ELT Performance Specification Final.doc

U.S. COAST GUARD

EMERGENCY LOCATOR TRANSMITTER (ELT) PERFORMANCE SPECIFICATION

10 DECEMBER 2008

U.S. Coast Guard Aviation Logistics Center, Elizabeth City, NC

1.

Scope

This specification describes the functional characteristics, performance, design, quality, test and acceptance requirements for an Emergency Locator Transmitter (ELT), ELT components and for ELT repair. The system will be suitable for installation in Coast Guard H-65 and other Coast Guard fixed and rotary wing aircraft. The Coast Guard requires ELTs for 102 H-65 helicopters and spares. Other applications are possible.

A proven, certified, non-developmental system is desired.

2.0 Applicable Documents

2.1 Government Documents

The documents listed below provide general guidance and form a part of this specification when referenced within the body of the paragraphs below. If the referenced documents conflict with the specification, the contents of this specification shall be considered the superseding requirement. Military Specifications are referenced for standardization. Alternate commercial standards may be accepted.

2.1.1 Military Specifications & Standards

Interference Characteristics of Subsystems And Equipment

Systems

2.1.2 Federal Aviation Administration Documents

2.2 Other Documents

Unless specifically stated otherwise, commercial standards and specifications may be utilized in lieu of military specifications if evidence is presented to the satisfaction of the government that the commercial standard is equivalent to the required military specification. When a specific military specification is referenced in the following sections, the commercial alternative must be identified.

The following are acceptable commercial Standards:

RTCA/DO-160

Environmental Conditions and Test Procedures for Airborne Equipment

RTCA DO-204

Minimum Operational Performance Standards for 406 MHz Emergency Locator Transmitters (ELT)

3.0 Requirements and Technical Description

3.1 General

The Emergency Locator Transmitter (ELT), shall be designed, tested and manufactured to meet the requirements of this specification. The ELT shall meet all requirements of this specification at the levels proposed by the offer, during the verifications specified herein and while installed and flown in an operational aircraft. The ELT shall interoperate and conform with existing aircraft mechanical, electrical and software interfaces.

The ELT shall be in compliance with all threshold requirements. Requirements specified as goals, objectives and desirable capabilities are beyond the minimum threshold requirements. The benefits provided by the goals, objectives and desired capabilities will be considered in the evaluation process. Options or optional requirements are capabilities that may be acquired by the government either at the time of initial order or at a later date and shall include pricing.

3.2 Item Description

The ELT shall provide the capability to transmit emergency location signals on 121.5, 243 and 406 MHz. The ELT shall be activated automatically after an aircraft accident and shall be capable of manual activation. The ELT shall meet or exceed the requirements of FAA Technical Standard Order (TSO-C126) and additional requirements defined in this specification.

The ELT must be capable of operating with the Global Maritime Distress Safety System (GMDSS), Automated Mutual-Assistance Vessel Rescue system (AMVER) and meet Safety of Life at Sea (SOLAS) requirements.

3.2.1 Helicopter Mount

The ELT may be mounted on flooring, shelving or in an equipment rack. The ELT shall be designed to allow rapid removal and installation. The ELT shall be capable of being removed and utilized by the crew away from the aircraft. A mount system that incorporates two self-locking fastening devices to hold each LRU in place is desired. Electrical connectors shall be readily available aircraft quality components.

3.2.2 Antenna

The ELT shall be capable of connecting to an external ELT antenna on the airframe and it shall include an antenna for operation away from the aircraft.

3.2.3 Battery

A battery that requires no operator maintenance is disposable and replaceable by the operator is desired. The ELT internal battery shall be capable of 48 hrs of continuous operation (on 121.5 and 243 MHz, at least 24 Hrs on 406 MHz).

The ELT battery shall have a rated service life of at least 5 years.

Greater battery capabilities are desired.

3.3 Performance & Capabilities

3.3.1 Technical Standards

TSO-C126. The ELT must meet or exceed the requirements of FAA Technical Standard Order (TSO-C126) and AC-91-44A in compliance with 14 CFR Section 91.207.

RTCA/DO-204. The ELT must comply with Federal Communications Commission (FCC) regulation 87.199 and Radio Technical Commission for Aeronautics (RTCA) document titled "Minimum Operational Performance Standards 406 MHz Emergency Locator Transmitter (ELT)" Document No. RTCA/DO-204.

3.3.2 Activation

The ELT shall incorporate a multi-axis "g" switch for automatic activation.

The ELT shall be capable of being activated by a manual switch on the unit and by a remote switch.

3.3.2.1 Activation alert signal

The ELT shall provide an alert signal (Aural and light), when transmitting. NVG compatibility is desired.

