**DEPARTMENT OF TRANSPORTATION**

**FEDERAL AVIATION ADMINISTRATION**

**AIRBUS 330/340 Level D**

**Fly-By-Wire Simulator**

**SPECIFICATION**

**DTFAAC-07-R-01136**

**ATTACHMENT 2**

**February 6, 2007**

**TABLE OF CONTENTS**

[1.0 INTRODUCTION 1](#introduction)

[1.1 Aircraft to be Simulated 1](#aircraft-to-be-simulated)

[1.2 Flight Simulation 1](#flight-simulation)

[1.3 Visual Simulation 2](#visual-simulation)

[1.4 Computer System 3](#computer-system)

[1.5 Digital Interface 4](#digital-interface)

[1.6 Digital Flight Controls and Motion
4](#digital-flight-controls-and-motion)

[1.7 Instructor Operator Stations (IOS)
5](#instructor-operator-stations-ios)

[1.8 Other Design Considerations 5](#other-design-considerations)

[1.9 Self-Testing 6](#self-testing)

[1.10 FAA Responsibility 7](#faa-responsibility)

[1.11 Contractor Responsibility 7](#contractor-responsibility)

[2.0 Flight Compartment and Power System
8](#flight-compartment-and-power-system)

[2.1 Introduction 8](#introduction-1)

[2.2 Fuselage 8](#fuselage)

[2.2.1 Simulated Area 8](#simulated-area)

[2.2.2 Structure 8](#structure)

[2.2.3 Soundproofing 8](#soundproofing)

[2.2.4 Light proofing 8](#light-proofing)

[2.2.5 Visual System Installation Access
8](#visual-system-installation-access)

[2.3 Authenticity 8](#authenticity)

[2.3.1 General 8](#general)

[2.3.2 Use of Aircraft Hardware 8](#use-of-aircraft-hardware)

[2.3.3 Use of Aircraft Instruments/Control Panels/Displays
9](#use-of-aircraft-instrumentscontrol-panelsdisplays)

[2.3.4 Circuit Breaker (CB)s 9](#circuit-breaker-cbs)

[2.3.5 Windows 9](#windows)

[2.3.6 Crew Seats 10](#crew-seats)

[2.3.7 Operator Seat 10](#operator-seat)

[2.3.8 Observer Seats 10](#observer-seats)

[2.4 Crew Access 10](#crew-access)

[2.4.1 Access way 10](#access-way)

[2.4.2 Emergency Operation of Access way
10](#emergency-operation-of-access-way)

[2.4.3 Rope Ladder 10](#rope-ladder)

[2.4.4 Entrance Sign 10](#entrance-sign)

[2.5 Operational Characteristics 10](#operational-characteristics)

[2.5.1 Power Up 10](#power-up)

[2.5.2 Starting the Training 11](#starting-the-training)

[2.6 Flight compartment Air-Conditioning and Ventilation
11](#flight-compartment-air-conditioning-and-ventilation)

[2.6.1 Air-Conditioning 11](#air-conditioning)

[2.6.1.1 Characteristics 11](#characteristics)

[2.6.1.2 Air Conditioner 11](#air-conditioner)

[2.6.1.3 Flight Compartment Thermostat
11](#flight-compartment-thermostat)

[2.6.2 Flight Compartment Ventilation
11](#flight-compartment-ventilation)

[2.7 Emergency Systems 12](#emergency-systems)

[2.7.1 Smoke Detection System 12](#smoke-detection-system)

[2.7.2 Simulator Flight Compartment Fire Extinguisher System
12](#simulator-flight-compartment-fire-extinguisher-system)

[2.7.2.1 Fire Extinguisher System 12](#fire-extinguisher-system)

[2.7.3 Aircraft Emergency Equipment 12](#aircraft-emergency-equipment)

[2.7.4 Control Forces and Motion Emergency Cut-off Switches
12](#control-forces-and-motion-emergency-cut-off-switches)

[2.7.5 Electrical Power System Emergency Cut-off
12](#electrical-power-system-emergency-cut-off)

[2.7.6 Airflow Detectors 12](#airflow-detectors)

[2.7.7 Emergency Lighting 13](#emergency-lighting)

[2.8 Electrical Power System 13](#electrical-power-system)

[2.8.1 Main Power (P1) Cabinet 13](#main-power-p1-cabinet)

[2.8.2 Direct Current (DC) Power 13](#direct-current-dc-power)

[2.8.3 400-Hz Generator 13](#hz-generator)

[2.8.4 Spare Power Capacity 13](#spare-power-capacity)

[2.8.5 Emergency Power Source 13](#emergency-power-source)

[2.8.6 Grounding 13](#grounding)

[2.9 Maintenance Features 14](#maintenance-features)

[2.9.1 Maintenance Interphone 14](#maintenance-interphone)

[2.9.2 Running-Time Meters 14](#running-time-meters)

[2.9.3 Convenience Outlets 14](#convenience-outlets)

[2.9.4 Maintenance Lighting 14](#maintenance-lighting)

[2.9.5 Maintenance Walkway 14](#maintenance-walkway)

[2.10 Stowage Facilities 14](#stowage-facilities)

[2.10.1 Flight Bags 14](#flight-bags)

[2.10.2 Documents 14](#documents)

[2.10.3 Clothing Stowage 15](#clothing-stowage)

[2.11 Visual System 15](#visual-system)

[2.11.1 Visual Databases 15](#visual-databases)

[2.11.2 Visual/Host Database Integration
15](#visualhost-database-integration)

[2.11.3 Visual Performance 15](#visual-performance)

[2.11.4 Visual Height Above Terrain (HAT) Feedback
15](#visual-height-above-terrain-hat-feedback)

[2.11.5 Moving Models 15](#moving-models)

[2.11.6 Editable Segment Table 15](#editable-segment-table)

[2.11.7 Visual System Controlled Moving Models
16](#visual-system-controlled-moving-models)

[2.11.8 Host Controlled Moving Models
16](#host-controlled-moving-models)

[2.11.9 Interactive Airport Environment
16](#interactive-airport-environment)

[2.11.9.1 Scenarios 16](#scenarios)

[2.11.9.2 General Traffic 16](#general-traffic)

[3.0 Systems Simulation 18](#systems-simulation)

[3.1 General 18](#general-1)

[3.2 Extent of Simulation 18](#extent-of-simulation)

[3.3 Flight System 18](#flight-system)

[3.3.1 General 18](#general-2)

[3.3.2 Performance 18](#performance)

[3.3.3 Environmental Effects 18](#environmental-effects)

[3.3.3.1 Crash 19](#crash)

[3.3.3.2 Weight and Center of Gravity (CG)
19](#weight-and-center-of-gravity-cg)

[3.3.3.3 Moments of Inertia 19](#moments-of-inertia)

[3.4 Air Conditioning and Pressurization
19](#air-conditioning-and-pressurization)

[3.4.1 Air-Conditioning 19](#air-conditioning-1)

[3.4.2 Cabin Pressurization 19](#cabin-pressurization)

[3.5 Automatic Flight Control System (AFCS)
20](#automatic-flight-control-system-afcs)

[3.5.1 General 20](#general-3)

[3.5.2 Autopilot 20](#autopilot)

[3.5.3 Flight Director 20](#flight-director)

[3.5.4 Autopilot During Flight Freeze
20](#autopilot-during-flight-freeze)

[3.6 Communication and Audio Equipment
20](#communication-and-audio-equipment)

[3.6.1 General 20](#general-4)

[3.6.2 Aircraft Communication Simulation
20](#aircraft-communication-simulation)

[3.6.3 Very High Frequency (VHF) Communication
21](#very-high-frequency-vhf-communication)

[3.6.4 High Frequency (HF) Communication
21](#high-frequency-hf-communication)

[3.6.5 Flight, Cabin and External Communications
21](#flight-cabin-and-external-communications)

[3.6.6 Passenger Address System 21](#passenger-address-system)

[3.6.7 Selective Call (SELCAL) 21](#selective-call-selcal)

[3.6.8 Voice Recording 21](#voice-recording)

[3.6.9 Satellite Communications (SATCOM)
21](#satellite-communications-satcom)

[3.7 Electrical Power System 21](#electrical-power-system-1)

[3.7.1 Simulation Effects 21](#simulation-effects)

[3.7.2 Power Generation 22](#power-generation)

[3.7.3 Switching and Circuit Logic 22](#switching-and-circuit-logic)

[3.7.4 Circuit Breaker (CB)s 22](#circuit-breaker-cbs-1)

[3.7.5 Operator Control of Electrical System
22](#operator-control-of-electrical-system)

[3.8 Miscellaneous Flight Deck Equipment
22](#miscellaneous-flight-deck-equipment)

[3.8.1 Eye Reference Position Marker 23](#eye-reference-position-marker)

[3.9 Fire Detection/Protection System
23](#fire-detectionprotection-system)

[3.9.1 General 23](#general-5)

[3.9.2 Operator Control of Fire System
23](#operator-control-of-fire-system)

[3.10 Flight Controls 23](#flight-controls)

[3.10.1 Control Loading Units 23](#control-loading-units)

[3.10.1.1 General 23](#general-6)

[3.10.1.2 Simulation Effects 23](#simulation-effects-1)

[3.10.1.3 Nosewheel Steering Control 24](#nosewheel-steering-control)

[3.10.2 Passive Load Units 24](#passive-load-units)

[3.10.2.1 General 24](#general-7)

[3.10.2.2 Simulation Effects 24](#simulation-effects-2)

[3.10.3 Stabilizer Trim 24](#stabilizer-trim)

[3.10.4 Flaps 24](#flaps)

[3.10.4.1 General 24](#general-8)

[3.10.5 Spoilers 25](#spoilers)

[3.11 Fuel System 25](#fuel-system)

[3.11.1 Control 25](#control)

[3.11.2 Pressure 25](#pressure)

[3.11.3 Flow 25](#flow)

[3.11.4 Temperature 25](#temperature)

[3.11.5 Icing 25](#icing)

[3.11.6 Operator Control of Fuel 25](#operator-control-of-fuel)

[3.11.7 Fuel Jettison 26](#fuel-jettison)

[3.12 Hydraulics 26](#hydraulics)

[3.12.1 General 26](#general-9)

[3.12.2 Operator Control of Hydraulics
26](#operator-control-of-hydraulics)

[3.13 Ice and Rain Protection 26](#ice-and-rain-protection)

[3.13.1 Introduction 26](#introduction-2)

[3.13.2 Ice Detectors and Annunciators
26](#ice-detectors-and-annunciators)

[3.13.3 Surface Ice Protection 26](#surface-ice-protection)

[3.13.4 Probe and Static Port Icing 27](#probe-and-static-port-icing)

[3.13.5 Engine Anti-Ice Systems 27](#engine-anti-ice-systems)

[3.13.6 Windshield Heating 27](#windshield-heating)

[3.13.7 Windshield Wipers 27](#windshield-wipers)

[3.14 Warning Systems 27](#warning-systems)

[3.14.1 Reactive and Predictive Wind Shear Warning Systems
27](#reactive-and-predictive-wind-shear-warning-systems)

[3.15 Landing Gear and Brakes 27](#landing-gear-and-brakes)

[3.15.1 Landing Gear 27](#landing-gear)

[3.15.2 Emergency Landing Gear System
28](#emergency-landing-gear-system)

[3.15.3 Landing Gear Control System 28](#landing-gear-control-system)

[3.15.4 Brakes 28](#brakes)

[3.16 Navigation Systems 28](#navigation-systems)

[3.16.1 VHF Navigation System (VOR, ILS, DME, Marker)
28](#vhf-navigation-system-vor-ils-dme-marker)

[3.16.2 Automatic Direction Finding (ADF)
29](#automatic-direction-finding-adf)

[3.16.3 Air Traffic Control (ATC) Transponder
29](#air-traffic-control-atc-transponder)

[3.17 Flight Instruments 29](#flight-instruments)

[3.17.1 General 29](#general-10)

[3.17.2 Air Data Systems 30](#air-data-systems)

[3.17.2.1 Air Data Probes 30](#air-data-probes)

[3.17.2.2 Air Data Computers 30](#air-data-computers)

[3.17.2.3 Air Data Instruments 30](#air-data-instruments)

[3.17.3 Radio Altimeters 30](#radio-altimeters)

[3.17.4 Standby Flight Instruments 30](#standby-flight-instruments)

[3.17.5 Clocks 30](#clocks)

[3.18 Traffic Alert and Collision Avoidance System (TCAS)
30](#traffic-alert-and-collision-avoidance-system-tcas)

[3.18.1 General 30](#general-11)

[3.18.2 TCAS Processor 31](#tcas-processor)

[3.18.3 TCAS Display Unit 31](#tcas-display-unit)

[3.18.4 TCAS Operator Control 31](#tcas-operator-control)

[3.19 Electronic Instrumentation System (EIS)
33](#electronic-instrumentation-system-eis)

[3.19.1 EFIS System Description 33](#efis-system-description)

[3.19.1.1 Primary Flight Display (PFD) 33](#primary-flight-display-pfd)

[3.19.1.2 Navigation Display (ND) 33](#navigation-display-nd)

[3.19.1.3 EFIS Control 33](#efis-control)

[3.19.1.4 Display Management Computers (DMC)
34](#display-management-computers-dmc)

[3.19.1.4.1 General 34](#general-12)

[3.19.1.4.2 System Interface 34](#system-interface)

[3.19.2 Electronic Centralized Aircraft Monitor (ECAM) System
34](#electronic-centralized-aircraft-monitor-ecam-system)

[3.19.2.1 System Description 34](#system-description)

[3.19.3 Primary Instrument Display Switching
34](#primary-instrument-display-switching)

[3.19.4 Engine Indication System 34](#engine-indication-system)

[3.20 Flight Management Computer System (FMCS)
34](#flight-management-computer-system-fmcs)

[3.20.1 FMC Rehost Configuration 35](#fmc-rehost-configuration)

[3.20.2 FMCS Flight Planning and Navigation Database (NDB)
35](#fmcs-flight-planning-and-navigation-database-ndb)

[3.20.3 Flight Plan Copy/Load 35](#flight-plan-copyload)

[3.20.3.1 General Operation 35](#general-operation)

[3.20.3.2 Gross Weight/Fuel Weight Set 35](#gross-weightfuel-weight-set)

[3.20.3.3 Snapshot Take/Recall 35](#snapshot-takerecall)

[3.20.4 Dual/Single FMS Capability 36](#dualsingle-fms-capability)

[3.20.5 Aeronautical Radio Incorporated (ARINC) 610
36](#aeronautical-radio-incorporated-arinc-610)

[3.20.5.1 Freeze and Slew Functions 36](#freeze-and-slew-functions)

[3.21 Terrain Awareness and Warning System (TAWS)
36](#terrain-awareness-and-warning-system-taws)

[3.21.1 Air Data Inertial Reference System (ADIRS)
36](#air-data-inertial-reference-system-adirs)

[3.21.1.1 General 36](#general-13)

[3.21.1.2 Operator Control of ADIRS 36](#operator-control-of-adirs)

[3.22 Global Positioning System (GPS)
37](#global-positioning-system-gps)

[3.22.1 General 37](#general-14)

[3.22.2 Description 37](#description)

[3.23 Autothrust System 37](#autothrust-system)

[3.24 Weather Radar 38](#weather-radar)

[3.24.1 General 38](#general-15)

[3.25 Oxygen System 38](#oxygen-system)

[3.26 Pneumatic Systems 39](#pneumatic-systems)

[3.27 Auxiliary Power Unit (APU) System
39](#auxiliary-power-unit-apu-system)

[3.27.1 General 39](#general-16)

[3.27.2 Operator Control of APU 39](#operator-control-of-apu)

[3.28 Propulsion System 39](#propulsion-system)

[3.28.1 General 39](#general-17)

[3.28.2 Static and Dynamic Performance
40](#static-and-dynamic-performance)

[3.28.3 Starting 40](#starting)

[3.28.4 Transients 40](#transients)

[3.28.5 Operator Control of Engines 40](#operator-control-of-engines)

[3.28.6 Engine Ancillaries 40](#engine-ancillaries)

[3.28.7 Engine Instrumentation 41](#engine-instrumentation)

[3.29 Head-Up Display (HUD) (option) 41](#head-up-display-hud-option)

[3.30 Enhanced Vision System (EVS) (option)
41](#enhanced-vision-system-evs-option)

[3.31 Electronic Flight Bag (EFB)(option)
41](#electronic-flight-bag-efboption)

[4.0 Environmental Simulation 42](#environmental-simulation)

[4.1 Atmospheric Environment 42](#atmospheric-environment)

[4.1.1 Barometric Pressure 42](#barometric-pressure)

[4.1.2 Ambient Temperature 42](#ambient-temperature)

[4.1.3 Runway Conditions 42](#runway-conditions)

[4.1.4 Ice Accumulation 42](#ice-accumulation)

[4.1.5 Simulation of Wind Effects 43](#simulation-of-wind-effects)

[4.1.5.1 Wind Inputs 43](#wind-inputs)

[4.1.5.2 Wind Shear Effects 43](#wind-shear-effects)

[4.1.5.2.1 FAA Wind Shear Profiles 43](#faa-wind-shear-profiles)

[4.1.5.2.2 NASA Wind Shear 44](#nasa-wind-shear)

[4.1.5.3 Operator Control of Wind Shear
44](#operator-control-of-wind-shear)

[4.1.5.4 Turbulence Simulation 45](#turbulence-simulation)

[4.2 Sound Simulation 45](#sound-simulation)

[4.2.1 General 45](#general-18)

[4.2.2 System Description 45](#system-description-1)

[4.2.2.1 System Overview 45](#system-overview)

[4.2.2.2 Hardware Description 45](#hardware-description)

[4.2.2.3 Host Software Description 46](#host-software-description)

[4.2.3 Operator Controls 46](#operator-controls)

[4.2.4 Sound Data 46](#sound-data)

[4.2.5 Simulated Sounds 46](#simulated-sounds)

[4.3 Motion Simulation 47](#motion-simulation)

[4.3.1 Motion Software 47](#motion-software)

[4.3.2 Motion Special Effects and Buffets
48](#motion-special-effects-and-buffets)

[5.0 Navigational/Communication System
49](#navigationalcommunication-system)

[5.1 Introduction 49](#introduction-3)

[5.1.1 Ground Stations 49](#ground-stations)

[5.2 Ground Station Database 50](#ground-station-database)

[5.2.1 Ground Station Data Transfer 50](#ground-station-data-transfer)

[5.2.2 Navigation Database System (NDBS)
50](#navigation-database-system-ndbs)

[5.2.2.1 Navigation Database System (NDBS) Description
50](#navigation-database-system-ndbs-description)

[5.2.2.2 Navigation Source Data Input 51](#navigation-source-data-input)

[5.2.2.3 Radio Station Data Maintenance Utilities
51](#radio-station-data-maintenance-utilities)

[5.2.2.3.1 Station Data Editor/List 51](#station-data-editorlist)

[5.2.2.3.2 Autokill Table Editor 51](#autokill-table-editor)

[5.2.3 Operator Database Controls 51](#operator-database-controls)

[5.2.3.1 Aircraft Reposition Relative to a Ground Station
51](#aircraft-reposition-relative-to-a-ground-station)

[5.2.3.2 Station Fail/Reset 52](#station-failreset)

[5.2.3.3 Autokill 52](#autokill)

[5.3 Ground Station Transmissions 52](#ground-station-transmissions)

[5.3.1 General 52](#general-19)

[5.3.2 Instrument Landing System (ILS)
52](#instrument-landing-system-ils)

[5.3.2.1 General 52](#general-20)

[5.3.2.2 Back Course 53](#back-course)

[5.3.2.3 Offset Approaches 53](#offset-approaches)

[5.3.2.4 Localizer and Glide Path Beamwidths
53](#localizer-and-glide-path-beamwidths)

[5.3.2.5 Identification 53](#identification)

[5.3.3 Very High Frequency Omni Directional Range (VOR)
53](#very-high-frequency-omni-directional-range-vor)

[5.3.3.1 General 53](#general-21)

[5.3.3.2 Identification 53](#identification-1)

[5.3.4 Distance Measuring Equipment (DME)
53](#distance-measuring-equipment-dme)

[5.3.4.1 General 53](#general-22)

[5.3.4.2 Identification 54](#identification-2)

[5.3.5 Non-Directional Beacon and Locator
54](#non-directional-beacon-and-locator)

[5.3.5.1 General 54](#general-23)

[5.3.5.2 Identification 54](#identification-3)

[5.3.5.3 Emission and Modulation 54](#emission-and-modulation)

[5.3.6 Tactical Air Navigation (TACAN)
54](#tactical-air-navigation-tacan)

[5.3.6.1 General 54](#general-24)

[5.3.6.2 Identification 54](#identification-4)

[5.3.7 Markers 55](#markers)

[5.3.7.1 Signal Strength 55](#signal-strength)

[5.3.7.2 Identification 55](#identification-5)

[5.3.8 Microwave Landing System (MLS) 55](#microwave-landing-system-mls)

[5.3.9 VORDME/VORTAC 55](#vordmevortac)

[5.4 Terrain Simulation 55](#terrain-simulation)

[5.5 Magnetic Variation 55](#magnetic-variation)

[5.6 Communication Stations 55](#communication-stations)

[6.0 Instructor Operator STATIONS (IOS)
56](#instructor-operator-stations-ios-1)

[6.1 Design Overview 56](#design-overview)

[6.2 IOS Hardware 56](#ios-hardware)

[6.2.1 Display Terminals 56](#display-terminals)

[6.2.2 Simulator Controls 57](#simulator-controls)

[6.2.3 Communications Facility 57](#communications-facility)

[6.2.4 Maintenance Interphone 57](#maintenance-interphone-1)

[6.2.5 Hard Copy Facility 57](#hard-copy-facility)

[6.2.6 Portable Control Units (PCU) 57](#portable-control-units-pcu)

[6.3 IOS Software 57](#ios-software)

[6.3.1 IOS Pages 57](#ios-pages)

[6.3.1.1 IOS Page Generation System 58](#ios-page-generation-system)

[6.3.2 IOS Functions 58](#ios-functions)

[6.3.2.1 Simulator Control/Condition Display
58](#simulator-controlcondition-display)

[6.3.2.1.1 Aircraft Controls 58](#aircraft-controls)

[6.3.2.1.2 Environmental Controls 58](#environmental-controls)

[6.3.2.1.3 Repositions 59](#repositions)

[6.3.2.1.4 Resets 59](#resets)

[6.3.2.1.5 Crash 59](#crash-1)

[6.3.2.1.6 Simulation Recording 59](#simulation-recording)

[6.3.2.1.7 Snapshot 59](#snapshot)

[6.3.2.1.8 Setups 59](#setups)

[6.3.2.1.9 Controls Not In Agreement 59](#controls-not-in-agreement)

[6.3.2.2. Help 60](#help)

[6.3.2.3 Malfunctions 60](#malfunctions)

[6.3.2.3.1 General 60](#general-25)

[6.3.2.3.2 Malfunction Control 60](#malfunction-control)

[6.3.2.4 Map Plots 60](#map-plots)

[6.3.2.4.1 Cross-Country Map 60](#cross-country-map)

[6.3.2.4.2 Terminal Area Map 61](#terminal-area-map)

[6.3.2.4.3 Moving Map (Track Up) 61](#moving-map-track-up)

[6.3.2.5 Graphic Plots 61](#graphic-plots)

[6.3.2.5.1 Approach Plots 61](#approach-plots)

[6.3.2.5.2 Runway Plot 61](#runway-plot)

[6.3.2.5.3 Graphic Recorder 62](#graphic-recorder)

[6.3.2.6 Lesson Plans 62](#lesson-plans)

[6.3.2.6.1 General 62](#general-26)

[6.3.2.6.2 Lesson Plan Operation 62](#lesson-plan-operation)

[6.3.2.6.3 Lesson Plan Editor 62](#lesson-plan-editor)

[6.3.3 Digital Voice System (DVS) 63](#digital-voice-system-dvs)

[6.3.3.1 General 63](#general-27)

[6.3.3.2 System Description 63](#system-description-2)

[6.3.3.3 Automated Terminal Information Service (ATIS)
63](#automated-terminal-information-service-atis)

[6.3.3.4 Air Traffic Control (ATC) 64](#air-traffic-control-atc)

[6.3.3.5 Radio Transmission Chatter 64](#radio-transmission-chatter)

[6.3.3.6 Control Page 64](#control-page)

[6.3.3.7 Message Recording 64](#message-recording)

[6.3.3.8 Equipment Supplied 64](#equipment-supplied)

[7.0 Motion and Control Loading Systems
65](#motion-and-control-loading-systems)

[7.1 General 65](#general-28)

[7.2 Digital Control Cabinet 65](#digital-control-cabinet)

[7.2.1 Introduction 65](#introduction-4)

[7.2.2 Annunciator/Control Panel 65](#annunciatorcontrol-panel)

[7.2.3 Electronic Control System 66](#electronic-control-system)

[7.2.4 Touch Screen Panel 66](#touch-screen-panel)

[7.2.4.1 Hydraulic Power Supply (HPS) Control
66](#hydraulic-power-supply-hps-control)

[7.2.4.2 Maintenance Menu 67](#maintenance-menu)

[7.2.4.3 Motion Test 67](#motion-test)

[7.2.4.4 Motion Throughput 67](#motion-throughput)

[7.2.5 Digital Circuit Designs 67](#digital-circuit-designs)

[7.3 Motion System 68](#motion-system)

[7.3.1 Introduction 68](#introduction-5)

[7.3.2 Motion System Hardware 68](#motion-system-hardware)

[7.3.2.1 Platform 68](#platform)

[7.3.2.2 Accelerometer Package 68](#accelerometer-package)

[7.3.2.3 Servo Actuator Assemblies 69](#servo-actuator-assemblies)

[7.3.3 Motion System Performance 69](#motion-system-performance)

[7.3.3.1 Frequency Response 69](#frequency-response)

[7.3.3.2 Maximum Performance 70](#maximum-performance)

[7.3.3.3 Smoothness 70](#smoothness)

[7.3.3.4 Buffet and Vibration Capability
71](#buffet-and-vibration-capability)

[7.4 Control Loading System 71](#control-loading-system)

[7.4.1 Introduction 71](#introduction-6)

[7.4.2 Control System Modeling 71](#control-system-modeling)

[7.5 Motion and Control Loading System Utilities
71](#motion-and-control-loading-system-utilities)

[7.5.1 General 71](#general-29)

[7.5.2 Control Loading Utility 72](#control-loading-utility)

[7.5.3 Motion Utility 72](#motion-utility)

[7.5.3.1 Motion Auto QTG/FAA Page 72](#motion-auto-qtgfaa-page)

[7.6 Motion and Control Loading System Safety Features
73](#motion-and-control-loading-system-safety-features)

[7.6.1 Objective 73](#objective)

[7.6.2 Motion and Control Loading Off Switches
73](#motion-and-control-loading-off-switches)

[7.6.3 Motion System Hydraulic and Mechanical Safety Systems
73](#motion-system-hydraulic-and-mechanical-safety-systems)

[7.6.4 Motion System Depressurization
74](#motion-system-depressurization)

[7.6.5 Motion System Warning Lights 74](#motion-system-warning-lights)

[7.6.6 Motion System Electronic Failure Detection System
74](#motion-system-electronic-failure-detection-system)

[7.6.7 Control Loading System Electronic Failure Detection System
75](#control-loading-system-electronic-failure-detection-system)

[7.6.7.1 Board Safety Checks 75](#board-safety-checks)

[7.6.7.2 Warnings and Failures Annunciation
76](#warnings-and-failures-annunciation)

[7.6.7.3 Operator Control and Display 76](#operator-control-and-display)

[7.7 Hydraulic System 76](#hydraulic-system)

[7.7.1 Introduction 76](#introduction-7)

[7.7.2 Hydraulic System Hardware 76](#hydraulic-system-hardware)

[7.7.3 Hydraulic Power Supply (HPS) 76](#hydraulic-power-supply-hps)

[7.7.3.1 Hydraulic Power Supply (HPS) Motion Hydraulics
77](#hydraulic-power-supply-hps-motion-hydraulics)

[7.7.3.2 Hydraulic Power Supply (HPS) Control Loading Hydraulics
77](#hydraulic-power-supply-hps-control-loading-hydraulics)

[7.7.3.3 Alternate HPS Control Loading Hydraulics
77](#alternate-hps-control-loading-hydraulics)

[7.7.3.4 HPS Cooling Hydraulics 77](#hps-cooling-hydraulics)

[7.7.3.5 Alternate Cooling Hydraulics 77](#alternate-cooling-hydraulics)

[7.7.3.6 HPS Reservoir 77](#hps-reservoir)

[7.7.4 Motion System Hydraulics 78](#motion-system-hydraulics)

[7.7.5 Control Loading System Hydraulics
78](#control-loading-system-hydraulics)

[7.7.6 Hydraulic Fluid 78](#hydraulic-fluid)

[8.0 Computer System and Interface 79](#computer-system-and-interface)

[8.1 General 79](#general-30)

[8.1.1 Computer and Peripheral Configuration
79](#computer-and-peripheral-configuration)

[8.1.2 Software Modeling Computer Workstation
79](#software-modeling-computer-workstation)

[8.1.3 Hardware Description 79](#hardware-description-1)

[8.1.3.1 Central Processing Unit (CPU) 79](#central-processing-unit-cpu)

[8.1.3.2 Computer System Performance and Spare Capability
79](#computer-system-performance-and-spare-capability)

[8.1.3.3 Iteration Rate 79](#iteration-rate)

[8.1.3.4 Spare system Capacity 79](#spare-system-capacity)

[8.1.3.5 Programming Language 80](#programming-language)

[8.1.3.6 Computer System Update Status
80](#computer-system-update-status)

[8.1.4 Peripheral Equipment 80](#peripheral-equipment)

[8.1.4.1 Magnetic Disk Mass Storage Unit
80](#magnetic-disk-mass-storage-unit)

[8.1.4.2 Tape System 80](#tape-system)

[8.1.4.3 Terminals 80](#terminals)

[8.1.4.4 Printers 80](#printers)

[8.1.4.5 Optical Drives 80](#optical-drives)

[8.1.5 Operating System Software 80](#operating-system-software)

[8.1.6 Interface Controller 81](#interface-controller)

[8.1.6.1 I/O Subsystems 81](#io-subsystems)

[8.1.6.2 Interface I/O Subsystem 81](#interface-io-subsystem)

[8.1.6.3 Input Data from Other Simulators
81](#input-data-from-other-simulators)

[8.2 Interface 81](#interface)

[8.2.1 General 81](#general-31)

[8.2.1.1 Spare Capacity 81](#spare-capacity)

[8.2.2 Simulator Interface address Structure
82](#simulator-interface-address-structure)

[8.2.2.1 Chassis Controller 82](#chassis-controller)

[8.2.2.2 Special Input/Output (I/O) Boards
82](#special-inputoutput-io-boards)

[8.2.3 Interface Diagnostics 82](#interface-diagnostics)

[8.2.3.1 On-Line Diagnostics 82](#on-line-diagnostics)

[9.0 Simulator Software Environment 83](#simulator-software-environment)

[9.1 General 83](#general-32)

[9.2 Simulator Executive 83](#simulator-executive)

[9.3 Simulator Software Scheduling 84](#simulator-software-scheduling)

[9.4 Simulation Common Database (CDB)
84](#simulation-common-database-cdb)

[9.5 Software Utilities 85](#software-utilities)

[9.5.1 Software Maintenance Utilities
85](#software-maintenance-utilities)

[9.5.1.1 Source Management 85](#source-management)

[9.5.1.2 Compiling Utilities 85](#compiling-utilities)

[9.5.1.2.1 Common Database (CDB) Processor
85](#common-database-cdb-processor)

[9.5.1.2.2 FORTRAN and C Pre-compilers 85](#fortran-and-c-pre-compilers)

[9.5.1.2.3 Host Compilers 85](#host-compilers)

[9.5.2 Performance Evaluation Utilities
86](#performance-evaluation-utilities)

[9.5.2.1 Software Monitoring Utilities
86](#software-monitoring-utilities)

[9.5.2.2 Computerized Test System 86](#computerized-test-system)

