Attachment 01- SOW S76 Visual System FINAL.pdf

Statement of Work

Wide Angle Visual System

S-76D Cockpit Simulator

August 01, 2024

1.0 Background

The Federal Aviation Administration (FAA) has a requirement for a visual system for the S-76D cockpit simulator maintained by the Cockpit Simulation Facility (CSF) of the Laboratory

Services Division (ANG-E16). The CSF S-76D simulator is currently employed for flight safety research in helicopter operations. The CSF S-76D simulator visual system provides the view out of the windows as seen by the pilots and depicts any visual object that could be encountered in all phases of flight of the aircraft.

2.0 Scope of Work

Results of the research performed in the S-76D simulator may lead to rulemaking. Any information gathered must be based on real world conditions. Due to the importance of the visual cues provided by the environment outside the aircraft, it is imperative that the visual system procured for the S-76D simulator meet or exceed the minimum specifications in this

SOW. This specification provides minimum performance specifications for a visual system for the CSF S-76D simulator including display surface, image projectors, any optics needed to focus the image, and any means to blend the images between projectors, to achieve the required field of view. This specification does not include the image generators.

Once developed to the minimum specifications below, the Contractor must install the S-76D simulator visual system inside the FAA’s CSF and complete acceptance in order for the FAA to provide final acceptance.

2.1 Specifications:

2.1.1 General Specifications:

There are several General Specifications that the visual system designs must meet:

1. The first General Specification is that pilot ingress/egress must be through the standard helicopter side doors. Ingress/egress through the rear of the fuselage is not possible because the simulator is built using an actual aircraft nose section that contains structure for the broom closet and occupant seats.

Note: The implication of this specification is that sufficient room between the image surface and the helicopter fuselage must be allowed to allow occupants access to the side doors for ingress/egress to/from the cockpit. With both cockpit doors opened to their full extent, the width of the cockpit is approximately 14’ wide. Therefore, the projection dome cannot be smaller than 14’ in diameter to avoid contact with the doors when fully opened. It should be noted that removal of the cockpit doors to accommodate smaller projection screens is not an option. To obtain the highest degree of fidelity possible occupants will enter the cockpit, close the doors, and then begin flight trials just as in live operations.

2. The second General Specification is the mounting structure beneath the fuselage. The helicopter fuselage is currently mounted on a frame that provides approximately 12” of clearance to the hard floor. The fuselage will require additional height to accommodate the new visual display.

Note: The implication of this specification is that a new mounting frame will be needed to raise the helicopter fuselage enough to place pilot’s eye point at the proper height relative to the screen.

3. The third General Specification is the room size where the visual system must reside. The space allocated for the visual system limited to L24’ x W20’ by H18’ 10” inches.

2.1.2 Cockpit Orientation. The entire visual system, inclusive of support structure, and cockpit must be oriented so that the longitudinal axis of the S76D is orthogonal to the length dimension and parallel to the width dimension of the available space. In this orientation, the nose of the cockpit will be pointing at the wall directly adjacent to the simulator bay. See Figure 1 in

Appendix A: Supporting Figures for reference.

2.1.3 Work Location. Due to ongoing research on the S76D simulator, it must remain at the

FAA site to minimize downtime and therefore cannot be moved to the vendor’s site. Therefore, design, fabrication, and assembly of the visual system, simulator base, and light tightening structure must be performed at the vendor’s facility. The completed system functionality must be demonstrated in a factory acceptance test at the vendor’s facility prior to delivery at the FAA site. The FAA reserves the right to have FAA personnel at the vendor’s site to monitor the factory acceptance test. Final assembly, integration, and acceptance testing must be performed at the FAA site. It is permissible to perform fabrication, as needed, at the FAA site so long as the

S76D is not relocated from its present location.

2.2 Visual System Specifications:

The visual system must be immersive with a wide field of view (FOV). To create the sensation of flight movement, the imagery must fill the pilots’ peripheral field horizontally, and provide a downward looking image to permit visual approaches and landings. The simulator will be used for several operational profiles including oil rig operations, search and rescue (SAR), steep angle and curved approaches, and edge of the envelope operations. These types of operations demand accurate motion cues in the visual system that are critical to give the pilots the spatial information necessary to complete the operation.

