRWX (See Appendix B) scenarios that will enable the evaluation of the simulation platform.

m. Weather Requirements - The minimum functions for weather requirements are:

· The FSM/TSD training platform must allow instructors to create scenarios from historical weather data

· Must have the ability to load and manipulate historical weather data for use in the scenarios

· Must be able to create high fidelity simulations of weather from scratch including depictions of the weather data on the TSD

n. Cloud-Based Access – The vendor provided simulations must be cloud-based, available from inside the FAA network, such that trainees can access the simulation without specialized hardware using an FAA laptop.

o. Location - The simulation capability must reside on servers at the ATCSCC in Warrenton VA or at an approved FAA data center.

p. Cloud-Based server – Vendor must provide the specifications for what cloud-based platform they are using for government approval.

q. The simulator must allow instructors to fast forward, rewind and pause scenarios and recorded runs of the scenarios by students.

Support (Training)

The vendor must provide training to as many as 16 ATCSCC, CAMI and TMU personnel, during the contract period of performance, in the following areas:

a. Operation/functionality of the simulator

b. Inputting traffic data to the simulator

c. Outputting trainee performance metrics from the simulator

d. Scenario development using the newly developed simulation platform and taking into account the example scenarios provided in this SOW

Documentation

The vendor must provide documentation (text and images in pdf format) for operation of the training platform in the following areas:

a. Operation/functionality of the simulator

b. Inputting traffic data to the simulator

c. Outputting trainee performance metrics from the simulator

d. Scenario development using the newly developed simulation platform and taking into account the example scenarios provided in this SOW

DELIVERABLES

This section describes 1) the products and tangible results that are expected from each task contained in the previous section, 2) the date each deliverable is due, and 3) the government acceptance criteria. All days are business days unless otherwise specified.

DELIVERABLES/TASK LIST

TECHNICAL PROJECT KICKOFF

a. The vendor will participate in a project kickoff meeting with ATCSCC management and the training department at the campus located in Warrenton, VA or through an approved virtual meeting platform.

b. The vendor will provide a draft Project Management Plan (PMP) and Integrated Master Schedule (IMS) within 10 days of technical project kickoff meeting.

ANALYSIS

a. The vendor will provide a draft analysis report detailing the findings of the Government Furnished Information (GFI).

b. The vendor will incorporate FAA Command Center feedback on the draft analysis report and provide a final analysis report for FAA Command Center acceptance and approval.

c. The vendor will not begin Design tasks until directed by FAA Command Center or before receiving acceptance and approval of the final analysis report.

DESIGN

a. The vendor will draft and deliver a Simulation Design Guide that describes, at a minimum, the simulation platforms, Terminal/SVRWX scenarios, and any assessment/evaluation tool.

b. The vendor will not begin Development tasks until directed by FAA Command Center or before receiving FAA COMMAND CENTER acceptance and approval of the final Simulation Design Guide.

DEVELOPMENT

a. The vendor will develop and deliver the simulation platform for FAA Command Center review and comment via errata sheets.

b. The vendor will solicit and track FAA Command Center’s comments and feedback via errata sheets and incorporate changes until training materials are finalized and accepted.

VALIDATION

a. The vendor will ensure the simulator is ready for validation according to FAA standards and policies before scheduled validation events.

b. The vendor will participate in all FAA Command Center validation events as requested. Validation events include Course Walk-Through (CWT), Operational Tryout (OTO) and First Course Conduct (FCC) for both TSD and FSM simulation. Vendor will make course modifications based on input from the validation meetings. Vendor will participate in all validation events.

c. The vendor will capture FAA Command Center’s feedback via an errata sheet and make requested revisions after each validation event.

d. The vendor will submit final simulation platforms and materials for FAA Command Center final acceptance and approval.

e. The vendor will capture meeting notes from all meetings and provide notes to the FAA.