[9.5.2.2.1 Flight and Flight Controls Performance Tests
86](#flight-and-flight-controls-performance-tests)

[9.5.2.2.2 Automatic Test Files 86](#automatic-test-files)

[9.5.2.2.3 Flight Test Driver Program 86](#flight-test-driver-program)

[9.5.2.2.4 Trims 87](#trims)

[9.5.2.2.5 On-Line Validation Plotter Utility
87](#on-line-validation-plotter-utility)

[9.5.2.2.6 General 87](#general-33)

[9.5.2.2.7 System Functional Capability
87](#system-functional-capability)

[9.5.3 Simulator Status Utilities 88](#simulator-status-utilities)

[9.5.3.1 Morning Readiness Tests 88](#morning-readiness-tests)

[9.5.3.1.1 Motion Test 88](#motion-test-1)

[9.5.3.1.2 Control Forces Test 88](#control-forces-test)

[9.5.3.1.3 Panel Lights Test 88](#panel-lights-test)

[9.5.3.1.4 Instruments Test 88](#instruments-test)

[9.5.3.1.5 Sound Test 89](#sound-test)

[9.5.3.1.5 Visual Test 89](#visual-test)

[9.5.3.1.6 Test Results 89](#test-results)

[9.5.3.2 Interface Diagnostics 89](#interface-diagnostics-1)

[9.5.3.2.1 On-Line Interface Diagnostics
89](#on-line-interface-diagnostics)

[9.5.3.2.2 Data Transmission Errors 89](#data-transmission-errors)

[9.5.3.2.3 Channel Errors 89](#channel-errors)

[9.5.4 Miscellaneous Utilities 90](#miscellaneous-utilities)

[9.5.4.1 Fault Tracking Utility 90](#fault-tracking-utility)

[9.5.4.2 Interface Allocation Utility 90](#interface-allocation-utility)

[9.5.4.3 Mechanization of Data Utility
91](#mechanization-of-data-utility)

[9.5.5 Erasable Programmable Read-Only Memory (EPROM) Update
91](#erasable-programmable-read-only-memory-eprom-update)

[10.0 Repeatability and Tolerances 92](#repeatability-and-tolerances)

[10.1 General 92](#general-34)

[10.2 Design Tolerances 92](#design-tolerances)

[10.3 Simulator Hardware Tolerances 92](#simulator-hardware-tolerances)

[10.3.1 Stimulated Instruments 92](#stimulated-instruments)

[10.3.2 Simulated Instruments 92](#simulated-instruments)

[10.3.3 Interchangeability 92](#interchangeability)

[10.4 Tolerances Against Flight Test Results
92](#tolerances-against-flight-test-results)

[10.5 System Tolerances 92](#system-tolerances)

[11.0 Design and Construction Standards
99](#design-and-construction-standards)

[11.1 Inspection, Measuring and Test Equipment
99](#inspection-measuring-and-test-equipment)

[11.1.2 Reliability and Availability 99](#reliability-and-availability)

[11.1.3 Availability Calculation 99](#availability-calculation)

[11.2 Design and Construction 100](#design-and-construction)

[11.2.1 Structural Strength 100](#structural-strength)

[11.2.2 Interchangeability 100](#interchangeability-1)

[11.2.3 Standardization of Assemblies
100](#standardization-of-assemblies)

[11.2.4 Workmanship 100](#workmanship)

[11.2.5 Environment 100](#environment)

[11.2.6 Accessibility 100](#accessibility)

[11.2.7 Parts and Materials 100](#parts-and-materials)

[11.2.7.1 General 100](#general-35)

[11.2.7.1.1 Steel Parts 101](#steel-parts)

[11.2.7.1.2 Aluminum Alloy Parts 101](#aluminum-alloy-parts)

[11.2.7.1.3 Dissimilar Metals 101](#dissimilar-metals)

[11.2.7.1.4 Nonmetals 101](#nonmetals)

[11.2.7.1.5 Flammable Materials 101](#flammable-materials)

[11.2.8 Finishes 101](#finishes)

[11.2.8.1 Interior 101](#interior)

[11.2.8.2 Exterior 101](#exterior)

[11.2.8.3 Identification 101](#identification-6)

[11.2.9 Safety Requirements 101](#safety-requirements)

[11.2.10 Cable and Wiring Practices 102](#cable-and-wiring-practices)

[11.2.10.1 Cabling 102](#cabling)

[11.2.10.2 Wiring 102](#wiring)

[11.2.10.3 Equipment Identification 102](#equipment-identification)

[11.2.10.4 Cabling and Wiring Identification
103](#cabling-and-wiring-identification)

[11.2.10.4.1 Cable Assemblies 103](#cable-assemblies)

[11.2.10.4.2 Unit Wiring 103](#unit-wiring)

[11.2.10.4.3 Panel and Chassis Wiring 103](#panel-and-chassis-wiring)

[11.2.11 Components 103](#components)

[11.2.11.1 Rating 103](#rating)

[11.2.11.2 Relays 103](#relays)

[11.2.11.3 Programmable Read-Only Memories
103](#programmable-read-only-memories)

[11.2.11.4 Instruments 103](#instruments)

[11.2.11.5 Connectors 103](#connectors)

[11.2.11.6 Mechanical Parts 104](#mechanical-parts)

[11.2.11.7 Fasteners 104](#fasteners)

[11.2.11.8 Availability of Components 104](#availability-of-components)

[12.0 LIST OF ACRONYMS 105](#list-of-acronyms)

# 1.0 INTRODUCTION

This Specification defines the requirements for the design, development,
fabrication, installation and testing of a new Federal Aviation
Administration (FAA) Airbus 330/340, Level D, advanced digital full
flight simulator. The simulator shall be composed of
Commercial-Off-The-Shelf (COTS) and Non-Developmental hardware and
software to the maximum extent practicable. The simulator shall
incorporate instrument and performance conversion capability to other
Airbus 330/340 aircraft performance characteristics (see options). The
simulator shall be based on an approved data package provided by the
aircraft manufacturer. The simulator shall be installed at the Mike
Monroney Aeronautical Center in Oklahoma City, OK in facilities adjacent
to those currently occupied by a B737-800 Level D simulator. The
contractor shall be responsible for the complete simulator design,
manufacture, transport and installation of the completed simulator, for
the complete operational integration of all subsystems, and peripherals
furnished under the contract. Options shall include conversion software
performance packages for the Airbus 330/340 aircraft. The Airbus 330/340
performance models shall be used primarily for operational evaluation
programs and limited training. The primary configuration shall be the
Airbus 340-600 and will require FAA approval to FAA AC 120-40B (Draft AC
120-40C) and the International Qualification Test Guide (IQTG). The
simulator shall be equipped with a state-of-the-art Liquid Crystal
Displays (LCD) visual system, and has options for a Head-Up Display
(HUD), Enhanced Vision System (EVS) and an Electronic Flight Bag (EFB).

This Technical Specification shall be the FAA's primary reference in all
matters related to simulator design and performance requirements.

## 1.1 Aircraft to be Simulated

This requirement is for a full flight simulator representing the
aircraft as described in the appropriate aircraft manufacturer's detail
type specification. The simulator shall represent a model currently in
operation in commercial airline fleet. The simulator will be approved as
a whitetail so will not match an operating aircraft tail number for
purposes of FAA Level D and IQTG, Level 2, approval. Level D shall be
the minimum performance requirement accepted. The particular aircraft to
be simulated is defined as follows:

Aircraft Model Contractor Registry Number

Serial/tail number

Airbus 340-600 Whitetail TBD

## 1.2 Flight Simulation

The simulator shall incorporate a high-resolution computer system
capable of providing high-fidelity flight simulation, with a minimum
capability of meeting the FAA\'s AC 120-40C (draft), 14 CFR 121,
Appendix H, proposed FAR 60, Appendix A (reference Notice of Proposed
Rule Making Part 60, Appendix A) and the IQTG, Level 2, requirements.
Specifically, the simulator shall have the following characteristics:

a.  The physical simulation shall encompass the entire flight deck area
    forward of, and including, the pilot and copilot seats and Circuit
    Breaker (CB) panels.

b.  A minimum of a 60 Hz iteration rate on the host computer to ensure
    close coordination between flight, visual and motion simulation.

c.  Any sounds or light not normally discernable in the simulated
    aircraft cockpit shall not be present within the flight compartment
    with the door closed and sound system operating at a normal level.

d.  Realistic six-axes motion system with aerodynamic responses
    throughout all flight and ground handling operational envelopes,
    including unusual attitudes and wake vortex simulation. A wake
    vortex model will be provided by the FAA, Flight Standards Service
    (AFS-408), as Government Furnished Property (GFP).

e.  The simulation shall duplicate the performance handling
    characteristics of the simulated aircraft within its full design
    envelope.

f.  Positive handling and high-resolution feedback response of the
    simulator from control inputs during all phases of flight, including
    flare and decrab phases of crosswind landings.

g.  Realistic effects of wind, gusting wind, wake vortex, and reduced
    braking coefficient of friction due to the presence of contamination
    on a runway. Runway contamination shall be quantifiable, and
    coefficients of friction shall be adjustable by the operator to
    simulate values not part of the original design.

h.  Full flight and ground handling minimum performance to AC 120-40C,
    Level D fidelity for the visual, motion and aerodynamic models.

i.  A robust ground handling model that can accurately replicate
    stopping, contamination, side-force (skidding), turning and brake
    fade.

j.  Provide an interactive airport environment for commercial flight
    simulators by adding other aircraft and ground support vehicles into
    the simulation. These will be displayed on the own aircraft visual
    system and the aircraft radio communications will be heard over the
    appropriate frequencies. When applicable, traffic will also be
    perceived by the own aircraft TCAS system.

k.  The Airbus simulator will be dynamically linked to the FAA CAE
    B737-800 Simulator to allow real-time data transfer to/from the FAA
    CAE B737-800 Full Flight Simulator.

l.  A FLIR EVS (Option).

m.  A HUD System (Option)

n.  The new simulator shall meet the latest IQTG approval requirements
    for advanced flight simulators.

## 1.3 Visual Simulation

The visual system shall be a continuous mirror full color,
daylight/dusk/night display system offering a minimum 200 horizontal by
43 degree vertical visual field-of-view with a minimum 60 hertz update
rate. The simulator contractor shall be responsible for the installation
and final integration of visual system with the simulator and to support
the visual system supplier in such activity. The simulator shall be
in-plant accepted as an integrated simulator with visual system
installed. The visual shall display the special items and detail
required to support the FAA's operational evaluation program
requirements. The visual system shall provide access to switches to
enable activation of additional visual elements such as light strings,
stop bars and markings selectable by the FAA, and shall allow visual
model editing to support FAA research programs by on-sight personnel.
All operational and performance features of the visual system shall be
demonstrated as a fully integrated part of the full flight simulator
after factory acceptance.

Some minimum performance requirements of the LCD (LCOS) visual shall
include:

a.  A minimum 200 degree horizontal and 43 degree vertical field of
    view.

b.  1000 addressable moving models.

c.  Accurate solar and lunar time of day representation.

d.  SMGCS lighting systems representations.

e.  Automated projector calibration system.

f.  Remote maintenance calibration connectivity.

g.  Minimum smearing.

h.  Initial nominal projector brightness of 2000 lumens minimum.

i.  High contrast ratio and brightness levels.

j.  Minimum resolution of 3.2 mega pixels.

k.  Resolution of 5 arc-min per optical line-pair

l.  Black levels to provide adequate night scene quality.

m.  Automated light adjustment for age compensation.

n.  Utilize phototexturing and satellite photography for model building.

## 1.4 Computer System

The simulator shall use a state-of-the-art high performance 32-bit
computer capable of supporting real-time multitasking applications. The
computer system shall support high-level language programming, such as,
FORTRAN, C and C++, and incorporate built-in diagnostics and error
correction mechanisms. The computer system shall allow simulation
programs to be written, compiled and assembled on-line while the
simulator is in use. The basic iteration rate of the simulation software
shall be a minimum of 60 Hz and provide 50% spare main memory and 50%
spare execution time to accommodate expansion and addition of software
modules after allowing for operational test program data collection and
processing requirements.

Some specific features required are:

a.  32-bit word length for high-precision calculations. Double-precision
    (64-bit), 16-bit words, 8-bit words and single-bit addressing shall
    also be supported.

b.  High-level language. FORTRAN, C or C++ shall be used for simulation
    programming.

c.  Floating point arithmetic to allow efficient use of 32-bit word
    length to provide maximum precision in numerical calculation over a
    wide dynamic range and a math co-processor to speed execution.

d.  Error-Correction Code (ECC) memory to guard system performance
    against any single-bit memory failure.

e.  Extensive background utilities to support full editing, debugging
    and assembly activities on-line in parallel with normal simulator
    operation.

f.  Cache memory concept to allow optimum use of high-speed memory.

g.  Local service support provided by the computer contractor.

h.  On-line program editing and real-time debug for software
    development.

i.  An easily accessed software archiving system to four (4)
    generations.

j.  An on-line software instrument calibration system for all
    instruments.

k.  An edit subroutine to allow convenient editing of radio aides
    program data that allows modification of software for relocating,
    adding noise and scalloping of Instrument Landing System (ILS)
    signals, moving glide slope and localizer antennas and the
    installation of radio aides for non-existent facilities.

## 1.5 Digital Interface

The digital interface system shall provide a high-performance
state-of-the-art interconnection between the central processor unit and
the flight compartment with the accent on reliability and
maintainability.

Some of the features required in the interface are:

a.  Differential line drivers and receivers, dedicated signal return
    paths and parity protection provided for noise-free data
    transmission.

b.  The latest digital logic design for high performance, low power
    consumption and high reliability.

c.  Latest hardware technology to simplify the interface design and
    maintenance.

d.  Failure shall be identified to the circuit board by a continuously
    running diagnostic program enabling immediate identification of the
    failed board without shutting down the simulator.

e.  Shall provide Aeronautical Radio Incorporated (ARINC) 429 data
    buses, through a distributed microprocessor subsystem to distribute
    data from the host computer to the on board avionics.

f.  Shall provide at least 25% spare for all Input/Output (I/O) signal
    types.

g.  Easy access to allow the installation of new ARINC bus driven
    equipment and displays.

## 1.6 Digital Flight Controls and Motion

The advanced simulator shall incorporate fully digital control loading
and motion systems, which combine high-speed digital techniques and
friction-free hydrostatic bearings. These systems shall incorporate a
stable high-gain band-pass control design for dynamic performance. The
system shall provide highly accurate simulation of inertial effects,
visual damping, mechanical stops, and breakout forces using advanced
digital control-loop modeling, and a high-speed digital controller.

Additional characteristics required in the digital primary flight
control and motion systems shall include:

a.  A calculated Mean Time Between Failure (MTBF) of greater than 1,000
    hours.

b.  A calculated Mean Time To Repair (MTTR) of less than 15 minutes.

c.  Accurate simulation of the full force range from low breakout and
    friction levels to a hard stop capable of withstanding any force
    that a pilot might apply.

d.  Modeling of both the forward and aft friction and mass at high
    iteration rates.

e.  Simple software adjustment of spring and breakout forces, friction,
    inertia and control travel limits. All adjustments can be made
    off-line, without the requirement of having a running host computer.

f.  The design shall allow the capability of storing multiple versions
    of the control loading parameters so that different control
    configurations can be loaded at run time.

g.  The six-degrees of freedom motion system, with digital motion
    control, shall reflect the following specific features:

    1.  Hydrostatic actuators (hydraulic)

    2.  Ultrasonic magnetostrictive linear position transducers
        (hydraulic)

    3.  Force feedback and critically lapped servovalves (hydraulic).

    4.  Hydraulic supply with surge suppression (hydraulic)

    5.  Heavy-duty bearings at each end of the actuators.

## 1.7 Instructor Operator Stations (IOS)

The operator stations shall combine color LCD with the latest in
ergonomically designed console controls. The stations shall provide
simple, fast data entry with interactive controls and non-reflective
dark-concept buttons. Efficient, compact design shall allow optimum
positioning for crew observation. Mapping and lesson plan management
systems shall minimize operator workload. This shall include automatic,
preprogrammed lesson plans with tailored edit routines. Utility programs
with full-screen edit capability shall provide user-friendly facilities
to edit, design, implement and customize IOS pages and operator
controls. Control pages shall be available to preprogram evaluation
program control pages that allow automatic insertion of systems values,
repositioning, recording initialization and data recording at
pre-selectable events or conditions.

## 1.8 Other Design Considerations

While detailed specifications shall be addressed in paragraphs 2.0
through 11.0, the following general requirements shall be kept in mind:

a.  The simulator shall use software electrical busses to avoid the need
    for hardware modifications when changes are needed.

b.  The system shall support independent software and hardware interface
    assignments.

c.  The system shall enable the easy generation of new I/O assignments
    for the implementation of new aircraft systems and displays for
    evaluation.

d.  The simulator shall incorporate a digital sound system to ease
    maintenance and give flexibility for upgrading and modification
    without hardware changes.

e.  The system shall provide a computerized test system to provide rapid
    testing of simulator software with graphic and plotted outputs to
    the printer.

f.  The simulator shall incorporate an automated Qualification Test
    Guide (QTG) validation system designed to simplify comparisons of
    QTG performance plots for simulator approval. The system must be
    user-friendly and have an interactive graphic editor that can
    process contractor supplied aerodynamic data and provide
    high-resolution overlays of simulator and aircraft test results.

g.  Multiple resident load modules shall provide at least four levels of
    configuration.

h.  The Common Database (CDB) shall contain a minimum of 25% spare
    active labels for all interface labels to support operational test
    requirements.

i.  A data recording capability to support FAA Research and Development
    (R&D) projects. The data collection system shall be able to record
    up to 200 parameters for 4 hours, with a variable sample rate of
    from 50 milliseconds to 5 seconds. The system shall be able to
    record any variable from the CDB library by editing an easily
    accessible user-friendly control program. Data shall automatically
    process for output as tabular data to comma delimited file and
    storage media, including Compact Discs, DVD or as plot files, at the
    user's discretion. Recording control and variables to be recorded
    shall be selectable from IOS pages available at the operator's
    station. Features shall include automatic initialization of test
    conditions and the capacity for up to 200 pre-programmed scenarios.

j.  Response to the options for this statement-of-work for contractor
    supplied maintenance support and installation of a (HUD) system and
    EVS.

k.  The simulator shall include provisions for connecting video cameras
    at specified locations on the flight deck, in addition to any
    normally provided video recording capability. RG-59 co-axial cable,
    or better, terminated with female BNC connectors, shall be installed
    to the Captains overhead panel, the Co-pilot'\[s overhead panel,
    behind the Captains instrument panel, in the area aft of the
    aircraft overhead panel and two spare cables at the operator's
    station. The cables shall be stowed behind the panels in these
    locations in a way that they are accessible when needed. The cables
    shall be routed to a single central location in the simulator
    computer room for connection when needed. They shall be clearly
    marked at both ends for identification.

l.  The simulator shall include provisions for recording audio from all
    positions on the flight deck. These shall include recording all
    voice picked up by the Cockpit Voice Recorder (CVR) and voice
    communications from any position on the flight deck. This audio
    shall be wired out to a central location in the computer room for
    on-site recording or transmittal via voice modem.

m.  The simulator shall have provisions for a real-time clock scaled to
    milliseconds that can be saved as a data variable. The time shall be
    selectable as conventional time by time zone or as Greenwich Mean
    Time (GMT).

n.  The simulator shall include a record/replay function to allow replay
    of the last mission flown.

o.  Autopilot commands are to be summed directly in the digital
    processor to avoid interface delays. The pilot\'s controls shall
    follow up the autopilot commands, and pilot override forces shall be
    correctly simulated. Auto flight shall be fully integrated to meet
    operational evaluation program requirements.

p.  Response to the options for this statement-of-work for contractor
    supplied maintenance support and installation of a HUD system, EVS,
    and EFB.

## 1.9 Self-Testing

The simulator shall include hardware self-testing capabilities in
addition to the normal system diagnostics. The self-testing shall be
divided into two areas:

1.  A continuous running test, even during operation.

2.  An on-demand test for morning readiness.

The continuously running system shall monitor the interface and log any
failures detected. The control forces and motion shall also be monitored
for the status of critical elements. The on-demand tests shall produce
an equipment status listing for morning readiness preflight. These
on-demand systems tests shall cover the following:

a.  Interface boards performance

b.  Interface controller performance

c.  Motion hardware performance

d.  Control forces performance

e.  Flight compartment panel lights operation

f.  Flight compartment indicators calibration

g.  Sound system performance

h.  Visual system performance

i.  Operator station display system performance.

The on-demand tests shall produce the Minimum Equipment List (MEL)
required by the Level D FAA Advanced Simulator Plan.

## 1.10 FAA Responsibility

During the qualification evaluation, the FAA will be responsible for the
following:

a.  Flying the test cases

b.  Liaison with the regulatory/approving authority

## 1.11 Contractor Responsibility

The contractor shall use the supplied equipment to produce/record test
results; a provided utility shall be used to record, display test
results on the IOS, and print on the host computer printer. Contractor
supplied control forces measuring test equipment shall be required and
shall be contractor-supplied on a load basis during initial
certification unless FAA purchased equipment has already been received.

# 2.0 Flight Compartment and Power System

## 2.1 Introduction

The major elements of the flight compartment and power system are
specified in this section.

## 2.2 Fuselage

### Simulated Area

The physical simulation shall encompass the entire flight deck area
forward of, and includ­ing, the pilot and co-pilot seats, and CB panels.

### 2.2.2 Structure

The flight compartment shell shall be a lightweight, sturdy, reinforced
structure. The visible interior contour area shall conform to the
dimensions of the simulated aircraft. The flight compart­ment shall be
mounted on a metal floor frame that provides a sound structural support
for major internal struc­tures such as the flight control facilities,
operator facilities and passengers.

### 2.2.3 Soundproofing

Any noises created by the flight simulator mechanisms (hydraulic pumps,
actuators, valves, or air conditioners) that are not nor­mally
discernible in the simulated aircraft cockpit shall not be audible
within the flight compartment with the door closed and the sound system
operating at the normal level.

### 2.2.4 Light proofing

The flight compartment interior shall be light proofed against an
illuminat­ed simulator room.

### 2.2.5 Visual System Installation Access

The visual installation shall allow free movement of personnel and test
equipment around the outside of the flight compartment to service and
maintain the visual system. This shall include sufficient space to
remove and install visual system assemblies without requiring major
mechanical intrusion.

## 2.3 Authenticity

### 2.3.1 General

The simulated area, as defined in paragraph 2.2.1, shall be a facsimile
of the simulated aircraft flight compartment as defined by approved
data.

### 2.3.2 Use of Aircraft Hardware

All control levers in the flight compartment shall be provided as in the
simulated aircraft. They shall require the same force and have the same
range of motion as in the simulated aircraft, and within the tolerances
specified in section 10.

Authenticity shall not necessarily apply behind flight compartment
panels. However, sufficient space shall be provided for aircraft parts
that are removable and to avoid crimping or kinking cables. There shall
be no simulation of con­trols or switches behind or under these panels
unless specified in this document.

The equipment in the flight compartment simulated area may be a mixture
of actual aircraft parts and non-aircraft parts. Non-aircraft parts
manufactured specifically for the simulator shall be indistinguish­able
to the flight crew in appearance, operation and feel from the actual
aircraft parts.

### 2.3.3 Use of Aircraft Instruments/Control Panels/Displays

Simulated equipment may be used under the following circum­stances:

a.  Where the normal operating signal derived from the real world is not
    available on the simulator, such as instruments that operate from
    the force provided by the earth\'s magnetic field such as the
    magnetic compass, by atmospheric pressure such as pneumatic
    instruments, and by gravity such as slipballs.

b.  Where more cost-effective

All instruments, indica­tors and switches in the flight compartment,
whether actual, simulated or modified, shall function as in the
simulated air­craft and within the tolerances specified in this document.
The appearance of the simulated equipment shall be indistinguishable
from actual aircraft equipment.

Modified and simulated equipment shall have at least the same standard
of reliability and maintainability as the original aircraft equipment.
Docu­men­tation shall be provided to permit efficient overhaul and
mainten­ance of modified/simu­lated equipment.

All modified and simulated equipment used in the simulator or provided
as spares shall be labelled FOR USE ON SIMULATOR ONLY. Contractor
equip­ment modified by the contractor shall be allocated a contractor
part number.

The lighting system in the simulated area, including instrument and
panel integral lighting and flight deck overhead lighting, shall be
fully func­tional as in the simulated aircraft. In the non-simulated
area, a compatible style of overhead lighting shall be installed to
provide a uniform interior appearance throughout the flight compartment.
Special care shall be taken to prevent light reflecting from the aft
section onto the flight crew forward view. Additional cabin lighting
will be specified by the FAA after reviewing vendor's simulator cabin
layout.

### 2.3.4 Circuit Breaker (CB)s

All CBs associated with simulated air­craft systems shall be of a
commercial type having the appearance and operating characteristics of
aircraft-type CBs includ­ing life, reliability and tripping sound.

### 2.3.5 Windows

The windows, where the visual system is fitted or viewed, shall have
adequate optical properties to ensure compatibility with a visual
system. The interior appearance of the window frames shall be identical
to that of the ac­tual installations in a closed condition. On a
simulator equipped with unopenable windows the control shall be an
operable dummy, and the handle can be moved without breaking.

### 2.3.6 Crew Seats

Original aircraft seats and harnesses shall be used for the flight crew
stations.

### 2.3.7 Operator Seat

The operator seat may be a non-aircraft-type seat equipped with armrests
and lap belt. It shall be mounted to allow manual fore and aft movement,
and shall be capable of height adjustment and rotation.

### 2.3.8 Observer Seats

Observer seats may be non-aircraft-type seats equipped with armrests and
lap belts. They shall be mounted to allow fore and aft movement, and
shall be capable of height adjustment and rotation. These seats shall be
equipped with removable writing desktops.

## 2.4 Crew Access

### 2.4.1 Access way

When the simulator flight compartment comes to the rest position, the
access way shall automatically lower into position against the exit
platform at the rear of the flight compartment.

### 2.4.2 Emergency Operation of Access way

In the event of a complete power failure, the motion platform shall
automati­cally retract to the rest position and the access way shall
lower. As an alternative, it shall be possible to un­latch the drive
mechanism and manually lower the access way.

If any of the emergency cut-off switches are operated, the power to the
drive mechanism of the access way shall be maintained and operable from
a switch located at the flight com­part­ment exit.

### 2.4.3 Rope Ladder

A means of emergency escape shall be provided.

### 2.4.4 Entrance Sign

A sign, TRAINING IN PROGRESS, on the outside of the rear entrance door
shall illuminate when the Hydraulic Power Supply (HPS) is on.

The entrance door shall be equipped with a peephole.

## 2.5 Operational Characteristics

### 2.5.1 Power Up

It shall be possible to bring the simulator from a complete
\"power‑off\" condition to an opera­tion­al status in approximately 15
minutes. Switching on from \"power‑off\" shall require a minimum of
operations at ad­jacent (co-located) locations.

The load time for the simulator from a \"power on\" state shall be under
10 minutes. If a reboot of the host computer is required, then the load
time from a \"power on\" state shall be under 10 minutes.

Once the simulator is powered up, the system shall be ready for a
simulator status check. This test is optional and is carried out by
main­tenance personnel. The test verifies the availability of major
simu­lator systems and shall take no more than 20 minutes.

### 2.5.2 Starting the Training

Motion and control loading systems switches to start the use of the
simulator for training, shall be located at the IOS.

## 2.6 Flight compartment Air-Conditioning and Ventilation

### 2.6.1 Air-Conditioning

#### 2.6.1.1 Characteristics

This system shall be designed to remove the heat generated inside the
flight compartment when it is occupied by up to eight persons and all
systems, including flight compartment lighting, are operating. The
system shall meet high standards for freedom from drafts and absence of
extraneous noise, vibrations and odors.

The air-conditioning system shall be capable of maintaining the internal
temperature of the flight compartment at 20˚C (68˚F) in an external
ambient environment of 27˚C (80˚F) and 80% relative humidity. The flight
compart­ment air shall be changed at least once every 2 minutes.

#### 2.6.1.2 Air Conditioner

The simulator manufacturer shall supply a chilled water air conditioner
and a control thermostat.

The air conditioner shall connect to the FAA's chilled water supply.

#### 2.6.1.3 Flight Compartment Thermostat

The operator-controlled thermostat shall be located in the aft section
of the flight compart­ment and shall directly control the non-simulated
air supply to regulate the temperature in the flight compartment.

When the simulated aircraft air-conditioning system is not in oper­ation,
air-conditioned air shall still be able to pass to critical points in
the simu­lator, with sufficient auxiliary outlets provided to maintain
the temperature set by the operator.

The fan shall operate continuously while the compressor shall oper­ate on
demand.

### 2.6.2 Flight Compartment Ventilation

The air distribution system shall supply air for the following three
uses:

a.  Comfort Cooling Outlets: The comfort cooling outlets maintain the
    temperature of the flight compartment as set by the operator.

b.  Equipment Cooling Outlets: The equipment cooling supply air to
    critical points in the simulator. These critical outlets shall be
    monitored by airflow sensors.

c.  Aircraft Comfort Cooling Outlets: The aircraft comfort cooling
    outlets have a set of ducts equipped with computer-controlled on/off
    type airflow valves to simulate aircraft supplied airflow. The
    mechanical functioning of the aircraft outlets shall be as in the
    simulated aircraft.

## 2.7 Emergency Systems

### 2.7.1 Smoke Detection System

A smoke detection system shall be provided. The system shall detect
invisible molecules generated during the precombustion stages of an
incipient fire. The system shall continuously sample air from the
equipment environment through a high efficiency sensor. The detection
unit signal shall be processed and, depending on the smoke level, can be
pro­grammed to indicate:

a.  Alert: to investigate detection of something out of the ordinary

b.  Action: to initiate emergency procedures for a potential fire

c.  Fire: actual fire condition.

Air sampled through pipes installed inside the contractor's interface
cabinets and simulator flight compart­ment shall be routed to the system
detector for analysis.

Automatic deactivation of simulator power by the main power cabinet,
audible warning, and indication of the effected zone on power control
cabinet monitor shall be provided. The detection system shall be
equipped with component failure detection and self-test capability.
Alarm and other monitor signals are shall be available for connection to
the building fire detection control panel from the system. The system
shall be operated via a facility power source independent from normal
simulator power.

### 2.7.2 Simulator Flight Compartment Fire Extinguisher System

The simulator flight compartment shall be equipped with a fire
extinguisher system design to be activated with the automatic smoke and
fire detection system. The fire extinguishing agent shall allow safe
evacuation of simulator occupants.

#### 2.7.2.1 Fire Extinguisher System

A fire extinguisher bottle charged with CO~2~ shall be supplied in the
cockpit. This bottle shall be located at the rear of the flight
compart­ment.

### 2.7.3 Aircraft Emergency Equipment

The aircraft in-cockpit emergency equipment shall be installed,
including fire extinguisher and crash axe.

### 2.7.4 Control Forces and Motion Emergency Cut-off Switches

Emergency cut-off switches shall be provided for the control loading and
motion system in the cockpit.

### 2.7.5 Electrical Power System Emergency Cut-off

An electrical power emergency cut-off system shall be provided.
Emergency cut-off switches shall be easily accessible and located at the
operator's consoles and main power cabinet. Activation of any cut-off
switch shall deactivate the main power input CBs.

### 2.7.6 Airflow Detectors

Airflow detectors shall be mounted in all contractor-manufac­tured
electronic cabinets that em­ploy cooling fans.

### 2.7.7 Emergency Lighting

Emergency lighting shall be provided in the flight compartment and at
the entry platform and shall be independent to the simulated aircraft's
emergency lighting system in the cockpit. This lighting shall be powered
from the emergency power source and shall switch on automa­tically in the
event of a complete loss of building power when the simulator is in
operation.

## 2.8 Electrical Power System

### 2.8.1 Main Power (P1) Cabinet

The main power cabinet shall control, monitor and manage distribution of
energy to the major load items of the simulator complex in such a way
that personnel and equipment safety are not compromised. The performance
of these functions shall be monitored through a Central Processing Unit
(CPU) that shows operational status verification.

Power activation of the simulator complex shall be accomplished upon a
manual start action followed by a fully automatic sequence cycle.

