Draft_TH-XX_ATS_PWS_Appendix_C_--_Subjective_Requirements.pdf

Draft PWS Appendix C – Subjective Requirements

TH-XX

AIRCREW TRAINING SERVICES (ATS)

Appendix C

DRAFT Subjective Requirements

It is the intent of CNATRA and TRAWING 5, that all helicopter systems shall be modelled to function as they do in the aircraft. Specifically, all helicopter systems shall function and interact as they do in the actual aircraft during normal, malfunction and failure mode operations, with switch positions, circuit breaker states, and environmental performance factors all considered during operations. This includes all secondary and tertiary interactions of interrelated systems across all modes of operation. Detailed functional test procedures will be provided by the government during development and factory and onsite testing to verify the function and interoperability of all systems and operations.

The following subjective requirements are formatted similarly to 14 CFR Part 60, Appendix D

Table D1B “Minimum FTD Requirements” and Table D3A “Table of Functions and Subjective

Tests Level 7 FTD”.

The general simulator requirements provided in this Appendix were produced prior to material solution selection for the AHTS TH-XX program. All requirements are subject to change and refinement once the AHTS TH-XX material solution has been selected.

1. Preflight Procedures

1.a. Preflight Inspection (Flight deck Only) switches, indicators, systems, and equipment: FTD shall accurately replicate the form, fit , and function of the actual aircraft cockpit. All switches, indicators (aural/visual), gauges, systems and equipment shall be located and function analogous to the actual aircraft, and as observed, if there are differences from OEM, in the government owned aircraft. Pre-flight cockpit inspection and conduct of checklists shall be able to be performed exactly as in the actual aircraft whether functioning on main battery, GPU or battery cart power sources. The IOS shall provide the ability to affect all cockpit indicators, gauges, systems and equipment, with the ability to quickly configure the aircraft at any point in the checklist flow, and have the ability to induce failure or error mode operations in order to simulate user specified malfunctions, a list of which will be stipulated by the TRAWING 5 Flight Instructor Pilots during development.

1.b. APU/Engine start and run-up: The FTD shall accurately represent the TH-XX engine(s) start and engine(s) acceleration indications (TQ, oil temps, TOT/ITT, engine(s) speed(s), rotor speed, etc.) aircraft vibrations, aircraft sounds and aural indications across all possible position(s) of the throttle/twist grip with the different power sources (GPU, Battery

Cart, aircraft battery or generator(s)) with modelled power plant response to current ambient conditions concurrent with actual aircraft operations.

1.b.1. Normal start procedures: The FTD shall accurately represent the TH-XX engine(s) start indications (TQ, oil temps, TOT/ITT, engine(s) speed(s), rotor speed, etc.)

aircraft vibrations, aircraft sounds and aural indications across all possible position(s) of the throttle/twist grip with the different power sources (GPU, Battery Cart, aircraft battery or generator(s)) with modelled power plant response to current ambient conditions concurrent with the NATOPS manual and aerodynamic modelling.

1.b.2. Alternate start procedures: The FTD shall accurately replicate any alternate start procedure applicable to the TH-XX aircraft instrument indications with proper or improper starting procedures conducted by the pilots.

1.b.3. Abnormal starts and shutdowns (hot start, hung start): FTD shall accurately replicate government specified abnormal function(s) of the start or shutdown sequence, and aircraft indications, warning lights, aural indicators and ambient sounds associated with the malfunction. The IOS shall provide the ability to trigger/stop/reset these malfunctions, via an IOS interface, incorrect execution of procedure or appropriate corrective action, at any time during the start or shutdown sequence.

1.c. Taxiing – Ground: N/A for skid mounted helicopters.

1.d. Taxiing – Hover: FTD shall accurately replicate the hover and hover taxi performance in the actual helicopter via appropriate visual, motion, and control loading (feel) systems which interact seamlessly with the aerodynamic modelling, power plant, and flight control modelling as they account for environmental factors including but not limited to ambient free air temperature, relative wind, density altitude, aircraft loading, neighboring aircraft rotor wash effects and mechanical turbulence induced by nearby structures. Visual fidelity below fifty feet height above ground shall allow users to identify and differentiate, at a minimum, a one-inch sized object (gravel, debris, grass, sand etc.) to allow, through visual flow, appropriate recognition of aircraft glideslope, ground speeds, closure rates and landing site suitability. This level of fidelity shall be provided, at a minimum, at all TRAWING 5 primary training areas.

1.e. Pre-takeoff Checks: FTD shall accurately replicate associated aircraft indicator, system, gauge, flight performance and external visual indications during takeoff checks, including error or failure mode performance as induced by the IOS or CCS. The FTD shall replicate the

TH-XX aircraft form, fit and function to enable pilots to perform the pre-takeoff checklist and interact with all required controls, Comm/NAV equipment, circuit breakers, switches, rheostats, handles or knobs as they would in the TH-XX aircraft. All TH-XX responses to pilot(s) inputs replicate the visual and aural system and instrument indications via appropriate visual, aerodynamic modelling, motion, vibration, control loading, and aircraft system and instrument response, ambient environmental conditions, aircraft loading and configurations.

2. Takeoff and Departure Phase

2.a. Normal takeoff: FTD shall accurately replicate normal takeoff, transition to flight, and translational lift effects via appropriate visual, aerodynamic modelling, motion, vibration cuing, control loading, and aircraft system and instrument response, ambient environmental conditions, aircraft loading and configuration across all applicable takeoff profiles including:

2.a.1 From Ground (no-hover)

2.a.2 From Hover (vertical takeoff)

2.a.3 Running (max load/sliding)

2.b. Instrument:

2.c. Powerplant Failure During Takeoff (engine Failure on Takeoff): FTD shall accurately replicate aircraft physical and aerodynamic performance during engine failure on takeoff, incorporating precise airframe effects including pitch and yaw excursions, aural, visual and instrument indications, and accurate and realistic flight and autorotation performance characteristics as observed and stipulated by TRAWING 5 Instructor Pilots.