2.2.1 Image type: The image seen by the pilots must be direct view; no collimation is permitted.

The visual system must be continuous in the near field and far field imagery. For this reason, the projection method must be direct projected; collimation is not desired in near field operations and is therefore not permitted in this procurement. The visual image must also be continuous in the forward view above the horizon down to the view through the chin windows and through the side view from the horizon downward. This continuity requires the use of a continuous spherical projection screen of sufficient geometry to cover the entire viewing volume. The use of auxiliary displays to fill in gaps is not permitted in this procurement.

2.2.2 Screen Surface: The surface of the reflecting screen must be finished to exhibit Lambertian reflection. (An ideal Lambertian surface reflects light in a diffuse pattern rather than specular reflection according to Lambert’s cosine law).

2.2.3 Parallax: The visual system must provide for a maximum parallax of 10° per pilot.

2.2.4 Field of View: The horizontal and vertical field of view (FOV) as seen by each member of the flight crew must be a minimum of + 110 degrees horizontal (relative each pilot’s eye point) by 95 degrees vertical (65 degrees down by 30 degrees up relative to the pilot’s design reference eye point). This FOV must be achieved by the primary projection surface. The use of secondary displays to achieve the FOV is not permitted. No shadowing or diffraction must be visible in the visual FOV as a result of any mounting structure or any part of the helicopter fuselage. No part of the screen, visible through the cockpit windows must be occluded from illumination of the projectors by the fuselage or any structural components including cockpit access/egress system.

A halo effect due to diffraction of light from the simulator or its support structure is not permitted. Reflected light from vendor provided equipment or structures is not permitted.

2.2.5 Simultaneous Red, Green, Blue RGB and Infra-Red (IR) projected images. To support enhanced/synthetic vision research the visual system must be able to produce imagery in the infra-red (IR) region simultaneous with imagery in the RGB (visible) region. Pilots must be able to wear night vision goggles (NVG) in the simulator and perceive accurate renditions of infra-red illuminated terrain features in all-weather operations.

Projectors used in this procurement must be capable of simultaneous image projection in IR and

RGB modes. When operating in simultaneous IR and RGB, the projectors must not display any visual artifacts including, but not limited to, blurring, latency, smearing, double images, or shifted images.

2.2.6 Image Blending. The overlap region between projected images must be seamless and continuous. Therefore, the visual system must be capable of edge blending, light level balancing, and dark level balancing (in both IR and RGB modes).

Image blending must support a minimum of 4K (3840x2160) in the image resolution. The projected image must be seamless for all lighting conditions from full daylight to total darkness and must include the infra-region for night vision operations.

2.2.7 Auto Alignment. After initial adjustment, the system must be capable of automatic alignment of the projected image in the blend region such that the image is continuous, seamless, free of luminous variations and/or discontinuities, and must not require manual adjustment to achieve this continuity.

2.2.8 Video Interface. The projection system must accept any standard video interface including

HDMI, Dual Link DVI, or fiber optic cable.

2.3 Minimum Performance Specifications – Image Quality:

2.3.1 Image Resolution: The visual system must have an average image resolution of not more than 4.8 arc minutes/OLP over all conditions of dynamic motion in the visual system. No more than 6 projectors must be used to achieve this resolution.

2.3.2 Display Brightness: 40 CD/M2 minimum when measured at a distance of 1 meter from the screen. Note: This brightness condition is for bright sunny day conditions in an environment with medium ambient light.

2.3.3 Image Latency: The input delay in the projector system must not exceed 25 milliseconds for all image processing including, but not limited to, pixel shifting, edge blending, warping, etc., response.

2.3.4 Dark Levels: The amount of light reaching the pilot eye point in dark conditions must be no greater than .003 Cd/M2. This is measured using an unaided photometer located at the pilot’s design eye reference pointi.