3.3.3 Operation

The ELT will transmit simultaneously on 406 MHz (transmission identification data) 121.5 MHz and 243 MHz when activated. The 406 MHz signal output power shall be 5W ± 2 dB.

The ELT shall be capable of operation after immersion in sea water.

The ELT shall be marked for high visibility.

3.3.4 Transmit Aircraft Information

The ELT shall be capable of transmitting aircraft identification and position data.

The ELT shall be capable of registry with NOAA National Environmental Satellite, Data and Information Service (NESDIS).

3.4 Interface Definition

Aircraft Electrical Power Requirements: The ELT shall operate from a 28 VDC source. Minimum current draw is desired.

Aircraft Interface: ARINC-429. The ELT shall be capable of receipt of aircraft position on an ARINC-429 interface.

3.4.1 Physical Characteristics

Helicopter information is provided in Appendix A.

3.4.2 Size & Weight

A compact low weight system is desired.

3.4.3 Interface Control Documentation

The contractor shall provide Interface Control Documentation (ICDs) for the ELT. The ICD will include drawings that clearly show the ELT, cable assemblies and interconnects, and installation components. The ICD shall include tables that clearly describe in full detail all cable signal functions and descriptions and connector information that will aid the Government in troubleshooting the system. The ICD shall include any limitations of the length of the individual cable assemblies. The ICD will describe all software interface requirements for the ELT system.

3.4.4 Technical Manuals

The OEM shall provide technical manuals as required to install and support the ELT. The following manuals are desired: installation guide, maintenance procedures and operator guides for ELT operation.

3.5 Design Criteria

The ELT and any modifications to the H-65 shall be designed and incorporated so that the aircraft can safely perform all assigned missions in accordance with Federal Aviation Administration Part 29 Airworthiness Standards: Transport Category Rotorcraft, Part 91 General Operating and Flight Rules and the USCG Air Operations Manual, COMDTINST M3710 (series). Exceptions to FAR 29 requirements are allowed for public use aircraft. Deviations from the FAR 29 requirements must be approved by the Coast Guard.

Equipment installed in the cabin area of either aircraft will be designed for the following load factors:

20 g forward and downward

10 g in either lateral direction and upward

The ELT shall be capable of installation in accordance with the Airman's Information Manual (AIM Chapter 6-2-5).

3.5.1 Integration Support Effort

The supplier shall be capable of supporting the Coast Guard integration effort. The ELT installation will be designed and accomplished by the Coast Guard. The ELT shall be optimized to ensure performance requirements are met when the ELT is installed and subject to vibrations induced throughout the helicopter flight envelope.

3.5.2 Electromagnetic Environmental Effects

Electromagnetic Compatibility (EMC). The electromagnetic emissions and susceptibilities of the components and interface subsystems, both conducted and radiated, shall meet MIL-STD-461E Table 5, Navy requirements and comply with the compatibility requirements of MIL-STD-464A when installed and operated on the aircraft.

The basic Electromagnetic Environmental Effects will not degrade the performance of the host asset. The system shall be electromagnetically compatible among all subsystems and equipment within the system and with environments caused by electromagnetic effects external to the system. Verification shall be accomplished as specified herein on production representative systems. Safety critical functions shall be verified to be electromagnetically compatible within the system and with external environments prior to use in those environments. Verification shall address all life cycle aspects of the system, including (as applicable) normal in-service operation, checkout, storage, transportation, handling, packaging, loading, unloading, launch, and the normal operating procedures associated with each aspect.

3.5.3 Product Improvement

An ELT system designed to accommodate product improvements to enhance performance and accommodate additional capabilities, without the requirement for significant redesign is desired.

3.5.4 Supportability

The supplier may present a depot support plan for consideration. The target repair turn around time shall be 30 days or less.

An ELT that is easily removed and replaced is desired.

A test mode is desired.

Built-In Test (BIT) capability is desired. Any failure of the BIT circuitry shall not cause failure or degradation of any other operational performance requirement.

3.5.5 Open Architecture

A system designed to incorporate open architecture methodology to the greatest extent possible and use standard government and non-proprietary commercial protocols is desired. The system should minimize proprietary interfaces and proprietary systems.

3.5.6 Night Vision Device Compatibility

Night Vision Device (NVD) capability is used routinely to prosecute Coast Guard missions. An ELT installation that meets NVD compatible with the use of Class A and Class B, Type I, and II Night Vision Imaging System (NVIS), in accordance with MIL-STD-3009 is desired.

3.6 Environmental Conditions

The ELT shall meet environmental requirements of MIL-STD-810 as tailored herein to the operational environments of the HH-65 and HH-60 aircraft.

3.6.1 Humidity

The ELT shall withstand humidity up to 95 percent for the duration of the mission.

3.6.2 Explosive Atmosphere

The ELT shall not cause ignition of ambient, explosive gaseous mixture with air atmosphere when operating or non-operating in such an atmosphere to the limits specified in MIL-STD-810.