2.d. Rejected Takeoff: FTD shall replicate aircraft aerodynamic performance during rejected takeoff, accounting for ambient environmental conditions, aircraft loading and configuration.

2.e. Instrument Departure: FTD shall accurately replicate normal takeoff, transition to flight, and translational lift effects via appropriate visual, aerodynamic modelling, motion, vibration, control loading, and aircraft system and instrument response, ambient environmental conditions, aircraft loading and configuration. Additionally, FTD shall take into account appropriate response to environmental conditions, aircraft loading, user selectable weather effects, mechanical or orographic turbulence from the obstacle(s) and any user selected aircraft performance or system degradations. All avionics shall accurately replicate aircraft displays and instrument indications according to tuned NAVAIDS and flight plans, and accurately simulate the scenarios and external environment as configured from the IOS or CCS.

3. Climb

3.a. Normal: FTD shall accurately replicate aircraft climb performance while maintaining interaction with and appropriate response to ambient environmental conditions, aircraft loading and configuration, and user selected weather effects.

3.b. Obstacle clearance: FTD shall accurately replicate aircraft climb performance taking into account appropriate response to environmental conditions, aircraft loading, user selectable weather effects, mechanical or orographic turbulence from obstacle(s) and any user selected aircraft performance or system degradations.

3.c. Vertical: FTD shall accurately replicate aircraft climb performance, taking into account appropriate response to environmental conditions, aircraft loading, user selectable weather effects, mechanical or orographic turbulence from the obstacle(s) and any user selected aircraft performance or system degradations.

3.d. One engine inoperative: FTD shall accurately replicate aircraft climb performance, taking into account appropriate response to environmental conditions, aircraft loading, user selectable weather effects, mechanical or orographic turbulence from the obstacle(s) and any user selected aircraft performance or system degradations.

4. In-flight Maneuvers

4.a. Turns (timed, normal, steep): FTD shall accurately replicate aircraft flight and instrument performance at all angles of bank and g-loading, with realistic modeling for flight and energy management profiles beyond the applicable “safe operating” envelope.

4.b. Powerplant Failure - Multiengine Helicopters: FTD shall accurately replicate single and dual engine failure flight characteristics, accounting for ambient environmental conditions, aircraft loading, flight profile, including flight characteristics noted by Instructor

Pilots in Government owned aircraft that may not be specific to the pure aero-model data.

4.c. Powerplant Failure - Single-Engine Helicopters:

4.d. Recovery from Unusual Attitudes: FTD shall accurately replicate aircraft flight performance and handling characteristics through all flight profiles, attitudes, angles of bank/pitch/yaw, and g-loading including extreme maneuvers outside of normal operating envelopes. Pilots shall be able to fly the aircraft through to recovery and the FTD shall not end the simulation when OEM designated critical parameters are met. If the aircraft is flown through a profile that causes significant structural damage rendering the aircraft un-flyable, the simulation shall continue to simulate flight performance of the damaged aircraft, including out-of-control flight characteristics, as able based on physics modelling, with the understanding that there may not be flight test data for these regimes of flight.

4.e. Settling with Power: FTD shall accurately replicate, through aerodynamic modelling, accounting and adjusting for current ambient conditions, aircraft loading, flight profile, power plant status, and user defined weather effects, the flight performance of an aircraft in a

“power required-exceeds power available” situation, also known as settling with power.

5. Instrument Procedures: FTD shall accurately replicate aircraft performance while conducting coupled or uncoupled instrument procedures in both VMC and IMC conditions.

Additionally, the FTD shall take into account appropriate response to environmental conditions, aircraft loading, user selectable weather effects, mechanical or orographic turbulence from obstacle(s) and any user selected aircraft performance or system degradations. All avionics shall accurately replicate aircraft displays and instrument indications according to tuned NAVAIDS and flight plans, and accurately simulate the scenarios and external environment as configured from the IOS or CCS.

5.a. Instrument Arrival: FTD shall accurately replicate aircraft performance while conducting coupled or uncoupled terminal area arrivals and instrument procedures in both

VMC and IMC conditions. Additionally, the FTD shall take into account appropriate response to environmental conditions, aircraft loading, user selectable weather effects, mechanical or orographic turbulence from obstacle(s) and any user selected aircraft performance or system degradations. All avionics shall accurately replicate aircraft displays and instrument indications according to tuned NAVAIDS and flight plans, and accurately simulate the scenarios and external environment as configured from the IOS or CCS.

5.b. Holding: FTD shall accurately replicate aircraft performance while conducting coupled or uncoupled entries into holding, holding, holding departures and instrument procedures in both VMC and IMC conditions. Additionally, the FTD shall take into account appropriate response to environmental conditions, aircraft loading, user selectable weather effects, mechanical or orographic turbulence from obstacle(s) and any user selected aircraft performance or system degradations. All avionics shall accurately replicate aircraft displays and instrument indications according to tuned NAVAIDS and flight plans, and accurately simulate the scenarios and external environment as configured from the IOS or CCS.