2. 3.5 IR Channel Illumination: Each projector must be equipped with a separate IR input to stimulate NVGs. The light emitter must operate in the 740nm range. The projector must be capable of projecting RGB images and IR images simultaneously.

2.3.6 Projector Frame Rate: Projectors used in the projection system must operate at 120 frames per second minimum.

2.4 Surface Contrast Ratio: The contrast ratio of a checkerboard pattern of white and black squares must be greater than 20:1. The size of the squares must subtend an angle of 5 degrees when viewed from the pilot’s eye reference point. Light levels must be measured at the screen at the center of two adjacent squares. The ratio of light levels at the center of the light and dark squares must not be less than 20:1.

2.5 Screen Surface Characteristics:

2.5.1 Gain: The projection surface of the visual screen must have a gain of not less than 0.7 and not more than 1.0.

2.5.2 Cross Reflection Reduction: The projection surface must be designed with a surface finish to minimize cross reflections from multiple projectors.

2.5.3 Projection Surface Finish: The projection surface must be continuous and seamless across the entire field of view. If rigid panels are combined to create the dome system, seams between the panels must be filled, smoothed, and coated to match the finish of the panels to present a continuous image. The projection surface must be able to withstand vibration from vehicular movement outside the building, temperature swings, and possible movement from being operated on a motion base. The projection surface must not exhibit visual artifacts from screen deformation caused by any of these effects. Vendors must provide proof that their projection screen designs can withstand deformation from any of the above effects.

2.5.4 Black Levels. The projection surface must be finished in a color that results in the highest black levels.

2.6 Structural Requirements.

See Figure 2 in Appendix A: Supporting Figures for all references below.

2.6.1 Cabling: There are several types of cables that must enter the visual system for power, control, and signal applications. These are enumerated below:

2.6.1.1 Video cabling must be provided for each projector (IR and Visible spectrum). The cabling must be sufficient in length to reach an image generator located not more than 100 feet from the projector mounting structure. The cabling must be connected and routed in such a way as to be compatible with either 1 or 2 image generators.

2.6.1.2 Power Cabling. Power Cabling must be provided for the projectors. The FAA envisions two circuits, each routing power to not more than three of the projectors. The vendor must provide two sets of power cables consisting of 4 conductor #10AWG stranded wire, 50 feet in length. The power in each cable must be distributed evenly between the projectors. Projectors must be wired for 220VAC single phase operation, and so the conductors in each power cable must be wired with two hot legs, a neutral leg and a ground leg. (See section 2.6.3.2.5). The cable ends must be fitted with NYMA L14-30P CableMount plugs.

2.6.1.3 Cable Length. Power and Control Cabling must be provided for interior lighting and cockpit access system; in-service and emergency conditions. All power and control cables must be 50 feet in length. (See sections 2.6 and 2.7)

2.6.2 Ambient Light Tightening. The visual system must employ light tightening to block ambient room light from reaching the projection surface. The light level inside the light tightened structure, with all internal cockpit lighting extinguished, measured at the projection surface must not exceed 0.0003 Cd/M2 when the light level in the simulator bay is typical for daytime office conditions. The S76 fuselage has side windows and is open behind the occupant seats (to the simulator bay) providing several paths for extraneous light to enter the cockpit. The light tightening system must have access points that allow cockpit occupants to enter the structure to access the cockpit through the side doors. Once the occupants have entered the cockpit, the design of the access points must be such that the light level in the cockpit interior returns to its specified dark level. See paragraph2.3.4 of this SOW. The light tightened visual system must include any necessary ventilation to keep the temperature inside the light tightening structure within 5 degrees of the ambient temperature in the simulator bay and thereby prevent overheating within the visual system compartment.

The walls and ceiling of the light tightening structure must be constructed of a rigid material to prevent flexing that may lead to light leaks. The use of blankets or curtains as light blocking material for the walls or ceiling is not permitted. Note: The use of flexible batting or other non-rigid material is permitted to seal the area around the projector lenses where the lenses penetrate the rigid light tightening structure.