3.6.3 Shock

The ELT performance shall not be degraded by normal hard landing, gunfire or other mechanical shocks encountered in servicing and normally associated with air, land or sea transport of the helicopter.

3.6.4 Fungus

The ELT shall be manufactured to be resistant to fungus growth, in both an operating and non-operating condition, as encountered in operational areas of the world. Fungus-inert materials in accordance with MIL-STD-454, Requirement 4, shall be used. In no case shall overall spraying be necessary to meet requirements.

3.6.5 Vibrations (Flight envelope)

The ELT shall operate throughout the vibration regions of the H-65 and weapons as described in Appendix A.

3.6.6 Resonance Frequencies

The ELT shall have no resonance frequencies that may be excited by the H-65 Helicopter critical frequencies (Appendix A).

3.6.7 Mechanical Endurance

The ELT shall not suffer any damage and shall not cause any damage to the H-65Helicopter when subjected to the induced vibrations (operating and non-operating) in the normal helicopter flight envelope, as specified in its respective flight manual.

3.6.8 Transportability

The ELT units shall withstand transport by railway, highway, waterway, sea and airway carriers.

3.6.9 Operating Temperature

The ELT shall operate with all functionality as designed and specified herein within the ELT design range. The desired design range is specified in Table 3-1.

Table 3-1

Operating Temperature Range

3.6.10 Interchangeability

ELT components having the same part number shall be directly and completely interchangeable with respect to installation and performance in accordance with the requirements of MIL-I-8500, paragraph 3.3. Changes in part numbers shall be governed by the drawing number requirements of MIL‑STD‑100 and paragraph 3.5 of MILN-18307.

4.0 Verification

It shall be the responsibility of the contractor to verify the product meets all the requirements of the government and their own specifications. The contractor will perform tests to verify airworthiness and performance required prior to equipment delivery.

4.1 Quality Assurance

4.1.1 Quality Control Program

The contractor shall maintain a quality control program system established in accordance with Federal Aviation Administration or Department of Defense procedures is preferred. As an objective, the contractor will be ISO 9000 certified. The USCG reserves the right to review the Contractor operation and/or facilities at any time during the period of the contract.

4.1.2 Testing

The contractor shall ensure each new production ELT component will undergo full acceptance testing. All acceptance testing shall be conducted in accordance with (IAW) a Government approved Acceptance Test Procedure (ATP). The contractor shall submit their ATP to the Government for approval. The contractor shall make available to the Government all acceptance test results and, as applicable, discrepancy reports with corrective actions taken for each ELT. The ATP may be incorporated into the manufacturer’s publications.

4.1.3 Final Inspection and Acceptance

Final inspection and acceptance of material under this contract shall be performed at destination by local receiving personnel and will consist of count, condition and verification that all required documentation has been provided. The US Coast Guard ALC considers components ready for issue (RFI) upon acceptance. Components determined to be non-RFI upon installation may be returned to the Contractor with a quality deficiency report (QDR) for rework at no additional cost to the Coast Guard.

4.1.4 Configuration Management Program

The contractor shall have an established, Government verifiable, configuration management program with control systems in place for the complete ELT system including configuration identification of each hardware and software configuration item for the contract life.

4.1.5 Documentation

The Contractor shall furnish a Certificate of Airworthiness (COA) in accordance with FAA procedures (or CG approved alternate procedures) and a Certificate of Conformance (COC) in accordance with FAR Clause 52.246-15 for all components.

4.2 Certification

The system must be certified by the U.S. Department of Defense (DOD) for permanent installation in military aircraft or by the Federal Aviation Administration for installation on US civil aircraft. DOD certification is desired. A derivative of a proven system may be acceptable.

5.0 Glossary

NVG

Night Vision Goggles

NVIS

Night Vision Imaging System

RFI

Ready For Issue

APPENDIX A

US COAST GUARD HELICOPTER INFORMATION

General descriptions of the HH-65 aircraft are provided below.

Critical Frequencies

The frequencies of most concern are the main rotor blade pass frequencies and 2, 3 and four time multiples of the main rotor frequencies.

Main Rotor

Forward Flight 355 RPM, 5.9Hz, Blade Pass (4) 23.7 Hz, Hover 365 RPM, 6.1Hz, Blade Pass (4) 23.3 Hz, Tail Rotor 11 Blade Tail Rotor

Forward Flight 3717 RPM, 62.0Hz, Blade Pass (11) 681.6Hz, Hover 3822 RPM, 63.7Hz, Blade Pass (11) 700.8 Hz

10 Blade Tail Rotor

Forward Flight 3717 RPM, 62.0Hz, Blade Pass (10) 619.6Hz, Hover 3822 RPM, 63.7Hz, Blade Pass (10) 637.1Hz

Crash Load Factors

Equipment installed in the cabin area of either aircraft will be designed for the following load factors:

20 g Forward, downward

10 g In either lateral direction and upward

Modifications to the HH-65 must be designed to meet or exceed the requirements of 14 CFR 29 Airworthiness Standards: Transport Category Rotorcraft.