### 2.8.2 Direct Current (DC) Power

Solid-state DC power supplies shall be used throughout the simulator.
Each supply shall use silicon semiconductors and shall be protected
against output short circuit and input over-­voltage. Power supply
adjustments shall be readily accessible and shall provide accu­rate
outputs for load variations within 10% of nominal values.

The I/O logic power supplies DC voltage levels shall be monitored. A
logic signal shall indicate that the DC voltage has exceeded preset
limits. This signal shall be monitored by the main power cabinet.

### 2.8.3 400-Hz Generator

The 400-Hz power requirements shall be supplied from a solid-state or
rotary converter generator. The generator input and output power shall
be controlled and monitored by the main power cabinet.

### 2.8.4 Spare Power Capacity

The interface power supplies shall be designed to supply power to a
fully loaded chassis.

### 2.8.5 Emergency Power Source

All emergency operations described in this spec­ification shall be
powered from a standby contractor-supplied line-rechargeable battery
power pack. The pack shall automatically recharge when normal power is
avail­able. The system shall allow a safe and orderly shutdown of all
systems and controlled settling of the simulator motion base.

### 2.8.6 Grounding

System reference and safety ground distribution originate from a
singular point connected to a facility providing a low resistance earth
reference. The system reference and safety ground bus bars shall be
located in the main power cabinet. The load items in the simulator
complex shall be connected to these bus bars. Engineering design
practices shall be employed to avoid noise voltage and ground loops.

## 2.9 Maintenance Features

### 2.9.1 Maintenance Interphone

A maintenance interphone system shall be pro­vided to enable
communica­tion between any of the following equipment locations:

a.  Visual display area

b.  Motion platform unit (forward and aft)

c.  Interface cabinets

d.  Hydraulic Power System

e.  Motion/Control Loading control cabinet

f.  Operator area of the flight compartment

g.  Computer room

The computer room shall employ a speaker station equipped with a hand
microphone, a buzzer and a call light. The operator station shall employ
a telephone-type handset and shall be equipped with a buzzer and call
light. Communications at all locations shall be made via belt pack units
equipped with boomsets. Three boomsets and belt packs shall be provided.

The maintenance interphone system shall function independently of normal
simulator power. The interphone power shall be provided by a power
supply not included in the power-up logic sequence.

### 2.9.2 Running-Time Meters

Commercial running-time meters shall be installed on the main power
cabinet and the motion/Control Loading control cabinet.

### 2.9.3 Convenience Outlets

Convenience outlets (110 Alternating Current (AC)) for main power shall
be in­stalled in the flight compartment, visual enclosure, and on each
interface cabinet.

### 2.9.4 Maintenance Lighting

Maintenance lighting shall be provided under the flight compartment
area. An on/off con­trol shall be provided and each light bulb shall be
effectively protected from breakage.

### 2.9.5 Maintenance Walkway

A maintenance walkway shall provide working access around the exterior
of the flight compartment. The entire walkway shall be in­stalled with a
safety rail and a toe rail to prevent tools and equipment from falling
off the platform. A non-slip surface shall be provided.

## 2.10 Stowage Facilities

### 2.10.1 Flight Bags

Secure stowage facilities shall be provided in the aft section of the
flight compartment to accommodate three flight bags.

### 2.10.2 Documents

Bookracks shall be provided in the operator area to accommo­date all the
nor­mal documents required on the flight deck. These facilities shall be
equipped to keep the documents securely stowed during all operations of
the motion system.

### 2.10.3 Clothing Stowage

Coat stowage shall be provided in the aft section of the flight
compart­ment.

## 2.11 Visual System

A visual system capable of meeting all Level D Approval requirements
shall be installed. The visual shall be a Computer-Generated Imagery
(CGI) system. The visual shall offer a 200 x 43 degree horizontal field
of view and the requirements described in Paragraph 1.3. Should the
visual system be provided by a company other than the simulator
contractor, an impact statement shall be provided showing complete
mechanical work required.

### 2.11.1 Visual Databases

The contractor shall provide a minimum of 18 integrated visual airport
databases of operational US airports. These shall include, but not be
limited to the following airport databases: Oklahoma City, Dallas,
Atlanta, Denver, Chicago, Los Angeles, San Francisco, Washington Reagan,
New York La Guardia, Memphis, Boston and other models to be defined plus
a generic airport (any town). All models shall reflect current airport
lighting, runway markings, landing guidance and runway/taxiway
configurations. Selected airport models shall include accurate gates and
ramp positioning at selected airports. A final list of models will be
specified by the FAA at the appropriate freeze date. Complete source
data shall be provided for all models enabling model updates and
modification.

### 2.11.2 Visual/Host Database Integration

The contractor shall integrate all the airport databases as required by
the visual system. This shall consist of:

a.  Alignment of all runways in the simulator Navigation Database (NDB)
    to the visual database takeoff and landing positions.

b.  The alignment of gates, ramps, pushback tuning, and taxi positions
    selected for use during repositioning.

c.  The alignment of takeoff points of all runways in all visual airport
    models.

### 2.11.3 Visual Performance

The visual system shall meet all requirements for IQTG and Level D
Approval.

### 2.11.4 Visual Height Above Terrain (HAT) Feedback

The visual system shall provide visual HAT feedback. This data shall be
integrated in order to correlate simulator ground elevation with the
visual ground elevation. Ground handling effects due to runway/taxiway
slopes shall also be included.

### 2.11.5 Moving Models

Moving models shall be controllable by either the visual or simulator
host computer.

### 2.11.6 Editable Segment Table

The contractor shall include the moving model flight paths in an
editable table. This table shall be easily edited to change flight path
characteristics for new or different flight paths, and accessible from a
standard edit routine on the computer.

### 2.11.7 Visual System Controlled Moving Models

The characteristics of the moving models controlled by the visual system
shall be described by the contractor. Moving visual models shall be
provided that can be activated either on the ground or in the air. The
model tracks, or paths, shall be defaulted to values contained in an
editable data table so that the tracks can be modified or changed to
meet different target requirements.

### Host Controlled Moving Models

Each host controlled model path shall be capable of providing 16
segments. The contractor shall code 20 paths as agreed to with the FAA.
Each segment shall use the following data:

a.  Total time (sec) or distance (ft) for the segment

b.  Velocity (kts) for all segments

c.  Altitude rate (ft/min) for all segments

d.  Heading for all segments air/ground

e.  Altitude for all segments

f.  Relative position to own aircraft air/ground

g.  Relative altitude to own aircraft

There shall be a smooth transition between segments. Tracks may be
initiated as being either absolute, relative to the simulated aircraft,
or relative to a runway.

### Interactive Airport Environment

The contractor shall provide an interactive airport environment by
adding other aircraft and ground support vehicles into the simulator
visual. These will be displayed on the own aircraft visual system and
the aircraft radio communications will be heard over the appropriate
frequencies. When applicable, traffic will also be perceived by the own
aircraft TCAS system.

The generation of this environment will be achieved either through the
execution of user-defined scenarios created with the standard lesson
plan editor or using direct manual inputs from the instructor at the IOS
station. These scenarios will define the characteristics of the general
traffic moving around the airport as well as special events required to
take place.

#### 2.11.9.1 Scenarios

The definition of the airport activity for a specific exercise shall be
controlled by a scenario. A scenario will contain a definition of the
overall traffic environment along with special situations required to
enhance the session. The scenario instructions will be prepared using a
lesson plan or the IOS station.

Events shall be selectable manually at any time or have a trigger
defined using variables available through the lesson plan editor.

#### 2.11.9.2 General Traffic

The general traffic should create the feeling of activity at the
airport, with aircraft taking-off, landing and taxiing around, as well
as support and ground vehicles moving around the airport. This will be
done automatically once the system is activated (manually or as dictated
in the lesson plan). The aircraft types and airline shall also be
selected randomly based on the airlines operating at the airport, the
aircraft types usually used by these airlines and the models available.
Support vehicles will be sent to the gates of arriving aircraft to
provide additional activity in those areas. Pushback trucks shall also
be used for departing aircraft when applicable. The list of available
support vehicles shall be adaptable so as to correspond to the services
offered by a given airport.

All the aircraft and vehicles generated as part of the general traffic
will move about the airport in a representative manner, following
existing paths and maintaining a suitable separation between themselves
and any other aircraft or vehicles. For all aircraft, the radio
communications that are normally associated with their activities will
be generated. These communications will be broadcast on the appropriate
radio frequencies and therefore will or will not be heard by the own
aircraft crew depending on the actual frequencies they are tuned to.

To avoid any undue delay on the own aircraft, the elements of the
general traffic will not interfere with the own aircraft. As long as the
own aircraft proceeds along its expected taxi route, other aircraft and
support vehicles will avoid it and yield right of way when crossing its
path. If the own aircraft deviates from its taxi route, conflicts may
arise but the general traffic will still avoid collisions.

# 3.0 Systems Simulation

The systems simulation for the different aircraft types shall be
described as follows:

## 3.1 General

This section specifies the simulation of the aircraft systems. The
numbering of the paragraphs shall correspond to those of specification
ATA-100, where applicable.

## 3.2 Extent of Simulation

Unless specified otherwise, the simulation of the aircraft systems shall
cover the characteristics of the aircraft as defined by approved data
from before power on through to power off, including the normal delay
effects due to environmental conditions.

## 3.3 Flight System

### 3.3.1 General

The flight integrations, aerodynamic force and moment coefficients,
ground steering, and oleo model equations shall execute at the basic
iteration rate of the host computer and associated I/O functions in
order to provide improvements in handling qualities for:

a.  Improved throughput from pilot input to motion, visual and flight
    instrument system responses

b.  Improved landing gear dynamics for more realistic simulation of
    ground handling characteristics

c.  Improved surface power control unit modeling

d.  More realistic coordination of motion and visual cues to pilot
    inputs, especially near or on the ground.

### 3.3.2 Performance

The simulation shall duplicate the performance, handling, and stall
characteristics of the simulated aircraft within its full design
envelope as defined in approved data.

The handling characteristics of the simulator outside of the design
envelope (i.e. unusual attitudes) shall be representative of the
simulated aircraft insofar as such characteristics are supported by
approved or predicted data, but as a minimum shall have provisions for
implementing such data as it becomes available.

### 3.3.3 Environmental Effects

The simulation of the environment on aircraft handling characteristics
shall include, but not be limited to, the following effects:

a.  Aircraft response to both crabbed and sideslip crosswind approach
    and landing techniques

b.  Wind on the aircraft flight path

c.  Wind shear on handling techniques

d.  Ice buildup

e.  Contaminants such as snow, slush, etc.

#### 3.3.3.1 Crash

A crash situation shall occur when the monitored parameters are
exceeded. A tail strike shall not cause crash condition, but shall
automatically be annunciated on the IOS.

#### 3.3.3.2 Weight and Center of Gravity (CG)

The gross weight and Center of Gravity (CG) shall be properly affected
by changes in fuel load and automatically reflected in the Flight
Management System (FMS) real-time. During the normal burn off or dumping
of fuel, flight characteristics and performance shall follow the weight
and CG changes as affected by the fuel depletion rate.

The operator shall have controls for displaying total weight and
adjusting payload weight and CG within the limits of the aircraft
configuration.

#### 3.3.3.3 Moments of Inertia

The moments of aircraft inertia about the X, Y, and Z axes shall be
computed for the empty aircraft and adjusted by the contributions due to
fuel as distributed in the various tanks and payloads. A documented
representative distribution of passengers and cargo load may be assumed
when computing payload contribution to the moments of inertia.

## 3.4 Air Conditioning and Pressurization

### 3.4.1 Air-Conditioning

The aircraft air-conditioning systems shall be simulated in accordance
with approved data to the extent that all transient and static
instrument indications shall function correctly. The effects on the
air-conditioning system indications of power source availability,
operating conditions and ambient conditions shall be simulated.
Representative air-conditioning loads shall be simulated.

Flight compartment air-conditioning outlets such as overhead diffusers,
eyeball outlets and air curtain nozzles shall be installed and utilized
for a limited portion of the cockpit air circulation. The pressure shall
be lower than that attainable in the actual aircraft.

The airflow from the outlets shall be controlled so that the flow can be
curtailed to correspond to certain reduced flow states of the system
experienced in the actual aircraft.

### 3.4.2 Cabin Pressurization

The pressurization system shall be simulated to the extent that all
flight compartment controls and indicators shall function as in the
aircraft. All inputs via the controls shall have the appropriate effects
in all modes of operation including transients. The actual pressure in
the cabin shall not be controlled.

Cabin relief valves and aural altitude warnings shall function at the
correct settings. Relief valves shall produce the appropriate
pressurization indications. Pressure or rate changes introduced by
engine or Auxiliary Power Unit (APU) handling influencing the
pressurization system shall be simulated and shall be indicated
accordingly.

**Note:**

**When the operator is slewing the aircraft in altitude, the
pressurization system shall follow the aircraft altitude and undesirable
effects (such as pressurization controller failures) shall not occur.**

## 3.5 Automatic Flight Control System (AFCS)

### 3.5.1 General

The AFCS shall be software simulated in the host computer, in all its
modes of operation, as installed on the aircraft.

The AFCS control panel and all controls and indicators shall be
functional. The control panel shall allow mode switching and command
signal settings as in the aircraft. Changes in control setting and in
automatic mode switching due to navigation beam capture, etc., shall
provide responses in accordance with approved data. All sensor points
shall be correctly simulated.

Instrument-switching wiring shall be routed to the host computer so that
switching function changes can be incorporated by means of software.

### 3.5.2 Autopilot

The automatic pilot functions and overall flight performance shall be
simulated according to approved data. The simulated autopilot shall
control the simulator during climb, cruise, approach, landing, and
automatic approach conditions. The autopilot preflight check
characteristics shall be simulated. When coupled, the autopilot shall
accept pilot-induced pitch and roll changes via the control wheel
steering system, if applicable.

### Flight Director

The aircraft flight director system shall be simulated. The simulated
flight director system shall use the same control laws as in the
aircraft. Flight director system operation shall be equivalent to the
aircraft flight director system as detailed in the approved data. Flight
director modes shall be generated in a manner identical to the actual
aircraft flight director system. Mode selection, signal and power
availability and signal levels shall determine the mode functioning.
Command signals shall function as in the aircraft. Selected course,
signal errors, rates, and corrective signals shall determine the
computer command signals.

### Autopilot During Flight Freeze

The output value of lag washouts and integrators shall remain the same
throughout the flight freeze. Servo commands shall be frozen. System
logic including mode selection and annunciations shall be functional
during the freeze. The selected mode shall function correctly when the
freeze is removed with no instability or unusual corrections required.

## 3.6 Communication and Audio Equipment

### 3.6.1 General

The aircraft communication system of the crew stations located in the
simulated area shall be simulated. Aircraft microphones and headsets
shall be used for the flight crew as well as for the operator.

### 3.6.2 Aircraft Communication Simulation

The following radio and interphone systems shall be simulated.

### 3.6.3 Very High Frequency (VHF) Communication

The function of the Very High Frequency (VHF) communication system
control panels, as installed in the aircraft, shall be simulated in
accordance with approved data. Distance and elevation of the simulated
aircraft with respect to the tuned ground station shall be computed to
realistically simulate air-to-ground communications. Provisions shall be
made to allow the insertion of Air Traffic Control (ATC) chatter or
instructions to the flight crew.

### 3.6.4 High Frequency (HF) Communication 

The function of the HF communication system control panels, if installed
in the aircraft, shall be simulated in accordance with approved data.
The warm-up period and antenna tuning audible cues shall also be
simulated.

### 3.6.5 Flight, Cabin and External Communications

The interphone systems, as installed in the simulated area of the
aircraft, shall be simulated in accordance with approved data.

Two-way communication between the crew and outside the cockpit, cabin
and ground crew, shall be possible using the ICS. The instructor does
not need to talk to the ground crew or cabin; however, monitoring of
these voice communications is required from the IOS.

### 3.6.6 Passenger Address System

The passenger address system, including the hand-held microphone located
on the pedestal, shall function in accordance with approved data. In the
non-simulated area, a loudspeaker shall be provided to allow the
operator to monitor crew announcements on the passenger address system.

### 3.6.7 Selective Call (SELCAL)

The function of the control panels shall be simulated as installed on
the simulated aircraft. The SELCAL and VHF SELCAL input shall be
controllable from the IOS.

### 3.6.8 Voice Recording

The flight compartment voice recorder shall simulate level indications
with tone on test and CVR delay. The erase tone shall be inhibited by
ground sensing and parking brake circuitry according to normal aircraft
logic. The microphone for the voice recorder shall be active and
provisions available to allow connection to an external recorder for
audio recording. In addition to the CVR, provisions shall be provided to
allow recording of audio from the aircraft radio/interphone system, and
to allow connecting audio outputs to standard telephone and modem
(voice)lines.

### 3.6.9 Satellite Communications (SATCOM)

Need not be simulated.

## 3.7 Electrical Power System

### 3.7.1 Simulation Effects

All electrical system switches, controls and indicators in the simulated
area shall be simulated and have the same effects as in the aircraft.
Power shall be provided to all electrically dependent systems. Voltages,
frequencies and loads shall be computed as a correct function of system
status and shall be properly presented on the appropriate instruments
and/or displays.

### 3.7.2 Power Generation

The power generating system shall be simulated and shall take into
account generator oil temperature as a function of engine mode of
operation and generator load. Generator voltage and frequency shall be
appropriately simulated.

The generator control unit logic, including automatic system protection,
shall be simulated to provide correct effects on generator operation in
proper sequence and with correct time delays. Any other unit, if
applicable, shall be simulated to provide correct effects on load
control, parallel operation, APU and external power control.

All significant transients such as motor loads and steady-state loads on
generators, Transformer Rectifier Units (TRUs) and battery drain shall
be computed and displayed on the appropriate display or instrument. Load
transfers and load shedding shall be computed were applicable. The TRU
DC voltage shall be computed as a function of TRU load.

All indications shall be correctly presented in generator paralleled and
unparalleled conditions.

Battery charge and voltage shall be computed as a function of the
battery charger and battery load. The battery charger shall be simulated
including charging characteristics.

### 3.7.3 Switching and Circuit Logic

All AC and DC circuit logic within the electrical system shall be
simulated. The various buses shall be computed depending on circuit
logic and power source availability (i.e., APU, external power,
battery).

### 3.7.4 Circuit Breaker (CB)s

CB status and dependency on any associated bus status shall be computed
by a software program and provided to all electrically dependent
systems. The effects of single-phase failure on three-phase motor
operation shall be simulated.

All CBs in the cockpit that are part of a simulated aircraft system
shall be provided with wiring to the interface for remote tripping.
Remote tripping shall be accomplished by the addition of a malfunction
to the operator IOS pages to preclude the need for hardware
modification. The secondary lighting CBs shall provide the same
protection as in the aircraft.

In the case of special aircraft avionic hardware, additional CBs shall
be incorporated into the power input lines to provide the same
protection as in the aircraft. The CBs may be located outside the
simulator compartment and shall be easily accessible.

### 3.7.5 Operator Control of Electrical System

The operator shall be able to reconnect the Integrated Drive Generator
(IDG), and reset the battery charger.

## 3.8 Miscellaneous Flight Deck Equipment

The aircraft miscellaneous equipment (fire extinguisher, oxygen
cylinder, etc.) is installed in the simulated area shall be installed in
the simulator.

### 3.8.1 Eye Reference Position Marker

This shall be installed as in the aircraft. The pilots design eye
position shall be determined and clearly located on documentation for
future reference. If no permanent position is marked, a temporary
reference will be provided to be removed after acceptance.

## 3.9 Fire Detection/Protection System

### 3.9.1 General

The power plant, APU cargo compartment, and wheel well fire
detection/protection systems, as applicable, shall be simulated.

The fire detection system shall correctly simulate the fire warnings,
both visual and aural, that could be introduced by fire test or an
engine, APU, cargo compartment, or wheel well fire condition. The
simulated engine fire condition shall be capable of being triggered by
operator-introduced malfunctions or by events such as high engine
nacelle temperature.

### 3.9.2 Operator Control of Fire System

The operator shall be able to recharge the fire agent by means of a
reset facility.

## 3.10 Flight Controls

Both primary and secondary controls shall be simulated by hydrostatic
load units.

### 3.10.1 Control Loading Units

#### 3.10.1.1 General

The following flight control systems shall be simulated:

a.  Side Stick

b.  Rudder pedals

c.  Nosewheel steering

d.  Brake pedals

#### 3.10.1.2 Simulation Effects

The simulation shall include the appropriate pilot forces and surface
deflections. Powered operation shall be simulated including the effects
of aerodynamic forces on the control surfaces.

The simulation shall include accurate reproduction of the following
effects as applicable:

a.  Inertia forces

b.  Friction forces (coulomb and viscous)

c.  Breakout forces

d.  Centering spring forces

e.  Surface blowdown and/or float

f.  Aerodynamic forces and Q-feel forces

g.  Bob weight

h.  Cable stretch

i.  Loss of hydraulic pressure

j.  Autopilot, including cam-out forces

k.  Trims

l.  Pilot forces

m.  Velocity limits

n.  Travel limits (stops)

o.  Nonlinearities and time response

p.  Nosewheel scuffing

q.  Flight control jams.

#### 3.10.1.3 Nosewheel Steering Control

The nosewheel steering system shall be simulated. Appropriate forces on
the tillers, including castering and backdrive effects, if applicable,
shall be simulated. On-ground heading changes shall be accurately
coordinated with the nosewheel steering inputs and shall provide proper
coordination with a visual system.

The position of the nosewheel shall be fed into the flight system and
rigorously processed to produce the appropriate response of the aircraft
on ground. Similarly, rudder pedal effects on the nosewheel steering
system shall provide the correct aircraft responses.

### 3.10.2 Passive Load Units

#### 3.10.2.1 General

The following aircraft control systems shall be simulated via passive
load units, as applicable:

a.  Flap lever

b.  Landing gear (main and emergency)

c.  Fire handles

d.  Fuel shutoff levers

e.  Engine power levers

f.  Spoiler/speed brake handle

Passive force systems load units may represent mechanical loading
mechanisms. If electrical units are used on the aircraft, then actual
aircraft parts or equivalent shall be utilized.

#### 3.10.2.2 Simulation Effects

The simulation shall include correct deflection and rate of movement of
the surface or appendage and appropriate generation of the control
force.

The effect of hydraulic pressure loss upon the position of the aircraft
surfaces shall be simulated.

### 3.10.3 Stabilizer Trim

The stabilizer trim system shall be simulated. The position of the
stabilizer drive input to the flight system shall generate appropriate
aerodynamic effects. The system shall respond to momentary inputs of the
pilot trim switch. The stabilizer trim system shall respond to the
autopilot trim commands, as appropriate. The effects of secondary trim
controls and priority levels shall be correctly simulated. Failures,
such as a jammed stabilizer, shall be simulated.

### 3.10.4 Flaps

#### 3.10.4.1 General

The simulation of the aircraft flaps shall include the following:

a.  Primary system sequencing, timing interlock, failure protection
    circuits, analog and/or digital indication and warning annunciation

b.  Operation of alternate Leading-Edge (LE) or slats and Trailing-Edge
    (TE) flap systems

c.  Transient and stabilized indications on hydraulic pressure and
    quantity indicators

d.  Flap rates as a function of hydraulic loads and airspeed

e.  Effect on flight characteristics of LE or slats and TE flap
    positions

f.  Sounds associated with flap operation

g.  Flap asymmetry detection, if applicable

h.  Simulation of any control unit, as applicable

### 3.10.5 Spoilers

The aerodynamic responses due to symmetric and asymmetric deployment of
spoilers shall be simulated.

## 3.11 Fuel System

The fuel system shall be simulated and include the following.

### 3.11.1 Control

The status of all fuel pumps (boost, transfer, dump, ejector, as
applicable), valve position, and corresponding lights and relays shall
be simulated as a function of switches, fire handles, and bus and CB
status. The fuel control units(s)(if applicable) logic shall be
simulated to provide correct effects on fuel components operation.

### 3.11.2 Pressure

Pump pressure shall be simulated in accordance with pump performance
data as a function of pump status, fuel flow (i.e., engine and APU
demand), and ambient temperature. Tank, cross feed manifold, engine
manifold, and dump manifold pressures shall be computed as a function of
pump pressure and valve status.

### 3.11.3 Flow

Fuel transfer shall be simulated as a function of valve position and
quantity at rates in accordance with approved data. The CG variations
due to fuel distribution and slosh shall be simulated.

### 3.11.4 Temperature

Engine fuel temperature (if applicable) and tank fuel temperature shall
be computed as a function of quantity, ambient temperature and time.
Heating effects based on engine oil temperature and time shall be
simulated.

### 3.11.5 Icing

Icing conditions shall be simulated as a function of fuel temperature
and operator icing inputs. Icing effects shall be reflected on icing and
heater lights wherever applicable.

### 3.11.6 Operator Control of Fuel

Fuel tank quantity shall be available as an operator input to allow
setting of individual tank quantities or automatic distribution of a
total quantity input in accordance with the fuel loading schedule and
updated to FMS fuel quantity real-time.

### 3.11.7 Fuel Jettison

The fuel jettison system shall be simulated, if applicable.

## 3.12 Hydraulics

### 3.12.1 General

The hydraulics simulation shall faithfully reproduce the static and
dynamic performance of the aircraft hydraulic system.

Modeling of the control logic, electrical valves (motor and solenoid),
priority valves, Power Transfer Unit (PTU) (if applicable), flow
limiters, and associated indications shall be representative of the
aircraft and shall respond to the appropriate switches, CBs and relays.
Low-pressure and high-temperature warnings shall illuminate or display
at representative aircraft system values. The Hydraulic System
Monitoring Unit (HSMU) shall be simulated to provide correct effects on
hydraulics components operation.

The hydraulic system fluid pressure and flow characteristics shall take
into account all automatic and manual constraints that affect pressure
indication or another system response. Pressure transients due to
charging system or subsystem (i.e., brakes) accumulators during pressure
buildup and those due to the transfer of hydraulic load between systems,
as well as those produced by ancillary, primary and secondary control
movements, shall be accurately simulated. Fluid volume as indicated on
the quantity indications shall vary authentically and deplete at the
specified rate during a leak malfunction condition.

Fluid temperature shall be computed as a function of the ambient
conditions and the system load, for display by the appropriate
instrument/display, where applicable.

### 3.12.2 Operator Control of Hydraulics

Hydraulic quantities and temperature and ram air turbine reset shall be
provided through the IOS.

## 3.13 Ice and Rain Protection

### 3.13.1 Introduction

This section describes the simulation of the aircraft ice and rain
protection systems.

### 3.13.2 Ice Detectors and Annunciators

Ice detectors and annunciators shall be simulated to function as in the
aircraft. The effects of surface ice accumulation on aircraft
performance shall be simulated.

### 3.13.3 Surface Ice Protection

The surface ice protection system of the aircraft shall be simulated.
Controls, annunciators and warning lights shall function correctly.
Electrical, pneumatic and power plant transients resulting from the ice
protection system shall be simulated. Ice accumulation shall be computed
as a function of icing conditions and ice protection system operation.

### 3.13.4 Probe and Static Port Icing

Anti-icing on pitots and probes and its effect on ice accumulation shall
be simulated. Each instrument and system with pitot-static inputs shall
be simulated. The effect shall be a function of the severity of the
selected icing and how each individual pitot probe, pitot drain and
static port is iced up. Furthermore, the indications shall be a function
of the aircraft flight path (i.e., climb, constant altitude cruise,
descent). Load readings and warning lights shall reflect system
operation. The temperature of probes shall be computed to provide
cyclical heating and cooling where required. Electrical system
transients shall be provided.

### 3.13.5 Engine Anti-Ice Systems

The engine anti-ice systems shall be simulated. Anti-ice valve switches,
monitoring lights, shall function as in the aircraft. Effects on engine
ice accumulation , air bleed extraction, and pneumatic and electrical
systems shall be simulated.

### 3.13.6 Windshield Heating

Windshield heating and cooling effects on electrical loadmeters shall be
simulated.

### 3.13.7 Windshield Wipers

The windshield wipers shall be simulated only to the extent that all
controls function, and the appropriate sound effects are provided. If
there is a case where there is a training requirement to have the wipers
installed in parked position only, this shall be specified prior to the
Aircraft Configuration Data Freeze Date.

## 3.14 Warning Systems

Aural, visual and vibratory warning systems (e.g., horn, annunciator,
chimes, stick shaker) as installed in the aircraft simulated area shall
be reproduced.

The annunciator lights, master caution and master warning lights shall
be simulated with proper time delays. All warning systems including test
circuitry shall be operable as in the aircraft.

### 3.14.1 Reactive and Predictive Wind Shear Warning Systems

Reactive and predictive wind shear warning systems shall be provided.

## 3.15 Landing Gear and Brakes

### 3.15.1 Landing Gear

The operation of the aircraft landing gear system shall be simulated.
The model includes simulation of each oleo. The simulation shall include
the following:

a.  Sequencing, timing and illumination of the landing gear and door
    position lights, as applicable

b.  Gear extension and retraction rates as a function of hydraulic loads
    and airspeed

c.  Transient and stabilized indications on hydraulic pressure and
    quantity indicators

d.  Proper sequence and presentation of the sounds and motion bumps
    associated with landing gear operation

e.  Operation of the landing gear warning system

f.  Drag effects for gear extension

g.  Gear lever forces

h.  Functions of all on-ground switches

i.  Gear collapse with associated noises and motion cues when the
    fuselage scrapes the runway

j.  The operator shall be able to insert an aircraft-on-jacks condition
    to permit operation of the landing gear while in the on-ground mode.
    All systems depending on ground relay information shall revert to
    flight conditions when the aircraft is put on jacks.

### 3.15.2 Emergency Landing Gear System

If applicable, emergency extension of both the main gear and the nose
gear shall be simulated including appropriate noises and effects upon
the flight performance.

### 3.15.3 Landing Gear Control System

The landing gear control unit or proximity switch control unit logic
shall be simulated to provide correct effects on landing gear operation.

### 3.15.4 Brakes

The operation of the aircraft brake system shall be simulated. The
simulation shall include the following:

a.  Operation of the parking brake system

b.  Operation of the antiskid control logic and autobrake (if
    applicable) and Rejected Takeoff (RTO)

c.  Transient indications on hydraulic pressure and quantity indications
    when brake pedals are pressed and during antiskid (or autobrake, if
    installed) and RTO operation

d.  Pneumatic (if applicable)and hydraulic brake pressure indication,
    including transients

e.  Main gear and nose braking effects (if applicable) and RTO

f.  Effects of the antiskid protection on the braking force, including
    antiskid failures (including icing)

g.  Brake temperature effects on braking efficiencies

h.  Brake force variation with accumulator brake pressure

i.  Brake temperature effects on appropriate indicator/display

j.  Runway conditions

k.  Effects of tire failures

## 3.16 Navigation Systems

### 3.16.1 VHF Navigation System (VOR, ILS, DME, Marker)

The VHF navigation system simulation shall include the operation of the
VOR/ILS/marker beacon receivers and Distance Measuring Equipment (DME)
receiver/transmitters and their associated antenna systems and controls.

The ILS parameters shall be computed so that at a specific distance from
the ILS reference point, indications in the aircraft represent spatial
displacements from the centerline or glide path as appropriate.
Provisions shall be provided for introducing controlled noise and/or
scalloping onto the glideslope and localize beam patterns.

The simulation shall account for the physical location of the receiving
antenna relative to the CG of the aircraft and therefore shall reflect
changes in perceived height or lateral translation as the aircraft is
rotated or yawed about the CG.

Very High Frequency Omni Directional Range (VOR)simulation shall provide
for out-of-tune condition, cone of confusion and Very High Frequency
Omni Directional Test (VOT) (VOR test station) functions.

DME simulation shall include computation of distance and (if applicable)
time-to-go and range rate from a selected ground transponder, for
presentation on the DME indicator displays. DME lock-on delays as well
as range memory mode shall be fully simulated.

Presentation of VOR, ILS, DME and marker beacon data on the appropriate
indicators shall reflect control panel settings, power conditioning,
malfunction status and transmitting station characteristics.

Section 5 details the simulation of ground stations, their transmission
and reception characteristics.