TASK LIST

Within TBD business days of contract award

TASK SCHEDULE

The contractor must be able to meet the following timelines in order to fulfil the requirements for this statement of work. Contractor input will be taken into consideration when determining a reasonable schedule for completion of the work outlined in this SOW.

a. Within 10 business days of contract award - The vendor must participate in a project kickoff meeting with ATCSCC management and the training department.

b. Within 10 business days of the technical project kickoff meeting – The vendor must provide a draft Project Management Plan (PMP) and Integrated Master Schedule (IMS).

c. Within 10 business days of the technical project kickoff meeting – The vendor must provide a final draft of the PMP and IMS incorporating all feedback from the FAA.

d. Within 25 business days of contract award – The vendor must review all GFI materials and provide recommendations for content in the form of a draft analysis report (detailed in section 2.1.2 of this SOW)

e. Within 10 business days of receiving FAA Command Center feedback – The vendor must incorporate FAA Command Center feedback into the draft analysis to present a final analysis report for acceptance and approval.

f. Within 70 business days of contract award – The vendor must draft and deliver a Simulation Design Guide. (Detailed in section 5.1.3 of this SOW).

g. Within 130 business days of contract award - The vendor must develop and deliver the simulation platform for FAA Command Center's comments and feedback via errata sheets.

h. Within 130 business days of contract award - The vendor must develop and deliver a draft set of instructions for operating the FSM and TSD simulations, inputting and exporting data from the simulators, and creating scenarios for the simulators.

i. Within TBD business days of contract award – The vendor must provide training in accordance with section 1.3.3 if this SOW.

j. Within 260 business days of contract award - The vendor must submit the final version of the simulation platform for approval from FAA Command Center.

k. Within 260 business days of contract award - The vendor must provide the final instruction manuals for operating the FSM and TSD simulations, inputting and exporting data from the simulators, and creating scenarios for the simulators. These manuals will incorporate feedback from FAA Command Center and be in pdf format.

l. Within TBD days of contract award - The vendor must participate in all FAA Command Center validation events (Detailed in section 5.1.5 of this SOW).

FLIGHT SCHEDULE MONITOR (FSM)

The FSM displays a current picture of the air traffic demand using real-time data from Collaborative Decision Making (CDM) participant data aggregated by the TFM Processing Center (TPC).

The FSM has two major purposes:

1. Monitoring airport and airspace capacity/demand data

2. Managing traffic flow

The ATCSCC uses the FSM to view existing airport demand along with Flow Evaluation Area (FEA) and Flow Constraint Area (FCA) demand. FSM is also used to model and run traffic management initiatives, including Airspace Flow Programs (AFPs), airborne holding, GDPs, and GS while maintaining the ability to update Estimated Departure Clearance Times (EDCTs) through change requests.

The FSM interactive cloud-based simulation platform must be as close as possible to the real world FSM. There may be some functionalities within the FSM simulation platform that are not necessary for training purposes. These functionalities should remain on the display image even if they are not operational.

FSM FUNCTIONS LIST

The FSM Functions list provides a detailed description of tasks, subtasks and model requirements for each function.

See Appendix C: FSM Functions List

TERMINAL SCRIPTED SIMULATION EXAMPLEs

These three examples provide detailed information on what training scenarios may look like as instructors and trainees are using the simulation platform.

See Appendix A: Terminal Scripted Simulation Examples

TRAFFIC SITUATION DISPLAY

The Traffic Situation Display (TSD) allows the traffic manager to graphically display the current position of all instrument flight rule (IFR) flights that are in the air.

The TSD also displays the current status of alerts and weather, as well as map overlays such as sectors, fixes, NAVAIDs, and airports. The display allows traffic managers to make real time traffic management decisions. It is integrated within the Traffic Flow Management System (TFMS).

The TSD automatically refreshes the display with the most up to date flight positions and replays traffic situation data with alert and weather data. There are four ways to request data and control the way the data is displayed within the TSD: menus, dialog boxes, keyboard commands, and semicolon commands.

The TSD provides the following information:

· Geographical data (including map overlays of airports), NAVAIDs, fixes, airways, latitude and longitude grid, ARTCCs, sectors, TRACONs, and Special Use Areas

· Flight data

· Alerts

· Weather data

· Reroutes

· FEAs/FCAs

· CTOP

· RAPT Route Display

· Text (i.e., List) Reports

· Departure data (Departure Viewer)

TSD FUNCTIONS LIST

The TSD Functions list provides a detailed description of tasks, subtasks and model requirements for each function.