5.c. Precision Instrument Approach: FTD shall accurately replicate aircraft performance while conducting coupled or uncoupled precision approaches to include all precision approach systems and procedures compatible with installed aircraft equipment in both VMC and IMC. Additionally, the FTD shall take into account appropriate response to environmental conditions, aircraft loading, user selectable weather effects, mechanical or orographic turbulence from the obstacle(s) and any user selected aircraft performance or system degradations. All avionics shall accurately replicate aircraft displays and instrument indications according to tuned NAVAIDS and flight plans, and accurately simulate the scenarios and external environment as configured from the IOS or CCS. Visual simulation shall accurately replicate the runway visual environment based upon Decision Height, weather effects and visibility selected from the IOS and/or CCS.

5.c.1. Normal - All engines operating:

5.c.2. Manually controlled - One or more engines inoperative:

5.d. Non-precision Instrument Approach: FTD shall accurately replicate aircraft performance while conducting coupled or uncoupled non-precision approaches to include all non-precision approach systems and procedures compatible with installed aircraft equipment in both VMC and IMC conditions. Additionally, the FTD shall take into account appropriate response to environmental conditions, aircraft loading, user selectable weather effects, mechanical or orographic turbulence from the obstacle(s) and any user selected aircraft performance or system degradations. All avionics shall accurately replicate aircraft displays and instrument indications according to tuned NAVAIDS and flight plans, and accurately simulate the scenarios and external environment as configured from the IOS or CCS. Visual simulation shall accurately replicate the runway visual environment based upon Minimum

Descent Altitude, weather effects and visibility selected from the IOS and/or CCS.

5.e. Missed Approach: FTD shall accurately replicate aircraft performance while conducting coupled or uncoupled missed approaches and subsequent instrument procedures in both

VMC and IMC conditions. Additionally, FTD shall take into account appropriate response to environmental conditions, aircraft loading, user selectable weather effects, mechanical or orographic turbulence from the obstacle(s) and any user selected aircraft performance or system degradations. All avionics shall accurately replicate aircraft displays and instrument indications according to tuned NAVAIDS and flight plans, and accurately simulate the scenarios and external environment as configured from the IOS or CCS. Visual simulation shall accurately replicate the runway visual environment based upon weather effects and visibility selected from the IOS and/or CCS.

5.e.1. All engines operating:

5.e.2. One or more engines inoperative:

5.e.3. Stability augmentation system failure: The FTD shall accurately replicate all aircraft flight performance characteristics and control feel simulations across normal, malfunction and failure modes of the Stability Augmentation System.

6. Landings and Approaches to Landings: The FTD Shall accurately replicate all aircraft flight and aerodynamic performance characteristics and effects during all landing profiles and maneuvers. All flight control performance, flight control feedback and cueing, motion and vibration cueing, visual simulation and aircraft physical performance shall be accurately replicated regardless of the landing maneuver being conducted. Aircraft ground interactions shall be surface specific, with varying friction and compaction coefficients correlated to surface type.

The visual system shall account for rotorwash modelling and effects when replicating the flow of surface obscurants.

6.a. Visual Approaches (normal, steep, shallow):

6.b. Landings:

6.b.1. Normal/crosswind:

6.b.1.a. Running/Sliding:

6.b.1.b. From Hover:

6.b.2. One or more engines inoperative:

6.b.3. Rejected Landing:

7. Normal and Abnormal Procedures: The FTD shall replicate all aircraft system performance, system interactions and secondary and tertiary correlated effects during normal, malfunction and failure modes of operation.

7.a. Powerplant: The FTD shall accurately replicate aircraft power plant performance taking into account current ambient environmental conditions, including but not limited to, air temperature, density altitude, with provisions for separate but interactive modelling of engine, fuel delivery systems and pilot control inputs to provide a complete and accurate power plant model that is able to react to failure modes and pilot inputs as separate and interconnected systems, allowing response based on pilot control and related system manipulation and not simply a “pre-programmed” failure routine.

7.b. Fuel System: The FTD shall accurately replicate aircraft fuel system function and effects on other aircraft systems, aircraft fuel burn rates, during normal, malfunction and failure modes of operation. IOS/CCS fuel loading inputs shall take effect immediately without stopping the active simulation, and will appropriately affect aircraft handling characteristics associated with weight and center of gravity changes. Fuel Flow shall replicate aircraft performance parameters for given weight, atmospheric conditions, and engine performance changes.

7.c. Electrical System: The FTD shall accurately replicate the aircraft electrical system, with all power supply and generation systems reacting as they do in the aircraft. All current paths shall be accurately modeled to facilitate realistic response to all switches, ancillary systems, circuit breakers, normal, malfunction and failure mode operations. The IOS/CCs shall have the functionality to actuate (pop) all circuit breakers via the IOS interface, with realistic effects on all primary and secondary systems and aircraft indicators and performance.

7.d. Hydraulic System: The FTD shall accurately and independently replicate the aircraft

Hydraulic System(s) and associated effects across normal, malfunction and failure mode operations. FTD shall provide the ability, through IOS interface, to manipulate system pressures through failure mode selection, or through direct user input of desired pressure indication. Failure modes shall include full, and progressive pressure loss, progressive pump malfunctions and failures and any other failures identified in aircraft manuals and maintenance data that is assessed by the government as necessary for training. During failure mode operation, secondary hydraulic systems, and related aircraft systems and indicators shall respond appropriately. FTD shall provide for full functionality of the aircraft’s standby/alternate hydraulic systems as applicable.

7.e. Environmental System(s): The FTD shall accurately replicate the aircraft’s environmental system across normal, malfunction and failure modes of operation, including provisions for user controllable flow of cooled air that is accurately modeled based on actual aircraft air conditioning systems, as well as modelling of aircraft vent systems that adjust based on performance factors such as airspeed.

