DRAFT

**SYSTEM OPERATIONAL PROGRAM REQUIREMENTS**

For

**Air Traffic Control Tower Simulation System (TSS)**

Federal Aviation Administration

800 Independence Avenue SW

Washington, DC 20591

# 1.0 BACKGROUND 

**1.1** The Federal Aviation Administration operates control towers in
support of both air and ground operations. These Air Traffic Control
(ATC) facilities are responsible for training and certification of tower
controllers. There are no automated training capabilities available for
control tower facility training programs located at ATC facilities to
provide initial and proficiency training; therefore, controller training
depends strictly upon live air traffic. Over the next 10 years, it is
estimated that 73 percent of the agency's 15,000 controllers will become
eligible to retire. The FAA has developed a plan to hire, staff, and
train controllers. This report, [*A Plan for the Future: The FAA's
10-Year Strategy for the Air Traffic Control
Workforce*](http://www.faa.gov/airports_airtraffic/air_traffic/controller_staffing/media/workforce_plan_060006.pdf),
calls for greater efficiency in training procedures and identified a
clear need to speed the training process while maintaining the high
established standards. The plan calls for the use of high-fidelity
simulation in an effort to optimize controller training time both at the
FAA Academy and in the field facilities. The use of tower simulation
training also supports the FAA [*Flight Plan
2005-2009*](http://www.faa.gov/about/media/Flight_Plan_rev020905.pdf)
Objective 4, designed to reduce the risk of runway incursions and
Objective 7, designed to enhance the safety of the air traffic system.
The ATO-T is designated the lead FAA office for this program.

**1.2** The FAA currently provides air traffic services to National
Airspace System users at Airport Traffic Control Towers (ATCT) around
the country. Air traffic controllers play an integral role in
maintaining the safety and efficiency of the nation's air traffic
control system and ensuring an appropriately sized and trained workforce
is of high importance. The FAA faces a bow wave of thousands of air
traffic controller retirements over the coming decade and numerous
challenges related to ensuring that well-qualified controllers are ready
to step into the gap created by expected number of retirements.

**1.3** It has been recognized that the FAA needs to have a more
effective and realistic air traffic control training system to reduce
the amount of time it takes to become a certified professional
controller (CPC), and to raise the performance levels of training
programs with the objective of reducing operational errors. To ensure
tower controllers are trained to safely and expeditiously move aircraft
from, to and through their designated airspace they must have access to
the training afforded by a realistic tower simulation system. This
simulation will provide tower controllers the tools to improve
situational awareness, decision-making, effective communication and
workload management. Simulation exercises will enable all tower
controllers to have the means to meet all training requirements and
remain at a competent level of proficiency that cannot be attained
efficiently with live traffic. The system will provide timely controller
information and support to accomplish safe separation requirements
between aircraft and obstacles, provide visually verifiable weather
conditions, and accomplish expeditious and positive control of air
traffic in a control tower environment.

**2.0 OPERATIONAL CONCEPT ~ \ ~**   

**2.1 Operations:** The Tower Simulator System provides realistic
training for Tower Air Traffic Controllers in a non-operational
environment. The context diagram for the operational concept is included
in Figure 2.1 for reference. The Tower Simulator System is a full-scale
ATCT simulator providing an interactive, highly realistic environment
for controller training. In operation the Tower Simulator System
supports up to four simultaneous positions including local, ground and
flight data/clearance delivery and coordinator. Realistic scenarios are
generated, at the direction of an instructor, by "pseudo pilots" using
an input terminal equipped with a graphical user interface. Pseudo
pilots view the airport and surrounding airspace so they may enter
accurate and timely aircraft control instructions. The simulator
provides synthetic voice response and voice recognition to allow the
student to talk to the simulator. The voice recognition system
interprets the student's commands and translates them into actual
aircraft movement depicted on the screen. The Tower Simulator
acknowledges students instructions using synthetic voice. Under certain
complex traffic scenarios pseudo pilots respond directly to the student
overriding the voice response capability. A recorded playback feature
allows instructors to review and evaluate performance with the student
after the training session.

The Tower Simulator System provides an unlimited number of different
airport databases. For example a simulator in Ontario can, within
minutes, display and simulate operations at nearby satellite airports
such as Bracket and Chino regional airports. The Tower Simulator System
simulates operations in a "hub" facility. Each satellite facility within
commuting distance of the hub has a database on file there ready to
train on. This allows one simulator to train developmental controllers
at many nearby airports.