See Appendix D: TSD Functions List

Severe Weather SCRIPTED SIMULATION EXAMPLEs

These three examples provide detailed information on what training scenarios may look like as instructors and trainees are using the simulation platform.

See Appendix B: Severe Weather Scripted Simulation Examples

SEVERE WEATHER REQUIREMENTS

The minimum functions for the severe weather requirements are:

a. The FSM/TSD training platform must allow instructors to create scenarios from historical weather data

b. Must have the ability to load historical weather data for use in the scenarios

c. Must be able to create high fidelity simulations of weather from scratch including depictions of the weather data on the TSD

d. Must be able to script responses from airlines and ATC facilities

OTHER CONSIDERATIONS

COMPUTER PROGRAM DELIVERABLES

While it is expected that the contractor may copyright most or all of its own proprietary software, the contractor must give the Government an unlimited license to use and modify the software as required.

Cloud Based DELIVERABLES

The cloud-based platform required for this statement of work must be accessible using a Microsoft Windows 10 computer via an application that connects to a cloud based server. No special hardware should be required for access. The contractor provided servers must be located at the ATCSCC in Warrenton VA or at an approved FAA data center.

SOFTWARE

Deliverables will include source code and any necessary libraries or object files needed to build the executable modules. Any Commercial Off-The-Shelf (COTS) software delivered as part of the tasking will include all licenses and access rights necessary to accomplish the tasking. All software will include User-level documentation on the required input parameters, output definitions and program operation, i.e. explanation of menus, buttons, etc.

Software transfers may be required from the FAA to the contractor to fulfil the requirements of this contract. Any software or technical knowledge transfers that occur from the FAA to the vendor must be utilized for this contract and cannot be used for any other purpose outside of the contract. All software that is transferred from the FAA to the vendor is property of the FAA and must be returned/and or termination of use must occur.

STATUS REPORTS

The Contractor must provide status reports and updates as required. Status reports may include work planned for the next period, problems encountered and corrective actions taken, and identification of pending issues. If any problems or circumstances should arise that may cause conflicts in program schedules the contractor must notify FAA Employees as soon as possible.

HARDWARE

The Contractor must provide any hardware necessary to carry out tasks associated with this Statement of Work, including the server from which the simulator will run.

RESULTS/REPORTS

All documents prepared by the contractor must be on behalf of the FAA. The contractor may not independently publish or distribute any document without prior written permission from the CO or COR. The contractor must review and provide written comments on the technical accuracy and completeness of each document. No documents, reports, information, etc. may be released to the public or provided to any party other than the FAA and its contractors without written approval of the CO or COR.

WORK SITE AND HOURS OF WORK

Support facility hours of operations must be maintained and be consistent with Government personnel working Monday through Friday (excluding holidays) unless otherwise specified. Primary hours of operations are 6:00am to 6:00 pm. All work schedules must be coordinated with the Government Task Order Technical Manager. Project requirements may dictate work to be performed at times and days other than those prescribed.

The Contractor must be given, if possible, advance notice when circumstances dictate work to be performed at times other than those prescribed.

TRAVEL

Travel, both domestic and international, may be required for various members of the contract team as determined on a task by task basis and as dictated by the COR for purposes of meeting the tasks stipulated in the SOW. All travel must have prior authorization of the COR or Contracting Officer. All travel must be accomplished in accordance with Contract Travel Clause(s) and in accordance with Government Travel Regulations (GTR).

CONTRACTOR FURNISHED PROPERTY AND SERVICES

Contractor must provide all workspace, equipment, software, office supplies, and related services necessary to perform assigned tasks for work performed at the contractor's facility. Contractor must provide the required skilled technical personnel to accomplish the work required by this SOW.

TECHNICAL INTERCHANGE MEETINGS

The program manager or project lead must be required to meet, at the discretion of the CO or COR, with the CO or COR at any time during the term of any identified task. These meetings will include the Principal Investigator when required.