7.f. Fire Detection and Extinguisher Systems: FTD shall accurately replicate aircraft fire detection and extinguisher system operation and indications, and provide for use of selectable resolvable and unresolvable fires. Unresolved engine or airframe fires shall result in degradation of affected systems and eventual aircraft failure if left active. Actuation of the system shall provide realistic aural indications and accurate cockpit system indications.

7.g. Navigation and Aviation Systems: FTD shall accurately replicate the aircraft navigation system(s) across normal, malfunction and failure modes of operation, including the ability to partially or fully degrade associated equipment via affects to their associated component systems, i.e. Loss of GPS fidelity, DME, glideslope/localizer functionality, etc.

The systems shall replicate any OEM integration with other systems and present appropriate symbols and indications related to the integration. Shall replicate OEM performance, responsive to all user selected environmental conditions, system states and/or system degradations.

7.h. Automatic Flight Control System, Electronic Flight Instrument System, and

Related Subsystems:

7.i. Flight Control Systems: FTD shall accurately replicate the full functionality of the aircraft Flight Control System to include user selectable malfunction and failure modes, with associated systems and aerodynamic effects modelled to react accordingly. Control feedback and overall feel will be tuned as necessary to account for differences between the provided simulation models and controls and those of the actual aircraft as observed by TRAWING 5

Instructor Pilots.

7.j. Anti-ice and Deice Systems: : FTD shall accurately replicate the aircraft anti-ice system functionality, modelled to react to ambient and user selected weather effects such as visible moisture and low temperatures, including associated aerodynamic effects and power loss encountered by flight controls, power plant and engine-inlet systems as they encounter and accumulate icing.

7.k. Aircraft and Personal Emergency Equipment:

7.l. Special Missions tasks (e.g., Night Vision goggles, Forward Looking Infrared

System, External Loads and as listed on the SOQ.): TBD

8. Emergency procedures (as applicable):

8.a. Emergency Descent: Replicate all aerodynamic performance as previously described.

8.b. Inflight Fire and Smoke Removal: The FTD shall replicate all helicopter fire indications including visual and aural indications and displays. The FTD visual system shall replicate smoke streaming from the aircraft to simulate the ability to confirm fires by maneuvering to observe a smoke trail. This visual simulation shall carry through all modes of simulator operation including recorded flight profile playback as a traffic object and during

CCS linked operations.

8.c. Emergency Evacuation: The FTD cockpit shall be modelled to replicate the fit, form, and function of the actual aircraft, including all pilot seats, restraint systems, emergency egress handles and actuators, etc.

8.d. Ditching:

8.e. Autorotative Landing: The FTD shall replicate the autorotative flight characteristics of the aircraft via accurate blade element performance from the aero model with tuning by the

TRAWING 5 team to most accurately replicate actual aircraft performance, including all systems indications, external and airframe aural and visual indications.

8.f. Retreating blade stall recovery: The FTD shall accurately replicate the onset of retreating blade stall, responsive to environmental conditions, aircraft loading and maneuver intensity. A government specified time frame shall be established to allow a window for recovery, or to crash the helicopter due to lack of corrective action.

8.g. Mast bumping: The FTD shall replicate any platform specific rotorhead structural malfunctions, and associated effects on flight performance modelling.

8.h. Loss of tail rotor effectiveness: The FTD shall replicate aircraft tail rotor performance across normal, malfunction and failure modes of operation, responsive to relative wind modelling, maneuver performance, environmental conditions and aircraft loading. This effect shall be tuned to the maximum extent, under supervision of TRAWING 5 Instructor pilots, to match the performance of the actual aircraft. Malfunction modes shall include, at a minimum:

1) Complete Tail Rotor Failure (equipment failure)

2) Fixed Pitch High/Low Power (equipment malfunction, aka stuck pedals)

3) Loss of Tail Rotor Effectiveness (aerodynamic)

9. Postflight Procedures:

9.a After-Landing Procedures:

9.b. Parking and Securing:

9.b.1. Rotor brake operation: The FTD shall replicate the functionality of the aircraft rotor brake, all cockpit indications and controls, and its associated effects on the airframe

(ex. spinning on low friction surfaces), in both normal, malfunction, and failure modes of operation.

9.b.2. Abnormal/emergency procedures:

10. Instructor Operating Station (IOS):

10.a Power switch(es):

i. The FTD shall have an emergency stop power button (red mushroom button) that is accessible from the IOS station, but located so that it cannot inadvertently be activated. The emergency stop power button shall secure power to the FTD freezing the 6 DOF motion base and powering down all FTD ancillary systems. Pushing this emergency stop power button shall not cause any adverse software affects to the FTD.

Resetting the emergency stop power button should allow a normal powering up of the

FTD. This power up shall not take any longer than a normal power up after a normal shut down of the FTD.

ii. The IOS shall have the ability to conduct normal startup and shut down procedures for the FTD IOS and visual systems, via the IOS console.

10.b. Helicopter conditions:

10.b.1 Gross Weight:

The IOS shall provide an interface to adjust helicopter gross weight, with a direct entry or slider type control, via a gross weight override function, or through the individual components contributing to aircraft configuration (crew loading, fuel loading, cargo loading, aircraft configuration, etc.). These changes shall immediately effect the simulation and shall not require a re-load or re-boot of the system, to enable real-time changes that are immediately observable by the simulation participants.