Signal strength shall vary realistically as a function of range and
shall depend on antenna to ground station line-of-sight.

Software provisions shall be incorporated that shall allow modulation of
the ILS glide slope and localizer signals with sinusoidal noise patterns
controlled from an operators IOS page.

### 3.16.2 Automatic Direction Finding (ADF)

The ADF simulation shall be accomplished in conjunction with the stored
radio station data base. All modes of operation with appropriate
receiver gain characteristics shall be simulated.

A representative receiver selectivity shall be provided in order to
allow the tuning characteristics to be realistically simulated,
including adjacent channel interference.

Simulation shall include keyed audio identification, Beat Frequency
Oscillator (BFO), and erratic and unreliable bearings caused by fading
and weak signals.

### 3.16.3 Air Traffic Control (ATC) Transponder

The ATC system simulation shall include the operation of the respective
receiver/transmitter and its associated antenna system, providing
control panel indications in response to crew actions or malfunction
input.

The system simulation shall enable operation in all modes.

## 3.17 Flight Instruments

### 3.17.1 General

The flight instrument system shall be simulated and shall include the
following effects:

a.  All logic effects due to switching, bus power distribution, CBs, and
    validity flags.

b.  Operation of the air data system

### 3.17.2 Air Data Systems

#### 3.17.2.1 Air Data Probes

The pitot and temperature probes and static ports shall be simulated to
include the following effects:

a.  Probe heaters logic

b.  Probe icing effects including blockage. Blockage rate to be IOS
    controlled from 0-100%

c.  Position errors

d.  Alternate selections

e.  Ground effects errors

#### 3.17.2.2 Air Data Computers

The air data computers shall be simulated to provide validity and
complete air data information required in the cockpit.

#### 3.17.2.3 Air Data Instruments

The following indications, as installed in the aircraft, shall be
simulated:

a.  Altimeters including QFE effects shall be simulated

b.  Vertical speed indicators

c.  Mach/airspeed indicators

d.  True airspeed indicators

e.  Total air temperature indicators

f.  Static air temperature indicators

For each indication the instrument time response or pneumatic lag shall
be simulated as applicable.

### 3.17.3 Radio Altimeters

The functions of radio altimeters shall be simulated and include the
following:

a.  Offset of antenna from CG

b.  Radio altimeter roll and pitch limits

c.  Effect of test function

d.  Visual and aural warnings (as applicable)

e.  Slant effects

### 3.17.4 Standby Flight Instruments

The standby flight instruments, as installed in the simulated aircraft,
shall be simulated.

### 3.17.5 Clocks

The clock functions shall be simulated.

## 3.18 Traffic Alert and Collision Avoidance System (TCAS)

### 3.18.1 General

The TCAS II shall be simulated through the use of a Primary Flight
Display (PFD) and Navigation Display (ND). The control panel shall be a
Gables G6990-40 Dual Mode S ATC/TCAS with keyboard entry.

### 3.18.2 TCAS Processor

The TCAS II processor shall be simulated in the host computer and shall
provide the necessary interface to drive the TCAS display unit and the
aural warnings for the Traffic Advisory (TA) and Resolution Advisory
(RA).

The host simulation software shall generate the flight path of the
intruders and traffic aircraft. It shall also control and format all
TCAS processor inputs and outputs. IOS controls shall enable selection
of TCAS scenarios.

### 3.18.3 TCAS Display Unit

The TCAS display unit shall display traffic and RA information. The TCAS
display unit shall be capable of displaying additional information
provided by various types of transponders. Mode C and mode S
transponders shall provide relative altitude, bearing and range. Mode A
transponders shall provide bearing and range only.
Non-transponder-equipped aircraft shall not generate a display
presentation. Note: The functions of the TCAS display unit referenced
here shall be integrated within the PFD for alerts and RA information.
The TCAS display unit functions for the traffic display shall be
integrated into the ND.

RAs shall be provided only for mode C and mode S transponder-equipped
aircraft.

The value of the TCAS/mode S identification shall ensure that the
simulator TCAS pro­ces­sor is always in control of the RAs generation
(master).

### 3.18.4 TCAS Operator Control

The operator will have the capability to create a realistic traffic
environment, which will lead to a near collision unless the pilot of the
threatened aircraft takes appropriate action. This environment will
consist of a number of traffic aircraft, and one or two threat aircraft;
the latter will follow a selected scenario. The position of all aircraft
will be made available to the TCAS processor and to the visual system,
which will then display this traffic within its capabilities.

The operator will be able to request up to six traffic aircraft to
occupy the airspace within a region of approximately 15 nmi from the
simulated airborne aircraft. This traffic will consist of general
traffic that follows straight line paths or traffic associated with the
active visual runway. Each traffic aircraft will be on a flight path
that may not become a threat unless the simulated aircraft maneuvers to
a collision course. Inbound runway traffic will approach on a downwind
leg or straight in, depending on whether the simulated aircraft is in
front of or behind the touchdown point, and continue along the runway
until takeoff, where it will remain in a straight climb until it becomes
inactive. It will be possible to specify the transponder equipment of
the traffic as follows: no altitude reporting, all altitude reporting,
or mixed.

The threat aircraft flight path may be initiated from any of seven
directions provided the simulated aircraft is airborne and any
previously initiated threat is no longer active. The operator specifies
whether the main threat is above, below, or at the same altitude as the
simulated aircraft. The actual altitude offset and the relative speed of
a threat in all cases will be determined by the simulation software. The
initial range of a threat will be at least 12 nmi from the simulated
aircraft to avoid sudden and unrealistic appearance of traffic on the
TCAS display(s). The heading, speed and altitude rate of a threat
(vertical speed) will be adjusted periodically, but within reasonable
limits, while a scenario is active (up to approximately 60 seconds prior
to the expected encounter) in response to changes from the predicted
position of the simulated aircraft.

The following threat scenarios shall be available:

a.  TA Only - This is a single threat that, at the time of initiation,
    is scheduled to pass at a distance sufficient to produce a TA but
    not a RA.

b.  RA - No Climb/No Descend. These are multiple threats that, at the
    time of initiation, are scheduled to pass sufficiently close above
    and below so that the first threat produces a climb/descend RA while
    the second threat generates a no climb/no descend advisory.

c.  RA - Climb/Descend. This is a single threat, which is scheduled to
    pass at a safe altitude (no TA). However, prior to passing, the
    threat ascends/descends in such a manner as to produce a TA followed
    by a positive RA.

d.  RA -- Crossing Climb/Descend. These are single threat encounters
    that are intended to generate a "Crossing Climb" and a "Crossing
    Descend" RA. During the "Crossing Climb" scenario, the threat
    aircraft shall be above ownship aircraft and ownship aircraft shall
    be required to climb through and pass above the threat aircraft
    altitude. During the "Crossing Descend" scenario, the threat
    aircraft shall be below ownship aircraft and ownship aircraft shall
    be required to descend through and pass below the threat aircraft
    altitude.

e.  RA -- Crossing Climb/Descend RA's that revert to reversals in
    direction due to post RA maneuvers by the threat aircraft. These are
    single threat encounters that are intended to generate an initial
    "Crossing Climb" and a "Crossing Descend" RA followed by a reversal
    to a "Descend, Descend Now" RA and a "Climb, Climb Now" RA. During
    the "Crossing Climb" scenario, the threat aircraft shall be above
    ownship aircraft and ownship aircraft shall be required to climb
    through and pass above the threat aircraft altitude. During the
    "Crossing Descend" scenario, the threat aircraft shall be below
    ownship aircraft and ownship aircraft will be required to descend
    through and pass below the threat aircraft altitude. Soon after the
    initial RA is posted, the threat will maneuver in the opposite
    direction as initially commanded so as to thwart the initial RA and
    require TCAS to generate the reversal RA.

f.  RA - Climb/Descend. This is a single threat, which, at the time of
    initiation, is scheduled to pass sufficiently close to create a
    Climb or Descend RA. After the initial RA is generate, but prior to
    passing, the threat increases its rate of climb/descent to force
    further corrective action by the crew. Note: In this case, an
    "increase Climb" or "Increase Descend" RA will be generated.

g.  RA - Further Crew Action Required in the Presence of a Second
    Threat. This is similar to item (f), except a second threat
    above/below the first which, at the time of initiation, is scheduled
    to pass at a safe distance, alters it rate of climb/descent in such
    a manner as to force further corrective action by the crew.

h.  Discuss need to simulate the crossing climb/descend scenarios and
    the possibility to model the proposed Change 8 algorythms.

The transponder equipment of a threat aircraft will be selected by the
operator as mode A or mode C/S. The threat aircraft will not make
maneuvers to avoid collisions. Provisions shall be incorporated that
allow the FAA to build custom scenarios for intruder aircraft. This
shall be done via an IOS page where it shall be possible to set
altitude, airspeed, heading, rate of climb/descent and other pertinent
characteristics. This provision shall allow constructing simultaneous
parallel approaches.

## 3.19 Electronic Instrumentation System (EIS)

The EIS is composed of the following:

a.  EFIS

b.  Electronic Centralized Aircraft Monitor (ECAM) system.

### 3.19.1 EFIS System Description

The EFIS shall be simulated using the following aircraft units:

a.  Two (pilot and copilot) PFDs

b.  Two (pilot and copilot) NDs

c.  Two (pilot and copilot) EFIS control panels

d.  Two (pilot and copilot) PFD/ND XFR and brightness panels

e.  Two Display Management Computers (DMCs)

#### 3.19.1.1 Primary Flight Display (PFD)

The PFD simulation shall display the same information as the aircraft,
including the following:

a.  Pitch and roll attitude display

b.  Pitch and roll flight-director commands

c.  Localizer and glide path deviation

d.  Speed deviation

e.  Radio altitude and decision height

f.  Airspeed

g.  Flight path angle

h.  A secondary test mode, which causes the display of a built-in test
    pattern and a self-test go/no-go indication

i.  Mode and failure annunciation

#### 3.19.1.2 Navigation Display (ND)

All modes of the ND shall be simulated. The primary mode of operation is
a track-oriented map display of aeronautical charts with relative
aircraft position and direction. The internal test mode that causes the
display of a built-in test pattern and a system self-test indication
shall be simulated.

#### 3.19.1.3 EFIS Control

EFIS control panels and PFD/ND XFR and brightness control panels shall
be installed. All modes of the EFIS control panels shall be simulated as
per the aircraft.

#### 3.19.1.4 Display Management Computers (DMC)

#### 3.19.1.4.1 General

Two DMCs shall be installed and shall be used to perform processing and
reformatting of sensor data in order to drive the six EIS displays
forming the cockpit EFIS and ECAM. All DMC functions shall operate as in
the aircraft.

#### 3.19.1.4.2 System Interface

The DMCs shall communicate with system software modules via the
simulator CPU I/O, standard interface and ARINC 429 interface.

The two System Data Acquisition Concentrators (SDACs) normally installed
in the aircraft shall be simulated in software and shall provide data to
the DMCs by way of the ARINC 429 interface, which greatly reduces the
requirements for analog and discrete interfaces to the EIS.

### 3.19.2 Electronic Centralized Aircraft Monitor (ECAM) System

#### 3.19.2.1 System Description

The ECAM aircraft warning system shall be simulated to include the
following:

a.  Engine Warning Display (EWD) (aircraft unit)

b.  System Display (SD) (aircraft unit)

c.  ECAM control panel (Aircraft unit)

d.  Flight Warning Computer (FWC) can be (software simulated)

### 3.19.3 Primary Instrument Display Switching

Automatic and manual display switching functions shall be fully
simulated.

### 3.19.4 Engine Indication System 

All modes of operation of the center displays (supper and lower) shall
be simulated.

**3.19.5 On-board Data Loader (if installed)**

The on-board data loader shall be provided as required.

## 3.20 Flight Management Computer System (FMCS)

The FMS simulation shall include the following:

a.  Flight Management Computers (FMCs)

b.  Captain and F/O Multifunction Control Display Unit (MCDU)

The FMC rehost, if used, shall include the functions of performance
management, guidance, navigation and display data processing that are
available on the aircraft.

The EFIS interface shall allow presentation of the flight plan on the
EHSI and other pertinent data on both the ND and PFD. These displays
shall represent the FMCS flight legs, waypoint and related data relevant
to the selection on the EFIS ND mode panels.

### 3.20.1 FMC Rehost Configuration

The FMC rehost approach shall consist of replacing each aircraft FMC
with a commercially available computer system running the actual FMC
executable software. The FMCs shall connect to the simulation host
computer using standard Ethernet communication lines. Using the same
software load as the actual aircraft FMCs shall ensure identical
performance and shall ensure that software updates are immediately
available for the simulator.

The contractor shall provide assistance for FMC software load upgrades
for a period of two years following implementation of the final Level D
flight test data.

### 3.20.2 FMCS Flight Planning and Navigation Database (NDB)

The rehosted FMCS shall include the FAA aircraft FMCS NDB. The
contractor shall provide a utility to load the FAA supplied FMC database
in the simulator host computer. The different FAA NDBs for the FMC can
be selected via the IOS without requiring a reload. The aircraft FMC
loader is no longer required. The NDB will be updated by the FAA every
28 days in step with the airline fleet.

### 3.20.3 Flight Plan Copy/Load

The flight plan copy/load function shall allow the FAA to automatically
reload the FMC with a new flight plan (route) along with the performance
data required to activate this route. This function shall allow the user
to record and save into the host computer up to 20 pre-programmed flight
plans as entered by the crew on the CDU as entered by the flight crew.
These flight plans shall be available for reload at any time.

#### 3.20.3.1 General Operation

The vendor shall provide IOS pages that will enable the operator to
select the desired operations. The first page shall contain
predetermined flight plans that can be loaded to the FMC using the load
function. This page shall be called basic FMS repo­si­tion and each line
shall contain a short description of the predetermined flight plan.
These flight plans shall represent flight plans used by the FAA and
shall be defined before the start of acceptance. It shall be possible to
modify a flight plan description via an engineering terminal. Another
page shall allow the FAA to record a flight plan (or any data entered in
the FMC) and to save the data in the host where it shall be available
for later recall.

It shall be possible to associate the load operation to a reposition.
The selected flight plan shall be automatically reloaded in the FMC
every time a reposition is made by the operator. That function shall be
controlled via an AUTOLOAD selection on the IOS.

#### 3.20.3.2 Gross Weight/Fuel Weight Set

It shall automatically update the aircraft gross weight and fuel weight
in the FMC performance page when the simulator values are changed. FMC
MCDU entries shall be frozen during the gross weight step.

#### 3.20.3.3 Snapshot Take/Recall

It shall be possible to take a snapshot of the FMS memory and to recall
it automatically putting the FMS back in the exact same state as it was
upon taking the snapshot. This feature may be linked with any reposition
in order to allow easier/faster setup for repetitive evaluation
scenarios.

### 3.20.4 Dual/Single FMS Capability

The FAA shall have the capability to select a dual or single FMS
configuration via an IOS page (if applicable).

### 3.20.5 Aeronautical Radio Incorporated (ARINC) 610

Rehosted FMC software shall be capable of supplying all the aircraft FMC
embedded simulator functions as defined in the ARINC 610 specification.

#### 3.20.5.1 Freeze and Slew Functions

All freeze and slew functions shall be provided by the manipulation of
FMC inputs.

While all of the freeze and slew functions shall work, the following
limitations apply:

a.  Altitude Freeze, Altitude Slew. As the altitude is used by the FMS
    to predict descent paths in the Vertical Navigational (VNAV) mode,
    the performance immediately following release of the function may
    not be the same as that of the aircraft. Compensation shall be
    provided to minimize these effects.

b.  Airspeed Slew. The FMS uses airspeed for its target speed
    calculations and descent path calculations. Performance immediately
    following re­lease of the slew may not be as per the aircraft.
    Compensation shall be provided to minimize these effects.

## 3.21 Terrain Awareness and Warning System (TAWS)

The TAWS shall be simulated, through the use of aircraft hardware, for
all modes of operation available on the aircraft and shall include test
functions. Automatic switching of the EGPWS and Weather Radar (WXR) data
as commanded by the TAWS as well as the manual switching from the EFIS
control panel shall be fully simulated.

Correlation between the TAWS and the visual system terrain depiction
shall be compatible with the scene contents and capability of the visual
system.

### 3.21.1 Air Data Inertial Reference System (ADIRS)

#### 3.21.1.1 General

The ADIRS shall be simulated to provide outputs for aircraft angular
rate and acceleration, and computed outputs of attitude, true heading,
magnetic heading, velocity, present posi­tion and air data information
required in the cockpit. The ADIRU and backup battery characteris­tics
shall be fully simulated. All selections and display modes for each of
the ADIRUs shall be simulated. All modes of operation shall be
simulated.

#### 3.21.1.2 Operator Control of ADIRS

The following features shall be available to the operator:

a.  A fast align facility to bypass the alignment procedure

b.  Ability to insert an error in the attitude parameters

## 3.22 Global Positioning System (GPS)

### 3.22.1 General

The GPS provides data for display purposes and own aircraft position
keeping requirements.

### 3.22.2 Description

The GPS shall be simulated using software residing in the host computer
and shall perform the following GPS functions:

a.  Respond to external mode selection command

b.  Simulate the GPS NAVSTAR constellation based on the latest almanac
    data

c.  Compute position, time and Figure of Merit (FOM)/Dilution of
    Precision (DOP)

d.  Simulate typical initialization and satellite acquisition delays

e.  Simulate GPS antenna shadowing effects due to own aircraft maneuvers

f.  Provide GPS time reference to all user systems

g.  Simulate (as applicable) velocity and/or altitude aiding of the GPS
    solution.

The latest available almanac parameters shall be provided at delivery
time and shall be used to create a dynamic GPS NAVSTAR constellation.
Constellation data shall be used for GPS receiver range computations and
satellite selection criteria.

Satellite selection, computed FOM and DOP shall reflect realistic
satellite availability based on space vehicle elevation angle above the
horizon as well as satellite geometry and GPS antenna shadowing criteria
and shall reflect typical transmission conditions, unless an
operator-inserted malfunction causes signal degradation or satellite
failure.

The computed GPS position shall be based on the simulated aircraft
position-keeping algorithms and shall include realistic error simulation
as a function of selected satellite geometry. GPS solution error shall
be a function of the particular DOP and User Range Error (URE). URE
modeling shall make provision for typical errors due to atmospheric,
receiver and/or satellite error sources.

Position and range computations shall be performed using an elliptical
earth model based on the spheroid of the World Geodetic System 1984
(WGS-84) as defined by the US Defense Mapping Agency (DMA).

GPS mean sea level altitude shall be computed from the WGS-84 Geoid
Heights using a bilinear interpolation method as defined by DMA, and
height above the WGS-84 ellipsoid.

The GPS time shall be GMT derived from host computer reference time and
local time zone and shall be broadcast to all user systems.

The Receiver Autonomous Integrity Monitoring (RAIM) prediction
algorithms, if applicable, shall indicate a good geometry at the
destination unless an operator-initiated malfunction indicates
degradation.

## 3.23 Autothrust System

The autothrust system shall be simulated.

## 3.24 Weather Radar

### 3.24.1 General

The WXR system shall be simulated to the extent detailed herein. Weather
radar simulation shall be based on using stored weather cell shapes that
are scanned under software control to achieve a realistic radar display
representation of a weather system.

The WXR simulation shall have the following features:

a.  A database of at least 20 weather systems shall be provided, one of
    which shall be active at any time.

b.  Each weather system shall contain up to 20 weather cells chosen from
    6 predefined weather cell shapes corresponding to typical
    thunderstorm returns.

c.  Each weather cell shape shall provide at least 237-foot resolution
    and shall include precipitation and turbulence levels.

d.  On-line control of the weather systems shall be possible via the IOS
    and shall include selection, activation, reposition, and rotation.
    Weather system motion shall be possible with respect to the ambient
    wind speed and direction.

e.  Selected weather systems shall be graphically represented on the IOS
    map display in color when active and in gray scale when inactive.

f.  All functions selectable via the WXR control panel shall be
    simulated.

g.  The WXR image shall be displayed on appropriate cockpit display
    units.

h.  A ground clutter model shall be provided to show the antenna
    footprint on the ground. Ground mapping may be optionally simulated
    to provide varying terrain altitude effects.

i.  Turbulence, visibility, lightning, thunder and rain shall be
    simulated as special effects for added realism. These special
    effects shall be generated as a function of the aircraft position
    with respect to the weather system. Control over the special effects
    shall be available via the IOS.

j.  Weather systems shall be correlated to the visual cloud model,
    subject to limitations of the visual system in terms of the cloud
    model shape and size, and number of weather systems that can be
    correlated.

k.  Weather systems shall be modifiable from the IOS, except those that
    are correlated with the visual cloud model.

l.  On-line board-level diagnostics of the WXR processor board shall be
    provided.

## 3.25 Oxygen System

The oxygen system, including appropriate aircraft-type masks and
stowages as described in the approved data, shall be installed in the
simulator and shall be completely operable except that pressurized
breathing air shall substitute for oxygen. The oxygen mask microphone
system shall be simulated. The operation of the oxygen system controls
and indicators shall be simulated, with representa­tive depletion rates
of the simulated oxygen supply. The operator shall have the capability
of replenishing the simulated supply.

The flight deck oxygen regulator shall be connected to the air supply as
installed by the FAA.

## 3.26 Pneumatic Systems

The pneumatic systems of the aircraft shall be simulated. Engine air
bleed requirements shall be computed throughout the entire envelopes of
operation and shall be correctly related to airspeed, power setting,
ambient conditions, APU operation, ground cart connections, and engine
operation. Load variations shall be reflected on engine indications due
to changes in air bleed. Static and dynamic effects of duct pressure and
temperature shall be representa­tive of the aircraft simulated.

## 3.27 Auxiliary Power Unit (APU) System

### 3.27.1 General

APU control relays, valves, inlet door position, starter, starter load
on battery and ignition and Inlet Guide Vane (IGV) position (if
applicable) shall be simulated as a function of APU control unit logic,
control switches, fire handle, battery status, buses and CBs, and
air/ground relay status.

The run-up and run-down rpm shall be computed in accordance with
approved data as a function of the control relays, starter, windmill (if
applicable), ignition, fuel available (in­cluding altitude limit), time,
and ambient temperature.

The run-up and run-down Exhaust Gas Temperature (EGT) and bleed pressure
shall be computed as a function of rpm and ambient temperature and
pressure.

EGT, rpm, bleed pressure and bleed temperature during APU run
(steady-state and tran­sient conditions) shall be computed as a function
of ambient temperature, altitude, bleed loads, electrical load, and IGV
where applicable in accordance with approved data.

### 3.27.2 Operator Control of APU

The following features shall be available to the operator:

a.  APU variables (EGT and oil quantity) can be reset to normal state.

b.  APU quick start can be achieved to bypass lengthy normal start
    procedures.Number range level0Number range level1Number range
    level2Number range level3Number range level4Number range
    level5Number range level6Number range level7Number range level2

## 3.28 Propulsion System

### 3.28.1 General

The propulsion system shall be simulated as installed in the actual
airframe. The simulation shall include conditions of operation from
prior to engine starting to after engine shutdown. The characteristics
of the propulsion system shall be simulated within the complete flight
envelope for all temperature ranges. The effects of adverse flight
conditions, including icing, shall be reproduced.

Installation effects shall be implemented and shall include
inlet/exhaust losses, air bleed and power extraction effects. The
effects of engine conditions shall be reflected on all relevant aircraft
systems. The thrust simulation shall be an installed net thrust vector
oriented to engine location.

Propulsion system simulation shall include the following properties:

a.  The effects of significant air bleed demands shall be accounted for
    separately for each engine variable.

b.  Transient effects shall be carried out for each engine variable. The
    effects of altitude and temperature changes on engine transients
    shall be included.

c.  Ground idle and flight idle performance (where applicable) shall be
    implemented.

d.  Engine data shall be implemented in such a manner as to facilitate
    future simulation updates for upgrades and changes in engine model

### 3.28.2 Static and Dynamic Performance

The simulation of the propulsion system shall reproduce the static and
dynamic systems performance and instrument indications resulting from
the following:

a.  Pilot control settings including thrust levers, reverse thrust
    levers and any associated interlocks and controls

b.  Environmental conditions such as pressure, altitude, airspeed, and
    ambient tempera­ture

c.  Activation of buses and CBs

d.  Fuel availability, pressure and temperature

e.  Pneumatic supply pressure

f.  Air bleed demand

g.  Availability of hydraulics

h.  Engine performance due to incorrect procedures, e.g., high EGT
    during slow start

### 3.28.3 Starting

Engine starting and ignition systems shall be simulated and controlled
as in the aircraft both in the air and on the ground. The times to
achieve light-up and stabilized idle, and the simulation of transients
of engine variables during start shall be simulated. The start and
relight boundaries shall be reflected in the engine performance during
air starts. Start char­ac­teristics shall be simulated from all sources
(ground cart, APU, crossbleed, windmilling).

### 3.28.4 Transients

Engine transients shall be simulated over the complete flight regime
(startup, acceleration, deceleration, shutdown, reverse thrust).

### 3.28.5 Operator Control of Engines

The following features shall be available to the operator:

a.  Engine variables (temperature and oil quantity) can be reset to a
    nor­mal state

b.  Engine quick start can be achieved to bypass normal start proce­dures

### 3.28.6 Engine Ancillaries

Engine ancillary systems shall be simulated together with all associated
flight compartment instrumentation and controls. The effects on net
thrust, if any, shall be simulated. Included are the following systems:

a.  Oil system including the oil gulping effect with varying power
    settings

b.  Vibration indicators

c.  Engine nacelle temperature

d.  Inlet anti-ice

e.  Firewall shutoff

f.  Thrust reverser interlocks and logic

### 3.28.7 Engine Instrumentation

The engine instrument functions shall be simu­lated and shall include the
effects due to the following:

a.  All logic effects due to bus power distribution, CBs and validity
    flags

b.  Operator-initiated malfunctions

## 3.29 Head-Up Display (HUD) (option)

The simulator shall include installation of a digital BAE HUD system
appropriate to the aircraft. FAA requires a repeater display at the IOS
position. Details of the HUD system will be provided by the FAA when the
option is exercised.

## 3.30 Enhanced Vision System (EVS) (option)

The simulator shall be equipped with a BAE FLIR EVS appropriate to the
aircraft. The EVS shall fully integrated with HUD and the effects shall
be visible on the HUD repeater at the operator's position.

## 3.31 Electronic Flight Bag (EFB)(option)

The simulator shall include installation of an EFB system appropriate to
the aircraft. The FAA will specify an EFB to the manufacturer when
option is exercised.

## 4.0 Environmental Simulation

## 4.1 Atmospheric Environment

### 4.1.1 Barometric Pressure

Barometric pressure shall follow the International Civil Aviation
Organization (ICAO) standard atmosphere unless otherwise set by the
operator. The operator shall be able to vary sea level barometric
pressure from 950 to 1060 millibars (28.05 to 31.30 inches mercury).
Changing the sea level pressure shall affect the computation of pressure
altitude by algebraically adding an altitude increment. The barometric
pressure controls on the pressure altimeters shall operate to cancel the
effect of sea level pressure changes. The insertion of pressure
modifications shall not produce any undesirable transients.

### 4.1.2 Ambient Temperature

The static air temperature at the aircraft altitude shall be standard
atmospheric value unless the operator has selected a different
temperature input. The selectable inputs shall be ground temperature,
temperature at an intermediate altitude and temperature at the
tropopause. The temperature at the aircraft shall be linearly
interpolated, as a function of aircraft altitude, from these three
values. The ambient temperature shall remain unchanged above the
standard tropopause height (36,089 ft). A temperature reset feature
shall be available to reset the ambient temperature to the standard
atmospheric value.

An operator input to set the temperature at the aircraft shall also be
provided. This input shall automatically set the temperature at the
aircraft to the specified value, while the other three inputs shall be
incremented by the appropriate values. The insertion or modification of
temperature shall not produce any undesirable transients.

### 4.1.3 Runway Conditions

In addition to dry runways, it shall be possible to select water, slush,
snow, patchy wet, patchy ice, and wet-on-rubber conditions from the IOS.
The wet-on-rubber condition shall only be on the last 1,000 ft. at
either end of the runway. These conditions shall be reflected in the
coefficient of friction of the tires and fluid dynamic drag force
variations with ground speed. Thus, the effects representative of
stopping and directional control forces shall be simulated.

### 4.1.4 Ice Accumulation

Icing conditions shall be computed when the total air temperature is in
the range of -6ºC to -20ºC (+43ºF to -4ºF), the aircraft is in clouds,
the operator has selected icing intensity and no protective systems are
in operation. The operator shall be able to select icing intensity to
light, moderate and severe. The quantity of ice associated with each
condition shall be shown on the IOS page. When icing conditions are met,
gradual ice accumulation shall occur with appropriate effects on
aircraft performance, engine operation, and all pitot-static and
dependent systems. When the icing conditions cease to exist, the ice
shall be removed automatically at a realistic rate.

### 4.1.5 Simulation of Wind Effects

#### 4.1.5.1 Wind Inputs

It shall be possible for the operator to set surface wind speed (at the
airfield) from 0 to 100 knots and the surface wind direction. Surface
wind shall be the wind speed at 30 ft above ground. Below 30 ft, the
speed shall exponentially decay in a realistic manner. There shall be an
IOS on control available that shall permit the operator to specify a
linear decay rate.

The operator shall also be able to select wind speed (0 to 300 knots)
and direction at an intermediate altitude and at the tropopause. Wind
speed and direction shall be linearly interpolated between these three
levels. Above the tropopause, the wind speed and direction shall remain
constant. The control page on the IOS shall have provisions for
inserting wind model that shall be definable for a wind speed at one
altitude that shall change to a different speed and direction at a
second altitude. The change between altitudes shall be gradual over the
range of the separation.

The insertion or modification of wind shall not produce any undesirable
transients. It shall be possible for the operator to monitor the wind
speed and direction at the aircraft altitude.

#### 4.1.5.2 Wind Shear Effects

The effects of three-dimensional wind shear shall be introduced by the
selection of wind shear profiles summed with the steady state wind
condition derived form wind lapse rate calculations.

The contractor shall implement eleven standard wind shear profiles from
the FAA and National Aeronautics and Space Administration (NASA) data
sources as described in 4.1.5.2.1 below. The contractor shall be
responsible for providing the data used to build the 11 wind shear
models.

Wind shears from the FAA's B-737-800 NG simulator shall be integrated.

#### 4.1.5.2.1 FAA Wind Shear Profiles

Wind shear Profiles 1 to 6 will be based on data provided by the FAA
wind shear training aid. The data consists of four wind models: two
reference wind models which were developed from an analysis of data
collected for the Joint Airport Weather Studies (JAWS) project, and data
retrieved from flight data recorders, and two complex wind models which
represent actual wind shear encounters.

Reference wind Model #1 consists of a tail wind and can be activated
with three different trigger points:

a.  On takeoff prior to rotation

b.  On takeoff during rotation

c.  On approach

Reference wind model #2 shall consist of a downdraft in addition to a
tail wind, which is more severe than that of model #1. Model #2 shall be
applied during the initial climb. Wind models #3 and #4 are complex wind
models, which consist of horizontal, vertical and lateral wind
velocities.

Wind model #3 shall be used during takeoff, while model #4 shall be used
on approach. The winds in all four models shall be a function of ground
distance traveled.

#### 4.1.5.2.2 NASA Wind Shear

Shear profiles 7 to 11 shall consist of microbursts. The microburst
profiles shall be based on the analytical model developed by NASA
(Technical Memorandum 85969). The model computes the three wind
components (vertical, lateral and longitudinal) that emulate the
variations of wind shear during takeoffs and landings, including the
flow resulting from the encountering a downdraft.

The profiles are described as follows:

a.  Profile 7 simulates the shear and downdraft experienced by an L1011
    that aborted an approach shortly before the 1975 Kennedy shear
    accident.

b.  Profile 8 simulates the shear encountered on takeoff in the Pan AM
    B-727 New Orleans accident.

c.  Profile 9 presents the flight crew with a late final approach of a
    combination of headwind and crosswind shear.

d.  Profile 10 emulates the wind experienced in a 1977 Tucson, Arizona
    accident and again at Denver in 1984.

e.  Profile 11 emulates the wind variations defined by the US JAWS 1983
    report. The JAWS project was set up in 1982 by the University of
    Chicago and the National Center for Atmospheric Research (NCAR). The
    data taken at Stapleton Airport on August 5, 1982, covered an area
    of about 12 square miles and represented typical severe microburst
    activity.