The impact to existing training operations is significant. Training no
longer depends on the density or complexity of actual air traffic
operations. Preemptive intervention on the part of an instructor to
avoid a possible hazardous situation is eliminated. The student "works
through" the scenario to its eventual successful, marginal or
unsuccessful outcome.

The Tower Simulator System does not interact with actual air traffic
control operational systems and poses no threat to service interruption.
The system creates an entirely new environment that operates away from,
and independently of ongoing air traffic operations. It realistically
replicates operations that enable training in an absolutely safe
environment. In addition to initial training the Tower Simulator System
provides for refresher training to heighten awareness of controllers
from repeated exposure to seldom seen operations and airport conditions.
Before departing on a change of assignment, transferring certified
controllers may prepare for and actually train on the operations they
will encounter at their new assignment thereby greatly reducing the
training time required when they arrive.

The Tower Simulator System is also used in non-training applications. It
aids in site surveys for proposed new construction on or near the
airfield as well as assisting in the planning of new runways or changes
in local arrival or departure procedures in an accurate and safe
simulated environment.

![](media/image1.wmf){width="5.00625in" height="3.7465277777777777in"}

**Figure 2.1 -- ATCT Simulation System**

**2.2 Maintenance:** The FAA expects to utilize TSS for controller
training for the indefinite future. Five year refresh and technical
upgrades are planned to support hardware and software developments to
preclude trying to support an obsolete system. Pre-planned product
improvements include taking advantage of COTS developments in software
and hardware technology, the exact nature of the upgrades will depend on
the then current technology base.

The TSS will be operated by local facility air traffic personnel since
it is designed for minimal support. It is a self-contained simulator
that the developmental and instructor can turn-on, select training
scenario, and conduct training.

The TSS is not connected to the NAS in any way. It is a self-contained
simulation system that only needs power outlets from the ATC facility to
operate. It does not require a [Safety Risk Management
Document](http://fast.faa.gov/toolsets/SafMgmt/index.htm) (SRMD) for
deployment.

The TSS will be deployed to large ATC facilities that have space to
house the complete system. The TSS Training Center facility will
generally support at least four other ATC facilities training needs and
will feature the appropriate training database for each facility. Each
ATC facility database will be selectable via control panel prior to
start of training session.

**2.2.1 Hardware Maintenance ~ \ ~**   

The contractor will perform logistics analysis and plan for the total
support of the TSS. Logistics supportability, reliability and
maintainability must be a consideration in the selection of components
and subsystems of the TSS. Design goals, including reliability and
maintainability allocations and assessments, shall achieve an
operational availability of 95%. The support plan for the system must be
total contractor logistic support (CLS). Unscheduled maintenance shall
be performed on an on-call basis.

**2.2.2 Software Maintenance:** Included under the CLS, the Contractor
will provide software support. Software releases containing defect
corrections to meet Contract requirements will be provided. Installation
of supported software releases will be performed during annual scheduled
site maintenance visit or, *if available* through a remote link.

Included under the CLS software subscription, the Contractor shall offer
to integrate, into the release of the TSS baseline software, new minor
enhancements/features that have been developed and are available to the
Contractor's ATC commercial simulator customer base. Included under the
CLS software subscription, the Contractor will demonstrate annually to
the TSS Program Office all new features and major enhancements developed
from the commercial product evolution. Installation of supported
software releases will be performed during annual scheduled site
maintenance visit or, *if available* through a remote link.

**2.3 Quantities and Location:** The total quantity is being refined
based on training requirements and schedule of hiring new controllers.
The initial national deployment plan for the TSS is to deploy up to
"HUB" air traffic facilities, with each HUB supporting databases for
additional satellite towers. The first phase of TSS deployment includes
the purchase of hardware systems and databases. The deployment locations
are being coordinated with the respective Terminal Service Areas and
will be determined by where the greatest need for training is
identified.

**3.0 TECHNICAL PERFORMANCE ~ ~    **

**3.1.1** To achieve system effectiveness, the capabilities of the
system shall be measured against required Air Traffic Control (ATC)
tower skills and performance standards as defined in FAA Order 7110.65
and table 3.1.

