TH-73A ATS _ PWS Appendix C -- Subjective Requirements _ A02.pdf

TH-73A ATS PWS Appendix C – Subjective Requirements

TH-73A

AIRCREW TRAINING SERVICES (ATS)

Appendix C

Subjective Requirements

TABLE OF CONTENTS

Preflight Procedures

Takeoff and Departure Phase

Climb

In-flight Maneuvers

Instrument Procedures

Landings and Approaches to Landings

Normal and Abnormal Procedures

Emergency Procedures (EP)

Postflight Procedures

Instructor Operator Station (IOS)

Visual Database

Debrief Station

Central Control Station (CCS)

The TH-73A Level 6 Flight Training Device (FTD) and Level 7 FTD systems shall function as they do in the TH-73A helicopter. Specifically, all TH-73A FTD systems shall function and interact as they do in the TH-73A helicopter during normal and malfunction and failure mode operations, with switch positions, circuit breaker states, and environmental performance factors and pilot inputs all considered during operations. This includes all secondary and tertiary interactions of interrelated systems across all modes of operation.

Malfunctions are listed in Appendix B. All malfunctions shall have both a latched and non-latched implementation. Latched malfunctions are classified as those malfunctions which are persistent and are only cleared and removed via instructor intervention. Non-latched malfunctions are classified as those malfunctions which in addition to being cleared and removed via instructor intervention, can also be cleared and removed based upon appropriate corrective action executed by the operator.

The contractor shall tune the aerodynamic model as noted by Training Air Wing Five

(TRAWING 5) Instructor Pilots (IPs) during factory site visits and evaluation. Government created evaluation cards will be used during factory and onsite testing to verify the function and interoperability of all systems and operations.

This Appendix C is derived from and intended to amplify the 14 CFR Part 60, Appendix D Table

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

Level 7 FTD”.

PREFLIGHT PROCEDURES

1.a. Preflight Inspection (Flight deck Only) switches, indicators, systems, and equipment:

The FTD shall accurately replicate the form, fit, and function of the TH-73A cockpit. All switches, indicators (aural/visual), gauges, systems and equipment shall be located and function analogous to the TH-73A. Pre-flight cockpit inspection and conduct of checklists shall be able to be performed exactly as in the TH-73A. The Instructor Operator Station (IOS) and Central

Control Station (CCS) shall provide the ability to affect all cockpit indicators, gauges, systems, and equipment, with the ability to quickly configure the TH-73A 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.

1.b. Engine start and run-up:

The FTD shall accurately represent the TH-73A engine(s) start and engine(s) acceleration indications (torque (TQ), oil temps, turbine outlet temperature (TOT)/inlet turbine temperature

(ITT), engine(s) speed(s), rotor speed, etc.) TH-73A vibrations, and TH-73A sounds and aural indications and control responses across all possible position(s) of the throttle/twist grip with the different power sources (Ground Power Unit (GPU), Battery Cart, TH-73A battery or generator(s)) with modeled engine response to current ambient conditions concurrent with TH-

73A operations. The IOS and CCs shall provide the ability to simulate a ground power unit

(GPU), and a battery cart, with instructor selectable input voltage and current including settings that are outside (above and below) the aircraft external power input requirements.

1.b.1. Normal start procedures: The FTD shall accurately represent the TH-73A engine(s) start indications (TQ, oil temps, TOT/ITT, engine(s) speed(s), rotor speed, etc.), TH-73A vibrations, and TH-73A sounds and aural indications across all possible position(s) of the throttle/twist grip with the different power sources (GPU, Battery Cart, TH-73A battery or generator(s)) with modeled engine and system response to current ambient conditions concurrent with the Naval Air Training and Operating Procedures Standardization

(NATOPS) manual and aerodynamic modeling.

1.b.2. Alternate start procedures: The FTD shall accurately replicate any alternate start procedure applicable to the TH-73A instrument indications with proper or improper starting procedures conducted by the pilots.

1.b.3. Abnormal starts and shutdowns: The FTD shall accurately replicate government specified abnormal function(s), per Appendix B, the start or shutdown sequence and TH-

73A indications, warning lights, aural indicators, and ambient sounds associated with the malfunction. The IOS and CCS shall provide the ability to trigger, stop, and reset these malfunctions, via manual instructor input. The system shall initiate based on incorrect execution of procedures, and reset based on appropriate corrective action, at any time during the start or shutdown sequence.