10.b.2 Center of Gravity (CG):

The IOS shall provide a function to directly display (via standard CG envelope graph display), and adjust (direct interaction with the CG envelope), the center of gravity of the aircraft simulation. These changes shall take effect immediately and shall not require a re-load or re-boot of the system, to enable real-time changes that are immediately observable by the simulation participants.

10.b.3 Fuel Loading:

The IOs shall provide a function to directly adjust and/or freeze aircraft fuel loading, using direct entry and a slider type interface. These changes shall take effect immediately and shall not require a re-load or re-boot of the system, to enable real-time changes that are immediately observable by the simulation participants.

10.b.4 Circuit Breakers:

The IOs shall provide the capability to display the status of (via a neatly organized interface) and to actuate (pop) all available circuit breakers in the aircraft.

10.b.5 Malfunctions:

The IOS shall provide an interface, menu, or page, with a neatly organized presentation to quickly and easily locate, initiate, affect via appropriate data entry

(i.e. specific value gauge malfunction), and clear all available aircraft malfunction conditions.

10.b.6 Simulator Assistance Mode:

The IOS shall incorporate a “Simulator Assistance Mode,” effectively a software augmented aircraft stability system that allows the instructor to momentarily stabilize or dampen the helicopter flight and control response characteristics with new pilots at the controls. This function shall have an adaptive mode that analyzes pilot inputs and fades, or degains the degree of assistance over time as pilot inputs stabilize.

10.b.7 Freeze Function

i. Ability to freeze:

a. Entire simulation

b. Flight Parameters- ALT, Speed, Location

c. Fuel

d. Battery

10.b.8 Crash Overide

a. Disable crash condition

1. Selectable

i. Collision

ii. Maneuver

iii. Speed based

2. Notification of crash condition with no effects

b. Clear collision/crash based degradations

10.b.9 Communication system status

a. Display status of all aircraft radios and ICS

1. Selected frequency

2. TX/RX

c. IOS Operator comm selector

1. ICS

2. UHF

3. VHF

10.c. Airports / Heliports / Helicopter Landing Areas:

10.c.1 The visual database shall provide high fidelity visual and topographical renderings of all TRAWING 5 primary airfields and training areas, NOLFs, navigation points as specified in the RWOP, and within the Government specified local operating area. All buildings, structures, vegetation, terrain, obstacles, airfield equipment (including lights, wind socks, fire bottles etc), airfield markings, and navigational aids, shall be 3D modeled, colored and textured using a combination of satellite and ground level imagery, and topographical surveys, both commercially acquired and as provided by the government.

i. Primary Operating Airfields, Geospecific:

a. KNDZ- Whiting Field South

b. KNSE- Whiting Field North

c. TBD – Fully specified list in work

ii. Alternate Airfields, Geotypical:

a. TBD – Full list in work

10.c.2 Surface modelling: The FTD shall replicate different landing surfaces incorporating variable and realistic friction coefficients, and particle based obscurant rendering, specific to surface type, and reactive to environmental conditions and accurate rotorwash modelling. The different surfaces that be simulated shall be at a minimum:

i. Runway surface (Dry, Wet, Iced, Snow, brownout, whiteout)

ii. Grass surface (Dry, Wet, Iced, Snow, brownout, whiteout)

iii. Gravel surface (Dry, Wet, Iced, Snow, brownout, whiteout)

iv. Sand surface (Dry, Wet, Iced, Snow, brownout/whiteout)

10.c.3 Facility Controls: The IOS shall provide a neatly organized interface to control all facility related functions including the following:

10.c.3.i Lighting:

a. Lighting controls shall be organized into logical functional-groups, with the ability to manipulate the intensity of a single lighting system independent of all others or the entire group via a group master switch.

At a minimum, airport lighting shall be grouped as:

i. Runway lights, with controls to adjust primary (active) secondary and tertiary runway lights independently of other lighting groups for that facility.

ii. Approach Lighting Systems, may be dimmable as a group, but must have the ability to selectively activate approach lights for desired runways.

iii. Taxiway lights, allowable to adjust all taxiway lights for that facility as a group.

iv. Helipad Lights, allowable to adjust all helipad lights within a given facility as a group.

v. Ramp Lighting, allowable to adjust ramp floodlights as a group within a given facility.

vi. Hangar and structure lights, allowable to group all hangar and structure lights within a single control group across a given facility.

b. The IOS shall have the ability to select an active airport and runway, and independently control the active/secondary/tertiary runway lights, helicopter landing pad lights, approach lights, and airport lighting

(ramp, building, etc.) for the selected airport. Lighting controls shall have the ability to vary intensity from off to maximum intensity via slider/rheostat type interface. A single button (master switch) shall be available to simultaneously adjust airport lighting groups for the selected airport, independent from any “global” airfield lighting controls.

c. A “global” setting for adjusting runway, taxiway and facility lighting groups of non-active facilities, is acceptable as long as the selected

“active” airfield is able to be controlled independently.