#### 4.1.5.3 Operator Control of Wind Shear

Since the profiles are of various types, the operator shall be able to
control the profiles as follows:

a.  The position of Profile 1 shall be independent of location. The
    intensity shall be a function of the aircraft type and ambient
    conditions. Once activated by the operator, the profile shall become
    active at 8 knots below rotation speed. The profile shall also be
    able to be activated at rotation on take-off and when going below
    200 feet on approach.

b.  The position of Profile 2 shall be independent of location. The
    intensity is a function of the aircraft type and ambient conditions.
    Once activated by the operator, the profile shall become active on
    rotation at 3 degrees pitch attitude.

c.  The position of Profile 3 shall be independent of location. The
    intensity shall be a function of the aircraft type and ambient
    conditions. Once activated by the operator, the profile becomes
    active when the aircraft descends through 300 feet.

d.  The position of Profile 4 shall be independent of location. The
    intensity shall be a function of the aircraft type and ambient
    conditions. Once activated by the operator, the profile becomes
    active when the aircraft climbs through 200 feet.

e.  The position of Profile 5 shall be independent of location and the
    intensity shall be fixed. Once activated by the operator, the
    profile becomes active when the aircraft climbs through 100 feet.

f.  The position of Profile 6 is independent of location and intensity
    is fixed. Once activated by the operator, the profile becomes active
    when the aircraft descends through 1,200 feet.

g.  The positions of Profiles 7 to 11 are dependent upon position (x
    and y) from runway (the x and y position shall be changeable by the
    operator) and the intensity shall be variable (0 to 100%). Once
    activated by the operator, the profile shall become active when the
    aircraft is within a specified distance from the runway.

#### 4.1.5.4 Turbulence Simulation

Turbulence shall be divided into four areas: wake vortex, low level
atmospheric turbulence, clear air turbulence and turbulence effects
related to thunderstorm activities. The turbulence shall have a patchy
structure generated according to the report titled "The Description of
Patchy Atmospheric Turbulence", based on a non-Gaussian simulation
technique by G.A.J. van d Moesdijk. Light, moderate and heavy intensity
shall be selectable by the operator. The wake vortex model shall be
based on a report and model provided by the FAA, AFS-408, as GFP.

The effect of turbulence and the wake vortex shall be calculated in the
mathematical model of the simulated aircraft and introduced through the
flight equations. It shall produce the appropriate effects on simulator
parameters including airspeed, roll, pitch, angle of attack, sideslip,
lift, drag, and rate of climb. The turbulence effects in the cockpit
(perceived on instruments, and through motion and visual systems
response) shall be realistically simulated to the satisfaction of the
acceptance crew. The effect perceived at the crew station as a result of
mechanical deflection of the fuselage shall be simulated.

## 4.2 Sound Simulation

### 4.2.1 General

The flight deck acoustic environment shall be simulated using a digital
sound system. All significant sounds, which are audible in the simulated
aircraft flight compartment, shall be realistically reproduced through a
minimum of 10 channels and using an appropriate number of speakers
distributed around the simulated area. The sound system shall
incorporate the latest digital audio sampling and synthesis techniques.
Host utilities shall be provided to allow rapid diagnostics of the
system and for validation of the sound simulation against actual
aircraft data provided by the aircraft manufacturers.

### 4.2.2 System Description

#### 4.2.2.1 System Overview

The sound system shall provide 16-bit digital audio with a programmable
sampling rate. All simulated aircraft sound shall be digitally
synthesized with the added capability of directly playing back recorded
samples of transient sounds. The sound system shall utilize high quality
power amplifiers and speakers.

#### 4.2.2.2 Hardware Description

The sound system hardware shall be composed of off-the-shelf
professional quality power amplifiers and speakers. The sound system
drive electronics may be of the contractor's own design and manufacture
if it meets the performance requirements.

#### 4.2.2.3 Host Software Description

The sound simulation models shall be controlled by a real-time host
software module, which sends the appropriate amplitude, frequency and
mixer values to the sound chassis for processing. All software files
required for sound simulation shall be contained on the host's hard disk
and under the Simulator Configuration Control, including the firmware
and data files, which are downloaded to a sound chassis. The following
host computer utilities shall also be provided:

a.  Sound and Audio Package. Shall allow sound data files of different
    formats to be packed into a single data file for downloading to the
    sound chassis during simulator initialization. All sound data files
    shall be kept under simulator configuration control.

b.  Sound and Audio Maintenance Utility. This utility shall allow the
    FAA to monitor the status of all sound system boards in the sound
    chassis directly from the host computer. No special plug-in terminal
    shall be required to access board level information.

c.  Sound Measurement Utility (SMU). This utility shall be used to
    produce plots of the simulator sound and perform spectral analysis
    of the sound audible inside the simulator and display graphical
    results on the IOS screen. The utility shall be used to compare
    simulator sounds with actual aircraft data during simulator
    certification to meet Level D approval requirements.

### 4.2.3 Operator Controls

It shall be possible to control the overall sound simulation volume from
the operator facility. The sound system may also be muted or switched
off with no discernible effects on the rest of the simulation.

### 4.2.4 Sound Data

Sound data shall be compiled from high-quality tape recordings. Where no
aircraft data exists, sounds shall be tuned subjectively by an FAA
approved experienced crew with actual Airbus flight deck experience for
comparison.

### 4.2.5 Simulated Sounds

a.  [Engine sounds.]{.underline} Sounds of individual engine shall be
    provided, including cues due to:

```{=html}
<!-- -->
```
3.  Engine whine

4.  Engine efflux noise

5.  Engine light-up sound

6.  Engine start-up, shutdown, acceleration and deceleration

7.  Engine reversers

8.  Effect of pressure altitude and airspeed on engine related sounds

```{=html}
<!-- -->
```
b.  [Aircraft Equipment Sounds.]{.underline} Sounds produced by the
    operation of aircraft equipment shall be provided, including cues
    due to:

```{=html}
<!-- -->
```
1.  Pneumatic and electric ground power units

2.  Hydraulic pumps and fans

3.  Air conditioning and equipment cooling airflow

4.  Windshield wipers

5.  Aircraft power hum

6.  APU

7.  Relay switching sounds

```{=html}
<!-- -->
```
c.  [Landing Gear Related Sounds.]{.underline} Landing gear sounds shall
    be provided, including cues due to:

```{=html}
<!-- -->
```
1.  Oleo compression

2.  Runway rumble (with runway condition effects)

3.  Gear and door lock sounds

```{=html}
<!-- -->
```
d.  [Malfunction Sounds.]{.underline} Malfunction sound cues associated
    with the following shall be provided:

```{=html}
<!-- -->
```
1.  Engine malfunctions

2.  Rapid decompression

3.  System malfunctions

```{=html}
<!-- -->
```
e.  [Crash Sounds.]{.underline} Crashing or ditching sound cues shall be
    provided.

f.  [Weather Sounds.]{.underline} Sounds produced by the following
    weather effects shall be provided:

```{=html}
<!-- -->
```
1.  Rain

2.  Hail

3.  Thunder

```{=html}
<!-- -->
```
g.  [Aerodynamic Noise.]{.underline} Aerodynamic noise shall be provided
    and shall be modified as applicable by the following:

```{=html}
<!-- -->
```
1.  Leading and trailing edge devices

2.  Effects of pressure altitude

3.  Effects of airspeed

4.  Miscellaneous equipment that disturbs the normal airflow over the
    airframe.

```{=html}
<!-- -->
```
h.  [Others.]{.underline} Other sound cues important to operational
    evaluations or training as specified by the FAA prior to the
    Aircraft Performance Data Freeze Date.

## 4.3 Motion Simulation

### 4.3.1 Motion Software

The motion system shall provide cockpit movements with six degrees of
freedom correlated with the movement in space of the cockpit of the
simulated aircraft. This movement shall be reproduced in the three
linear directions (i.e., longitudinal, lateral and vertical) and in the
three angular directions (i.e., roll, pitch and yaw). The motion system
shall provide the correct physical sensations felt at the onset of
acceleration of the simulated aircraft, followed by a low-level
acceleration washout.

The motion command signals shall provide variable scaling to drive the
motion system hardware so that the excursion envelope is optimized and
the generation of false cues is minimized.

The motion system shall provide realistic effects of sustained
longitudinal and lateral acceleration by the use of earth's gravity
vector and pitch/roll tilts of the cockpit. Such cockpit tilts shall not
cause a false sense of aircraft rotation. Motion platform mounted
accelerometer outputs shall be available for recording and plotting at
all times as permanent CDB label data.

### 4.3.2 Motion Special Effects and Buffets

Motion special effects shall be provided to simulate any effects not
calculated in the aircraft simulation model. The buffet characteristics
shall be representative of those found in the aircraft, and shall occur
during the appropriate flight conditions. These special effects and
buffets shall include the following:

a.  Stall buffet

b.  High-speed buffet

c.  Leading/training edge devices extension

d.  Landing gear extension

e.  Thrust reversers

f.  Engine vibrations

g.  Rough air and turbulence

h.  Taxiing and ground roll vibrations

i.  Runway roughness

j.  Nosewheel scuffing

k.  Tire failure dynamics:

```{=html}
<!-- -->
```
1.  Single main gear failure only, or

2.  Single main gear failure followed seconds later by failure of the
    second tire on the same truck

> l\. Windshear and Wake Vortex encounters

# 5.0 Navigational/Communication System

## 5.1 Introduction

### 5.1.1 Ground Stations

Radio navigation ground stations are based on real-world parameters and
shall be contained in a series of host computer data files referred to
as the NDB.

The NDB shall provide worldwide coverage. The contractor shall provide
provisions to program up to 100 additional ground stations from data
supplied by the FAA prior to the Ground Station Data Freeze Date.

The contractor shall use Jeppesen source data for the radio aides,
navigation and communications stations in ARINC 424 format structured
for simulator use.

**Table 5-1 Record Types Required to be Supported**

  -----------------------------------------------------------------------
  **Description**

  VHF NAVAID

  NDB NAVAID

  Waypoint

  Enroute marker

  Airport

  Gate

  Runway

  ILS

  MLS

  ILS marker

  Airport communication
  -----------------------------------------------------------------------

To create the simulator NDB, the contractor shall use either an FAA
defined subset of the contractor's worldwide library or an FAA purchased
ARINC 424 data file containing only the supported data types. Each
record of data within the NDB shall contain all parameters for one
ground station. The simulator data management programs shall ensure that
continuous geographical coverage is available. Each ground station shall
be structured to contain parameters appropriate to the station type.

The ground station types required are defined in Table 5-2. Each ground
station shall be structured to contain parameters appropriate to the
station type.

**Table 5-2 Ground Station Types**

  --------------------------------------------------------- -------------
  **Ground Station Types**                                  **Symbols**

  Compass locator                                           LOC

  Locator on outer marker                                   LOM

  Locator on middle marker                                  LMM

  Locator on inner marker                                   LIM

  Locator on backbeam marker                                LBM

  Very High Frequency communication                         VHF

  Ultrahigh frequency communication                         UHF

  High frequency communication                              HF

  Frequency modulated communication                         FM

  Microwave land system                                     MLS

  Instrument landing system (localizer and glide slope)     ILS, IGS

  Distance measuring equipment                              DME

  ILS/DME (DME located at offset from threshold of runway)  IDME

  TACAN                                                     TAC

  ILS/TACAN (TACAN located at offset from threshold of      ITAC
  runway)                                                   

  VHF omnirange                                             VOR

  VOR/DME (DME may be located at offset from VOR)           VDME

  VOR/TACAN (TACAN may be located at offset from VOR)       VTAC

  VOR/TEST                                                  VOT

  Terminal VOR                                              TVOR

  Middle marker                                             MM

  Outer marker                                              OM

  Inner marker                                              IM

  Fan marker or low-power fan marker                        FAN or LPM

  Z marker                                                  ZM

  Bone marker                                               BONE

  Backbeam marker                                           BM

  Non-directional Beacon                                    NDB

  Special Purpose Types                                     DUM

  Intersection                                              INT

  Waypoint                                                  WAYP

  Fix                                                       FIX

  Runway                                                    RWY

  Gate                                                      GATE
  --------------------------------------------------------- -------------

## 5.2 Ground Station Database

### 5.2.1 Ground Station Data Transfer

Ground stations within aircraft reception range shall be kept in the
simulator host computer main memory. This shall be updated automatically
whenever the aircraft moves geographically. Sufficient main memory shall
be reserved to provide for the maximum density of ground stations within
reception range at any time.

### 5.2.2 Navigation Database System (NDBS)

Menu driven utilities shall enable the user to create, modify and update
the simulator NDB. These utilities are defined below.

#### 5.2.2.1 Navigation Database System (NDBS) Description

The NDBS utilities shall provide the FAA with the capability of
automatically updating and generating the simulator NDB from ARINC 424
source data. When generating the simulator NDB, the user shall be
prompted to select a number of options defining the criteria to be used.
The user may define the coverage of the NDB by selecting a combination
of ICAO region codes, airport ICAO identifiers or latitude/longitude
areas. The user is then prompted to select the ARINC 424 record types to
be included for the individual selections. The default option shall be
to load the entire database.

During the update process the user shall be able to inhibit the update
of selected ground stations or ground station parameters. The update
process shall include options to:

a.  Delete from the NDB all unreserved ground stations that are not also
    present in the ARINC 424 source data

b.  Add all new stations

c.  Update all the unreserved ground station parameters

d.  Generate all required auxiliary navigation data files.

e.  Install dummy stations for evaluation purposes

A hard-copy listing shall be produced identifying the updates performed.

#### 5.2.2.2 Navigation Source Data Input

The computer complex configuration shall be capable of accepting ARINC
424 source data.

#### 5.2.2.3 Radio Station Data Maintenance Utilities

Utilities shall be provided that enable the FAA to modify or generate
station data information.

#### 5.2.2.3.1 Station Data Editor/List

This utility shall have the following functions:

a.  The editor function shall allow the user to add/delete ground
    stations and to modify and/or display individual ground station
    parameters.

b.  The list function shall allow the user to obtain, on the host
    computer printer and terminal, listings of the data associated with
    ground stations. Two formats of output shall be available. A long
    format shall provide complete ground station information, while a
    short format shall output key ground station parameters.

c.  The utility shall allow the user to modify and create approach
    profiles. These profiles are described in paragraph 5.4.

d.  The utility shall allow the user to modify and create area profiles.
    These profiles are described in paragraph 5.4.

#### 5.2.2.3.2 Autokill Table Editor

This utility shall allow the user to modify/display the ground stations
in the autokill tables. These tables are used to resolve conflicts at
airports where different ground stations operate on the same frequency
(refer to paragraph 5.2.3.3).

### 5.2.3 Operator Database Controls

#### 5.2.3.1 Aircraft Reposition Relative to a Ground Station

At any time the operator shall be able to reposition the aircraft to the
coordinates of any ground station. In the case of a ground station with
a runway, it shall also be possible to reposition to locations relative
to the runway as indicated in Table 5-3. Prior to the Ground Station
Data Freeze Date, the FAA shall specify the appropriate distances,
altitudes and settings required for the repositions in Table 5-3. The
total combination of TAXI, RAMP and HOLD CLEAR repositions per runway
shall not exceed five.

It shall be possible to add gate and dummy stations to enable
repositions to special points.

#### 5.2.3.2 Station Fail/Reset

The operator shall be able to selectively fail and reset up to 30 ground
station facilities. For ground stations composed of multiple components
(e.g., VDME, IDME, etc.) the operator shall be able to fail and reset
individual components.

**Table 5-3 Aircraft Reposition Examples**

  ----------- ----------- ---------- ---------------- -------- -----------
              Distance    Altitude   IAS              Flaps    Gear

  TAXI        **\-\--**   \-\--      \-\--            \-\--    Down

  RAMP        **\-\--**   \-\--      \-\--            \-\--    Down

  HOLD CLEAR  **\-\--**   \-\--      \-\--            \-\--    Down

                                                               

  T/O         **\-\--**   \-\--      \-\--            \-\--    Down

  OPP T/O     **\-\--**   \-\--      \-\--            \-\--    Down

  ON ILS      **\-\--**   \-\--      \-\--            \-\--    Down

  ON ILS      xNM         G/S        As req'd KNOTS   As req'd Up/down

  y NMI LEFT  xNM         zFT        As req'd KNOTS   As req'd Up/down

  y NMI RIGHT xNM         zFT        As req'd KNOTS   As req'd Up/down

                                                               

  AIR WORK    xNM         zFT        As req'd KNOTS   As req'd Up/down

  AIR WORK    xNM         FLz        As req'd KNOTS   As req'd Up/down

  AIR WORK    \-\--       FLz        As req'd KNOTS   As req'd Up/down
  ----------- ----------- ---------- ---------------- -------- -----------

#### 5.2.3.3 Autokill

At some airports the same ILS and/or locator frequency may be associated
with different runways. The respective facilities shall never be
transmitting simultaneously in actual operations. The autokill feature
shall inhibit (fail) any ground station associated with the selected
reference runway as specified in the autokill tables. These tables shall
be created using an autokill table editor. In addition, any ILS station
belonging to a different airport and operating on the same frequency as
the reference runway shall also automatically be killed if it is located
within a range to create interference.

## 5.3 Ground Station Transmissions

### 5.3.1 General

The following shall be applicable to all ground station transmissions
and receptions:

a.  Representative standard antenna patterns shall be employed for each
    type of ground station.

b.  Normally only one ground station is within reception range at any
    given time. However, in the case of NDBs it is often possible for
    two ground stations to satisfy the in-tune condition. For this type
    of ground station, the simulation shall include station
    interference.

### 5.3.2 Instrument Landing System (ILS)

#### 5.3.2.1 General

The ILS parameters shall be computed so that indications in the
simulator represent appropriate spatial displacements form the
centerline or glide path. The simulation shall account for the physical
location of the receiving antennae relative to the aircraft. The signal
strength shall vary realistically as a function of range.

The Compass Locator (LOC) and G/S signals shall have provisions for
applying scalloping, noise or bending. Control for this feature shall be
available from an operators IOS page that shall allow setting the
frequency and amplitude for scalloping (i.e. cycles per mile), noise
amplitude and bending characteristics. There shall also be provisions
for offsetting the localizer station left or right (in feet) and the
glide slope station (also in feet).

#### 5.3.2.2 Back Course

The localizer and glide path backbeam approach course shall be simulated
for ground stations specified in the NDB. For all other ground stations
a representative back coverage shall be provided.

#### 5.3.2.3 Offset Approaches

The functions of Localizer Directional Aid (LDA) and Simplified
Directional Facility (SDF) shall be simulated.

#### 5.3.2.4 Localizer and Glide Path Beamwidths

Beamwidth calculations shall be based on ICAO Document Annex 10, 4^th^
edition of Volume 1, April 1985. Deviation within the course and glide
path sectors shall be linear and symmetrical about the beam center. The
displacement sensitivities shall be per ICAO requirements. Outside the
sectors a representative non-linearity shall be provided to the full
deflection of the needle. Noise, or scalloping, of the signal shall also
be applied about the beam center as selected from the IOS facility.

#### 5.3.2.5 Identification

The identification signal shall consist of the appropriate Morse code
signal transmitted at least six times per minute at a frequency of 1,020
Hz. The signal strength shall vary realistically as a function of range.

### 5.3.3 Very High Frequency Omni Directional Range (VOR)

#### 5.3.3.1 General

The VOR shall provide continuous and accurate indications of bearing
from the aircraft to the ground station when the ground station is in
range and above the horizon. All applicable instrument indications shall
correspond correctly to VOR signals. The simulation shall include
out-of-tune condition, cone of confusion and VOT(VOR test station).

#### 5.3.3.2 Identification

The identification signal shall consist of the appropriate Morse code
signal transmitted a least six times per minute at a frequency of 1,020
Hz. The signal strength shall vary realistically as a function of range.

### 5.3.4 Distance Measuring Equipment (DME)

#### 5.3.4.1 General

DME stations shall e tunable at the specified frequency when the
aircraft is above the horizon and within reception range. All static and
transient indications on the aircraft equipment shall be simulated,
including the searching phase. The function of DME bias (i.e. a ground
station incorporating a signal delay resulting in a fixed distance
offset) shall be correctly simulated.

#### 5.3.4.2 Identification

Where the DME station is collocated with a VOR station, every fourth
transmission of the VOR identification shall be replaced by the DME
identification as per ICAO requirements. Where the DME station is not
collocated with a VOR station, an independent identification signal
shall be transmitted as per ICAO requirements. The frequency of
transmission shall be 1350 Hz.

### 5.3.5 Non-Directional Beacon and Locator

#### 5.3.5.1 General

The non-directional beacon and locator facilities shall be tunable at
the specified frequency with reception possible only if the aircraft is
within reception range of the facility. All indications on the aircraft
equipment shall be simulated. The simulation shall include co-channel
interference, signal fading due to range, station passage and BFO
effects.

#### 5.3.5.2 Identification

The identification signal shall consist of the appropriate Morse code
signal. The signal strength shall vary realistically as a function of
range. The complete identification shall be transmitted in one of two
standard modes:

a.  Approximately two times per minute (A0/A1)

b.  Approximately six times per minute (A0/A2)

#### 5.3.5.3 Emission and Modulation

Both A1- and A2-type emissions shall be provided. The modulation
frequency shall be 1,020 Hz or 400 Hz, as required.

### 5.3.6 Tactical Air Navigation (TACAN)

#### 5.3.6.1 General

The TACAN system shall provide continuous and accurate indications of
range and bearing from the aircraft to the TACAN ground station when the
ground station is in range, above the horizon and correctly selected on
the aircraft equipment. Applicable instrument indications shall
correspond correctly to TACAN signals. The simulation shall include
out-of-tune condition and cone of confusion.

#### 5.3.6.2 Identification

Where the TACAN station is collocated with a VOR station, every fourth
transmission of the VOR identification shall be replaced by the TACAN
identification as per ICAO requirements. Where the TACAN station is not
collocated with a VOR station, an independent identification signal
shall be transmitted as per ICAO requirements. The frequency of
transmission shall be 1350 Hz.

### 5.3.7 Markers

#### 5.3.7.1 Signal Strength

The received signal characteristics associated with each marker beacon
type shall be derived from computed radiation patterns as a function of
on-course distance, cross-track distance and altitude. Each beacon type
shall have its own distinct radiation pattern.

#### 5.3.7.2 Identification

The identification signal shall consist of the appropriate Morse code
signal transmitted as per ICAO requirements.

### 5.3.8 Microwave Landing System (MLS)

The MLS ground facility shall be simulated as required.

### 5.3.9 VORDME/VORTAC

Simulation of the VORDME/VORTAC stations shall combine the
characteristics of the VOR component as described in paragraph 5.3.3 and
the DME/TACAN components as described in paragraphs 5.3.4 to 5.3.6.

## 5.4 Terrain Simulation

It shall be possible to derive ground elevation for any point on the
surface of the earth. Any edit routines required to build terrain shall
be easy and straight-forward to use.

If visual system has HAT capability, the ground elevation shall be
correlated to the HAT feedback provided by the visual system.

## 5.5 Magnetic Variation

The magnetic variation at the aircraft for any point on the simulated
earth shall be accurately derived. Any edit routines required to build
terrain shall be easy and straightforward to use.

Coefficients required for terrain are available from the US DMA and the
British Hydrographic Office. Any coefficients used in these expansions
are updated every 5 years by the US Naval Oceanographic Office and the
British Geological Survey. The simulation shall incorporate the latest
epoch coefficients along with annual projected changes available at the
freeze date.

## 5.6 Communication Stations

Communication stations shall be tunable at the specified frequency.
Alternatively, the operator shall have the capability of establishing
two-way communication at his own discretion, regardless of frequency or
range.

# 6.0 Instructor Operator STATIONS (IOS)

## 6.1 Design Overview

The IOS shall be designed to assist the operator to monitor all aspects
of crew performance in the simulator while controlling simulator
operations. The system consists of touch-sensitive color LCDs positioned
AFT of the captain's seat. The LCDs shall be arranged such that when the
operator moves his seat behind the crew, he can easily monitor crew
performance and access the LCDs.

The IOS shall incorporate the design features necessary to tailor it to
the operational needs of the FAA. The hardware utilized shall enable new
graphics and display methodologies to be used that make the IOS
maintainable and upgradeable for future use. The IOS shall utilize the
dark concept, where a control is selectable only when its function is
available. The basic components of the IOS shall include:

a.  [Touch-Sensitive color Graphic LCDs]{.underline}. The LCDs shall
    provide a flexible system of high resolution graphics, icons,
    scrolling, graphic slew/slider controls, pop-up menus and windowing
    techniques to simplify and optimize the IOS pages.

b.  [Lesson Plan Control]{.underline}. To allow the operator to
    structure a training exercise before commencing the simulator
    session, a lesson plan editor shall be provided.

c.  [Operator Seat]{.underline}. The operator seat shall be positioned
    to optimize the operator's view of trainee actions and the
    accessibility of the station's controls through access to the IOS
    while seated behind the crew. The seat shall be adjustable for
    height, rotation, and position along the track while the operator
    remains seated.

## 6.2 IOS Hardware

The IOS shall consist of the following elements:

a.  Touch-sensitive color LCDS

b.  Simulator controls for lighting, emergency stop, and control loading
    and motion function/status switches

c.  Communication facility

d.  Maintenance interphone

e.  Control pages for radio aides, faults, operational evaluation
    program controls, simulator testing and other functions as required.

f.  Hard-copy facility

g.  Portable Control Unit (PCU)

### 6.2.1 Display Terminals

The IOS touch sensitive displays shall be high-resolution (1280 x 1024
pixel) minimum 19-inch color LCD displays.

The display terminals shall also function as engineering terminals
capable of accessing the host computer.

### 6.2.2 Simulator Controls

Controls for the simulator motion and control loading (ON/OFF), sound
level, flight compartment lighting intensity and interior temperature
shall be provided on the operator's console.

An emergency off switch shall be installed (total power emergency off
and motion/control loading emergency off) at the operator seat for the
operator's use in case of emergency. A second switch, in parallel with
the operators switch shall be provided on the center console for flight
crew emergency shutdown.

### 6.2.3 Communications Facility

An aircraft communications system facility consisting of the aircraft
communication control box and audio jacks shall be installed at the IOS.
The operator shall control the functions of the system via the
appropriate selections on the aircraft communications control box.

### 6.2.4 Maintenance Interphone

A simulator maintenance interphone handset shall be installed on the
operator's sidewall structure.

### 6.2.5 Hard Copy Facility

A hard copy facility shall be provided utilizing the host computer laser
printer/plotter. This facility shall be capable of reproducing the total
contents of the operator display terminals as currently in view,
including graphic information.

### 6.2.6 Portable Control Units (PCU)

Two lightweight, hand-held PCUs shall be provided consisting of
programmable switches. The PCU shall be provided with a jacking position
enabling use from any forward location in the flight compartment.

Display pages shall be provided for simulator monitoring and control
functions. Provisions for future expansion by the FAA shall be provided.

## 6.3 IOS Software

### 6.3.1 IOS Pages

IOS pages shall provide simulator control information and performance
readouts. The FAA will provide a list of specific IOS pages required to
the vendor prior to the appropriate freeze date. The basic system shall
consist of up to 150 IOS pages programmed by the contractor. The page
layouts and functionality shall be defined by the Operator Software
Freeze Date. The contractor shall provide maximum commonality between
pages. The IOS, as configured, shall have a storage capacity of at least
600 pages. The pages shall consist of touch-select areas, nonvolatile
comments, and volatile fields in which the status or value of variables
appear. There shall be two types of page select functions available:
discrete and variable. Discrete functions are selected on or off.
Variable functions may be assigned to any value within a predefined
range.

All pages shall be numbered and organized into functional groups, such
as control pages or malfunction pages. Each page shall be able to be
called into view through the relevant group index page. In order to
reduce operator workload, the more frequently used pages have direct
touch select areas in the footer or header area allocated to them. Spare
pages shall be provided within each group to allow for future expansion
while retaining the original organization scheme. The following features
shall be used to enhance the functionality of the IOS pages.

a.  [Graphic Slew/Slider Controls]{.underline}. Graphic slew/slider
    controls shall allow the operator to modify parameter values.
    Instead of entering individual digits, the operator shall touch
    along a bar/slider to select the desired parameter value between a
    minimum and maximum value. Digital readout of the parameter value
    shall also be provided.

b.  [Windowing and Pop-Up Menus]{.underline}. Windowing techniques shall
    allow the operator to view multiple sets of data on the same
    display. The window shall always appear in the same location on the
    page, in order to simplify access and enhance viewing.

c.  [Scrolling]{.underline}. Scrolling shall be used to facilitate quick
    viewing of large amounts of data. The operator shall be able to
    scroll along the list by sliding the box along the bar. Malfunction
    and lesson plan pages typically use this feature.

#### 6.3.1.1 IOS Page Generation System

A page generation system shall be provided to enable the FAA to generate
new IOS pages or modify existing pages. The system shall consist of
three phases: Editing, Compilation, and Linking. The contractor shall
provide a graphical editor using GUI principles that requires no
programming knowledge to define and modify pages. The graphical editor
can be accessed from the graphical engineering terminal.

### 6.3.2 IOS Functions

The IOS typically shall include the following basic functions:

a.  Simulator control/condition display

b.  Help

c.  Malfunctions

d.  Map plots

e.  Graphic plots

f.  Lesson plans

g.  Operation evaluation control pages

h.  Maintenance pages

#### 6.3.2.1 Simulator Control/Condition Display

IOS functions shall be provided to allow the operator to manually
control and monitor the training environment. Parameter values shall be
limited to predefined ranges coordinated with the FAA.

#### 6.3.2.1.1 Aircraft Controls

Controls shall be provided to set aircraft parameters such as gross
weight, fuel quantity and CG. The operator shall also be able to select
the availability of external electrical or pneumatic power and the
position of the aircraft doors.

#### 6.3.2.1.2 Environmental Controls

Environmental parameters such as wind speed and direction, temperature,
barometric reference pressure and runway conditions shall be selectable.
The activation and positioning of storm fronts and microbursts shall
also be under the control of the operator.

#### 6.3.2.1.3 Repositions

The operator shall be able to reposition the aircraft to any one of
several predefined positions such as takeoff, cruise, or final approach
(short and long). A currently selected (or default) airport runway may
be changed to any one of the runways in the FAA's NDB. An automatic
push-back feature from the gate position shall also be provided.

#### 6.3.2.1.4 Resets

Reset controls shall be provided to return all parameters to
predetermined default values.

#### 6.3.2.1.5 Crash

A crash popup page shall automatically be displayed when a crash
condition has occurred. The causes of the crash, as defined by the
flight program, shall be displayed on the page.

#### 6.3.2.1.6 Simulation Recording

Facilities shall be provided to allow the operator to record the status
of the simulation for later retrieval.

#### 6.3.2.1.7 Snapshot

A snapshot facility shall allow up to 10 different situations to e
recorded during training or evaluations and return to at some later
period. This facility shall allow the following:

a.  Repetition of a procedure from the point at which the snapshot was
    taken

b.  Compression of a sequence of events into a series of flashbacks by
    allowing the operator to jump from one snapshot to the next

Snapshots shall be assigned a number when stored. To recall the
situation, the operator shall enter the relevant snapshot number, or
other identification. A recall shall be executed smoothly, consistent
with instrument reposition rates, and shall terminate with the simulator
in a total freeze state. Primary flight controls shall be backdriven to
their position at the time the snapshot was taken.

For the flight controls that are not backdriven, a "Controls Not In
Agreement" page shall appear to indicate where the control should be
positioned. When the freeze is removed, the pilot shall be able to
continue the training or evaluation session from the point at which the
snapshot was taken. Snapshots are required to be saved when the
simulator is unloaded.