1.c Systems Check

The FTD shall accurately replicate associated TH-73A indicator(s), system(s), gauges, flight performance, and external visual indications during Systems Checks, including error or failure mode performance as induced by the IOS or CCS. The FTD shall replicate the TH-73A form, fit, and function to enable pilots to perform the pre-takeoff checklist and interact with all required controls, Communications (COMM)/Navigation (NAV) equipment, circuit breakers, switches, rheostats, handles, and knobs as they would in the TH-73A. All TH-73A responses to pilot(s) inputs shall replicate the visual and aural system and instrument indications via appropriate visual, aerodynamic modeling, motion, vibration, control loading, and TH-73A systems and instrument response, ambient environmental conditions, and TH-73A loading and configurations.

1.d. Taxiing – Hover:

The FTD shall accurately replicate the hover and hover taxi performance in the TH-73A helicopter via appropriate visual, motion, vibration, and control loading systems which interact seamlessly with the aerodynamic modeling, engine(s), and flight control modeling as the systems account for environmental factors including but not limited to ambient free air temperature, relative wind, density altitude, TH-73A loading, ground effect, neighboring TH-73A rotor wash effects, and mechanical and orographic turbulence induced by nearby structures and loss of wind effect due to trees and topography. 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 TH-73A hover sight picture, ground speeds, closure rates, and landing site suitability. This level of fidelity shall be provided, at a minimum, at all TRAWING 5 specified primary training areas.

1.e. Pre-takeoff Checks:

The FTD shall accurately replicate associated TH-73A indicator(s), system(s), gauges, 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-73A form, fit, and function to enable pilots to perform the pre-takeoff checklist and interact with all required controls, Communications (COMM)/Navigation (NAV) equipment, circuit breakers, switches, rheostats, handles, and knobs as they would in the TH-73A. All TH-73A responses to pilot(s) inputs shall replicate the visual and aural system and instrument indications via appropriate visual, aerodynamic modeling, motion, vibration, control loading, and TH-73A systems and instrument response, ambient environmental conditions, and TH-73A loading and configurations.

TAKEOFF AND DEPARTURE PHASE

2.a. Normal takeoff:

The FTD shall accurately replicate TH-73A normal takeoff, transition to flight, and translational lift effects via appropriate visual, aerodynamic modeling, motion, vibration cuing, control loading, and TH-73A system and instrument response, ambient environmental conditions, TH-

73A 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:

The FTD shall accurately replicate instrument takeoff, transition to flight, and translational lift effects via appropriate reduced visual acuity, navigational and performance instrument responses, aerodynamic modeling, motion, vibration cueing, control loading, TH-73A system response, ambient environmental conditions, and TH-73A loading and configuration.

2.c. Engine(s) Failure During Takeoff (Engine Failure on Takeoff):

The FTD shall accurately replicate TH-73A physical and aerodynamic performance during engine failure on takeoff, incorporating precise airframe effects including pitch, roll, and yaw excursions, vibrations, aural, visual and instrument indications, and accurate and realistic flight and autorotation performance characteristics according to aerodynamic modeling and as observed and stipulated by TRAWING 5 IPs.

2.d. Rejected Takeoff:

The FTD shall replicate TH-73A aerodynamic performance during rejected takeoff, accounting for ambient environmental conditions, and TH-73A loading and configuration.

2.e. Instrument Departure:

The FTD shall accurately replicate normal takeoff, transition to flight, and translational lift effects via appropriate visual, aerodynamic modeling, motion, vibration, control loading, TH-

73A system and instrument response, ambient environmental conditions, and TH-73A loading and configuration. Additionally, the FTD shall take into account appropriate response to environmental conditions, TH-73A loading, user selectable weather effects, mechanical or orographic turbulence from obstacle(s) and any user selected TH-73A performance or system degradations. All avionics shall accurately replicate TH-73A displays and instrument indications according to tuned Navigational Aids (NAVAIDS) and flight plans. All avionics shall accurately simulate the scenarios and external environment as configured from the IOS or CCS.

CLIMB

3.a. Normal:

The FTD shall accurately replicate TH-73A climb performance while maintaining interaction with and appropriate response to ambient environmental conditions, TH-73A loading and configuration, and user selected weather effects.

3.b. Obstacle clearance:

The FTD shall accurately replicate TH-73A climb performance taking into account appropriate response to environmental conditions, TH-73A loading, user selectable weather effects, mechanical or orographic turbulence from obstacle(s), and any user selected TH-73A performance or system degradations.