2.6.3 External Appearance. The external appearance of the light tightening structure must be aesthetically appealing to observers in the simulator bay as follows:

2.6.3.1 The exterior of the light tightening structure must be finished in medium gloss powder coat that matches the color of the projection screen support structure if the support structure is not enclosed and is therefore visible. The color of the structure must be black. If the entire cockpit and screen support structure is enclosed, the light tightening is to be finished in powder coat, medium gloss, black in color.

2.6.3.2 Provision must be made for up to three Cable raceways organize cables into and out of the visual system. Access openings for raceways must be provided on either side, and back of the projection screen support structure to enclose any signal or power cables routed to the projectors. Note: This requirement applies if the light tightening structure encloses only the cockpit area. If the light tightening structure encloses the cockpit and entire visual system, then raceway access ports must be provided in the light tightening structure on both side walls and back wall. The raceway ports must be located at the bottom of each wall as close to the floor as possible so that the raceway will lie on the floor. On each side wall, the raceway ports must be located at the rear of the wall (closest to the wall of the simulator bay), and at the center of the back wall. Although access ports for three raceways are required, the FAA may not use all three. The requirements for the raceways are shown in Appendix A: Figure 2.

2.6.3.2.1 The vendor must provide one cable raceway. The raceway must be extruded aluminum, a minimum of 72” in length, rectangular in shape. Upon delivery, the raceway must be installed on the pilot side of the cockpit.

2.6.3.2.2. Because the raceways will enclose both signal and power wires, there must either be two raceways of equal size, or a single raceway divided into two compartments of equal size; the divider must be aluminum for interference shielding.

2.6.3.2.3. The raceway must have a removable top to facilitate wire maintenance.

2.6.3.2.4. The two unused raceway ports must be sealed by cover plates. All ports must be fitted with screw bosses to secure the raceway if mounted at any of the ports.

2.6.3.2.5. Each cable raceway, or compartment within the single raceway must be of sufficient cross-sectional area to accommodate two cables; each 4-conductor stranded #10 AWG cable.

2.6.3.2.6 The raceways must be finished in the color of the light tightening structure.

2.6.4 Simulator Base. Offerors must provide a base structure to raise the cockpit to allow clearance for the curvature of the projection screen surface and to reach the proper eye point.

However, room ceiling height is a constraint so the base structure cannot raise the cockpit too high. See paragraphs 2.1.1 – 2 and 2.1.1 - 3 of this SOW. Furthermore, the base must conform to the curvature of the fuselage of the simulator. There are very few attachment points so it is essential that vendors familiarize themselves with the unique mounting structure during a site visit (See paragraph 4.7 of this SOW) An observer platform must be supplied as part of the base and must be affixed to the base structure to provide a rigid platform for entering the helicopter;

either into the passenger compartment located just aft of the crew seats, or for entering the cockpit via the side doors. The observer platform measures approximately 134 inches long by 30 inches wide and must be of sufficient strength to accommodate two 95th percentile males (246 pounds each). The platform must sit approximately 6 inches below the floor inside the cockpit, and within 0.5 inches of the cockpit shell. Access to the platform must be by stairs positioned parallel to the platform to avoid extending beyond the allowable volume of the light tightening structure. The Observer platform and stairs must be contained within the light tightening structure. The platform must be equipped with handrails to restrain occupants from accidently falling over the edge. A movable restraint must be provided in the gap in the handrail where occupants step from the ladder onto the platform. The restraint must open to allow occupants to step onto or off the platform but be closed otherwise to prevent falls. The observer platform must extend a minimum of 24 inches beyond the fuselage on either side to provide room to mount walkways for pilot access. No part of the base structure must be visible in the visual field of view.

The base structure must be painted anti reflective flat black powder coat.

The base structure must be constructed of materials sufficiently substantial to prevent movement of the fuselage when occupants enter or leave the simulator. Occupants stepping into the cockpit from the access design can generate a significant rotational torque and the mounting base must counteract that torque.