10.c.4 Traffic: The IOS shall provide a neatly organized interface to create and control all user created traffic objects within the simulation. Traffic objects shall have the ability to be created and initiated in real time without stopping or interfering the with the simulation. User defined traffic typically falls into 4 groups, which will be considered the minimum number of functional traffic groupings:

i. Ground

a. Ground based vehicles

i. Fire Trucks

ii. Ground transportation vehicles in the form of busses, passenger cars and vans, golf carts for airport maintenance and service personnel, large tractor mowers

b. Controls

i. Ground based vehicles shall have the ability to be controlled via a user defined waypoint track and speed, and be anchored to the ground level relative to topographical modelling.

ii. Shall be able to initiate ground based traffic at any time during the simulation

ii. Air

a. High fidelity models of various air-borne vehicles shall be modelled for use as impact capable traffic objects, and shall include, at a minimum:

i. TH-XX

ii. TH-57C/B

iii. UH-1Y/N USMC

iv. AH-1W USMC

v. H-60 USCG

vi. H-65 USCG

vii. T-6B USN CNATRA

viii. T-44 GOSHAWK USN CNATRA

ix. T-45 USN CNATRA

x. FA-18 USN

xi. C-130 USMC

xii. B-737

xiii. Cessna 172

xiv. AgCat Crop Duster

xv. DeHaviland DH-88

xvi. Crashed aircraft

b. Multiple methods of traffic model directions and controls shall be available and include, at a minimum:

i. Recorded

a. The IOs shall provide a method for recording user flight profiles and then playing them back as a saved and re-creatable traffic object. i.e. User records a flight profile, and then plays it back while flying with himself in formation. The racing video game equivalent of a ghost.

ii. Conflicting

a. The IOS shall be able to create traffic objects that fly a predetermined path relative to the active aircraft in the simulation. i.e. a polar plot selection that gives the user the ability to select inbound azimuth, speed and altitude relative to the active simulation.

iii. Waypoint based

a. The IOS shall provide a means to create traffic objects that fly a pre-specified waypoint path with variable altitude and airspeed between each point.

Must include the ability to create waypoint loops to create a continuous simulation of this flight path.

iv. Controls and Modelling

a. Shall be able to create and initiate Air based traffic at any time during the simulation without interruption

b. All airborne traffic models shall have realistic wake turbulence effects specific to the aircraft type of the particular model.

iii. Ground Crew Models

a. LSE (Landing Signal Enlisted) is an aircraft ground director who is tasked with the direction and control of aircraft, both on land and at sea aboard ships. Visual and animation modeling must be realistic and accurate to ensure quality of the simulation

i. Controls positioning, performance

a) The IOS shall provide a neatly organized interface to create, position and animate the LSE functions.

b) Positioning shall be available in standard positions relative to aircraft, or user selectable to any specified ground position at airfields and realistic, spot specific locations aboard simulated U.S. naval ships.

b. Survivor(s)

i. In order to conduct training in search and rescue operations, the

IOS shall have the ability to position standing, prone, or swimming survivor models in any position, on land or water.

ii. Survivors shall have provisions for ALSE specific strobe lights, smoke and flare signaling devices.

iii. Smoke

iv. Flares

v. Life Rafts

iv. Ship Models

a. High fidelity models of various U.S. Navy and Coast Guard Ships shall be modelled for use as impact capable traffic objects, and landing surfaces and shall include, at a minimum:

i. LHD

ii. LPD

iii. CVN

iv. TBD -- List in work

b. Multiple methods of traffic model directions and controls shall be available and include, at a minimum:

i. Drag and Drop:

a) Drag and drop map page interface

b) User specified consistent course and speed

ii. Waypoint based: ability to specify a user selected path

a) Drag and drop route waypoint construction

b) User specified course and speed, specific for each route segment

c. Controls and effects:

i. At a minimum the IOS shall have additional ship controls for:

a) TACAN transmitter channel

b) Ship position based radar approach plot, consistent with ground controlled approach plot for land based airfields.

c) Lighting control groups for ship specific deck, operational and approach lighting controls.

ii. All ship models shall be responsive to selected sea state, with realistic modelling of pitch and roll.

iii. Realistic visual modelling of ships wake, responsive to speed and sea state.

10.c.5 NAVAIDS: TBD -- In work

i. The FTD shall accurately replicate, in position and performance, ground and ship based NAVAID stations and instrument approach equipment specific to all facilities modelled in the simulation, including:

a. VOR/DME

b. TACAN

c. ILS/Localizer

d. GPS/WAAS

e. Radar Controlled Approach- PAR, ASR

ii. Approach plot

a. For active runway selection, IOS shall provide an approach plot display, giving vertical and lateral guidance based on the selected active runway, and calibrated to the station ILS glideslope and localizer transmitter location.

iv. Provide accurate glideslope and lateral guidance to the runway in use

v. User selectable glideslope indication ranging 2-45deg vi.

b. Shipboard approach plot page

11. Environment Controls

a. The IOS shall provide a neatly organized interface to control environmental conditions within the simulation. All specified environmental conditions shall be immediately effective and not require a freeze or reboot of the simulation. At a minimum, the IOS shall include controls for the following:

1. Time and Date Selection

a. Calendar based date selection with moon phase

b. Lighting changes respective to date based sun/moon position and phase.

c. User selectable moon elevation, azimuth, phase and illumination

d. User selectable quick keys to rapidly transition to certain phases of day

(eg. Sunrise, midday, dusk, sunset, night etc.)

2. Ambient Air Temperature in degrees Celsius

a. Responsive to adiabatic lapse rate across all altitudes simulated

b. User specified lapse rate

3. Pressure altitude

4. Humidity (%)

5. Density Altitude (ft/MSL)

6. Wind

a. Surface Wind

i. Speed in knots

ii. Direction (aviation, relative wind direction in deg magnetic)

iii. Gust Speed

iv. Turbulence severity b.Wind Layer 1

i. Same controls as Surface wind

ii. User selectable altitude (ft MSL) for floor and ceiling of wind layer

c. Wind Layer 2

i. Same Controls as Surface Wind

ii. User selectable altitude (ft MSL) for floor and ceiling of wind layer

iii. Wind layer floor begins at ceiling of Wind Layer 1 d.Wind Sheer

i. User selectable altitude (ft MSL) for wind sheer layer

ii. Severity control (0-100%)