3.c. Vertical:

The FTD shall accurately replicate TH-73A climb performance, taking into account appropriate response to environmental conditions, TH-73A loading, user selectable weather effects, mechanical or orographic turbulence from the obstacle(s), and any user selected TH-73A performance or system degradations.

IN-FLIGHT MANEUVERS

4.a. Turns (timed, normal, steep):

The FTD shall accurately replicate TH-73A flight and instrument performance at all angles of bank and g-loading, with realistic modeling for flight and energy management profiles using the available objective data. Maneuvers required for training that go beyond the available objective data will be identified and tuned using government subject matter expert (SME) inputs to facilitate training for post damage flight that may be necessary in actual aircraft incidents.

4.b. Engine Failure - Single-Engine Helicopters:

The FTD shall accurately replicate single engine failure flight characteristics, appropriate visual, aerodynamic modeling, motion, vibration, control loading and aircraft system and instrument response, accounting for ambient environmental conditions, TH-73A loading, flight profile, including flight characteristics noted by IPs in TH-73A aircraft that may not be specific to aerodynamic-model data.

4.c. Recovery from Unusual Attitudes:

The FTD shall accurately replicate TH-73A 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. The FTD shall be able to fly through to recovery based on aerodynamic principles. The FTD shall not end the simulation when Original

Equipment Manufacturer (OEM) designated critical parameters are met. The intent is to continue the aircraft experience, barring catastrophic failure, following the exceedance, failure or malfunction.

4.d. Settling with Power (Power Required Exceeds Power Available):

The FTD shall accurately replicate, through aerodynamic modeling, motion, vibration, control loading, and aircraft system and instrument response, accounting and adjusting for current ambient conditions, TH-73A loading, flight profile, engine(s) status, and user defined weather effects, the flight performance of an TH-73A in a “power required-exceeds power available” situation, also known as settling with power.

INSTRUMENT PROCEDURES

The FTD shall accurately replicate TH-73A performance while conducting coupled or uncoupled instrument procedures in both Visual Meteorological Conditions (VMC) and Instrument

Meteorological Conditions (IMC) conditions. The FTD shall demonstrate appropriate response to environmental conditions, TH-73A loading, user selectable weather effects, mechanical or orographic turbulence from obstacle(s), and any user selected TH-73A performance or system degradations. All avionics shall accurately replicate TH-73A displays and instrument indications according to tuned NAVAIDs and flight plans. All avionics shall accurately simulate the scenarios and external environment as configured from the IOS or CCS. The FTD shall have all current Federal Aviation Administration (FAA), Department of Defense (DOD), and Department of Transportation (DOT) instrument procedures as available through the TH-73A COMM/NAV system.

5.a. Instrument Arrival:

The FTD shall accurately replicate TH-73A 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, TH-73A loading, user selectable weather effects, mechanical or orographic turbulence from obstacle(s), and any user selected TH-73A performance or system degradations. All avionics shall accurately replicate TH-73A 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. The FTD shall have all current FAA, DOD, and DOT instrument procedures as available through the TH-73A COMM/NAV system.

5.b. Holding:

The FTD shall accurately replicate TH-73A 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, TH-73A loading, user selectable weather effects, mechanical or orographic turbulence from obstacle(s), and any user selected TH-73A performance or system degradations. All avionics shall accurately replicate TH-73A 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. The FTD shall have all current FAA, DOD, and DOT instrument procedures as available through the TH-73A COMM/NAV system.

5.c. Precision Instrument Approach:

The FTD shall accurately replicate TH-73A performance while conducting coupled or uncoupled precision approaches to include all precision approach systems and procedures compatible with installed TH-73A equipment in both VMC and IMC. Additionally, the FTD shall take into account appropriate response to environmental conditions, TH-73A loading, user selectable weather effects, mechanical or orographic turbulence from the obstacle(s), and any user selected

TH-73A performance or system degradations. All avionics shall accurately replicate TH-73A 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 or CCS. The FTD shall have all current FAA, DOD, and DOT instrument procedures as available through the TH-73A

COMM/NAV system.

5.c.1. Normal - Engine operating on Electronic Engine Control (EEC): The FTD shall accurately replicate the flight characteristics, system and display function, appropriate visual, aerodynamic modeling, motion, vibration, control loading, aircraft system and instrument response, accounting for ambient environmental conditions, TH-73A loading, flight profile, power settings, including flight characteristics noted by IPs in TH-73A aircraft that may not be specific to aerodynamic-model data.