FAA GENERAL REQUIREMENTS

PHYSICAL SECURITY

The contractor must be responsible for safeguarding all Government property for contractor use. At the close of each work period, Government facilities, equipment, and materials must be secured.

OVERTIME

Overtime may be necessary on occasion as requested by the CO or COR. Overtime will be authorized only when required by the Government and only when absolutely necessary to meet work requirements, not for the contractor's failure to meet schedules or availability of contractor personnel.

Overtime Requested by the Contractor. In the event the contractor deems overtime necessary to meet work requirements, the contractor must submit a written request to the CO or COR for authorization of use of overtime and the payment of overtime. The request must identify in detail what service requires overtime, how many work-hours are required, and for what segment of the organization, the work is being performed. All requests by the contractor for overtime must be approved in writing by the CO or COR before any overtime is allowed.

OBSERVANCE OF LEGAL HOLIDAYS AND FACILITY CLOSURES

Contractor must normally not be required or allowed to work when their assigned facility is on holiday or closed.

During such periods, the contractor will not be compensated for labor hours without 1) advanced direction by the CO or COR or 2) the work being a response to a Government emergency. Following is a list of Federal holidays and reasons for facility closures:

· New Year's Day, January 1

· Martin Luther King's birthday, the third Monday in January

· Inauguration Day, the third Monday in February

· Washington's Birthday

· Memorial Day, the last Monday in May

· Independence Day, July 4

· Labor Day, the first Monday in September

· Columbus Day, the second Monday in October

· Veteran's Day, November 11

· Thanksgiving Day, the fourth Thursday in November

· Christmas Day, December 25

Any other day/time designated by Federal statute, executive order, or Presidential Proclamation

EMPLOYEE IDENTIFICATION

Contractor personnel when on FAA facilities must be issued a contractor identification card identifying them as a contractor employee. The identification cards must be worn while performing services under this contract.

GENERAL CONDUCT

While contractor personnel are at the Government site, they must comply with all rules and regulations in effect at that site. Contractor personnel must comply with rules and regulations governing employee conduct with respect to health and safety, not only as they relate to themselves, but also to other Government employees or agents of the Government. The contractor must also exercise proper care of all property at the Government site regardless of whether title to such vests with the Government or not.

PROGRESS/COMPLIANCE

All applicable FAA Orders and FAA Acquisition Management System (AMS) policies, guidelines and processes must be used. The Contractor must research and employ appropriate FAA Orders, where necessary, under the guidance of the Contracting Officer’s Representative (COR). The Contractor must ensure all work is in full compliance with:

· FAA standards and guidelines

· CAMI policies, regulations, directives and procedures

· FAA AMS guidelines

Websites:

ID badge online application:

https://employees.faa.gov/org/staffoffices/ash/id_badge/ Contractor & Industrial Security Program:

http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/documentid/15573 Orders and Notices:

http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.list/parentTopicID/184 Forms:

http://www.faa.gov/library/forms/ Standard Operating Procedures:

https://my.faa.gov/org/staffoffices/ang.html Acquisition Management System:

http://fast.faa.gov/ Civil Aerospace Medical Institute:

https://www.faa.gov/about/office_org/headquarters_offices/avs/offices/aam/cami/

QUALITY CONTROL

The contractor must develop a quality control plan to assure that development of the simulator provided under this contract meets Industry Standards.

QUALITY ASSURANCE

The Government will monitor the contractor’s performance under this contract. Performance will be considered acceptable when it meets requirements contained in the contract and SOW.

PERIOD OF PERFORMANCE

28 September, 2021 - 27 September, 2022

GENERAL TERMS

DEFINITIONS

Acceptable Quality Level (AQL) The standard at which service is considered Satisfactory as agreed upon by the Contractor and the Government.

Alternative Dispute Resolution (ADR) Process for the resolution of disputes regarding work determined to be unsatisfactory.

Contractor – The term Contractor as used herein refers to both the prime Contractor and any subcontractors. The prime contractor must ensure that his subcontracts (if any) comply with the provisions of this contract.