#### 6.3.2.1.8 Setups

A setup system shall be provided to enable quick initialization for
evaluations or training. Setups shall be permanently stored snapshots,
which shall be saved even if the simulator is unloaded. The system shall
allow for the storage of 20 setups. The setups shall remain available
within the system unless deliberately replaced by the operator. Setups
shall also be available for call-up as steps in a lesson plan.
Otherwise, the setups shall have the same features and limitations as
snapshots.

#### 6.3.2.1.9 Controls Not In Agreement

A popup page shall be automatically displayed if the position of certain
cockpit controls is in disagreement with predefined settings after
reposition or recall functions are selected. Anything not backdriven
shall be monitored.

#### 6.3.2.2. Help

Help shall be provided to assist the operator with descriptions of
station operation procedures. Help shall be available for each
malfunction. All operator controls shall have help text as defined in
the operator controls addendum and agreed to by the FAA.

#### 6.3.2.3 Malfunctions

#### 6.3.2.3.1 General

An appropriate selection of malfunctions covering all systems thoroughly
shall be provided. These malfunctions will be selected by the FAA from
the contractor's library of malfunctions. Malfunctions that have the
same effect, but on different systems (e.g., engine failure malfunction
on a twin-engine aircraft), shall be considered one malfunction. The
specific malfunctions selected and their corresponding effects shall be
defined prior to the Malfunction Definition Freeze Date.

All aircraft CBs (except for a small number used for power distribution
and special avionics) shall be able to be tripped as part of a
malfunction effect.

The malfunction IOS control pages shall be organized by Air Transport
Association (ATA) chapter number.

#### 6.3.2.3.2 Malfunction Control

A malfunction shall be easily selected on or off by touching its
corresponding box on the screen. It shall be possible for the operator
to pre-select any malfunction to be automatically activated upon
satisfaction of a variable airspeed, altitude criterion, or various
other criteria.

#### 6.3.2.4 Map Plots

Three types of map plots shall be available:

a.  Cross-country map

b.  Terminal area map

c.  Moving map (track up)

Map plots shall include a status header, providing aircraft condition
monitoring, as well as a clock display.

#### 6.3.2.4.1 Cross-Country Map

The cross-country map shall display the aircraft tracking in a map
plotting mode, along with the radio stations in the map area. The
display shall have the following characteristics:

> a\. [Automatic/Manual Mapping Modes]{.underline}. Automatic and manual
> mapping modes shall be provided. In the automatic mode (default), the
> optimum map center and scale for the aircraft position and the
> selected reference runway shall be automatically displayed. The
> operator shall be able to switch the map to manual mode, which shall
> provide direct control of map scale and center selection. Four map
> scales shall b e available (e.g., Terminal area, 25 nmi, 50 nmi and
> 150 nmi). The map center shall be either an active reference runway,
> latitude-longitude coordinates, or the own-aircraft position at the
> time the map is drawn.
>
> b\. [Station Identification]{.underline}. The following stations shall
> have identification symbols:
>
> 1\. VOR
>
> 2\. NDB and other LF stations
>
> 3\. Marker (oriented)
>
> 4\. ILS (oriented)

**NOTE: It shall be possible to reduce map clutter by suppressing the
display of individual station types.**

> c\. [Range Markers]{.underline}. Three range marker rings (spider web)
> appropriate to the selected scale and showing distance from the map
> center shall be plotted when selected.
>
> d\. [Aircraft Plotting]{.underline}. As the aircraft moves, the
> aircraft symbol on the map shall also move. The display shall show the
> last 20 inches of the aircraft track, representing ground track, or 25
> nmi to 150 nmi depending on the scale selected. Track erase and track
> suppress features shall be provided.
>
> e\. [Aircraft Reposition]{.underline}. The operator shall be able to
> reposition the aircraft using a cursor to select the desired map
> location.
>
> f\. [Station Fail]{.underline}. Selection of a station fail function
> from the map header shall permit failure of any station on the map by
> touching the desired station. If the selected failed station is
> multi-facility (e.g., VOR and NDB), a choice of facilities to fail
> shall be given.
>
> g\. [Snapshot]{.underline}. The position of each snapshot shall be
> displayed on the map with its respective snapshot number or
> identifier.
>
> h\. [Weather Radar]{.underline}. Any weather fronts shall e displayed
> on the map. The weather front shape and size shall be representative
> of the storm shape as seen on the WXR display.

#### 6.3.2.4.2 Terminal Area Map

The terminal area shall provide the same features as the cross-country
map. The terminal area map shall be drawn on a 10 nmi scale. When the
map feature is active, the optimum terminal area or cross-country map
shall be selected if the system is in automatic mode.

#### 6.3.2.4.3 Moving Map (Track Up)

In the moving map mode the aircraft shall remain stationary and the
radio station symbols and other map information move shall move.

#### 6.3.2.5 Graphic Plots

#### 6.3.2.5.1 Approach Plots

An approach plot display shall plot glide path deviation, localizer
deviation, and airspeed delta from Vref versus distance to touchdown. A
track erase feature shall be provided in order to erase the aircraft
track from all three plots. Ideal and actual paths shall be plotted. The
FAA will specify additional graphical information prior to the IOS
freeze date at the appropriate technical reviews.

#### 6.3.2.5.2 Runway Plot

The runway plot shall display the aircraft track on the runway for
takeoffs and landings.

#### 6.3.2.5.3 Graphic Recorder

This facility shall allow the simultaneous plotting of up to 16
parameters against one parameter. The choice of parameters, plots,
scaling, graphic format and start and stop of the plotting shall all be
under operator control via a display control page.

The variable for each axis shall be selectable by the operator from a
menu of parameters (e.g., time, airspeed, brake pressure). The
parameters shall be assigned minimum and maximum values for the normal
range of the parameter. The minimum/maximum shall be changeable,
temporarily, from a control page. The contractor shall program 100
parameters into the menu. Provision shall be made for the IOS page to be
modified to add variables to the menu.

#### 6.3.2.6 Lesson Plans

#### 6.3.2.6.1 General

The lesson plan system shall allow the instructor to partially or fully
automate the training environment by preprogramming specific IOS
functions. A lesson plan shall be provided in an horizontally or
vertically scrollable page consisting of up to 99 sequential lesson plan
steps that are located along a graphic profile to text. The lesson plan
shall enable the instructor to:

> a\. Initialize simulated aircraft/environment conditions that set up
> the simulator for subsequent exercises
>
> b\. Initiate exercises which may involve setting or clearing a
> malfunction or repositioning the simulated aircraft
>
> c\. Provide comments that may be cues for instructor action.

The contractor shall provide six (6) sample lesson plans to demonstrate
the system. These sample lesson plans shall be defined by the FAA
initially at Preliminary Design Review (PDR) and finalized by Critical
Design Review (CDR).

#### 6.3.2.6.2 Lesson Plan Operation

Fully automatic lesson plans shall require no instructor intervention
once the lesson has been started. All steps shall be actioned
automatically according to a series of predefined criteria as defined by
the user.

Touch operations shall allow the instructor to control the lesson plans
manually. The lesson action selector shall activate the lesson plan step
of interest, step forward and backward and select new lesson steps of
interest. The instructor shall be able to deviate from the lesson plan
to regular IOS pages and then return to the lesson plan.

The lesson plan steps shall automatically scroll as they are completed
and the display shall be centered on the currently active step of the
lesson plan. An elapsed time bar shall also be available on
profile-based lessons.

#### 6.3.2.6.3 Lesson Plan Editor

The lesson plan editor shall be provided to facilitate the creation and
modification of lesson plan pages. The editor shall be designed so that
no programming knowledge is required for its use.

The editor shall run on a laptop or desk top computer. The editor shall
feature a graphic user interface for ease of operation. Test shall be
able to be entered on lesson plan editor windows and the parameters
associated with the text shall be selectable. The editor shall also
allow the user to copy portions of one lesson to another, delete lesson
steps, and print lesson plans. During lesson plan creation, the lesson
plan page layout shall be visible in one of the editor windows. An
on-line editor help facility shall also be provided to the FAA.

### 6.3.3 Digital Voice System (DVS)

#### 6.3.3.1 General

A DVS shall be integrated with the digital audio system to simulate the
Automated Terminal Information Service (ATIS), ATC, and
Radio/Transmission (R/T) chatter.

The DVS shall be based on digital signal processing technology. The DVS
shall have the possibility of play­ing/recording up to five channels. The
voice storage device shall be part of the host computer installation.

The audio stored on a digital voice storage device shall be able to be
played on any transmitter or receiver of the aircraft communications
system. A single channel shall be capable of being played on more than
one transceiver or receiver simultaneously. Data shall be sent to the
audio chassis through an Ethernet line.

In record mode, the capability to develop audio messages on a dedicated
channel shall also be provided.

#### 6.3.3.2 System Description

The generated message shall be able to be played back automatically or
as requested by the operator. In the automatic mode, the message number
shall be extracted from the station data and activated when the
following conditions are met:

> a\. A station is tuned
>
> b\. A tuned station comes into range
>
> c\. Flight crew communication box is activated
>
> d\. Manually activated from the IOS station

The voice system shall be capable of dynamically outputting messages
that include prerecorded phrases mixed with real-time readouts of
current simulator variables. The voice system shall automatically output
the correct numerical values for the simulator conditions, which exist
in the simulator.

#### 6.3.3.3 Automated Terminal Information Service (ATIS)

The simulation of this system shall include only previously recorded
messages that may be played back on the audio communication system. The
playback shall be initiated automatically at a random location within
the message when any of the communication receiver frequencies are
changed.

ATIS messages shall automatically contain the weather information (e.g.,
wind conditions, temperatures) that reflects the current state of the
simulator. For example, if the operator changes the wind direction, the
voice message shall output this new value without any operator action.

#### 6.3.3.4 Air Traffic Control (ATC)

The simulation of this system shall allow previously recorded messages
to be played back on the appropriate audio system. The playback shall be
initiated from the IOS on demand or automatically as part of the lesson
plan.

#### 6.3.3.5 Radio Transmission Chatter

R/T chatter shall be heard over all ATC frequencies. This consists of
prerecorded ATC messages directed at other ships flying in the area.
These randomly selected messages are interspaced with varying lengths of
silence.

If a crewmember attempts to transmit while an R/T chatter message is
being heard, the R/T chatter shall continue. If he attempts to transmit
while the channel is silent, the R/T chatter shall be held for the
duration of his conversation.

#### 6.3.3.6 Control Page

A page shall be provided for the operator to monitor/control all
functions of the system. It shall also be possible to control the
dynamic voice feature via the lesson plan.

#### 6.3.3.7 Message Recording

The messages to be used for playback shall be recorded off-line using
the hard­ware provided with the simulator. A software utility shall be
provided for building messages from prerecorded phrases.

#### 6.3.3.8 Equipment Supplied

The following equipment shall be supplied as part of this feature:

> a\. One microphone
>
> b\. One headphone

# 7.0 Motion and Control Loading Systems

## 7.1 General

The contractor shall provide advanced digital control loading and motion
systems specifically designed for advanced flight simulators. These
systems shall utilize hydrostatic actuators and digital control
electronics to provide accurate motion and control feel cues. Both
systems shall be powered by one remotely located HPS. Electrical control
loading actuators shall be accepted if they meet the performance
requirements in all respects. If electrical units for control loading
are proposed, the contractor shall provide a means of comparing
performance with traditional hydraulic designs to aid in evaluation of
the proposal.

A digital control cabinet shall house the digital control electronics
and also serve as an interface to the host computer. The architecture
shall be based upon a floating-point microcontroller technology. This
processor shall offer floating-point arithmetic and high-level language
support to allow high simulation fidelity through implementation of the
complete aircraft contractor's controls model at a high iteration rate.
It should be noted that the primary focus of the simulator is to support
operational evaluation programs, performance is critical.

## 7.2 Digital Control Cabinet

### 7.2.1 Introduction

A digital control cabinet shall be provided to house the electronics
required to control the motion and control loading systems, and shall
offer the following features:

a.  Annunciator/control panel

b.  Electronic control system

c.  Logic interface system

d.  Touch screen panel

The cabinet, in conjunction with the host utilities, shall provide
maintenance personnel with tools for setting up, testing, monitoring and
troubleshooting the systems.

### 7.2.2 Annunciator/Control Panel

This panel shall contain the following switches and indicators:

a.  EMER OFF Switch: Powers off the entire simulator.

b.  Audible alarm: Shall sound when motion is in transit or a failure is
    detected on any of the following systems:

    1.  Cabinet

    2.  Control loading

    3.  Hydraulics

    4.  Accessway

    5.  Motion system

c.  Maintenance interphone connection: Used to communicate with the
    computer room, hydraulic room, flight compartment and the motion
    base.

d.  Power available indicator: Indicates the power is available at the
    cabinet.

e.  Alarm mute switch and indicator: Shall allow the alarm to be muted
    and indicates when it is muted.

f.  Pump status indicator: Indicates one of the hydraulic OFF switches
    is activated.

g.  Electronic component status indicator.

h.  Cabinet ON switch and indicator.

i.  Cabinet Ready indicator.

j.  Cabinet OFF switch and indicator.

k.  Enable Key switch: Locks the cabinet for maintenance purposes.

l.  Motion & Control Loading OFF switch: Removes all power to the
    cabinet and HPS allowing the motion and control loading system to
    depressurize and turn off safely.

### 7.2.3 Electronic Control System

The contractor shall provide a fully digital system to control motion
and control loading actuators.

The following are major components of the system:

a.  Control loading and motion actuator control functions shall utilize
    a digital bus design.

b.  Provide an Ethernet link to the simulator host computer.

c.  The control loading system, surface models, actuator models and
    actuator control loops, as well as safety checks, shall be
    implemented at high iteration rates. Control loading and motion
    shall have a high iteration rate. The surface models shall run at
    greater than 300 Hz. The host-resident control loading and motion
    programs shall run at the critical iteration rate of the host
    computer and transfer data to and from the systems at that rate.

d.  A buffer unit shall provide an interface between the I/O boards and
    the actuator drive and feedback devices. It shall condition drive
    and feedback signals and shall contain safety circuits to detect
    faults and take over control of the actuator with an analog control
    loop should a board failure be detected. These units shall be
    mounted close to the actuators to minimize electrical noise
    potential.

### 7.2.4 Touch Screen Panel

A touch screen panel shall contain the basic controls required to bring
the hydraulics, motion and control loading systems on-line. It shall
contain the following group of control, status, and maintenance pages:

a.  HPS control

b.  Maintenance menu

c.  Motion/Control loading cabinet power

d.  Motion test

e.  Actuator information

#### 7.2.4.1 Hydraulic Power Supply (HPS) Control

Individual control of all motors shall be available from this page. In
order to save electrical power, the hydraulic motors shall shut off
automatically after the motion or control loading system has been
inactive for a predetermined amount of time. The motors shall
automatically be reactivated during the next system on sequence. For
motion, the motors shall be turned on while the accessway is in transit,
introducing no additional delays.

#### 7.2.4.2 Maintenance Menu

The following is a list of maintenance pages that shall be available:

a.  Cabinet

b.  Digital bus interface

c.  Control loading

d.  Hydraulics

e.  Operator station

f.  Message recall

g.  System configuration

h.  Accessway

i.  Motion

j.  Motion interlocks

#### 7.2.4.3 Motion Test

The motion actuators shall be controllable either individually from six
individual (actuator) controls or in groups (attitude) to provide pure
motion in each of the six degrees of freedom. Transfer from actuator to
attitude control shall be possible.

Any attitude input or mode selection transfer shall result in a return
to the neutral position and a fade-in of the new signals to the
actuators in order to avoid potentially unsafe conditions.

Any motion off or fail shall default the system in attitude mode with no
attitude selected. An on request shall ramp the system to the neutral
position, in order to avoid a potentially unsafe condition.

#### 7.2.4.4 Motion Throughput

Throughput axis selection (pitch, roll and yaw) and a trigger selection
shall be available.

Latency Setup. This feature shall facilitate certification authority
latency testing. Latency setup mode measures the response time of the
motion, visual and instrument systems to flight control inputs using the
full aircraft dynamic model. Throughput delay measures the propagation
time through the simulator hardware, i.e., no dynamic model.

Latency and throughput shall be available in three axes depending on the
pitch, roll and yaw selection.

### 7.2.5 Digital Circuit Designs

Digital circuitry shall be used in order to provide the following
advantages:

a.  [High Fidelity.]{.underline} The use of high-speed digital
    techniques incorporating floating-point computations and exact data
    look-up tables.

b.  [Reliability.]{.underline} The digital control loading and motion
    systems shall provide the following diagnostics:

    1.  A continuously running safety program will checks all
        malfunctions and, if necessary, shut the system down.

    2.  The digital systems control cabinet shall automatically run a
        self-checking diagnostic program at software load time which
        checks all the motion and control loading boards in the cabinet.

    3.  A morning readiness check will be available to run in about five
        minutes to check the correct tracking of each motion actuator.

    4.  At run time, the control cabinet will constantly monitor the
        response of all the boards. Should any board not respond
        properly, the cabinet will turn off the associated system and
        identify the faulty board.

c.  [Configuration Control.]{.underline} All modeling software in the
    system shall be maintained as high-level language source code in the
    simulator host computer.

d.  [Maintenance]{.underline}

    1.  Few types of circuit boards shall be used in the entire system
        and all boards of the same type shall be interchangeable.

    2.  A diagnostic program shall provide accurate detection of faulty
        components and speed up the troubleshooting process.

    3.  A comprehensive set of user-friendly software utilities, shall
        be available from any computer terminal, shall be provided to
        facilitate modification and adjustment of control loading and
        motion systems characteristics.

## 7.3 Motion System

### 7.3.1 Introduction

The motion system shall provide six degree-of-freedom motion and shall
include a comprehensive safety system ensuring fail-safe protection for
the flight compartment and occupants. It shall incorporate features such
as high capacity actuators, servo valves with an abort feature (if
used), magnetostrictive position transducers, and a servo control system
using position and force feedback and a blend of position, velocity and
acceleration command inputs to enhance the frequency response,
smoothness and reliability of the system.

### 7.3.2 Motion System Hardware

The motion system shall consist of one platform, three base pads and six
servo actuator assemblies. The entire assembly shall fit the footprint
and room size of the current FAA B737-800 Level D simulator in Oklahoma
City (50' X 50' w x h). The motion system shall be capable of carrying a
load of 33,800 lbs, and shall allow for future possible changes to
platform weight additions.

#### 7.3.2.1 Platform

The platform shall be a rigid structure. The flight compartment shall be
mounted on top of the platform.

#### 7.3.2.2 Accelerometer Package

The contractor shall provide an accelerometer package with two
accelerometers to be mounted firmly on the platform in order to supply
the motion test utility with acceleration data along the Y and Z axes of
the cockpit floor. Both accelerometers shall be mounted ahead, and to
one side, of the center of rotation of the cockpit. Thus, the Z
accelerometer shall also sense motion in the pitch and roll axes, while
the Y accelerometer shall also sense motion in the yaw axis. The
accelerometer configuration shall be suitable for performing
certification authority latency tests in the pitch, roll and yaw axes.
Signal outputs from the accelerometers shall be available at all times
as CDB variables for monitoring and recording.

#### 7.3.2.3 Servo Actuator Assemblies

Each actuator shall be connected to an upper and lower bearing assembly.
The following are major requirements of the servo actuators:

a.  Hydrostatic pistons and rod end bearings

b.  Energy-absorbing hydraulic cushions at both extremities of full
    stroke

c.  Large cross section

d.  Actuators equipped with internal flow limiter to limit actuator
    extending velocity

e.  Advanced-design hydraulic servo valves to ensure high performance,
    as well as stable and smooth operation of the servo actuator

f.  Servo valve equipped with built-in abort feature as a safety backup
    in case of a failure

g.  Servo valve and abort feature mechanically biased downward to ensure
    the motion goes to the rest position in case of failure

h.  Magnetostrictive position transducers

i.  A force transducer located in the pin connecting the servo actuator
    to the upper bearing assembly

j.  Pressure transducers to monitor the actuator cap and rod end
    hydraulic pressures

k.  Pressure relief valves and anticavitation check valves

l.  Piston rod scraper seal

### 7.3.3 Motion System Performance

This motion system shall have an actuator stroke of at least 54 inches
(137 cm) and deliver the performance described in the following
paragraphs. The performance detailed herein shall apply with a total
load of 33,800 lb (15,350 kg) and a CG positioned 55 inches (140 cm)
over and 8 inches (20 cm) forward of the centroid of the motion
platform.

#### 7.3.3.1 Frequency Response

This motion system shall meet the following frequency response
characteristics for the vertical axis:

> [FREQ (Hz)]{.underline} [PHASE SHIFT (deg)]{.underline}
>
> 0.1 -- 0.5 15
>
> 0.51 -- 1.0 40
>
> 1.1 - 2.0 90
>
> 2.1 - 5.0 160
>
> 5.1 - 9.0 \-\--

The frequency response shall be measured in the vertical axis by
exciting the motion system in that axis, and comparing actual and
commanded accelerations. Printed test results shall show
gain/attenuation (db).

#### 7.3.3.2 Maximum Performance

The measured performance of the motion system shall achieve the
following velocities and accelerations (the excursions are the maximum
mechanical excursions available in each axis):

a.  Pitch

> Maximum excursion +33 Deg -37 Deg
>
> Maximum velocity +/-22 Deg/s
>
> Maximum acceleration +/-400 Deg/s²

b.  Roll

> Maximum excursion +/-33 Deg
>
> Maximum velocity +/-24 Deg/s
>
> Maximum acceleration +/-400 Deg/s²

c.  Yaw

> Maximum excursion +/-38 Deg
>
> Maximum velocity +/-28 Deg/s
>
> Maximum acceleration +/-400 Deg/s²

d.  Vertical

> Maximum excursion 68 inches total travel
>
> Maximum velocity +30, -25 in/s
>
> Maximum acceleration +/-1g

e.  Lateral

> Maximum excursion +/-62 inches travel
>
> Maximum velocity +/-35 in/s
>
> Maximum acceleration +/-1g

f.  Longitudinal

> Maximum excursion +57, -56 in travel
>
> Maximum velocity +/-40 in/s
>
> Maximum acceleration +/-1g

For short duration shocks, the motion system shall be able to generate
the following acceleration:

a\. Pitch Maximum Shock +400, -600 Deg/s²

b\. Roll Maximum Shock +/-700 Deg/s²

c\. Yaw Maximum Shock +/-700 Deg/s²

d\. Vertical Maximum Shock +1.5, -2.0g

e\. Lateral Maximum Shock +1.5, -2.0g

f\. Longitudinal Maximum Shock +2.0, -1.5g

#### 7.3.3.3 Smoothness

The systems shall perform smoothly at all times. Friction shall not
induce any spurious acceleration transient greater than 0.04g (peak) at
the pilot station when any of the actuators are driven with a sinusoidal
input signal of 10% of the maximum acceleration at a frequency of 0.5
Hz.

For any static position or constant velocity there shall be no
instability in the motion system or its servomechanisms which imparts
load accelerations greater than 0.015g at the pilot station.

During the motion transit sequence (motion ON request or motion OFF
request), when the motion base is commanded to move from the settled
position to the neutral position or from the neutral position to the
settled position, all six actuators shall be controlled in such a way as
to cause the motion platform to smoothly rise or settle at a level
attitude.

When the motion base is at the neutral position, if control is
transferred to the host computer through the execution of a control
transfer procedure each actuator shall be smoothly driven from the
neutral position to the position commanded by the host computer in such
a way as to avoid any abrupt motion.

#### 7.3.3.4 Buffet and Vibration Capability

The motion system shall be capable of producing vibrations with
amplitudes of 0.1g at frequencies up to 25 Hz and perceptible vibrations
up to 70 Hz.

All buffets and vibrations shall be generated digitally for summation
with simulated aircraft acceleration commands in the normal motion
algorithm, ensuring an integrated and accurate simulation.

## 7.4 Control Loading System

### 7.4.1 Introduction

The contractor's digital control loading system shall use hydrostatic or
electric actuators, pilot force feedback as the main control loop, and a
high-speed digital control system. Electrical control loading actuators
shall be accepted if they meet the performance requirements in all
respects. If electrical units for control loading are proposed, the
contractor shall provide a means of comparing performance with
traditional hydraulic designs to aid in evaluation of the proposal.

This system shall provide the following features:

a.  Servo Stability

b.  Smooth and Realistic Movement of All Controls

c.  Tuning Utility

d.  Maintainability

e.  Highly Accurate Response

### 7.4.2 Control System Modeling

The program shall model the following aircraft control systems and shall
include the following modules:

a.  Forward model (pilot end)

b.  Aft model

c.  Surface actuator valve model

d.  Surface model

e.  Cable model

f.  Safety algorithm

Software shall be generated from the aircraft contractor's model, and
accurately reflect details of that model.

## 7.5 Motion and Control Loading System Utilities

### 7.5.1 General

A set of software utilities shall be provided to facilitate regular
maintenance, provide analysis of the motion and control loading system
characteristics, and facilitate system troubleshooting. The utilities
shall run on the host computer and shall be accessible from any
engineering terminal. The following utilities shall be available:

a.  Control Loading

b.  Motion

Parameters that are changed via the utilities shall be saved into data
files on the host computer. Once these data files are tested and
approved they are entered into the simulator executive configuration.
Changes made with the utilities shall be under configuration control,
minimizing the chance of unintentional changes to the control loading or
motion configurations. The motion utilities shall be self-contained
utilities that minimize the need additional test equipment. The
following test equipment functionality shall be provided by the software
motion utilities:

a.  Frequency response analyzer

b.  Frequency generator

c.  Frequency spectrum analyzer

d.  Strip chart recorder

The motion utilities shall constitute a complete package that includes
the necessary modules and plotting routines to perform a full
evaluation/tuning session.

### 7.5.2 Control Loading Utility

The control loading utility shall contain the following features:

a.  Tune page

b.  Calibration page

c.  Maintenance page

d.  Feelspring page

e.  Safety page

The control loading utility shall incorporate auto tuning features to
facilitate the regular maintenance of the control loading system. When
auto tuning is invoked in the control loading utility, information shall
be displayed on the different auto tuning functions available, prompt
the user for input when required, show the current status of the
function selected, and alert the user to mechanical deficiencies, which
may be identified by the auto tuning algorithm.

The following auto tune procedures shall be available for hydraulic load
units:

a.  Force offset and mechanical friction compensation

b.  Extrapolation of position calibration endpoints

c.  Valve current offset tuning

d.  Valve servo gain tuning

### 7.5.3 Motion Utility

The motion utility shall provide the following features:

a.  Auto tune page

b.  Auto scale page

c.  Auto QTG/FAA test page

d.  Morning readiness page

e.  Safety page

#### 7.5.3.1 Motion Auto QTG/FAA Page

This feature shall be used to check the motion system performance for
certification. After invoking the utility, a menu shall be shown on a
screen from which the user shall be permitted to select the following
checks, which are part of the motion system acceptance:

a.  [Frequency Response Check.]{.underline} The program shall produce a
    motion platform acceleration frequency bode plot in the heave axis
    (or a position frequency bode plot of motion actuator)without
    further interaction by the user. The plot results shall be printed
    both graphically and numerically on the site printer.

b.  [Turn-Around Bump.]{.underline} The program shall drive all
    actuators at a low frequency (0.5 Hz) and shall graphically plot the
    heave acceleration to demonstrate that the acceleration generated
    during the reversal bump does not exceed the specified limits.

c.  [Leg Balance Check.]{.underline} The program shall drive all
    actuators at a large amplitude and low frequency. All six actuator
    positions shall be plotted to demonstrate that all actuators track
    together.

d.  [Throughput.]{.underline} The program shall generate a plot of the
    motion system, instrument and visual system responses to a control
    input. It eliminates the need to set up plotters or connect external
    equipment to the DN1 cabinet.

## 7.6 Motion and Control Loading System Safety Features

### 7.6.1 Objective

Safety considerations shall be an integral part of the motion and
control loading system design. The motion and control loading systems
shall be safe during operational use of the simulator.

### 7.6.2 Motion and Control Loading Off Switches

The manual hydraulic cutoff shall be operable by guarded switches
located at the operator console, in maintenance areas and in the forward
simulated area (i.e. center console). The switch(es) in the simulated
area shall blend with the appearance of the cockpit and are accessible
to the flight crew.

Operation of any of the switches shall cut power from all hydraulic
pumps, causing the motion system to make an orderly transition to the
rest position, and shall deactivate the flight controls.

### 7.6.3 Motion System Hydraulic and Mechanical Safety Systems

The motion system shall include the following features:

a.  Fail-safe geometry to prevent an unsafe condition under any
    combination of actuator travels.

b.  Progressively smoother throttling of oil flows as limits of motion
    are approached (the energy absorption capacity shall be adequate to
    prevent a runaway condition).

c.  Actuator equipped with flow limiters to limit actuator extension
    velocity.

d.  Servo valve equipped with integral abort feature. Should a major
    system failure be detected, or in case of power failure, the abort
    feature shall smoothly take over control of the actuator, stop it,
    and command it to slowly retract to the rest position at a
    controlled, slow rate. All the actuators abort features shall be
    triggered together to ensure that the entire motion system properly
    ends up at the rest position.

e.  Servo valve and abort feature mechanically biased downward. Loss of
    electrical power to either device shall cause the actuator to
    retract.

f.  Hydraulic components rated at twice their normal operation pressure.

g.  Relief valve on motion system hydraulic pressure set at a safe
    operating pressure.

h.  Fail-safe interlocking switching system for the crew entrance
    walkway and power-on control.

### 7.6.4 Motion System Depressurization

A control shall be provided to depressurize the system in less than 30
seconds when the system is shut down. Hydraulic depressurization shall
occur under the following conditions:

a.  HYDRAULIC OFF switch in the off position

b.  Power failure in the control cabinet

c.  Motion system switched off and the platform has attained the rest
    position (normal operation).

### 7.6.5 Motion System Warning Lights

Two warning lights shall be installed on the underside of the flight
compartment. The lights shall flash whenever the motion system is in
transition, pressurized or hydraulic maintenance is selected.

### 7.6.6 Motion System Electronic Failure Detection System

The control cabinet shall have an extensive failure detection system
that constantly monitors the status of the motion and control loading
systems that shall detect the following failures.

a.  [Actuator Control Failures.]{.underline} The actuator control
    failures are:

    1.  A disagreement between the actuator demanded velocity and actual
        velocity (outside a small threshold)

    2.  A disagreement between the actuator demanded position and actual
        position (outside a small threshold)

    3.  The actuator travel limits being exceeded

    4.  An excessive actuator velocity. The threshold reduces near the
        limit of the actuator for extra safety

b.  [Actuator Electronics Failures.]{.underline} These checks shall be
    designed to detect faulty actuator electronic components or cables
    before they produce an unsafe condition. These checks shall provide
    accurate diagnostics of the motion system status.

```{=html}
<!-- -->
```
1.  Signals intermittent (position, force, cap and rod pressures)

2.  Signals out of range (position, force, cap and rod pressures)

3.  Servo valve current error

4.  Buffer unit malfunctions

```{=html}
<!-- -->
```
c.  [Communication Failures.]{.underline} Ensures proper communication
    with the following:

```{=html}
<!-- -->
```
1.  The host computer (using iterating signal, check sum and maximum
    limits)

2.  The logic interface

3.  All I/O boards under its control

4.  All buffer units under its control

```{=html}
<!-- -->
```
d.  [Miscellaneous Motion Failures]{.underline}

```{=html}
<!-- -->
```
5.  Excessive actuator friction

6.  Excessive actuator force

7.  FPMC card overrun

### 7.6.7 Control Loading System Electronic Failure Detection System

The control cabinet shall have an extensive failure detection system
that constantly monitors the status of the motion and electronic and
mechanical components of the control loading system.