5.c.2. Manually controlled – Engine operating on Manual Engine Control (MEC): The

FTD shall accurately replicate the flight characteristics, system and display function, appropriate visual, aerodynamic modeling, motion, vibration, control loading, control response, instrument response, accounting for ambient environmental conditions, TH-

73A loading, configuration, flight profile, power settings, including flight characteristics noted by IPs in TH-73A aircraft that may not be specific to aerodynamic-model data.

5.d. Non-precision Instrument Approach:

The FTD shall accurately replicate TH-73A performance while conducting coupled or uncoupled non-precision approaches to include all non-precision approach systems and procedures compatible with installed TH-73A equipment in both VMC and IMC conditions. Additionally, the FTD shall take into account appropriate response to environmental conditions, TH-73A loading, user selectable weather effects, mechanical or orographic turbulence from the obstacle(s), and any user selected TH-73A performance or system degradations. All avionics shall accurately replicate TH-73A 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 or CCS. The FTD shall have all current FAA, DOD, and DOT instrument procedures as available through the TH-73A COMM/NAV system.

5.e. Missed Approach:

The FTD shall accurately replicate TH-73A performance while conducting coupled or uncoupled missed approaches and subsequent instrument procedures in both VMC and IMC conditions.

Additionally, the FTD shall take into account appropriate response to environmental conditions, TH-73A loading, user selectable weather effects, mechanical or orographic turbulence from the obstacle(s), and any user selected TH-73A performance or system degradations. All avionics shall accurately replicate TH-73A 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. The visual simulation shall accurately replicate the runway visual environment based upon weather effects, and visibility selected from the IOS or CCS. The

FTD shall have all current FAA, DOD, and DOT instrument procedures as available through the

TH-73A COMM/NAV system.

5.e.1. Normal - Engine operating on Electronic Engine Control (EEC): The FTD shall accurately replicate the flight characteristics, system and display function, appropriate visual, aerodynamic modeling, motion, vibration, control loading, aircraft system and instrument response, accounting for ambient environmental conditions, TH-73A loading, flight profile, power settings, including flight characteristics noted by IPs in TH-73A aircraft that may not be specific to aerodynamic-model data.

5.e.2. Manually controlled – Engine operating on Manual Engine Control (MEC): The

FTD shall accurately replicate the flight characteristics, system and display function, appropriate visual, aerodynamic modeling, motion, vibration, control loading, control response, instrument response, accounting for ambient environmental conditions, TH-

73A loading, configuration, flight profile, power settings, including flight characteristics noted by IPs in TH-73A aircraft that may not be specific to aerodynamic-model data.

5.e.3. Stability Augmentation System (SAS) failure: The FTD shall accurately replicate all TH-73A flight performance characteristics, stability/instability characteristics and control feel simulations across normal, malfunction and failure modes of the Stability

Augmentation System, including flight characteristics noted by IPs in TH-73A aircraft that may not be specific to aerodynamic-model data.

LANDINGS AND APPROACHES TO LANDINGS

The FTD shall accurately replicate all TH-73A 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 TH-73A physical performance shall be accurately replicated for any landing maneuver that is conducted. TH-73A ground interactions shall be surface specific, with varying friction and compaction coefficients correlated to surface type and surface condition (dry, wet, iced, etc.).

The visual system shall account for rotor wash modeling and effects when replicating the flow and appearance of surface obscurants using physics based modeling for obscurant particles.

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

The FTD shall accurately replicate the flight and aerodynamic characteristics, and visual sight pictures across all visual approach profiles, aircraft configurations, loading, and environmental conditions.

6.b. Landings:

The FTD shall accurately replicate the TH-73A flight and aerodynamic characteristics noted by

IPs in TH-73A aircraft that may not be specific to aerodynamic-model data. Landing surface friction and compaction coefficients shall be correlated to surface type. Visual system shall account for rotor wash modeling and effects when simulating the flow of surface obscurants using physics based modeling for obscurant particles throughout all landing profiles to include:

normal/crosswind, running/sliding, hover, and rejected landings.

NORMAL AND ABNORMAL PROCEDURES

The FTD shall replicate all TH-73A system performance, system interactions, and secondary and tertiary correlated effects during normal, malfunction, and failure modes of operation.