2.6.5 Cockpit Ingress/Egress. Offerors must provide a method to allow cockpit occupants to enter the cockpit via the side doors. Because the cockpit will be raised several feet above the finished floor, the cockpit access system must elevate occupants from the floor level to the height of the doors.

2.6.6 Pilot/Copilot Walkway. Walkways must be provided that extend from the edge of the observer platform to the cockpit side access doors; one walkway on each side of the cockpit.

Each walkway must be a minimum of 24 inches wide by approximately 60 inches long. The walkway must be withdrawn out of the field of view of the visual system when occupants are inside the cockpit and extend into position to allow access to the cockpit. Each walkway will be comprised of a drawbridge that rotates up to the vertical position to withdraw out of the field of view and rotate down to the horizontal position to allow access to the cockpit door. The pivot hinge for the drawbridge must be located at the observer platform. When lowered into place, the top surface of the walkway must be level with the observer platform. The walkways must have handrails on the side away from the fuselage; the length of the handrail must be approximately

48 inches in length and must meet the handrail on the observer platform when lowered for cockpit access. The handrails may be fixed; it is not necessary to retract or fold the handrails at any point whether raised or lowered. To prevent interference between the handrails on the observer platform and those on the drawbridge, the rails on the drawbridge must fit just inside the rail on the observer platform. Therefore, when the drawbridge is up, its handrail will be just inside the side rail of the observer platform. The drawbridge must support the weight of two 95th percentile males. The drawbridge must not be a cantilever design; it must be supported at the end when lowered into position. Support for the end of the drawbridge may be provided by the simulator base structure so long as the support is not in the field of view. Interlocks must be provided such that the walkways will not move unless the interlock is satisfied (e.g. prevent walkway movement unless the helicopter doors are closed). In the event of a total power failure, the walkways must be capable of moving into position for cockpit access on their own. The walkways must be operable from inside the cockpit and must not require any additional personnel outside the cockpit to move the walkways into position or out of the field of view.

When the drawbridge is lowered into position for cockpit access, the gap between the edge of the walkway and the fuselage must be no more than 0.5”.

2.7 Service Considerations.

2.7.1 Service Lighting. A minimum of six lamps must be provided within the light tightening structure. Two of the lamps must be located at the front of the structure, two above to the cockpit doors, and two at the rear of the structure. The lamps must be mounted at the top of the side walls, one lamp on each wall of the light tightening structure to remain out of the field of view. The service lamps must be light emitting diode based for maximum life. Each lamp must be capable of providing a minimum of 500 lumens of light output at full brightness. Power wires for the lamps must be brought out of the light tightening structure through the cable raceway described in Section 2.6.3, via the raceway/compartment that houses the video cables. The lamps may be wired in parallel so that only two power wires are brought out. The wires must be a minimum of 50 feet in length sized to handle the current of all lamps operating at maximum brightness; color red for positive and black for negative polarity. Each service lamp must be surface mounted and of the smallest form factor available that can provide the required light output, but in no case may be more than 2” thick.

The lamps must be dimmable and must operate on nominal 12 Volts D.C. A range of input voltage from 10 volts up to 18 volts D.C. is permissible. The dimming control must be located at the observer’s station.

Switches must be provided to control the lamps from two different locations; one inside the cockpit and one located at the observer’s station. The wire length for the observer station switch must be a minimum of 50 feet, sized to handle the current of the lamps and brought out via the cable raceway using the video cable channel. The wiring for the cockpit switch must be a minimum of 20 feet, sized to handle the lamp current at full brightness. The cockpit switch wiring must be brought to the nose of the S76 and coiled up for stowage. The FAA will install the cockpit switch in a location of its choosing and will route the wiring for the cockpit switch.

Moreover, whenever the drawbridges are not in the up and locked position, e.g. either in transit or down, the service lamps must illuminate at the brightness set by the dimming control.

The wiring for the dimming control must be brought out of the cable raceway using the same channel as the observer station switch wiring. The length of the dimming control wire must be

50 feet. The FAA will install the power switch and dimming control at the observer station.