#### 7.6.7.1 Board Safety Checks

The computer logic shall perform the following safety checks:

a.  [HPS:]{.underline}

```{=html}
<!-- -->
```
1.  Hydraulic motor failures

2.  Hydraulic filter failures

3.  Oil temperature and level

4.  Pump suction valves status

5.  Motion and control loading pressures

```{=html}
<!-- -->
```
b.  [Motion system performance:]{.underline}

    1.  Motion actuator excessive position and velocity

    2.  Motion actuator velocity error (maximum velocity reduces when
        approaching the end of actuator travel)

    3.  Motion ramp up/down time out

    4.  Abort manifold failure

    5.  At rest switch failure

    6.  Communication failure

c.  [Control loading system:]{.underline}

    1.  Control loading on request time out

    2.  Communication failure

d.  [Accessway and interlocks:]{.underline}

    1.  Accessway limit switch conflicts

    2.  Accessway not up and motion base pressurized failure

    3.  Accessway gate not closed

    4.  Any interlock condition not satisfied

e.  [Communication failures:]{.underline}

    1.  With host computer

    2.  With any interface boards

    3.  With any I/O boards under its control

f.  [Cabinet integrity:]{.underline}

    1.  Power supplies failures

    2.  I/O boards not responding

#### 7.6.7.2 Warnings and Failures Annunciation

A comprehensive set of warnings and failure messages, as well as an
audible warning horn, shall be provided to properly identify the nature
of any problem.

If a warning level is reached, the status page on the display shall be
replaced by the warning page indicating the malfunction.

If a failure level is reached, the corresponding failure page shall be
displayed and an audible warning horn shall sound. If the failure
relates to the control loading system, the system shall be switched OFF
immediately by venting the hydraulic pressure. The motion system shall
then be automatically turned OFF. If the failure relates to motion
operation only, the motion platform shall retract to the rest position.

Once a warning or failure is detected, the annunciation shall remain
displayed until the problem is repaired and a RESET is issued. If the
failure condition still exists, the display shall reappear. If multiple
warnings and/or failures occur, the priority posting of the pages shall
be such that the first errors to occur shall remain annunciated.

All messages displayed on the control cabinet shall also be reported on
the host computer error logger system to be displayed on the console
terminal and also be stored in a file for reference.

#### 7.6.7.3 Operator Control and Display

The IOS shall have simulator control, HYDRAULIC OFF, and emergency stop
functions. The CONTROL LOADING/MOTION panel shall allow the operator to
control the motion and control loading systems, and shall include a
hydraulic cutoff function. The Hydraulic cutoff function shall be fitted
with a guarded toggle switch. The motion and control loading systems
shall be controlled by two push buttons each. The push buttons shall
also provide ON/READY and OFF/FAIL indications. The motion system shall
erect and shut down smoothly following an operator command.

## 7.7 Hydraulic System

### 7.7.1 Introduction

The hydraulic system shall provide the necessary flow and pressure of
hydraulic fluid to drive the motion and control loading actuators.

### 7.7.2 Hydraulic System Hardware

The hydraulic system consists of an HPS, motion system hydraulics,
control loading system hydraulics and a hydraulic distribution system.

### 7.7.3 Hydraulic Power Supply (HPS)

The HPS shall consist of a reservoir assembly, a minimum of two motion
motor/pump assemblies and a separate assembly containing the control
loading and cooling motor/pumps. The assemblies shall be mounted on a
single base frame.

#### 7.7.3.1 Hydraulic Power Supply (HPS) Motion Hydraulics

The HPS motion hydraulics shall consist of at least two motor/pump units
connected in parallel. The motors shall be mounted with anti-vibration
mounts to the HPS base frame. A visual flow meter, a pressure gauge and
a non-return check valve shall be installed at each pump discharge line.
Three 3-micron filters shall be installed downstream of the motion
pumps.

The pump flows shall be combined in a manifold downstream of the
filters. Pressure transducers and pressure switches shall monitor the
motion pressure. A vent/relief valve shall protect the system from high
pressures and shall allow the motion flow to be vented to the tank when
pressure is not required.

#### 7.7.3.2 Hydraulic Power Supply (HPS) Control Loading Hydraulics

The control loading system shall consist of one motor/pump unit. The
control loading pump shall be a variable displacement, axial piston,
pressure compensated type.

The pump shall be directly coupled to a dual shaft 10 hp open drip-proof
induction motor. This motor also drives the cooling pump. The motor
shall be mounted with anti-vibration mounts to the HPS base frame. A
visual flow meter, a 3-micron filter, a pressure transducer and a
non-return check valve shall be installed at the pump discharge line.
Pressure transducers and pressure switches shall monitor the control
loading pressure. A vent/relief valve shall protest the system from high
pressures and shall allow the control loading flow to be vented to the
tank when pressure is not required.

#### 7.7.3.3 Alternate HPS Control Loading Hydraulics

In the event of a control loading system pump or motor failure, it shall
be possible to divert oil from the motion system pressure line to
operate the control loading system.

#### 7.7.3.4 HPS Cooling Hydraulics

The cooling system shall consist of a pump directly coupled to the
control loading motor. The cooling pump shall be a fixed displacement
vane pump, which continuously provide 31-37 gpm at 1500 or 1800 rmp. A
3-micron filter shall be installed in the cooling pump discharge line.
An oil-to-water heat exchanger shall be installed in the line after the
filter. The water flow through the cooler shall be controlled by a water
regulator valve installed in the water outlet line. Chilled water shall
be provided from the building chilled water system.

#### 7.7.3.5 Alternate Cooling Hydraulics

In the event of a cooling pump or control loading motor failure, it
shall be possible to reroute flow from the motion system return line
through the heat exchanger by opening a manual valve.

#### 7.7.3.6 HPS Reservoir

The reservoir shall have a capacity of 400 gallons of hydraulic fluid in
order to meet the requirements of the hydraulic system described above.
The reservoir shall have a baffle to separate the suction side from the
return side and a removable cover. The following components shall be
mounted on the reservoir:

a.  Air breather

b.  Fill port

c.  Drain valves

d.  One temperature gauge

e.  One temperature transducer

f.  Two temperature switches

g.  Two oil level float switches

h.  One visual oil level indicator

i.  One magnetic tank trap

j.  Ball valves on all of the pump suction lines.

### 7.7.4 Motion System Hydraulics

The motion system hydraulics shall consist of a distribution
manifold(s), corner manifolds and hoses that interconnect them. The
motion system shall also have at least three 30-gallon pressure line
accumulators and one 10-gallon return line accumulator. Flexible hoses
and swivel joints shall connect the motion actuators to the corner
manifolds. Any deviation from this design must be approved by the FAA.

### 7.7.5 Control Loading System Hydraulics

The control loading system shall consist of a control panel, pressure
and return line accumulators. The control panel shall allow the control
loading actuators to be pressurized slowly to prevent the flight
controls from moving abruptly.

### 7.7.6 Hydraulic Fluid

The hydraulic fluid used in the hydraulic system shall be
petroleum-based type of viscosity grade IOS-46. Additives, within the
oil composition, shall provide pump wear protection, rust protection,
oxidation resistance, low foaming, stability for fast separation from
water and good viscosity temperature characteristics.

# 8.0 Computer System and Interface

## 8.1 General

The minimum configuration described in the following paragraph shall be
provided.

### 8.1.1 Computer and Peripheral Configuration

The host computer system shall consist of the following units as a
minimum:

a.  The host computer shall the latest Intel, or equivalent, CPU with
    sufficient memory and storage to handle the workload of the
    demanding research environment and allow for future expansion, with
    appropriate disk controllers, Ethernet, USB, Serial and Parallel
    ports, monitor and keyboard.

b.  Four PC desktop engineering terminals. Two with an internal modem.

c.  One external portable disk chassis with two enclosures (one on-line,
    one backup).

d.  Three high-capacity, high speed removable disks (one installed and
    two spares).

e.  One internal high capacity tape drive.

f.  One Rewriteable DVD

g.  One color laser printer/plotter.

### 8.1.2 Software Modeling Computer Workstation

The computer system design shall provide a computer workstation that
shall be able to edit, compile and process software changes for the
simulator systems modules, NDB, IOS and all other utilities in use on
the simulator. Processed software shall be capable of being installed on
the simulator and be linked and run with a minimum of manipulation. This
computer shall operate as a "hot" spare for the simulator host computer.

### 8.1.3 Hardware Description

#### 8.1.3.1 Central Processing Unit (CPU)

The selected PC Server model shall be based on the fastest simulation
environment validated Intel Processor. The server model shall support
multi-processors, and shall have capabilities to support ECC and a large
internal disk drive. Each processor shall be equipped with two levels of
cache memory. The high speed Peripheral Component Interconnect (PCI) I/O
bus shall have multiple PCI slots.

#### 8.1.3.2 Computer System Performance and Spare Capability

The computer system shall allow simulation programs to be written,
compiled and assembled on-line with the simulator in use. It shall
support a real-time software development system.

#### 8.1.3.3 Iteration Rate

The basic iteration rate of the simulation software shall be a minimum
of 60 Hz (16.7 ms).

#### 8.1.3.4 Spare system Capacity

At the time of final acceptance, the computer system shall be
demonstrated to have 50% spare main memory, 50% spare disk capacity, and
an average of 50% spare execution time for expansion of simulation
programs and background software development.

#### 8.1.3.5 Programming Language

The simulation software shall be written in FORTRAN, C and/or C++
language.

#### 8.1.3.6 Computer System Update Status

At the start of simulator in-plant acceptance, all mandatory field
change orders shall have been incorporated in the computer and
peripherals, and shall have been tested by the contractor.

### 8.1.4 Peripheral Equipment

#### 8.1.4.1 Magnetic Disk Mass Storage Unit

The disk drive mass storage unit shall contain all simulator programs
and data.

#### 8.1.4.2 Tape System

At least one high capacity tape drive shall be provided.

#### 8.1.4.3 Terminals

Four (4) tabletop PCs used as engineering terminals and IOS page
development stations shall be provided. Each shall be configured with a
color monitor and, as a minimum, with an Intel Processor and sufficient
memory and storage to run the simulator utilities and work with the
latest engineering modeling tools. Each PC shall be provided with an
Ethernet Local Area Network (LAN) connection and shall have the latest
Windows environment and any additional support software packages.
Provisions shall be included to allow remote connection from a laptop
computer for editing programs.

Two (2) of the four (4) PCs shall include internal modems.

#### 8.1.4.4 Printers

The printer, which provides program listings, graphs, and hard copies,
shall be a HP Laser, or better, postscript compatible printer/plotter.
An output compatible with HP color Ink Jet printers shall also be
provided.

#### 8.1.4.5 Optical Drives

A high capacity Rewritable DVD drive shall be provided.

### 8.1.5 Operating System Software

A Unix operating system or equivalent, is the model on which this
requirement is based. The operating system shall be a multitasking,
multi-user, virtual memory operating system. It shall support
application programs written in a high-level programming language such
as FORTRAN, C or C++. It shall provide real-time features such as the
PSE54 (Multi-Purpose Real-time System Profile part of POSIX 1003.13)
compliant memory locking, special schedule system calls for real-time
priority processes, and POSIX RT signals.

Additional features shall include: support for various file systems such
as Network File system (NFS), and (NTFS), symmetric multi SMP support, a
wide range of supported hardware and computers, large set of internet
world web tools. The latest contractor tested and released version of
the operating system, available at the start of in-plant acceptance
testing, shall be used.

### 8.1.6 Interface Controller

The simulator I/O shall be interfaced to the simulator host computer via
an Ethernet serial data bus. Using this industry-standard bus shall
enable the simulator I/O to be interfaced to a number of commercially
available computer systems using the computer contractor's controller to
facilitate research programs.

#### 8.1.6.1 I/O Subsystems

Multiple I/O subsystems shall interface to the host computer via the
Ethernet bus. Output transmissions shall be synchronized to the host
computer iteration rate while input transmissions shall be synchronized
to significant data changes. The I/O subsystems shall support both
rate-scheduled I/O and asynchronous message handling functions.

#### 8.1.6.2 Interface I/O Subsystem 

The interface I/O subsystem \`shall consist of an input concentrator
node together with a number of contractor's chassis' connected via an
Ethernet serial data bus. The input concentrator ode shall perform the
following functions:

a.  Supports Ethernet and RS422/232 transfers

b.  Pack and consolidate all input data transfers

c.  Drives any maintenance utility box

d.  Consolidates error reporting from each chassis

e.  Reports errors to the host computer system.

#### 8.1.6.3 Input Data from Other Simulators

The interface shall allow data from remote simulators to be input to the
simulator system for operational evaluation purposes. An example of this
is aircraft position data from a remote site to be used to display TCAS
or other CDTI targets on cockpit displays and in the visual and IOS
mapping page. Specifically, dynamic data to/from the adjacent B737-800
simulator shall be transferred real-time between the two simulators.

## 8.2 Interface

### 8.2.1 General

The simulator interface system shall enable the simulator host computer
to communicate I/O functions to the simulator. Functional modules shall
provide the interfacing function to the different elements of the flight
simulator such as digital, serial, synchro, and analog input and output.
The modules shall be linked to the computer interface controller via an
Ethernet serial data bus. Hardware built-in test features coupled with
on-line software diagnostics shall be used to provide a reliable and
maintainable interface system.

#### 8.2.1.1 Spare Capacity

At the time of final acceptance, the interface shall include either 20%
spare channel capacity in each type of discrete and analog input and
output, and ARINC 400/600 series interface, or at least a minimum of six
spare channels of each type. Any channels used for diagnostic test loops
shall be in addition to the operational spare channels. The interface
shall allow for a further 15% spare board capacity. The design shall
facilitate field expansion of the interface.

### 8.2.2 Simulator Interface address Structure

Elements in the simulator I/O interface system shall fall under six
basic categories: analog inputs and outputs, discrete inputs and
outputs, and serial data inputs and outputs. Each input or output
channel shall be identified by a single-word address.

#### 8.2.2.1 Chassis Controller

The chassis controller shall feature a microprocessor, a coprocessor and
sufficient memory to support the following functions:

a.  RS422,RS232 and C-bus transfers

b.  Formatting I/O data

c.  Checking inputs for changes

d.  Running on-line diagnostics

e.  Reporting errors

#### 8.2.2.2 Special Input/Output (I/O) Boards

Additional special I/O boards may be required in order to provide drive
signals for original aircraft equipment not electrically compatible with
standard interface chassis.

### 8.2.3 Interface Diagnostics

#### 8.2.3.1 On-Line Diagnostics

A board-level diagnostic program shall be provided that runs in
conjunction with the interface to provide a self-test capability. It
shall permit the performance and calibration of individual interface
channels to be monitored and reported concurrent with simulator
training.

# 9.0 Simulator Software Environment

## 9.1 General

The contractor's simulator software environment shall augment the
contractor-supplied operating system and adapt it to a real-time
simulator configuration. All facilities and capabilities of the standard
operating system shall be retained, permitting any task operating under
it to also operate under the contractor's real-time environment.

The contractor's simulator software environment shall enable a real-time
simulation program to be run concurrently with on-line maintenance
utilities. To accomplish this, a foreground/background approach shall be
used. The capability shall be provided to support multi-background
operations by time-sharing the background system to speed up in-house
program integration and software development when training is in
progress.

Source code on magnetic media for all simulator utilities and programs
when regenerating script files shall be provided with the simulator.

## 9.2 Simulator Executive

The simulator executive utility shall provide provisions for
configuration control and a simplified operator interface. The utility
shall provide the capabilities described below:

a.  Alternate Load Modules. The contractor shall provide the disk space
    to handle at least four complete and independent simulator
    configurations that can all be automatically rebuilt from sources.
    For example, one approach has been to have configurations named
    WORK, SON, FATHER and GRANDFATHER defined; the GRANDFATHER
    configuration would reflect the configuration at a time of proven
    performance, such as at completion of acceptance; the FATHER and SON
    configurations would be maintained as up-to-date proven software
    packages used for training; and the WORK configuration would be the
    software development module. It shall be possible to list, compare,
    copy, save, restore, rename or delete configurations. Files shall be
    able to be shared by multiple configurations. All configurations
    shall have separate history files, and shall have password
    protection.

b.  File Protection. The simulator executive shall maintain protection
    and control over all programs and data files that are required to
    regenerate the simulator executable modules from source. These shall
    be FORTRAN, C, and C++ including files, operator facility pages,
    library files, database sources, interface definition file, function
    generation raw data files and linker options.

c.  History of Configuration Changes. The simulator executive shall
    maintain an independent configuration history for all existing
    configurations. A new record shall automatically be added to the
    configuration history database when adding, changing or deleting
    files from the configuration or when operating the simulator
    (loading/unloading). It shall be possible to recall a subset of
    history changes by date, username or pattern matching a
    configuration element. A change history record shall contain the
    filename(s), user name, time stamp and an optional user comment. An
    operation history record shall contain the filename(s), time stamp
    and type of operation.

d.  Automatic Building of Simulation Load Modules. The simulator
    executive shall be capable of regenerating from source all
    simulation load modules by invoking the preprocessors, compilers,
    linkers and utilities required to process source files and generate
    the simulator load modules. Partial building of configuration
    elements shall also be supported.

e.  User-Friendly Menu/Line Interface. The simulator executive shall
    provide a user-friendly interface for changing the configurations or
    for controlling the operations of loading and unloading the
    simulator. It shall have two modes of operation: a LINE mode for the
    expert user and a self-explanatory MENU mode for the novice. Command
    recall, line editing and on-line help shall be available in both
    modes of operation.

f.  Foreground Loading. The simulator executive shall also provide the
    means by which the foreground is loaded. Loading the foreground is
    normally a multiple step operation that involves initializing the
    CDB, shared global common memory, loading the interface data, and
    spawning the foreground tasks. During the load operation, the
    simulator executive shall consult the appropriate configuration file
    for image and CDB filenames, number of tasks, etc. Once the
    foreground is loaded the simulator executive shall provide
    facilities to start, halt and freeze the execution of the
    foreground.

g.  Reduction of Operating System Overhead. The execution time overhead
    shall be minimized by grouping like programs into a small number of
    high-priority tasks, each having its own local program dispatcher,
    or by a method yielding similar results, providing direct disk I/O
    subroutines.

## 9.3 Simulator Software Scheduling

a.  Program Scheduling. Foreground simulation programs shall be
    scheduled for execution by local program dispatchers contained in
    each foreground task. Foreground programs shall be classed as either
    synchronous or asynchronous.

b.  Synchronous Scheduling. Synchronous programs shall be those programs
    that execute at a fixed interval. The modules shall be grouped into
    time bands so that whenever a band is scheduled, all program modules
    in that band shall be executed. Time bans shall be arranged in a
    tree-like structure. Each time band level shall be associated with a
    specific interval.

c.  Asynchronous Scheduling. Asynchronous programs are those that
    execute as a result of a specific event or condition rather than, as
    for synchronous programs, at a fixed rate.

These events shall be defined at run-time by the asynchronous program
itself. An event may be the completion of an I/O request, the end of a
time interval or the setting of a software flag by another program.

## 9.4 Simulation Common Database (CDB)

The CDB input file containing variables, constants and pointers required
to define the physical and simulated state of the real-time systems
shall contain the following information for each label:

a.  Label name

b.  Data type

c.  Initial value

d.  Description of variable

e.  Display format

f.  Real-time interface address (if applicable).

The information shall be encoded in an ASCII file where it shall be
possible to edit with available text editors.

## 9.5 Software Utilities

The simulator software utilities described below shall be provided.
These utilities shall give the FAA the flexibility to perform essential
maintenance and development projects on the simulator. Help commands
shall enable the user to obtain information on all utilities upon
request. These utilities can be divided into the following categories:

a.  Software maintenance

b.  Performance evaluation

c.  Simulator status reporting

d.  Miscellaneous

### 9.5.1 Software Maintenance Utilities

#### 9.5.1.1 Source Management

Source code of all simulation software programs shall be provided on the
host computer disks. Modifications to the programs shall be performed
using a contractor provided full-screen editor that appends a unique
version number to a file name and a revision history to the content of a
file.

#### 9.5.1.2 Compiling Utilities

The function of these utilities shall be to produce an executable file
that can be run on the host computer without computer expiration dates.
These utilizes are divided into the following categories:

a.  CDB processor

b.  FORTRAN Precompiler (FPC)

c.  FORTRAN compiler

d.  C Precompiler (CPC)

e.  C Compiler

f.  C++ Compiler

g.  Host computer contractor-designed compiler.

#### 9.5.1.2.1 Common Database (CDB) Processor

The CDB processor shall validate the fields contained in the input file
and generate a set of access files containing the information required
to produce the database sharable structures within the simulation
program source files.

#### 9.5.1.2.2 FORTRAN and C Pre-compilers

The FORTRAN and C utilities shall automatically generate simulation
program source files with the CDB variables, declarations and sharable
structures. They shall also provide documentation aids.

#### 9.5.1.2.3 Host Compilers

The FORTRAN complier and C compiler utilities shall take the code
produced by the FPC and the CPC, respectively, and produce an executable
load module. Translation routines to convert from one programming
language to another shall be provided, where available.

### 9.5.2 Performance Evaluation Utilities

#### 9.5.2.1 Software Monitoring Utilities

The following utilities shall be provided to enable the FAA to monitor
the performance of software modules. They shall allow the FAA to perform
the following typical functions:

a.  Time a system

b.  Time individual modules

c.  Monitor spare execution time

d.  Provide access to al CDB variables

e.  Provide access to interface assignments.

#### 9.5.2.2 Computerized Test System

A computerized test system designed to assist in the development, debug
and validation of the simulator programs shall be provided. It shall
allow the examination in real-time of program parameters global and
local in discrete, tabular or plotted form. The system shall allow test
files to be written to accomplish the following:

a.  Establish start conditions

b.  Vary input parameters during the test

c.  Establish ending criteria for a test

d.  Create high-resolution plots of output variables

e.  Automatically compare tabular results with desired results.

The system shall allow test tolerances to be specified for tabular
results so that out-of-tolerance results can be flagged.

#### 9.5.2.2.1 Flight and Flight Controls Performance Tests

The acceptance testing shall cover the handling, quality and performance
portions of flight and flight controls. Computerized test system driver
files shall be developed and provided to assist in running these tests
on the simulator in real-time. The driver files shall support the
following:

a.  Set up initial conditions for each test

b.  Drive the control surface positions for selected tests to match the
    time histories of actual flight test pilot inputs

c.  Record the relevant flight response parameters throughout the test

d.  Output plots of the various flight parameters scaled in a manner to
    facilitate easy comparison with aircraft data

e.  Drive each of the primary controls throughout their range of travel
    to produce force displacement plots to compare against actual
    aircraft force curves.

#### 9.5.2.2.2 Automatic Test Files

The automatic test system shall allow the development of test files that
can be used to evaluate new modules and performance-related programs. It
is recognized that the tests shall be limited by the system's dependence
on simulator hardware and interaction with other systems, so they may
not appropriate in all cases, or when working in an off-line mode.

#### 9.5.2.2.3 Flight Test Driver Program

A flight test driver program using the computerized test system shall be
provided to support testing for the QTG requirements. This driver
program shall provide commands to drive the simulator into
static/dynamic configurations in off-line or on-line modes.

a.  [Off-Line Mode.]{.underline} In this mode, the facility shall be
    used along with trim programs designed to meet the requirements of
    the acceptance test programs to drive the flight program
    independently of the simulator operation. A library of predetermined
    static/dynamic configurations shall be available, with provisions to
    use any desired configuration entered in the manual mode on an
    engineering display terminal. For predetermined static
    configurations, a hard-copy printout and soft copy shall be made
    possible containing setup information, reference target and
    simulator results and tolerances. Simulator results out of the
    specified tolerances shall be flagged and an error count kept and
    printed at the end of the listing.

b.  [On-Line Mode.]{.underline} In this mode, the tests to be performed
    shall be selectable from a menu available on an engineering display
    terminal. The driver program shall then drive the simulator into the
    maneuvers requested for monitoring and observation while being
    performed. Cockpit instruments shall respond accordingly.

In both modes of operation, a hard copy shall be available on the
computer complex line printer/plotter. For dynamic maneuvers, a cross
plot utility allows any flight parameter to be plotted against any other
or against time to provide a valuable debug tool. Up to ten plots shall
be possible per test. The high resolution plots shall be scaled as
required to be compared with aircraft data.

#### 9.5.2.2.4 Trims

Trims routines shall be provided for automating simulator flight
performance verification. They are designed to permit rapid setup and
initiation of dynamic checks, as well as for complete execution of
static tests. Thrust and surface deflections are calculated during
static tests. The static checks shall be controlled via trim routines.

#### 9.5.2.2.5 On-Line Validation Plotter Utility

#### 9.5.2.2.6 General

A utility shall be provided as an automated system that demonstrates
proof-of-match from a comparison of simulator-versus-aircraft
performance and response characteristics. The system shall extract all
flight test pilot control inputs from an aircraft contractor-supplied
magnetic tape or other media, and uses these input parameters to
generate "driver" files to drive the simulation model. The simulator
response shall be digitally recorded and automatically overlaid onto the
aircraft response characteristics. The system shall incorporate a
program to analyze the results and determine the test compliance to
certification (Level D Approval) requirements.

#### 9.5.2.2.7 System Functional Capability

The automated utility shall provide the following capabilities:

a.  Auto-generated proof-of-match overlay of simulator versus aircraft
    characteristics

b.  Correlation of test results against aircraft traces

c.  Curves that can be displayed automatically at the end of each test
    on the IOS display

d.  Printed copies of curve displays can be generated, showing initial
    condition summaries

e.  Six simulator/aircraft curve pairs shall be displayed at a time on
    an IOS page. Up to 20 simulator/aircraft curve pairs shall be
    available per test. An IOS command shall allow the operator to step
    between IOS pages.

### 9.5.3 Simulator Status Utilities

The simulator status utilities shall be provided to display summary
results of morning readiness tests and the interface diagnostics.

#### 9.5.3.1 Morning Readiness Tests

The morning readiness program shall test the following equipment:

a.  Motion

b.  Control forces

c.  Panel lights

d.  Instruments

e.  Sound

f.  Visual

These tests shall be executed each morning in order to evaluate the
status of the simulator.

#### 9.5.3.1.1 Motion Test

This test shall provide a quick verification of the motion system
performance.

#### 9.5.3.1.2 Control Forces Test

This test shall evaluate the control forces system of the simulator by
backdriving the controls and comparing the actual positions and forces
of each control with their computed positions and forces. Test results
shall be available at the computer complex line printer/plotter at the
end of the test.

#### 9.5.3.1.3 Panel Lights Test

This test shall be utilized to detect faulty lights in the cockpit. The
test shall illuminate all the lights in the simulator cockpit, allowing
the operator to visually confirm the functioning of the lights.

#### 9.5.3.1.4 Instruments Test

This test shall be utilized to verify the operation of all the analog
instruments used by the flight crew inside the simulator. The
instruments shall be driven to their minimum values, then to their
middle values, and finally to their maximum values. At each step, the
operator can visually verify the calibration of the instruments. To
proceed from one step to the next, the operator shall provide a key
command to the terminal from which the test was called. When the test is
over, the instruments shall return to the values they had before the
test began.

A test shall also be provided to test IOS displays. This test shall
first position the aircraft on ground and request the operator to set
the aircraft to a know takeoff configuration. The operator shall then
check all the electronic displays for correct setup. The operator shall
then position the aircraft to a known in-air setup. The operator shall
recheck all the electronic displays for correct setup. The aircraft
shall be returned to ground at the completion of the test. Each step of
the test shall be initiated by the operator by providing a key command
to the terminal from which the test was called.

#### 9.5.3.1.5 Sound Test

The sound morning readiness checks shall verify the operation of the
sound system by sweeping the frequency of a test tone through each
channel individually while the operator listens to the tone for faults.

#### 9.5.3.1.5 Visual Test

The visual test shall show an approach and a landing at an airport. The
operator shall monitor the windows for any stepping or other fault in
the scene.

#### 9.5.3.1.6 Test Results

The results of the morning readiness tests shall be available on IOS
pages, which shall also form a log-in record for the operator indicating
the following:

a.  The type of activity being conducted

b.  Qualitative acceptability of the simulator

c.  Session terminating status

#### 9.5.3.2 Interface Diagnostics

#### 9.5.3.2.1 On-Line Interface Diagnostics

A board-level monitoring program shall be available with a self-test
capability. It shall permit the performance and calibration of
individual interface channels to be monitored and reported concurrently
with simulator training.

#### 9.5.3.2.2 Data Transmission Errors

The data transmission errors detected by the diagnostic program are
faults that occur between the host processor and the interface. The
errors shall be automatically detected with every address or data
transmission to the interface. The following errors shall be detected
and logged:

a.  Address time-out error

b.  Data time-out error

c.  Parity in data transfer from interface to interface controller

d.  Various controller and host computer interface errors

e.  More than one circuit board in a chassis responding to the same
    address

#### 9.5.3.2.3 Channel Errors

Interface channels shall be continuously verified with a closed-loop
diagnostic. A background utility shall be available that can be called
from any engineering terminal to give a summary of diagnostic messages.

a.  [Equipment Check.]{.underline} The diagnostic program shall
    continuously verify the operation of each interface chassis in the
    following areas:

    1.  The tolerance of the interface DC power supplies shall be
        checked. Any deviation from predetermined tolerances shall be
        printed out automatically as a failure.

    2.  Every discrete input shall be read in both normal and
        complemented form. Failures shall be identified to the bit
        level.

    3.  The output register of each discrete output shall be monitored.
        Failure shall be identified to the bit level.

    4.  The voltage of every analog output channel shall be monitored in
        a closed loop and compared to the requested value. Failure shall
        be identified to the channel level.

    5.  The conversion accuracy of every analog input chassis shall be
        monitored using an analog output in a closed loop. Failures
        shall be identified to the chassis level.

    6.  The ac voltage of every synchro output shall be monitored and
        compared to the requested value. Failures shall be identified to
        the individual channel level.

b.  [Error Messages.]{.underline} The monitoring of interface operation
    shall not have discernible effects or cause spurious delays in the
    normal transfer of data between the CPU and interface. The error
    message list shall be available for examination from any engineering
    terminal.

Errors shall be logged in the following manner:

1.  Chassis name and physical location

2.  Failed circuit board, type and slot location

3.  Where applicable, channel or bit number on the failed board

4.  Description of failed board

```{=html}
<!-- -->
```
c.  [Voltage Report.]{.underline} The diagnostic program shall allow an
    operator to read the voltage error of the following:

    1.  Analog output channel

    2.  Analog input chassis analog-to-digital conversion

    3.  Synchro output channel

### 9.5.4 Miscellaneous Utilities

#### 9.5.4.1 Fault Tracking Utility

This on-line utility shall keep a record of all identified deficiencies
raised on the simulator by systems. It shall also maintain a record of
the date the discrepancy was raised and the date it was cleared. A hard
copy of all discrepancies by system or status shall be provided through
this utility.

#### 9.5.4.2 Interface Allocation Utility

This on-line utility shall provide a current listing of the interface
allocations and their functions. The user shall be prompted for default
or manual mode selection. Default mode shall provide a listing of all
allocations, spare and used. In the manual mode, information on specific
interface allocations shall be available as desired.

#### 9.5.4.3 Mechanization of Data Utility

The contractor shall provide the FAA with the software utilities to
convert Airbus data (function and checkout) to contractor's data.

### 9.5.5 Erasable Programmable Read-Only Memory (EPROM) Update

The contractor shall provide EPROM updates to all sub-systems, such as
Digital Flight Control Management System (DFCMS) Electronic Fokker
equipment, current to the date of delivery.

# 10.0 Repeatability and Tolerances

## 10.1 General

The major objective of realistic simulation is that the actual simulator
performance matches the performance and flight test data of the original
aircraft. In order to ensure that this match is achieved, the following
tolerances are to be applied in the numerical comparison of test results
obtained from the simulator against aircraft contractor test results
from various approved sources.

## 10.2 Design Tolerances

The tolerances should be applied to like types of data. Tolerances for
individual systems are specified in this section.

## 10.3 Simulator Hardware Tolerances

### 10.3.1 Stimulated Instruments

In cases where actual aircraft equipment is used in the simulator, all
the inherent characteristics of the device such as lagged response and
hysteresis shall be retained. Therefore, the achievable accuracy may be
determined by the accuracy and resolution of the device itself and hence
would override any tolerance given herein.

### 10.3.2 Simulated Instruments

In cases where the instrument is simulated, the accuracy of the
indication shall be as good as the actual aircraft instrument.

### 10.3.3 Interchangeability

The simulator shall be designed to drive correctly designed instruments,
which comply with their appropriate specifications. Any such instrument
shall be fully interchangeable with another correctly functioning
instrument of the same type.