7.a. Engine:

The FTD shall accurately replicate TH-73A engine performance taking into account current ambient environmental conditions, including but not limited to, air temperature, density altitude, with provisions for separate but interactive modeling of engine, fuel delivery systems, and pilot control inputs to provide a complete and accurate engine 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 TH-73A fuel system function and effects on other TH-73A systems, and TH-73A fuel burn rates, during normal, malfunction, and failure modes of operation. The FTD shall provide the ability, through the IOS interface, to manipulate system pressures through failure mode selection, or through direct user input of desired pressure indication. IOS and CCS fuel loading inputs shall take effect immediately without stopping the active simulation. IOS and CCS fuel loading inputs shall appropriately affect TH-73A handling characteristics associated with weight and center of gravity changes. Fuel flow shall replicate

TH-73A performance parameters for given weight, atmospheric conditions, and engine performance changes.

7.c. Electrical System:

The FTD shall accurately replicate the TH-73A electrical system, with all power supply and generation systems reacting as they do in the TH-73A. All current paths shall be accurately modeled to facilitate realistic response to all switches, ancillary systems, circuit breakers, and normal and malfunction and failure mode operations. The IOS and 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 TH-73A indicators and performance.

7.d. Hydraulic System(s):

The FTD shall accurately replicate the TH-73A hydraulic system(s) and associated effects across normal, malfunction, and failure mode operations. The FTD shall provide the ability, through the

IOS interface, to manipulate system pressures through failure mode selection, or through direct user input of desired pressure indication. Failure modes are described in Appendix B. During failure mode operation, secondary hydraulic system(s) and related TH-73A systems and indicators shall respond appropriately. The FTD shall provide for full functionality of the TH-

73A’s standby/alternate hydraulic systems as applicable.

7.e. Environmental System(s):

The FTD shall accurately replicate the TH-73A’s environmental system(s) across normal, malfunction, and failure modes of operation. The FTD shall include provisions for user controllable flow of cooled air that is accurately modeled based on TH-73A air conditioning system(s). The FTD shall model TH-73A vent systems that adjust based on performance factors such as airspeed.

7.f. Fire Detection and Extinguisher System(s):

The FTD shall accurately replicate TH-73A fire detection and extinguisher system(s) operation and indications, and provide for use of selectable resolvable and unresolvable fires. Unresolved engine or airframe fires shall result in degradation of affected system(s) and eventual TH-73A failure if left active. Actuation of the system shall provide realistic aural indications and accurate cockpit system indications.

7.g. Navigation, Avionics, and Electronic Flight Instrument System (EFIS):

The FTD shall accurately replicate the TH-73A navigation, avionics and EFIS systems 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

Global Positioning System (GPS) fidelity (Receiver Autonomous Integrity Monitoring (RAIM) failure), Distance Measuring Equipment (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. The FTD shall replicate TH-73A navigation and avionics system performance, responsive to all user selected environmental conditions, system states and system degradations. Desired malfunction and failure modes and controls are described in Appendix B.

7.h. Automatic Flight Control System (AFCS), and Related Subsystems:

The FTD shall replicate the full functionality of the TH-73A “HELIPILOT”AFCS system across normal, malfunction, and failure modes of operation, including the ability to partially or fully degrade associated equipment and subsystems via IOS interface. The system(s) shall replicate any OEM integration with other systems and present appropriate symbols, indications and crew alerts related to those systems.

7.i. Flight Control Systems:

The FTD shall accurately replicate the full functionality of the TH-73A flight control system including interactions with IOS user selectable malfunction and failure modes, with associated systems and aerodynamic effects modeled to react accordingly. Control feedback and overall feel will be tuned as necessary to account for differences between the provided simulation models and controls including effects noted by the Government in TH-73A aircraft that may not be specific to engineering data.

7.j. Anti-ice and Deice Systems:

The FTD shall accurately replicate the TH-73A anti-ice system functionality, modeled 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, engine(s), and engine-inlet systems as they encounter and accumulate icing.