Contracting Officer (CO) – One with authority to enter into, administer, and/or terminate contracts and make related determinations.

Contracting Officer’s Representative (COR) – One who is designated and authorized in writing by the CO to be responsible for surveillance/monitoring of the Contractor’s performance.

Contractor Owned Property – All property used on this contract that is owned or furnished by the Contractor.

Contractor’s Representative – An Project Coordinator assigned by the Contractor to manage the services outlined in the SOW.

Customer Comments – A means for end users to provide comments pertaining to services provided by the contractor.

Government Owned Property – All property owned by or leased to the Government or acquired by the Government under the terms of the contract. Government property included both Government-furnished property and Contractor acquired property as defined in AMS Guidance T3.10.3.

Quality Assurance (QA) – Those actions taken by the Government to assure services meet the acceptable quality level established by the contract between the Contractors and Government.

Quality Assurance Surveillance Plan (QASP) – An organized written, “living”, document outlined the Government’s methodology for monitoring contractor performance.

Quality Control (QC) – Those actions taken by the Contractor to ensure contractor performance meets the requirements of the contract.

ACRONYMS

(AAM) Office of Aerospace Medicine (ADS-B) Automatic Dependent Surveillance-Broadcast (AFP) Airspace Flow Program (AILS) Airborne Information on Lateral Spacing (AMS) Acquisition Management System (ARTCC) Air Route Traffic Control Center (ATCSCC) Air Traffic Control System Command Center (AVS) Office of Aviation Safety (CAMI) Civil Aerospace Medical Institute (CDM) Collaborative Decision Making (CO) Contracting Officer (COR) Contracting Officer’s Representative (COTS) Commercial Off-The-Shelf (CTOP) Collaborative Trajectory Options Program (CWT) Course Walk-Through (FAA) Federal Aviation Administration (FAR) Federal Aviation Regulation (FCA) Flow Constrained Area (FCC) First Course Conduct (FEA) Flow Evaluation Area (FMS) Flight Management System (FSM) Flight Schedule Monitor (GBAS) Global Based Augmentation System (GDP) Ground Delay Program (GFI) Government Furnished Information (GFP) Government Furnished Property (GPS) Global Positioning System (GS) Ground Stop (GTR) Government Travel Regulations (GUI) Graphical User Interface (HF) Human Factors (HITL) Human-in-the-Loop (IMS) Integrated Master Schedule (NAS) National Air Space (NAVAID) Navigation Aid (OJT) On the Job Training (OTO) Operational Tryout (PMP) Project Management Plan (PRM) Precision Runway Monitor (QA) Quality Assurance (QC) Quality Control (RAPT) Route Availability Planning Tool (SME) Subject Matter Expert (SOW) Statement of Work (SVRWX) Severe Weather (SWAP) Severe Weather Avoidance Planning (TAPS) TFMS Auxiliary Platform (TBO) Trajectory Based Operations (TCAS) Traffic Collison Alerting Systems (TFMS) Traffic Flow Management System (TMC) Traffic Management Coordinator (TMI) Traffic Management Initiative (TPC) TFM Processing Center (TRACON) Terminal Radar Approach Control (TSD) Traffic Situation Display (WAAS) Wide Area Augmentation System

Appendix A

Terminal Scripted Simulation Examples

Terminal Scripted Simulation Example 1: SFO Weather Scenario Level 1 Complexity

The scenario will start with the student assuming the position for training at 1030UTC. They will be given the TAF/METAR for the Terminal West Position Airports and have access to the FSM and TSD.

After the student evaluates issues at their position the instructor will ask… Instructor: What airports do you expect will see issues for the shift today?

The only airport needing attention will be SFO.

The weather Specialist delivers the 11Z weather sheets and gives you the following briefing.

Weather Specialist: Low ceilings will begin to fill in over SFO sometime in the next couple of hours. Currently, winds are calm, but expect the winds to pick up from the SE between 14 -15Z. Winds are expected to be 190@10G15. Low ceilings may scatter out around 20Z when the winds are forecasted to shift and blow out of the west. (TAF should still show cloud layers through 23Z) Rain is forecasted through 19Z and we should get to VFR by 23 – 00Z.