## 10.4 Tolerances Against Flight Test Results

If it is applicable, the tolerances quoted in the FAA Approval
Requirements Document shall be used for all relevant tests conducted in
accordance with any acceptance test guide.

## 10.5 System Tolerances

Tables 10-1 to 10-11 list the applicable tolerances for each individual
system.

**Table 10-1 Flight Instrument Tolerances**

+-----------------------------------+----------------+-----------------+
|                                   | **Computed     | **Readout       |
|                                   | Versus         | Versus Approved |
|                                   | Approved       | Data**          |
|                                   | Data**         |                 |
+-----------------------------------+----------------+-----------------+
| Mach no. versus calibrated        | ±0.001m        | ±0.01m          |
|                                   |                |                 |
| Airspeed and height               |                |                 |
+-----------------------------------+----------------+-----------------+
| IAS versus height                 | ±1 knot        | ±2 knots        |
+-----------------------------------+----------------+-----------------+
| Rate of climb                     | ±50 ft/min or  | ±50 ft/min or   |
|                                   | ±5%            | ±5%             |
+-----------------------------------+----------------+-----------------+
| Pressure altitude                 | ±30 ft         | ±50 ft          |
|                                   |                |                 |
| Radio altitude                    | ±0.05 ft       | ±2 ft           |
+-----------------------------------+----------------+-----------------+

**Table 10-2 Flight Tolerances**

+-----------------------------------+----------------+-----------------+
|                                   | **Computed     | **Readout       |
|                                   | Versus**       | Versus**        |
|                                   |                |                 |
|                                   | **Approved     | **Approved      |
|                                   | Data**         | Data**          |
+-----------------------------------+----------------+-----------------+
| Airspeed                          | ±1.5 knots or  |                 |
|                                   | ±1%            |                 |
+-----------------------------------+----------------+-----------------+
| Time                              | ±1.5 sec or    |                 |
|                                   | ±5%            |                 |
+-----------------------------------+----------------+-----------------+
| Rate of descent/climb             | ±50 fpm or 5%  |                 |
+-----------------------------------+----------------+-----------------+
| Distance                          | ±200 ft or 5%  |                 |
+-----------------------------------+----------------+-----------------+
| Angle of attack                   | ±0.5 deg       |                 |
+-----------------------------------+----------------+-----------------+
| Sideslip angle                    | ±0.5 deg       |                 |
+-----------------------------------+----------------+-----------------+
| Pitch Attitude                    | ±0.5 deg       |                 |
+-----------------------------------+----------------+-----------------+
| Roll attitude                     | ±0.5 deg or    |                 |
|                                   | ±10% of change |                 |
+-----------------------------------+----------------+-----------------+
| Heading                           | ±0.5 deg or    |                 |
|                                   | ±10% of change |                 |
+-----------------------------------+----------------+-----------------+
| Roll Rate                         | ±5% or ±1      |                 |
|                                   | deg/sec        |                 |
+-----------------------------------+----------------+-----------------+
| Yaw rate                          | ±5% or ±1      |                 |
|                                   | deg/sec        |                 |
+-----------------------------------+----------------+-----------------+
| Pitch rate                        | ±5% or ±1      |                 |
|                                   | deg/sec        |                 |
+-----------------------------------+----------------+-----------------+
| Altitude                          | ±25 ft or ±10  |                 |
|                                   | ft below 100   |                 |
|                                   | ft             |                 |
+-----------------------------------+----------------+-----------------+
| Control surface                   | ±0.25 deg or   |                 |
|                                   | ±10%           |                 |
+-----------------------------------+----------------+-----------------+

**Table 10-3 Flight Control Tolerances**

+-----------------------------------+----------------+-----------------+
|                                   | **Computed     | **Readout       |
|                                   | Versus**       | Versus**        |
|                                   |                |                 |
|                                   | **Approved     | **Approved      |
|                                   | Data**         | Data**          |
+-----------------------------------+----------------+-----------------+
| Stabilizer trim (manual effort)   |                | ±2 lb or ±10%   |
+-----------------------------------+----------------+-----------------+
| Side Stick                        |                | N/A             |
|                                   |                |                 |
| X Pitch                           |                |                 |
+-----------------------------------+----------------+-----------------+
| Side Stick                        |                | N/A             |
|                                   |                |                 |
| X Roll                            |                |                 |
+-----------------------------------+----------------+-----------------+
| Aileron trim (manual effort)      |                | ±2 lb or ±10%   |
+-----------------------------------+----------------+-----------------+
| Rudder pedals force               |                | ±5 lb or ±10%   |
|                                   |                |                 |
|                                   |                | Breakout ±5 lb  |
+-----------------------------------+----------------+-----------------+
| Rudder trim (manual effort)       |                | ±2 lb or ±10%   |
+-----------------------------------+----------------+-----------------+
| Flaps lever                       |                | ±2 lb or ±10%   |
+-----------------------------------+----------------+-----------------+
| Landing gear lever                |                | ±2 lb or ±10%   |
+-----------------------------------+----------------+-----------------+
| Landing gear emergency lowering   |                | ±5 lb or ±10%   |
+-----------------------------------+----------------+-----------------+
| Thrust levers                     |                | N/A             |
+-----------------------------------+----------------+-----------------+
| Start levers (fuel HP cocks)      |                | N/A             |
+-----------------------------------+----------------+-----------------+
| Nose wheel steering tiller force  |                | N/A             |
+-----------------------------------+----------------+-----------------+
| Elevator angle                    | ±2 deg         |                 |
+-----------------------------------+----------------+-----------------+
| Stabilizer angle                  | ±1 deg         |                 |
+-----------------------------------+----------------+-----------------+
| Aileron angle                     | ±1 deg         |                 |
+-----------------------------------+----------------+-----------------+
| Spoiler angle                     | ±3 deg         |                 |
+-----------------------------------+----------------+-----------------+
| Rudder angle                      | ±2 deg         |                 |
+-----------------------------------+----------------+-----------------+
| Nose wheel angle                  | ±2 deg or ±5%  |                 |
+-----------------------------------+----------------+-----------------+
| Speed brake lever                 |                | ±2 lb or ±10%   |
+-----------------------------------+----------------+-----------------+

**Table 10-4 Power Plant Tolerances**

+-----------------------------------+----------------+-----------------+
|                                   | **Computed     | **Readout       |
|                                   | Versus**       | Versus**        |
|                                   |                |                 |
|                                   | **Approved     | **Approved      |
|                                   | Data**         | Data**          |
+-----------------------------------+----------------+-----------------+
| Engine pressure ratio             | ±0.005         | ±0.01           |
+-----------------------------------+----------------+-----------------+
| Engine torque                     | ±1%            | ±2%             |
+-----------------------------------+----------------+-----------------+
| RPM indications                   | ±0.5% rpm      | ±1% rpm         |
+-----------------------------------+----------------+-----------------+
| ITT                               | ±5°C           | ±10°C or ±2.5%  |
+-----------------------------------+----------------+-----------------+
| Exhaust gas temperature           | ±5°C           | ±10°C or ±2.5%  |
+-----------------------------------+----------------+-----------------+
| Fuel flow                         | ±50 lb/hr or   | ±200 lb/hr or   |
|                                   | ±1%            | ±1%             |
+-----------------------------------+----------------+-----------------+
| Oil pressure                      | ±2 psi full    | ±2 lb/in^2^     |
|                                   | scale          |                 |
+-----------------------------------+----------------+-----------------+
| Oil temperature                   | ±2°C or ±3%    | ±2°C or ±3%     |
+-----------------------------------+----------------+-----------------+
| Oil quantity                      | ±0.1 gal       | ±0.1 gal        |
+-----------------------------------+----------------+-----------------+
| Engine vibration                  | ±0.25 relative | ±0.25 relative  |
|                                   | amplitude      | amplitude       |
+-----------------------------------+----------------+-----------------+
| Total computed thrust             | ±100 lb or 1%  | Not indicated   |
+-----------------------------------+----------------+-----------------+
| Windmilling rpm                   | ±0.5% rpm      | ±1% rpm         |
+-----------------------------------+----------------+-----------------+
| Transients                        | ±1 sec or ±10% | ±1 sec or ±10%  |
+-----------------------------------+----------------+-----------------+
| Total air temperature             | ±5°C           | ±2°C            |
+-----------------------------------+----------------+-----------------+
| Static air temperature            | ±5°C           | ±2°C            |
+-----------------------------------+----------------+-----------------+
| APU EGT (no bleed load)           | ±5°C           | ±10°C or ±2.5%  |
|                                   |                |                 |
| (with bleed load)                 | ±45°C          | ±50°C           |
+-----------------------------------+----------------+-----------------+
| APU RPM                           | ±1% rpm        | ±2% rpm         |
+-----------------------------------+----------------+-----------------+
| N~1~                              | ±0.5%          | ±0.5%           |
+-----------------------------------+----------------+-----------------+
| N~2~                              | ±0.5%          | ±0.5%           |
+-----------------------------------+----------------+-----------------+

**Table 10-5 Fuel Tolerances**

+-----------------------------------+----------------+-----------------+
|                                   | **Computed     | **Readout       |
|                                   | Versus**       | Versus**        |
|                                   |                |                 |
|                                   | **Approved     | **Approved      |
|                                   | Data**         | Data**          |
+-----------------------------------+----------------+-----------------+
| Fuel depletion rate               | ±0.2% of       |                 |
|                                   | integrated     |                 |
|                                   | fuel flow      |                 |
+-----------------------------------+----------------+-----------------+
| Fuel transfer and Jettison rate   | ±5%            |                 |
+-----------------------------------+----------------+-----------------+
| Fuel temperature                  | ±5°C           | ±5°C            |
+-----------------------------------+----------------+-----------------+
| Fuel quantity                     | ±100 lb        | ±200 lb         |
+-----------------------------------+----------------+-----------------+
| Fuel pressure                     | ±2 psi         | ±5 psi          |
+-----------------------------------+----------------+-----------------+

**Table 10-6 Hydraulics Tolerances**

+-----------------------------------+----------------+-----------------+
|                                   | **Computed     | **Readout       |
|                                   | Versus**       | Versus**        |
|                                   |                |                 |
|                                   | **Approved     | **Approved      |
|                                   | Data**         | Data**          |
+-----------------------------------+----------------+-----------------+
| Hydraulic pressure                | ±50 psi        | ±50 psi         |
+-----------------------------------+----------------+-----------------+
| Hydraulic oil quantity            | ±0.1 gal       | ±0.25 gal       |
+-----------------------------------+----------------+-----------------+
| Hydraulic oil temperature         | ±5°C           | ±5°C            |
+-----------------------------------+----------------+-----------------+
| Pressure transients:              |                |                 |
+-----------------------------------+----------------+-----------------+
| X Time                            | ±1 sec or 10%  | ±1 sec or 10%   |
+-----------------------------------+----------------+-----------------+
| X Magnitude                       | ±100 psi or    | ±100 psi or 10% |
|                                   | 10%            |                 |
+-----------------------------------+----------------+-----------------+

**Table 10-7 Miscellaneous Tolerances**

+-----------------------------------+----------------+-----------------+
|                                   | **Computed     | **Readout       |
|                                   | Versus**       | Versus**        |
|                                   |                |                 |
|                                   | **Approved     | **Approved      |
|                                   | Data**         | Data**          |
+-----------------------------------+----------------+-----------------+
| Gear operating time               | ±0.5 sec or    | ±1 sec or 10%   |
|                                   | 10%            |                 |
+-----------------------------------+----------------+-----------------+
| Flap operating times TE and LE    | ±0.5 sec or    | ±1 sec or 10%   |
|                                   | 10%            |                 |
+-----------------------------------+----------------+-----------------+
| Thrust lever positions versus:    |                |                 |
+-----------------------------------+----------------+-----------------+
| X Warnings                        |                | ±0.125 in       |
+-----------------------------------+----------------+-----------------+
| X Engine performance              |                | ±0.5 in         |
+-----------------------------------+----------------+-----------------+
| Parking brake feel tolerance      |                | ±6 lb           |
+-----------------------------------+----------------+-----------------+

**Table 10-8 Electrical Tolerances**

+-----------------------------------+----------------+-----------------+
|                                   | **Computed     | **Readout       |
|                                   | Versus**       | Versus**        |
|                                   |                |                 |
|                                   | **Approved     | **Approved      |
|                                   | Data**         | Data**          |
+-----------------------------------+----------------+-----------------+
| Ammeters                          | ±2A            | ±5A             |
+-----------------------------------+----------------+-----------------+
| Voltmeters DC                     | ±0.25V         | ±1V             |
+-----------------------------------+----------------+-----------------+
| Voltmeters AC                     | ±1V            | ±5V             |
+-----------------------------------+----------------+-----------------+
| Frequency meters                  | ±0.5Hz         | ±2 Hz           |
+-----------------------------------+----------------+-----------------+
| Generator drive temperature:      |                |                 |
+-----------------------------------+----------------+-----------------+
| X Rise                            | ±1°C           | ±2°C            |
+-----------------------------------+----------------+-----------------+
| X Outlet                          | ±2.5°C         | ±5°C            |
+-----------------------------------+----------------+-----------------+
| AC loadmeter                      | ±1kVA          | ±2.5kVA         |
+-----------------------------------+----------------+-----------------+

**Table 10-9 Air-Conditioning and Pressurization Tolerances**

+-----------------------------------+----------------+-----------------+
|                                   | **Computed     | **Readout       |
|                                   | Versus**       | Versus**        |
|                                   |                |                 |
|                                   | **Approved     | **Approved      |
|                                   | Data**         | Data**          |
+-----------------------------------+----------------+-----------------+
| Temperature (regulated)           | ±1°C           | ±2°C            |
|                                   |                |                 |
| (unregulated)                     | ±3°C           | ±5°C            |
+-----------------------------------+----------------+-----------------+
| Duct Pressure (regulated)         | ±2 psi         | ±3 psi          |
|                                   |                |                 |
| (unregulated)                     | ±3 psi         | ±5 psi          |
+-----------------------------------+----------------+-----------------+
| Cabin altitude                    | ±25 ft         | ±100 ft         |
+-----------------------------------+----------------+-----------------+
| Differential pressure             | ±0.025 psi     | ±0.1 psi        |
+-----------------------------------+----------------+-----------------+
| Cabin altitude warning            | ±25 ft         | ±100 ft         |
+-----------------------------------+----------------+-----------------+
| Cabin rate of climb               | ±25 ft/min     | ±50 ft/min      |
+-----------------------------------+----------------+-----------------+
| Transients (time):                |                |                 |
+-----------------------------------+----------------+-----------------+
| X Air-conditioning and pneumatics | ±10%           | ±15%            |
+-----------------------------------+----------------+-----------------+
| X Pressurization                  | ±3%            | ±5%             |
+-----------------------------------+----------------+-----------------+
| Mass airflow                      | ±15 lb/min     | ±20 lb/min      |
+-----------------------------------+----------------+-----------------+
| Oxygen pressure                   | ±10 psi        | ±50 psi or      |
|                                   |                | ±2.5%           |
+-----------------------------------+----------------+-----------------+

**Table 10-10 Autopilot Tolerances**

+-----------------------------------+----------------+-----------------+
|                                   | **Computed     | **Readout       |
|                                   | Versus**       | Versus**        |
|                                   |                |                 |
|                                   | **Approved     | **Approved      |
|                                   | Data**         | Data**          |
+-----------------------------------+----------------+-----------------+
| Pitch attitude control            | ±2 deg         | ±2 deg          |
+-----------------------------------+----------------+-----------------+
| Altitude hold                     | ±50 ft or      | ±50 ft or 0.25% |
|                                   | 0.25% of       | of altitude     |
|                                   | altitude       |                 |
+-----------------------------------+----------------+-----------------+
| Heading SEL                       | ±1 deg         | ±1 deg          |
+-----------------------------------+----------------+-----------------+

**Table 10-11 Navigation and Radio Aids Tolerances**

+-----------------------------------+----------------+-----------------+
|                                   | **Computed     | **Readout       |
|                                   | Versus**       | Versus**        |
|                                   |                |                 |
|                                   | **Approved     | **Approved      |
|                                   | Data**         | Data**          |
+-----------------------------------+----------------+-----------------+
| Ground station locations          | ±6 in          |                 |
+-----------------------------------+----------------+-----------------+
| Ground station and runway         | ±1 ft          |                 |
| elevations                        |                |                 |
+-----------------------------------+----------------+-----------------+
| Bearings                          | ±0.1 deg       | ±1 deg          |
+-----------------------------------+----------------+-----------------+
| Glide slope angle                 | ±0.01 deg      |                 |
+-----------------------------------+----------------+-----------------+
| ILS LOC\* (CAT II + III)          | ±0.05 dot      | ±0.1 dot        |
|                                   |                |                 |
| (CAT I)                           | ±0.1 dot       | ±0.2 dot        |
+-----------------------------------+----------------+-----------------+
| ILS GS\*                          | ±0.05 dot      | ±0.2 dot        |
+-----------------------------------+----------------+-----------------+
| VOR deviation                     | ±0.1 dot       | ±0.1 dot        |
+-----------------------------------+----------------+-----------------+
| MLS APP AZ\*\*                    | ±0.05 dot      | ±0.1 dot        |
+-----------------------------------+----------------+-----------------+
| MLS ELE\*\*                       | ±0.05 dot      | ±0.1 dot        |
+-----------------------------------+----------------+-----------------+
| MLS DME/P\*\*                     | ±0.002 nmi     | ±0.05 nmi       |
+-----------------------------------+----------------+-----------------+
| DME/N                             | ±0.002 nmi     | ±0.1 nmi        |
+-----------------------------------+----------------+-----------------+
| Magnetic variation                | ±0.1 deg at    | ±0.5 deg        |
|                                   | stored points  |                 |
+-----------------------------------+----------------+-----------------+
| Radio beam width:                 |                |                 |
+-----------------------------------+----------------+-----------------+
| X LOC                             | ±0.01 deg      |                 |
+-----------------------------------+----------------+-----------------+
| X VOR                             | ±0.1 deg       |                 |
+-----------------------------------+----------------+-----------------+
| Glide slope beam width            | ±0.01 deg      |                 |
+-----------------------------------+----------------+-----------------+

# 11.0 Design and Construction Standards

## 11.1 Inspection, Measuring and Test Equipment

The contractor shall maintain an inventory of inspection, measuring and
testing equipment to assure company products conform to technical
requirements. Equipment selection, use and measurement environments
shall be controlled to the extent necessary to ensure valid measurement.
All contractor measuring and test equipment shall be calibrated
utilizing a calibration system in compliance with NCSL
Z540.1-1994(R2002) or International Standards Organization (ISO)
10012-1. All inspection and test equipment shall be calibrated to
standards that are traceable to national reference standards.

### 11.1.2 Reliability and Availability

The simulator shall be able to achieve an availability of the simulator
against scheduled use of 99% on the basis of operating the simulator for
a scheduled 20 hours per day, 5 days per week. Normal preventative
maintenance procedures shall be adhered to and to an adequate supply of
spare parts shall be available at the FAA's site as recommended by the
contractor.

### 11.1.3 Availability Calculation

Simulator availability shall be based on the following formula:

\% availability = [T -- D]{.underline} x 100

> T

Where:

**T** is the available time in hours. Total available time shall be
measured, as determined by simulator operational readiness and
availability, regardless of whether training is undertaken or not, 20
hours per day, 5 days per week.

**D** is the actual downtime.

The following shall not be included in the availability figure:

a.  Failures that do not prevent the completion of the scheduled
    training program based upon FAA regulations.

b.  Failures caused by human errors.

c.  Failures caused by incorrect or neglected maintenance procedures or
    lack of corrective preventative maintenance unless it is on the part
    of the contractor or their personnel.

d.  Failures caused by input power and/or environmental conditions
    exceeding the values shown in the simulator specification.

e.  Failures of peripheral equipment not directly affecting the training
    program provided it does not cause the entire simulator to be
    inoperable.

f.  Failures of original aircraft equipment and/or instruments for which
    the contractor has no design control.

## 11.2 Design and Construction

### 11.2.1 Structural Strength

The simulator shall be designed and constructed so that no parts work
loose in service. It shall be built to withstand strains, vibrations and
other conditions incidental to shipping, installation and service.

Sufficient structural strength shall be built into the flight
compartment to ensure that the deflections of the structure due to
flight control and motion system operation are not discernible to the
flight crew or the operator, and do not affect the proper operation of
the simulator.

### 11.2.2 Interchangeability

All replacement parts and assemblies having the same contractor part
number shall be physically and functionally interchangeable. Adjustments
or calibration may be required on some parts. If that is the case, the
design and construction of the part shall allow adequate provisions for
such adjustment or calibration.

### 11.2.3 Standardization of Assemblies

Component standardization shall be achieved by using the following:

a.  Only one variation of each type of Printed Circuit Board (PCB) for
    each function.

b.  Common power supplies and signal levels.

### 11.2.4 Workmanship

After final assembly, all items shall be thoroughly cleared of loose,
spattered or excess solder, metal chips, and other foreign material.

### 11.2.5 Environment

All assemblies and subassemblies shall be designed and located to
withstand the environment in which they are placed, including the heat
that they generate.

### 11.2.6 Accessibility

All parts shall be readily accessible for replacement or repair. Every
effort shall be made to ensure that there shall be minimal need to
disassemble equipment to remove parts. Most of the electronics shall be
packaged on plug-in circuit boards and located in cabinets having hinged
doors. Removable or swing-out panels shall be provided to ensure ready
access to flight compartment equipment.

### 11.2.7 Parts and Materials

#### 11.2.7.1 General

The following standards shall apply throughout. High-quality new
commercial components and material shall be used throughout.

Materials choice shall be based on corrosion resistance ease of
fabrication, dependability, and durability. Materials subject to
corrosion during service shall be suitably painted, zinc-plated or
coated, except where such treatment shall interfere with the proper
operation of the simulator. The flight compartment shell material shall
be fire-retardant and shall not produce toxic vapors in case of fire.
The component parts of the shell shall be fastened together in such a
way that they cannot separate under normal usage.

#### 11.2.7.1.1 Steel Parts

Steel parts, other than stainless steel, shall be painted or zinc-plated
in accordance with American Society for Testing and Materials (ASTM)
B633. Preference shall be given to baked-on-vinyl-textured paints for
items such as cabinets and consoles.

In general, structures and motion system parts shall be painted. PCB
chassis and small hardware items shall be zinc-plated.

#### 11.2.7.1.2 Aluminum Alloy Parts

Aluminum alloy parts shall be painted or treated in accordance with
MIL-D-5541.

#### 11.2.7.1.3 Dissimilar Metals

Contact of dissimilar metals shall be avoided wherever possible. If
dissimilar metals are in contact they shall be electrically insulated
with paint or other suitable coating whenever their contact potential is
greater than 0.8 volts, as defined by MIL-F-14072.

#### 11.2.7.1.4 Nonmetals

Materials that are nutrients for fungus shall be avoided as much as
possible. Nonmetals shall be moisture-resistant and fire-retardant.
Where wood is used for paneling it shall be covered on both surfaces
with sheet metal securely and continuously bonded, or suitably treated
for fire redundancy. Wiring insulation shall be resistant to hydraulic
fluid.

#### 11.2.7.1.5 Flammable Materials

Materials that support combustion or are capable of causing an explosion
shall not be used. Flammable impregnating or potting compounds, when
enclosed in fire-resistant containers, are excluded from this
requirement.

### 11.2.8 Finishes

#### 11.2.8.1 Interior

The interior color scheme shall be as specified in the approved data.

#### 11.2.8.2 Exterior

The exterior color scheme of the flight compartment shall be customized
as specified in the exterior marking drawings agreed to by the FAA and
specified at an identified color scheme freeze date.

#### 11.2.8.3 Identification

Appropriate placards shall be provided to indicate the location of
safety equipment. Potential hazards such as high voltages shall be
clearly identified by an appropriate warning label (e.g., DANGER HIGH
VOLTAGE placard).

### 11.2.9 Safety Requirements

The simulator design and installation shall comply with local
regulations relating to health and safety requirements for simulators
and identified, by FAA at the simulator configuration freeze date.

### 11.2.10 Cable and Wiring Practices

#### 11.2.10.1 Cabling

The following practices shall be followed for cabling:

a.  When necessary, cables carrying signals between the interface and
    flight compartment shall have an overall shield.

b.  Cable ends shall be identified by destination and origin where the
    distance between destination and origin exceeds 2 feet, or where the
    wire is run in a harness or wiring trough.

c.  The cabling to and from the cockpit shall be carefully designed and
    adequately supported to limit cable loads. Large radii of curvature
    shall be provided to minimize local stresses.

d.  Terminals and connectors for circuits carrying high voltages shall
    be segregated from terminals and connectors to the digital computer
    inputs, as well as inputs from sensitive peripheral equipment.

e.  Crimped (solderless) type removable pin connectors shall be used
    wherever practical to provide disconnects for maintenance or repair.

f.  Flight compartment cabling shall be brought out via the rear of the
    simulator. The exit cables shall be supported and routed to provide
    minimum flexure.

#### 11.2.10.2 Wiring

The following practices shall be followed for wiring:

a.  Power wiring terminals shall be standardized and easily accessible
    on each cabinet.

b.  Wiring shall conform to the highest industrial standard practices.

c.  Manufactured chassis employing printed circuit models shall be wired
    using the wire-wrap technique in accordance with best commercial
    practices.

d.  Flight compartment wiring shall be secured to prevent damage due to
    excessive movement.

e.  Where practicable, all instruments, controls, control panels,
    switches, lights, and other devices contained in the simulated area
    shall be wired to the combining part of the interface.

f.  The connectors shall include spare connector pins and wires.

g.  Adequate separation of wiring bearing large variances of supply
    voltages shall be provided.

h.  There shall be a sufficient length of slack wire for each device
    removable from the front of the instrument panels. The device may be
    pulled out of the panel to facilitate easy removal of connectors.

#### 11.2.10.3 Equipment Identification

The position of all items of equipment in the simulator shall be
uniquely specified by a location identifier. This reference number shall
appear on all items of significant size such as panels or assemblies,
and on all cabling. The same location identifier shall be used in system
diagrams and shall be referred to in maintenance manuals.

#### 11.2.10.4 Cabling and Wiring Identification

Cabling and wiring identification shall be clearly marked on all cases
and wiring harnesses. An outline of cabling and wiring identification
shall be provided containing the following information.

#### 11.2.10.4.1 Cable Assemblies

Cable assemblies shall be identified at each end with a cable marker
showing the contractor's part number of the cable assembly. Cable
assemblies shall also be identified at each end with a cable marker
showing the origin and destination (from/to) of the cable.

#### 11.2.10.4.2 Unit Wiring

In major units each wire installed between assemblies, subassemblies and
units shall be individually identified at each end with cable markers
showing the origin and destination (from/to) of the wire.

#### 11.2.10.4.3 Panel and Chassis Wiring

Panel and chassis wiring shall be identified by wiring lists, except
that wires terminating at a quick disconnect, such as a terminal lug,
shall be identified with individual markers to prevent misconnection.

### 11.2.11 Components

#### 11.2.11.1 Rating

All components of the simulator equipment shall be adequately derated to
ensure their reliable operation and to provide a margin of safety during
operation in the equipment.

#### 11.2.11.2 Relays

The use of plug-in type relays shall be limited to the following:

a.  Currents greater than 750 mA

b.  Voltages greater than 30V

c.  Alternating currents

#### 11.2.11.3 Programmable Read-Only Memories

High-quality Programmable Read-Only Memory (PROM) and EPROMs shall be
used in the simulator for nonvolatile program code storage. Read-Only
Memory (ROM) devices shall be marked to identify the resident program
code and revision level.

#### 11.2.11.4 Instruments

Shock reactions on instruments during switch-on and switch-off
procedures shall be avoided.

#### 11.2.11.5 Connectors

Standard aircraft-type instrument mating connectors shall be used on all
original instruments, control panels and simulated instrument.
Connectors used for cabinet wiring and interconnecting cabling shall be
standardized where practical. Variations shall be kept to a minimum.

#### 11.2.11.6 Mechanical Parts

Motors, potentiometers and other components used in the simulator shall
have a life expectancy of 20,000 hours or better. Ventilation shall be
designed to provide adequate cooling.

#### 11.2.11.7 Fasteners

High-Quality fasteners shall be used. When commercial fasteners such as
screws, bolts, and nuts are used, they shall be replaceable with
alteration by US military standard parts (AN, MS, OR NAS parts).

#### 11.2.11.8 Availability of Components

High-quality components shall be incorporated in the flight simulator
design. The majority (over 90%) of all electronic, mechanical and
electromechanical components used in the equipment shall be available
from at least two commercial sources.

# 12.0 LIST OF ACRONYMS

AC Alternating Current

ADF Automatic Direction Finding

ADIRS Air Data Inertial Reference System

AFCS Automatic Flight Control System

APU Auxiliary Power Unit

ARINC Aeronautical Radio Incorporated

ASTM American Society for Testing and Materials

ATA Air Transport Association

ATC Air Traffic Control

ATIS Automated Terminal Information Service

BFO Beat Frequency Oscillator

CB Circuit Breaker

CD Compact Disk

CDB Common Database

CDR Critical Design Review

CG Center of Gravity

CGI Computer-Generated Imagery

COTS Commercial-Off-The-Shelf

CPC C Precompiler

CPU Central Processing Unit

CVR Cockpit Voice Recorder

DC Direct Current

DFCMS Digital Flight Control Management System

DMA Defense Mapping Agency

DMC Display Management Computers

DME Distance Measuring Equipment

DOP Dilution of Precision

DVS Digital Voice System

ECAM Electronic Centralized Aircraft Monitor

ECC Error-Correction Code

EFB Electronic Flight Bag

EIS Electronic Instrumentation System

EGT Exhaust Gas Temperature

EPROM Erasable Programmable Read-Only Memory

EVMS Earned Value Management System

EVS Enhanced Vision System

EWD Engine Warning Display

FAA Federal Aviation Administration

FMC Flight Management Computer

FMCS Flight Management Computer System

FMS Flight Management System

FOM Figure of Merit

FPC FORTRAN Precompiler

FWC Flight Warning Computer

GFP Government Furnished Property

GMT Greenwich Mean Time

GPS Global Positioning System

HAT Height Above Terrain

HF High Frequency

HPS Hydraulic Power Supply

HSMU Hydraulic System Monitoring Unit

HUD Head-Up Display

ICAO International Civil Aviation Organization

IDG Integrated Drive Generator

IGV Inlet Guide Vane

ILS Instrument Landing System

I/O Input/Output

IOS Instructor Operator Stations

IQTG International Qualification Test Guide

ISO International Standards Organization

JAWS Joint Airport Weather Studies

LAN Local Area Network

LCD Liquid Crystal Displays

LDA Localizer Directional Aid

LE Leading-Edge

LOC Compass Locator

MB Megabyte

MCDU Multifunction Control Display Unit

MEL Minimum Equipment List

MLS Microwave Landing System

MTBF Mean Time Between Failure

MTTR Mean Time To Repair

NASA National Aeronautics and Space Administration

NCAR National Center for Atmospheric Research

ND Navigation Display

NDB Navigation Database

NDBS Navigation Database System

NFS Network File System

PCB Printed Circuit Board

PCI Peripheral Component Interconnect

PCU Portable Control Unit

PDR Preliminary Design Review

PFD Primary Flight Display

PROM Programmable Read-Only Memory

PTU Power Transfer Unit

QTG Qualification Test Guide

R&D Research and Development

R/T Radio/Transmission

RA Resolution Advisory

RAIM Receiver Autonomous Integrity Monitoring

ROM Read-Only Memory

RTO Rejected Takeoff

SATCOM Satellite Communications

SD System Display

SDAC System Data Acquisition Concentrators

SDF Simplified Directional Facility

SELCAL Selective Call

SMU Sound Measurement Utility

TA Traffic Advisory

TACAN Tactical Air Navigation

TAWS Terrain Awareness and Warning System

TCAS Traffic Alert and Collision Avoidance System

TE Trailing-Edge

TRU Transformer Rectifier Unit

URE User Range Error

VHF Very High Frequency

VOR Very High Frequency Omni Directional Range

VOT Very High Frequency Omni Directional Test

VNAV Vertical Navigational

VRAM Video Random Access Memory

WGS-84 World Geodetic System 1984

WXR Weather Radar