7.k. Special Missions tasks:

7.k.1. Night Vision Goggle (NVG) Training: To facilitate NVG training, the visual system shall be capable of displaying VMC, IMC, dusk, twilight, night, and NVG conditions with real spectrum Night Vision goggle stimulation. During night and NVG training events, in addition to the night scene out the window, the visual system shall be capable of stimulating AN/AVS-9 NVGs using multi-channel projectors with the capability to discretely control the near Infrared (IR) output and the Red, Green, Blue

(RGB) color output independently, to produce either an NVG overlay or fully integrated

NVG scene capable of providing significant levels of electromagnetic energy across the visible and near-infrared spectrums (400-1400nm), within the spectral response band of the NVGs, specifically, between 550-950 nanometers (nm), with significant emphasis on the “Near Infrared” band in the 750-900nm range which corresponds to the highest energy levels present in the night sky. This effect should be tailored to the performance capabilities of the NVGs, while providing the ability to deprive pilots of all visible light

(400-700nm) and horizon references, if so desired, based on mission specific lighting conditions. Simulated light points, where present, shall still be easily seen unaided;

especially tower (hazards) lights, obstruction lights and airfield lights. There shall be enough dynamic range in the visual system to exhibit illumination levels from overcast starlight to full moon, to simulate incandescent and Light-Emitting Diode (LED) type cultural lighting systems and to produce realistic effects of environmental obscurants.

7.k.2. External Load Training: The FTD shall accurately replicate the flight characteristics, handling characteristics, control response, control loading, control feedback, motion, vibration, appropriate visual effects, aerodynamic effects, accounting for ambient environmental conditions, TH-73A loading, configuration, aerodynamic modeling, including flight characteristics noted by IPs in TH-73A aircraft that may not be specific to aerodynamic-model data.

EMERGENCY PROCEDURES (EP)

Appendix B shall serve as the baseline requirement for EPs. As stated in Appendix B, the requirements will be detailed during the Technical Interchange Period. In the event of a conflict or duplication of procedures between the OEM and Government specified EPs, the Government version shall take precedence.

8.a. Emergency Descent:

The FTD shall replicate all aerodynamic performance as previously described.

8.b. Inflight Fire and Smoke Removal:

The FTD shall replicate all TH-73A fire indications including visual and aural indications and displays. The FTD visual system shall replicate smoke streaming from the TH-73A 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 shall be visible to other devices operating in the same virtual environment during CCS linked operations.

8.c. Emergency Evacuation:

In order to conduct emergency evacuation training, the FTD cockpit shall be modeled to replicate the fit, form, and function of the TH-73A, including all pilot seats, restraint systems, emergency egress handles, actuators, doors, and any other cockpit cabin items that are required to accurately replicate aircraft emergency evacuation. The intent is to create an environment in which the student has access to and can build familiarity with all emergency egress related components, including, but not limited to placards and markings, . to understand their location and functionality, although no capability for actual emergency egress is required. For example, it is desired to have a functioning emergency egress handle, but it is not desired for a door/window to depart the device with its actuation.

8.d. Ditching:

The FTD shall replicate the flight characteristics of the TH-73A when conducting power-on ditching. The FTD shall facilitate settling into water and shall simulate aircraft response upon touching the water, including reactions based upon blade contact with the water. The FTD shall facilitate settling into trees, and shall simulate appropriate aircraft reactions to contact with trees during the descent. Appropriate aural and visual cues from both external environmental sources and from internal avionics and aircraft systems shall be representative of the conditions present.

8.e. Autorotative Landing:

The FTD shall replicate the autorotation flight characteristics of the TH-73A via accurate blade element performance from the aerodynamic model with tuning by the TRAWING 5 team to most accurately replicate TH-73A performance, including all systems indications and 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, TH-73A loading, and maneuver intensity. A minimum of 5 seconds shall be available 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 rotor head structural malfunctions, and any associated effects on flight performance modeling.

8.h. Loss of Tail Rotor Effectiveness:

The FTD shall replicate TH-73A tail rotor performance across normal, malfunction, and failure modes of operation. The FTD shall be responsive to relative wind modeling, maneuver performance, environmental conditions and TH-73A loading. This effect shall be tuned to match the performance of the TH-73A. Malfunction modes shall include, at a minimum: Complete Tail

Rotor Failure (equipment failure), Fixed Pitch High/Low Power (equipment malfunction, aka stuck pedals), and Loss of Tail Rotor Effectiveness (aerodynamic).

POSTFLIGHT PROCEDURES

9.a. After-Landing Procedures: Any OEM after-landing procedures shall be replicated.

9.b. Parking and Securing:

9.b.1. Rotor Brake Operation: The FTD shall replicate the functionality of the TH-73A rotor brake, all cockpit indications and controls, and its associated effects on the airframe

(ex. spinning on low friction surfaces), in normal, malfunction, and failure modes of operation while in flight or on the ground.