7. Visibility

a. Prevailing Visibility

i. User selectable visibility range in statute miles (0-200SM)

ii. Selection for haze, with variable intensity and horizon obscuration b.Runway Visual Range (RVR)

i. User selectable RVR in meters (0-9999m)

ii. User selectable obscurant: Haze, Mist, Fog

c. User selectable obscurant condition

i. Rain

ii. Snow

iii. Smoke

iv. Haze

v. Dust

vi. Scud

8. Ceiling(s)

a. User selectable

b. Particle based

i. Coverage

ii. Visual effects

c. Multiple level

9. Runway Surface Condition

a. Ice

b. Snow

c. Water

10. Brownout/Whiteout

a. User selectable on/off rotorwash effects

b. User selectable severity

i. Progressive based on rotorwash modelling and obscurant

11. Sea State

a. User selectable sea state (Douglas Sea State Scale)

12. Icing

a. User selectable icing conditions (FAA levels of severity)

b. User selectable Airframe specific locations

i. Engine inlet

ii. Rotor Blades

iii. Airframe

iv. Pitot Tubes (primary, secondary)

v. Static ports (primary, secondary)

c. User selectable % performance degradation

d. User selectable build rate (time based to selected severity or degradation level)

13. Storms

a. User selectable cell

i. Pinch and drag for size

1. Ability to create storm cells or lines of storms

ii. User specified direction and speed of movement

iii. User specified altitude block (floor and ceiling)

iv. User selectable severity

1. Selectable turbulence in storm

2. Up/down draft

v. User selectable condition

1. Convective

2. Light storm

3. Mild precip

4. Selectable precip type (rain, snow etc)

vi. Lightning (in storm)

1. User selectable intensity and interval

2. Realistic aural visual simulation

14. Position Management

a. IOS shall provide the ability to rapidly reposition the aircraft to facilitate training in different areas and different airfields.

i. Reposition via user specified location

1. Reset Aircraft to specified spot on specific airfield via direct entry of airfield

2. To user specified nav point

3. User specified saved location

ii. User Specified point in space

1. Location via drag drop map interface

2. User specified parameters

a. Alt

b. HDG

c. Spd

d. VSI

b. Have the ability to rapidly and efficiently manage aircraft point in space directly via use slew functions

i. Airspeed increase/decrease

ii. Altitude- direct entry

iii. VSI- add/remove climb or descent rate

iv. Groundspeed- add/remove groundspeed

v. Pitch Bank Yaw HDG control

15. Parameter Monitoring

a. Provide flight performance data plot indication over time for analysis

i. Airspeed

ii. VSI

iii. ALT

iv. Attitude indications

v. Etc

b. System Management

i. Control overall FTD system functions and parameters

a) Motion system- on/off

b) Vibration Cueing- on/off

c) Control loading and calibration

d) Normal NVG Mode

e) External Audio controls

f) Enclosure lighting

1. Normal access

2. Maintenance lights

3. Visual system controls

16. Map/Area View Page

a. Display helicopter position via “map page” display

b. Plot all aircraft active in simulation

c. Drag/Drop/Pinch Zoom function

d. User selectable clutter level

vi. NAVAIDS

vii. Waypoints

viii. Airfields

ix. Polar Plot overlay

e. A/C Track display

f. IAP display and plot

i. ILS fan

ii. Feeder routes

iii. IAP procedure waypoint

iv. Approach plate overlay (at zoom level)

17. Record Function

a. Record and playback flight profiles

b. Etc

c. Traffic playback

12. Debrief Station

a. Functionality

b. Specific display parameters

c. Storage

d. TBD

13. Central Control Station (CCS):

a. The CCS is the hub connecting all of the simulators in the overall simulator complex.

The CCS shall possess all of the functionality of the single simulator IOS, with the ability to select individual simulators and affect any of their IOS conditions (if conducting training with multiple sims and one operator), or for its main purpose, to link 2-18 simulators together simultaneously in a single, combined and interacting simulator environment. Linking simulators allow users to conduct formation training with real pilots flying the other aircraft (vice recordings) or to interact in the context of a congested airfield with pilots viewing and reacting to each other’s flight profiles in real time.

i. Additional Functionality

1. Operator Station(s)

2. Linked Group Controls

a. Creating groups

b. Managing groups

c. Disbanding

3. Linked Group Communications

a. Group

b. Specific Simulator

c. IP to IP

4. Crashes in the linked environment

5. Linked environment Position Management

6. Linked Environment Environmental Management

7. Linked Environment ATC

8. TBD

b. The FTD shall have the ability, via the IOS, to display flying, taxiing, moving and non-moving (static) traffic models in airport traffic area(s), heliports, and Navy OLF.

The flying models shall:

i. Contain controllable navigation, strobe, and anti-collision lights

ii. Be relative to the actual size of the aircraft compared to the TH-XX aircraft

c. The taxiing models shall be able to follow a recorded track, loop a track or stop at end of the track, with the ability to input time delays at waypoints in the track:

i. Gear down version of TH-XX, H-60, H-53, UH-1, AH-1, V-22, T-6, FA-18, and Cessna

ii. Fire truck with controllable emergency lights, head/tail lights (ON/OFF)

iii. Pick-up truck with controllable head/tail lights (ON/OFF)

iv. Golf cart with driver

v. Fuel Truck with controllable head/tail lights (ON/OFF)

vi. Tow tractor with external power unit or battery cart

d. The FTD IOS shall have an alpha-numeric touchscreen, backlight computer keyboard, or keypad to operate all functions of the device. It shall be user friendly and have preset key strokes to initiate EP's quickly. It shall have a display(s) to provide aircraft flight track and elevation (glide slope). It shall provide the ability to display all PFD/MFD indications in the cockpit. IOS shall be able to record, bookmark, make IP notes on bookmarks, and transfer all flight data information