Here is what the weather sequence for today:

KSFO 170852Z 1709/1812 19009KT P6SM VCSH BKN025 OVC040

FM171300 14009KT P6SM -SHRA BKN020 OVC035

TEMPO 1713/1717 4SM -RA BKN015 OVC025

FM171800 23014G20KT VCSH SCT015 BKN025 OVC035

FM172300 26012KT P6SM VCSH P6SM FEW025 SCT035

FM180600 25016G22KT P6SM -SHRA BKN025 OVC035

Student should be given opportunity to use all TM tools available to determine a course of action.

Instructor: What are your ideas regarding SFO?

Options: Wait or SFO will need a Ground Delay Program.

· If GDP

· Instructor: Can you model an SFO GDP based on the weather sequence provided by DCC weather?

Instructor: That’s a good starting point. What are you going to do next?

Options: Wait, Talk to UAL Weather, or hold a SFO GDP Telcon.

Here is the Updated SFO WX from DCC WX Unit:

KSFO 171148Z 1712/1818 19009KT P6SM VCSH BKN025 OVC040

FM171300 14009KT P6SM -RA BKN015 OVC025

FM171800 23014G20KT VCSH SCT015 BKN025 OVC035

FM172300 26012KT P6SM VCSH P6SM FEW025 SCT035

FM180600 25016G22KT P6SM -SHRA BKN025 OVC035

Some trainers will teach to hold a telcon with FAA facilities only first, and some will teach to hold the full telcon. Here is what each element will say regardless of when they speak to them.

ZOA WX – Low ceilings will be in place by 1430 – 1445Z winds will be out of the SE through 20 – 21Z, then expect a shift to westerly winds. Rain showers are expected through 20Z. Clouds will decrease by 20Z, but don’t expect VFR conditions until 2330 or possibly 00Z.

UAL WX – We don’t see the ceilings coming in until 1500Z. We do see the wind shift occurring around 20Z and the possibility of VFR ceilings at that time.

SFO – Right now we are in a West Configuration. 28 Left will be back by 14Z. We expect to be in a SE configuration, arriving 19L and departing both 10L/R as the winds start to blow out of the SE. If the winds do shift to the West as forecasted, we will be able to move to a 28/10 operation.

NCT – Right now we are at a 40 rate. When we shift to a SE configuration, we will be at a 28 rate and will stay there until we are able to get to a West configuration. When in West configuration, we will be at a 36 rate until we get to VFR conditions and can raise the rate to 40. I’m concerned with the timing of the IFR ceilings. When this happens we will need to shift operations and go to a 28 rate. I suggest we be cautious and plan to be at the 28 rate by 14Z to avoid holding. It will be better for the operation if we get to a 19/10 Operation prior to the start of the GDP rather than during.

ZOA – We agree with the TRACON. We would like to see the program start at 14Z at a 28 rate to avoid a holding and possible Ground Stop.

UAL – According to my weather people, the ceilings will not be an issue until 15Z at least. How confident are you about that?

UAL WX – The ceilings are moving west at 20 kts. I have medium confidence on the forecast. If the winds pick up earlier, it could move the ceilings in sooner.

UAL – I think we could wait to start any program until 15Z but understand starting at 1400Z.

DAL – We will defer to UAL on this.

ASA – We disagree. We do not want to see any holding, Ground Stops or Metering. We think we should start the program at 14Z at the 28 rate.

Instructor – Why do you think ASA feels this way? (Most of ASA fleet comes from SFO to the first tier, so they have the most to lose if SFO goes into a Ground Stop or has to meter on top of the GDP.)

The student will need to take all this information into account and decide how to precede.

Options: Go with facilities recommendation or UAL’s recommendation.

If student asks DCC weather for an updated forecast, DCC weather will support the ZOA WX’s forecast.

Student will then model their SFO GDP. (Remember, this will be a long GDP and the student should expect some cancelations. They should run the GDP with a stack to account for cancelations and reduce the Average Delay.) After they have finished modeling their program, Instructor should ask the student the Pros and Cons of each option and what led to their decision.