9.b.2. Abnormal/Emergency Procedures: All OEM Abnormal/Emergency procedures shall be replicated. Appendix B shall serve as the baseline requirement for

Abnormal/Emergency procedures. As stated in Appendix B, the requirements will be detailed during the Technical Interchange Period. In the event of a conflict or duplication of procedures between the OEM and Government specified Abnormal/Emergency procedures, the Government version shall take precedence.

INSTRUCTOR OPERATOR STATION (IOS)

The IOS shall include a touchscreen interface with an alpha-numeric touchscreen keyboard, backlit computer keyboard or keypad and mouse interface to operate all functions of the FTD.

The Graphical User Interface (GUI) shall be organized and user friendly, with simple touch interface to quickly and efficiently activate and manipulate all functions. The IOS shall be located in the device(s) in such a way that the operator can visually see inside the cockpit and give verbal training directions without having to leave the instructor position of the IOS.

10.a. Power Switch(es):

10.a.1. Emergency Stop Button: 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 be inadvertently activated. The emergency stop power button shall secure power to the FTD freezing the six Degrees of Freedom (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.

10.a.2. Normal Startup and Shut Down: 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. Power switches and associated status indicators shall be shielded, or dimmable, with a minimum setting of no illumination, to facilitate light control when conducting NVG training.

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 TH-73A configuration (crew loading, fuel loading, cargo loading, TH-73A configuration, etc.). These changes shall begin taking affect in real time, with a smooth transition, immediately after initiation of the change, without any violent or unusual movement of the motion system. These changes shall not require a re-load or re-boot of the system, to enable immediately observable conditions for 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 TH-73A simulation. These changes shall begin taking affect in real time immediately after initiation of the change, without any violent or unusual movement of the motion system. These changes shall not require a re-load or re-boot of the system, to enable immediately observable conditions for the simulation participants.

10.b.3. Fuel Loading: The IOS shall provide a function to adjust TH-73A fuel loading, using direct entry and a slider type interface. The IOS shall provide the capability to freeze the fuel loading at its current state, and unfreeze the fuel loading at any time.

These changes shall begin taking affect in real time immediately after initiation of the change, without any violent or unusual movement of the motion system. These changes shall not require a re-load or re-boot of the system, to enable immediately observable conditions for the simulation participants.

10.b.4. Circuit Breakers: The IOS shall provide the capability to display the status of all circuit breakers (via a neatly organized interface) and to actuate (pop) all available circuit breakers in the FTD.

10.b.5. Communication System Status: The IOS shall display the status of all cockpit radio frequencies and intercommunication system (ICS) channels, to include highlighting the radio and frequency on which the active transmission occurs. The IOS Operator communication selector shall have the abilities to speak over local (within FTD) ICS, direct discrete communication with CCS, and “broadcast” over selected UHF/VHF radio and frequency to all FTDs (single or linked) within the simulation on that radio and frequency.

10.b.6. Parameter Monitoring: The IOS shall provide flight performance data plot indication over time for analysis for the following: airspeed, Vertical Speed Indicator

(VSI), altitude, attitude indications, control position indication, and tracking.

10.b.7. System Management: The IOS shall provide control over all FTD system functions and parameters. Including, training specific functionality, administrative, and maintenance functionality which includes systems diagnostics and repair and any required data and software updates.

10.c. Airports / Helicopter Landing Areas / Traffic / Ships:

10.c.1. Facility Controls: The IOS shall provide a neatly organized interface to control all facility related functions including the following:

a. Lighting: 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: adjustable taxiway lights.

iv. Helipad Lights: adjustable helipad lights.

v. Ramp Lighting: adjustable ramp floodlights.

vi. Hangar and Structure Lights: adjustable 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.2. 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 with the simulation.

Traffic models, where applicable, shall have the ability to carry a user specified transponder code and TIS-B ID code to allow display on associated TH-73A systems active in the simulation.

a. Ground based vehicles control: 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 modeling. The IOS shall be able to initiate ground based traffic at any time during the simulation.

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

i. Recorded: 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 video game equivalent of a ghost.).

ii. Conflicting: The IOS shall be able to create traffic objects that fly a predetermined path relative to the active TH-73A 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: 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. This waypoint based means to create traffic shall include the ability to create waypoint loops to create a continuous simulation of this flight path.

iv. Controls and Modeling: The IOS shall be able to create and initiate air based (airborne) traffic at any time during the active simulation without interruption. All airborne traffic models shall have realistic wake turbulence effects that affect the TH-73A accurately given the environmental conditions and aircraft load.