H-65 General Description

The U.S. Coast Guard HH−65C Short Range Recovery (SRR) helicopter, a product of Aerospatiale Helicopter Corporation (now Eurocopter), is designed for short range search and rescue operations. Secondary mission roles are patrol and observation, passenger transport, and cargo hook operations. It is capable of operating from prepared and unprepared areas in visual and instrument flight conditions, day or night and is configured with Night Vision Goggle (NVG) compatible cockpit lighting. The main sections of the fuselage are the forward section consisting of the cockpit, cabin area and baggage compartment, and the aft (tail boom) section. The forward section is constructed primarily of longitudinal, aluminum alloy beams and nonmetallic honeycomb, laminated with fiberglass cloth. The aft section consists of a truncated cone of composite honeycomb fiberglass with a metal covering which supports the vertical fin and a fixed horizontal stabilizer. Cockpit entrance is through two hinged doors located forward of the cabin next to the pilot’s and copilot’s stations. Entrances to the passenger area are a hinged door on the left side of the cabin aft of the copilot’s station, and a sliding door on the right side of the cabin aft of the pilot’s station. A baggage compartment door is located on the right side aft of the cabin for exterior access to the baggage compartment. The side−by−side cockpit arrangement is equipped with dual flight controls augmented by an Automatic Flight Control System (AFCS). Each station has a full instrument panel and controls for the avionics systems. Refer to figure 1−1 for general cockpit arrangement. The passenger cargo area is designed to accommodate a rescue basket, litter configurations, and a hoist operator station. Seats may be installed for five passengers and a crew of three. The propulsion system, consisting of two turbo shaft engines and a drive system, is mounted above the fuselage on a platform located above the aft cabin area. The engines and drive systems are enclosed by a cowling which may be swung open or removed for access. The rotor system consists of a single 4−blade main rotor, which may be folded for shipboard parking or storage, and a multi−bladed shrouded tail rotor located within the vertical fin. Two independent hydraulic systems provide power for the flight controls, retractable landing gear, TALON, wheel brakes, and a 600 pound capacity rescue hoist. The electrical system includes dual AC and DC generating systems: two alternators to supply AC power, and two starter/generators for DC power. In addition, each engine has a dual channel alternator to run its Full Authority Digital Engine Control (FADEC) computer. Electrical power can also be supplied by an internal battery or transformer/rectifier for emergency DC power, or AC and DC external sources. An integrated avionics system provides capability for automatic cockpit management, mission navigation, communication, and flight guidance and control through selection of special sensors, and use of data stored in onboard Control Display Units (CDU). The Flight Director System (FDS) may be coupled to the AFCS to enhance airborne control of the helicopter. Additional equipment includes a search radar, an Environmental Control System (ECS), emergency pop out flotation system, a 2,000 pound capacity cargo hook, and a controllable searchlight. The maximum unrestricted gross weight of the helicopter is 8,900 pounds. Restricted operations may be conducted up to a maximum weight of 9,480 pounds.

Figure A-2 Dimensions

NOTE

Duplicated components are labeled by numerals 1 or 2, in two general groups. AIRFRAME components (such as engines and generators) are labeled conventionally, #l for left side and #2 for right side. AVIONICS components (such as gyros and radios), on the other hand, are labeled #l for the right side and #2 for the left side.

ELECTRICAL SYSTEM LIMITS

The DC electrical system maximum voltage is 30 volts as indicated on the cockpit voltmeter with a maximum continuous current of 160 amps per generator displayed as 100% on the cockpit load meter.

The AC electrical system maximum voltage is 120 volts as indicated by the cockpit voltmeter with a maximum continuous current of 29 amps per alternator phase displayed as 100% on the cockpit load meter.

ACCELERATION LIMITS

The maximum permissible acceleration is between 2.67 and 0.5 positive g at the maximum gross weight of 9200 pounds. At lighter gross weights, positive acceleration is permissible up to 3.5 positive g at 6718 pounds gross weight.

AIRSPEED LIMITS

The Maximum Airspeed is 175 KIAS.

The Maximum Sideward and Rearward flight limit is 35 knots airspeed. The Sideward flight limit will be raised to 50 knots for Airborne Use of Force. (Testing has been performed past 60 knots).

TEMPERATURE LIMITS

Minimum: –25°C (–13°F). Maximum: +50°C (122°F)

HSCG38-08-

Performance Specification

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