2.7.2 Drawbridge Service Control.

Two switches must be provided for drawbridge control; one located inside the cockpit and one located at the instructor station. The wire length for the instructor station control must be a minimum of 50 feet, sized to handle the current of the actuators. The switches must be 3 positions, center off, up, and down; spring loaded back to center, and fitted with a finger guard to prevent accidental actuation. The wire length of the cockpit switch must be 20 feet sized to handle the current of the actuators and must be brought to the nose and coiled for stowage. The

FAA will install the cockpit switch in a location of its choosing and will route the wiring for the cockpit switch.

Power wires for the drawbridge actuators must be brought out of the light tightening structure through the cable raceway described in Section 2.6.3, via the raceway/compartment that houses the power cables. The wires must be a minimum of 50 feet in length sized to handle the current requirements of both actuators operating simultaneously. The color of the power wires must be red for positive and black for negative polarity.

2.7.3 Drawbridge Interlocks. Interlocks must be provided on each drawbridge to indicate fully up and retracted position, and down and locked position. Each interlock must provide continuity across its contacts to indicate that its condition is satisfied. If the condition is not satisfied, there must be an open circuit across the contacts. An interlock must be provided on each drawbridge that prevents movement from the up position when the interlock is not satisfied. To satisfy this interlock, the FAA will provide a +24 Volt [100ma] DC level for each drawbridge. When the

+24 Volt level is present, the drawbridge may lower from the fully up position. If the +24 Volt signal is not present, the drawbridge must not move.

Wiring for each interlock must be brought out of the cable raceway in the compartment that houses the video cables. The wires must be 50 feet in length and 20AWG.

To guard against accidental lowering of the drawbridge (e.g. if maintenance personnel are inside the light tightening structure working in the area under either drawbridge) the system must provide automatic detection of any obstruction in the path of the drawbridge. If an obstruction is detected, the drawbridge must stop; and must be prevented from further movement until the obstruction is removed. The safety stop overrides any condition of normal operation and emergency power fail condition.

3.0 SAFETY CONSIDERATIONS

All components of the visual system must conform to the National Fire Prevention Association (

NFPA) [see https://www.nfpa.org/en] applicable codes for fire resistance and propagation within the interior of the visual system. Furthermore, the Life Safety Code portion of NFPA 101 must be adhered to in the design and construction of any vendor supplied access/egress systems for visual system maintenance, and/or any means of access for cockpit occupants that is vendor-provided.

Products used to fabricate the visual system must not emit volatile organic components (VOC) in excess of the UL Greenguard certification standard [see https://www.ul.com/insights/what-does-greenguard-certified-mean]. Due to the enclosed nature of the light tightening, it is important that noxious odors do not build up and cause health effects of cockpit occupants.

Safety illumination must be provided as part of all access paths from the cockpit doors to exit doors within the light tightening system. The safety illumination must operate in an emergency mode so that in the event of a power loss, emergency lighting is provided. In a power loss condition, the service lamps inside the light tightening structure must illuminate at full brightness, bypassing the control switches and dimming control used for the service functions. A battery backed up power source for the emergency lamps is government furnished equipment

(GFE) and will provide power at the lamp wiring located within the raceway. Vendors must provide sensing of the mains power to determine a power fail condition and switching to illuminate the lamps. Emergency lighting must be present within 0.5 seconds of a power outage.

Emergency egress must be provided in a power failure. In a power loss condition, the drawbridges must lower to the down and locked condition, regardless of the state of the cockpit or observer station control switches, or the movement interlock. A battery backed up power source for the drawbridge actuators is government furnished equipment (GFE) and will provide power at the wiring located within the raceway. Vendors must provide sensing of the mains power to determine a power fail condition and switching to lower the drawbridges. The drawbridges must begin travel from the fully up position within 0.5 seconds of a power failure.

Note: A power loss condition is defined as power loss to the S76 cockpit equipment and projectors of the visual system.

Power and Control Wiring. All wiring brought out through the cable raceways must be plenum rated.