(instrument indications, control responses, altitude, heading, airspeed, radio calls, etc.) to any brief/debrief station without delaying the subsequent use of the FTD. IOS shall have a touchscreen able to mark spots, move aircraft (scene) and reposition aircraft to a point in space over a selectable map overlay. IOS shall include the following controls, which shall also be selectable from the remote IOS control unit:

i. Visual system On/Off/variable adjustment through day/twilight/night/NVG.

ii. Primary and alternate runway selectable.

iii. Visibility.

iv. Runway visibility range (RVR).

v. Ceiling.

vi. Cloud (3D textured) and fog tops.

vii. Multiple scud layers.

viii. Ground fog.

ix. Runway end identification light system (REILS).

x. Vertical approach slope indicator (VASI).

xi. Approach strobe.

xii. Primary and alternate runway lights.

xiii. Taxiway lights.

xiv. Thunderstorm (developing, moving front line, imbedded in rain showers).

xv. Horizon.

xvi. Ship selection/sea state.

1. The IOS provides the selection of various ship types from the U.S.

Navy and Coast Guard InventoryThe government desires the ability to conduct training using the following classes of ship: CVN, FFG, LCS, LHD, LPD, WMSL, CG, DDG, WHEC, yellow/orange life raft.

Specifically, the ship selection shall:

a. Be a USS FORD class carrier (CVN-78 or more recent) for

CVN

b. Be a WASP class amphibious ship (LHD-7 or more recent) for

LHD

c. Be a PERRY class frigate (FFG-7 or more recent) for FFG

d. Be an INDEPENDENCE class (LCS-2 or more recent) for

LCS

e. Be a SAN ANTONIO class (LPD-17 or more recent) for LPD

f. Be a LEGEND class-cutter (WMSL-751 or more recent) for

WMSL

g. Be an TICONDEROGA class (CG-52 or more recent) for CG

h. Be a ARLEIGH BURKE class (DDG 81 or more recent) for

DDG

i. Be a HAMILTON class (WHEC-715 or more recent) for

WHEC

j. Be a 1-person life raft (LRU-16/P or equivalent) for yellow/orange life raft

2. Selectable heading (0° - 359°),

3. Selectable ship speed (0 – 80 knots),

4. Position controlled by touching the area map and then pushing a button to position it to that point and also by entering a latitude and longitude

5. The ship(s) are modeled with all deck markings and lighting representative of class, including navigation lights, approach lights, obstruction lights, deck status lights, horizon reference system (HRS), and stabilized glideslope indicator (SGSI).

6. Controls for changing and adjusting ship lighting are required.

7. Ship lighting is a controllable and capable of switching between NVG lighting and overt lighting.

8. Wave-off lights will default to “OFF” and deck status lights default to

“GREEN”.

xvii. Mode (day, twilight, and night, Near IR (NVD)) will control the sun/moon throughout any angle above the horizon and phase of the moon.

xviii. Sand, dust, snow and precipitation intensity.

xix. Horizon direction.

xx. Initial position reset.

1.Taxi.

2.Takeoff.

3.Visual approach.

4.Instrument approach.

5.Others identified.

xxi. Airspeed and Altitude Plot. – The IOS shall display an airspeed and altitude plot. The plot shall include a manual start and stop button and be capable of displaying airspeed deviations up to 20 knots and altitude deviations up to 200 feet for ten minute time line intervals.

xxii. Engine Deterioration Page. – IOS shall have selectable engine deterioration in percent degradation, from 100% being a new engine, to simulate engine wear or to simulate salt encrustation, dust ingestion, etc.

xxiii. Smoke markers. - Smoke Marker/Strobe Control Page – Controls shall have the ability to toggle up to three smoke markers, smoke lights, or strobes in any combination. Selectable options shall include a large white smoke (aircraft launched) orange smoke (personal hand-held [Mk-124]), a smoke light

(aircraft launched white flare), and a small white strobe (personal). Smokes shall be affected by wind direction and speed. Markers/lights shall be positioned by touching the desired location on the area map touch screen and then pressing a button to position the smoke/light to that location, attaching marker/lights to survivor, or typing in a LAT/LONG. Toggled labels shall be available for the area map. A red pencil flare [Mk-70] fired by the survivor, shall be simulated.

xxiv. Simulated malfunctions. - The IOS shall have the ability to insert or clear all of the malfunctions identified by the training tasks or included in the TH-XX

NATOPS manual. In addition, individual gauges shall be able to be failed, or have the indications modified. Malfunctions shall be clearable from the IOS station. Any IOS initiated popped circuit breakers and failed switches shall not be resettable until cleared at the IOS.I Individual warning and caution lights shall be able to be turned “ON” or “OFF” from the IOS. Popped circuit breakers are not required to automatically reset when the IOS initiated condition is cleared, manual resetting by cockpit crew is acceptable.

xxv. Crash Condition. - The IOS shall automatically display the reason(s) for a detected crash condition with a capability to clear the crash condition. The

IOS shall provide the ability to select “crash override” preventing any

“freeze” of the simulation as a result of the “crash” condition.

xxvi. Airborne Traffic. - The IOS shall have the ability to select types of traffic in the inventory. The government requires, as a minimum, TH-XX, H-60, H-53, UH-1, AH-1, V-22, T-6, G-164 Ag Cat, FA-18, Cessna, and B-757.