10.c.3. Formation Flight Controls and Models: IOS shall have the ability to create a flying traffic model specifically for formation flight training.

a. User selectable point: IOS shall have a user selectable point for lead TH-73A, with the ability to select the formation aircraft to the right or left parade or cruise positions. (i.e. traffic model spawns as lead TH-73A in a formation at the left/right parade or cruise position relative to ownship when selected.)

b. Link/Unlink Formation model: IOS shall have a link/unlink formation model function that provides a toggle to fix the spacial relationship between ownship and traffic model while initiating training, and then unlink the two so that students may practice formation flight on a stable model.

c. Direct control: IOS shall have direct control of formation model via standard rate turns or user specified angle of bank, user specified climb/descent rate, and user defined heading, airspeed and altitude.

d. TH-73 formation traffic models shall be rendered in high detail, to allow identification of aircraft position waypoints for aspect judgement specific to

Government formation training, and be responsive to environmental and lighting conditions. Renderings shall allow identification of specific aircraft components across all distance ranges specific to Government formation training. Formation models for linked simulators, shall be responsive to system and lighting conditions selected in each respective simulator.

10.c.4. Ground Crew Models

a. Landing Signal Enlisted (LSE) Controls positioning, performance: The IOS shall provide a neatly organized interface to create, position, and animate the

LSE functions. Positioning shall be available in standard positions relative to

TH-73A, and user selectable to any specified ground position (drag and drop) at airfields and realistic, spot specific locations aboard simulated U.S. naval ships.

b. Survivor(s): 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.

10.c.5. Ship Models:

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

i. Drag and drop map page interface: The IOS shall control the ship models with selectable heading (0° - 359°) and selectable ship speed (0

– 80 knots).

ii. Waypoint based: The IOS shall be able to specify a user selected path by drag and drop route waypoint construction with IOS specified course and speed, specific for each route segment. It shall include the ability to create waypoint loops to create a continuous simulation of this path.

iii. Controls and effects: The IOS shall have additional ship controls for:

- TACAN transmitter channel, which may be selected real time on an active ship without affecting the simulation, or requiring the re-creation of the ship.

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

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

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

- Realistic visual modeling of ships’ wake, responsive to speed and sea state.

b. Ship Lighting: Ship lighting is a controllable and capable of switching between

NVG lighting and overt lighting. The IOS shall control position by touching the area map and then pushing a button to position ship to that point and also by entering a latitude and longitude.

c. Ship Model “cluttered” and “decluttered” option: Both the IOS and CCS shall be able to select a “cluttered” or “decluttered” version of all available ships.

10.c.6 NAVAIDS: The FTD shall accurately replicate, in position, performance, and appearance, ground and ship based NAVAID stations and instrument approach equipment specific to all facilities modeled in the simulation, including: VOR/DME, TACAN, ILS/Localizer, GPS/WAAS, Radar Controlled Approach (PAR, ASR).

10.d. Environment Controls:

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. Environmental conditions shall be accurate (using the derivation and the attenuation coefficient to calculate the visibility degradation caused by the absorption and scattering of light by particles and gases in the depicted atmospheric conditions) for day, night, twilight, and night vision device (NVD) operations with appropriate visual effects.

All user defined weather effects shall also be coordinated to display across associated TH-73A avionics systems (e.g. user defined weather cell shall display via TH-73A FIS-B information). At a minimum, the IOS shall include the following:

10.d.1. Time and Date Selection:

a. Calendar based date selection with moon phase. Lighting changes respective to date based sun/moon position and phase.

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

10.d.2. Ambient Air Temperature in degrees Celsius:

a. Responsive to adiabatic lapse rate across all altitudes simulated.

b. User specified lapse rate.

10.d.3. Pressure Altitude: Barometric pressure shall be variable to simulate altimeter-setting values from 28 through 32 inches of mercury in increments of 0.01 inches of mercury. The values selected shall affect the indicated altitude in accordance with standard pressure altitude relationship charts of the U.S. Standard Atmosphere, 1976.

When setting the FTD altimeters to the field barometric pressure corrected to sea level, the indicated altitude shall correspond to the field elevation when the simulated TH-73A is on the ground, assuming no malfunctions are active. The IOS display shall indicate the barometric pressure setting dialed in by the student. (ADA-035-6000 United States

Standard Atmosphere, 1976)

10.d.4. Humidity (%):

a. The IOS weather controls shall have a slider and direct entry control for user control of humidity within the simulation.

b. Humidity shall…