Handrails or other stabilizing devices must be included in the design of the cockpit access system to prevent falls. However, it is critical that any stabilizing devices must not be visible in the field of view of the visual system.

4.0 CONTRACTOR RESPONSIBILITIES.

4.1 Equipment/Tools. Vendors must be responsible for securing all heavy equipment needed to lift and assemble the visual system components, as well as all tools needed for all aspects of system assembly.

4.2 Building Access. Access to the simulator bay is via a 10’ by 10’ door to the outside ramp that is part of the aircraft operations area (AOA). Access to the AOA is through a secure fence to the ramp area. Due to the secure nature of the AOA, all movement through the area must be prearranged with the Technical Center Security office at least 7 days prior to the need for access.

The FAA Contracting Officer’s Technical Representative (COTR) will initiate access procedures upon request by the vendor.

4.3 Security Screening. All vendor personnel that are US citizens or that have documentation allowing work in the US must be vetted through the Technical Center Security office not less than 7 days prior to arrival. Non-US citizens require 30 days advance notice in order to receive clearance to work on Center. Vendors must advise the FAA COTR of the resident status of any personnel not less than 6 weeks prior to arrival on the Center to facilitate security screening.

While on FAA premises, all vendor personnel require escort by FAA personnel or a designated support contractor. Vendor personnel are not permitted to move about in FAA buildings unless escorted. No photography of any kind is permitted on FAA property without prior permission by the FAA or its designated contractor.

4.4 Work Hours. All work will be performed during normal hours; from 7:30AM to 4:30 PM on weekdays only. Requests for work outside of these hours must be submitted to the FAA COTR and approved by the Contract Office prior to any work performed.

4.5 Work Environment Considerations. The simulator bay is staffed by personnel from the FAA, its support contractors, and occasional visitors. If the vendor must use any adhesives, coatings, fillers, or other substances that create dust or emit an odor, special provision must be made to vent the area to prevent injury or irritation to laboratory staff. The vendor must provide an

Occupational Safety and Health Administration OSHA compliant means to contain any dust or other particulates that are generated in the assembly or finishing process such that no potentially hazardous by-products escape the immediate area surrounding the simulator bay. Notification to use potentially toxic materials, along with mitigation strategies must be made, in writing, to the

FAA COTR prior to arrival for work at the Center.

4.6 Government Furnished Information: The FAA will supply an approximate dimensioned 3D solid model of the exterior of the S-76 helicopter fuselage only. However, under no circumstances does the FAA warrant that their 3D model provides either the extent or accuracy of information needed to create a design that is compliant with the specification in this SOW.

The FAA will provide simple drawings that show the desired orientation of the S76 fuselage after the visual system is installed. The FAA will also provide concept drawings of the cockpit access drawbridges, observer platform, and stairs leading up to the observer platform.

5.0 Milestone Schedule

The vendor must adhere to following milestone schedule:

Phase I Engineering/Design

Screen

Specification

Dimensions, Screen Gain

6 weeks after NTP

AITOFF Plot of crew FOV

Plot showing average resolution over entire screen surface

Screen Support

Structure design

Drawings

8 weeks

Simulator base design drawings

8 weeks after NTP

Note to

AJR; use consistent language;

design or engineering

Crew access mechanism design drawings

2D/3D Design

Rendering of

Visual System

Light Tightening

Structure design drawings

10 weeks

Phase II Fabrication

50% Complete 20 weeks

100% Complete 30 weeks

As-built drawings;

entire structure; to include system wiring and cable routing information.

32 weeks

Phase

III

Factory Integration and Validation

Projectors

Installed

34 weeks

Edge blending;

auto-alignment equipment installed

35 weeks

Factory acceptance test complete

36 weeks

Phase

IV

FAA Site Installation and Final Acceptance

Equipment received at

WJHTC

40 weeks

Contractors On-

Site

System Assembled on-site

42 weeks

Issue Resolution 44 weeks

FAA System training

45 weeks

Final Acceptance

Test (FAT)

45 weeks

Documentation Complete documentation package including

Standard

Operating

Procedure, maintenance manual.