Student will then send out the SFO GDP Proposal.

The student will hold the GDP telcon when stated on the proposal. We want to see if the student can explain and defend their position on why they decided to propose the GDP they did. We want to object as the opposite side to the proposal. If the student sides with the facilities, UAL should say they are taking unnecessary delay by starting the program an hour early. If the student goes with UAL’s proposal, then TRACON and Center, as well as Alaska, should chime in saying that the risk of a Ground Stop and revision is too great to start the GDP when UAL wants.

After the telcon, student will send out the GDP and make the correct calls to notify the Centers.

Terminal Scripted Simulation Example 2: Terminal Training Simulation Level 3 ORD Weather Scenario

The scenario will start with the student assuming the position for training at 1030UTC. They will be given the TAF/METAR for the Terminal West Position Airports and have access to the FSM and TSD.

Once they’ve had a chance to evaluate issues at their position, the instructor will ask:

Instructor Question: What airports do you expect will see issues for the shift today?

***The only airport that will need attention will be ORD.*** The DCC weather person comes over to drop off the 11Z weather sheets and gives you the following briefing:

Thunderstorms will form NW of ORD and proceed toward the airport. The storms are forecasted to arrive at ORD sometime in the 17Z hour. They should be clear of the area by 1930 – 2000Z. Gusty winds could cause issues from 17 – 20Z.

Here is the weather sequence for today:

KORD

FM181500 30008KT 6SM SHRA VCTS BKN050CB

FM 181700 27020G30KT 2SM TSRA SCT010 OVC020CB

FM182000 18009KT P6SM SCT020 BKN035

FM182200 15014G15KT P6SM SCT040

Show ORD FSM Chart here:

Student should be given the opportunity to use all TM tools available to determine a course of action.

Instructor: What are your ideas regarding ORD?

Options: According to forecast, ORD will need an initiative later.

· If GDP:

· Instructor: Can you model an ORD GDP based on the weather sequence provided by DCC weather?

Instructor: That’s a good starting point. What are you going to do next?

Options: Wait, Talk to UAL Weather.

· If student chooses to talk to UAL WX:

· Frontal boundary with thunderstorms are forecasted to form west of ORD and move eastward. They will affect C90 and ORD airspace sometime around 17Z. Gusty winds will also be present until 19Z.

***If the student has UAL on the line they will say:*** UAL – We are concerned with the thunderstorms at the field today. We do not want to get in a posture where we have a lot of diversions. We would prefer to slow things down prior to the potential impact at the field to limit diversions.

1319Z – ZAU calls DCC:

ZAU – Our weather staff says that thunderstorms will begin to form in our western airspace and move east toward ORD. We think these storms will impact our arrival/departure gates on the west side. When that happens, we will not be able to deliver the rate to the TRACON. I think we should bring everyone up and discuss a GDP beginning at 15Z.

Here is a screenshot of the weather in ZAU at 14Z:

Options: Hold a telcon to discuss the potential thunderstorm impacts or wait until there is some thunderstorm formation within ZAU.

· If student chooses to hold telcon:

ORD – Right now things are good. We are on a west flow with a 114 rate. We expect to hold this rate until the forecasted storms enter TRACON airspace. We expect to initiate an east flow operation as the front moves across the field.

C90 – I agree with ORD, 114 rate until the storms come through. I think we will then be dropping to something around 76, but that all depends. If the storms move over the field, we could lose the airport entirely until they are clear.

ZAU – Our concern is that when these storms form, they could close off both our west gates for arrivals and departures. We would only be able to arrive and depart from the east gates and would only be able to feed about 76 arrivals per hour. I have seen this happen many times before and we wind up holding a bunch of aircraft with lots of diversions. I recommend we slow the arrivals down beginning at 15Z. Maybe 88 in the first hour then 76 in the 16Z hour. We can always release 1st tiers if we have room. By 17Z, the storms are forecasted to be in TRACON airspace and we will need a program anyway.

C90 – We will not need a GDP at 15Z.