44 weeks

6.0 Deliverables

The vendor must provide the following deliverables:

DS # Deliverables Task Format Delivery Schedule

1 Engineering Design drawings, written design documents

2.2.1, 2.2.2, 2.2.4, 2.3.1, 2.3.2, 2.4, 2.5.1, 2.6.2, 2.6.4, 2.6.5, 2.6.6

See Note *, 1 & 2 2 weeks after completion of phase 1

2 Written Status Reports * See Note *, 1 & 2 Due upon 50% completion and at

100% completion

As-built drawings of entire visual system

2.6.3, 2.6.4, 2.6.5, 2.6.6, 2.7.1, 2.7.2, 2.7.8

See Note *, 1, 2 & 4

2 weeks after completion of fabrication

4 Factory Integration and

Validation Test Report

2.2.5, 2.2.6, 2.2.7, 2.3.3, 2.3.6

See Note *,1, 2 & 4 15 days after completion of integration test

5 Onsite acceptance Test Plan*

Test Procedures; Test Scenarios *

See Note *, 1, 2 & 4

30 days prior to equipment delivery

6 Acceptance Test Reports *; issue resolution report

See Note *, 1, 2 & 4 Quick Look 7 days, Final 30 days

7 Documentation Package

Operating procedures, training, maintenance procedures

See Note *, 1, 2 & 3 Due upon completion of equipment installation

AMS Clause 3.5-13 Rights in Data - General (October 2014) applies.

Note 1: Deliverable format (i.e., Plans, Presentations, Reports, Schedules) will conform to current FAA format (i.e., Microsoft Office, Word, Project, PowerPoint, Excel, or as appropriate per deliverable)

Note 2: ALL Deliverables must be submitted in soft copy to the COR. The MSR must be delivered to the COR and CO.

Note 3: All source code developed will be submitted in a version-controlled format. Currently

GIT version control system is acceptable. Other Version control systems are to be approved by

COR. Automated tests must be developed as appropriate to validate the source code functionality when the source code complexity merits it.

AMS Clause 3.5.14- 'Rights in Data – Special Works’ applies to delivery of all source code

Note 4: Some due dates may be dependent on program office or 3rd party milestones. The COR will advise the contractor when dates require adjustment.

Acceptance Criteria:

All deliverables must be developed or reviewed by relevant qualified Contract Support personnel. It will be the Government’s sole determination as to whether a deliverable has been successfully completed and acceptable to the Government.

Acceptance criteria consists of the following:

a. Reports on written deliverables are completed as specified and approved.

b. All deliverables must be in a format that can be used by the Government.

c. If a deliverable is not accepted, the Government will provide the rational in writing within

10 business days of receipt of the deliverable.

d. The level of quality, workmanship and expertise demonstrated in each deliverable must be commensurate with the level of billing (labor category/level) for the task/deliverable and must meet the intended purposes of the task assignment.

e. Upon completion of installation, the vendor must be able to demonstrate that all items listed in the specification are fulfilled.

*AMS 3.5.13 Rights in Data—General (Oct 2014) applies.

7.0 Appendix A: Supporting Figures

7.1 Figure 1: Simulator Orientation

Figure 1 is a diagram describing the orientation of the cockpit in reference to 2.1.2 Cockpit

Orientation.

7.2 Figure 2: Cockpit Access/Egress Concept Drawing

Figure 2 is a diagram describing the cockpit access and egress concept design in reference to 2.6

Structural Requirements.

7.3 Figure 3: 3-Dimensional Conceptual Design

Figure 3 is a 3-dimension conceptuel design.

7.4 Figure 4: 3-Dimensional Conceptual See-through Wire Design

Figure 4 is a 3-dimensional conceptual see-through wire design.

7.5 Figure 5: 3-View Dimensional Layout of Cockpit Simulator

Figure 5 contains three different dimensional layouts of the Sikorsky S76-D cockpit simulator.