**Table 3-1 Key Performance Parameters**

  ------------------------ ------------------------------------------------- -----------------------
  **Key Performance        **Objective**                                     
  Parameter**                                                                

  **Aircraft Performance   Capability to program all aircraft performance,   
  and Profiles**           [speed characteristics and                        
                           profiles](#Speed_characteristics_and_profiles).   
                           for appropriate airframe, speed reduction and     
                           increase for individual aircraft, extended        
                           upwind, mid-field closed traffic, formation       
                           flights and flight break-ups, 360 degree overhead 
                           pattern, rectangular patterns, re-entry patterns, 
                           straight-in approaches and VFR patterns for small 
                           aircraft and helicopters; civilian aircraft       
                           performance standards and aircraft performances   
                           on instrument approaches to the primary runway or 
                           runways. The ability to add/delete VFR entry      
                           points and other locally developed traffic        
                           patterns is also required.                        

  **Vehicle/Aircraft       The system should realistically represent ground  
  Ground Movement**        movement, e.g If vehicles or aircraft have the    
                           ability to pass each other in a movement area the 
                           system should respond accordingly. Both aircraft  
                           and vehicles should be able to respond to         
                           instructions such as give way, follow, cross      
                           behind etc.                                       

  **Field of View (FOV)**  45º vertical by 315º horizontal (out the window   
                           field of view (OTW FOV))                          

  **Voice Recognition\     The voice recognition system must accurately and  
  **                       reliably translate student speech into keyboard   
                           characters compatible with the hardware           
                           architecture. Voice recognition must be capable   
                           of translating common ATC phraseology             
                           requirements IAW FAA Order 7110.65 and normally   
                           accepted communication terminology (commercial    
                           and military) to include ground-to-air and        
                           air-to-ground.                                    

  **Voice Synthesis**      All simulated aircraft and ground vehicles must   
                           have synthetic voice capability. Aircraft and     
                           ground vehicles will initiate calls and respond   
                           to controllers realistically and appropriately.   
                           The synthetic voice system should offer a         
                           selection of gender and a range of accents.       

  **TSS Size**             L 20 feet; W 20 feet; H 8 feet                    .
  ------------------------ ------------------------------------------------- -----------------------

**3.2** **Tower Simulation System (TSS) Performance:**

**3.2.1** The TSS shall replicate FAA tower cab environment and
equipment.

**3.2.2** The TSS shall display out-the-window (OTW) ATC tower
simulation scenario information in real-time display accuracy.

**3.2.3** The TSS OTW scenario information shall include weather and
seasonal environmental changes, aircraft/vehicles and aircraft
characteristics and local airport OTW environment for any time of day
and any time of year.

**3.2.4** The TSS shall simulate airport layout, weather and radar
informational data, and tower communication array.

**3.2.5** TSS shall support all stand-alone ATC facilities training
requirements.

**3.2.6** TSS software and hardware upgrades shall be upward compatible.

> 3.2.6.1 All generated data (visual and scenarios) shall be usable with
> subsequent releases of the software and hardware.

**3.3 Tower Simulation System Training Compatibility:**

**3.3.1** The TSS shall meet existing ATC tower training standards set
by the [FAA Orders 7210.3 Air Traffic
Facility](http://www.faa.gov/atpubs/fac/INDEX.htm) and FAA Order 3120.4
Air Traffic Technical Training.

**3.3.2** The TSS shall have the flexibility to meet changes in existing
ATC tower training standards.

**3.3.3** The TSS shall allow the instructor to modify scenarios after
they have started.

**3.4 Visual System Requirements:** Many of the training objectives
assigned to the Local Controller student station require the student to
detect, recognize and identify aircraft within the simulated controlled
airspace.

**3.4.1** The TSS visual system shall allow the student, in concert with
other information, aids or modeling techniques, to detect, recognize and
identify aircraft at distances sufficient to meet the training
objectives.

> 3.4.1.3
>
> 3.4.1.1 TSS modeling techniques shall include varying levels of model
> detail and, if needed, artificial enhancement of a model's features,
> brightness, color or size.

**3.4.2 Visual Special Features:**

The TSS shall depict site specific [local hazards](#Local_hazards) to
flying to provoke a controller's response or non-response to specific
occurrences, e.g. construction, bird activity etc.

> **Note:** *Local hazards include: bird or other animal activity,
> gliders, parachute activities, crop dusting, power line operations,
> pipe line operations, airport lighting repair, arresting system repair
> and other airborne operations to be determined by the individual
> airports. Major construction hazards are desired which include surface
> repair or replacement of runways, taxiways, taxiway lighting, hazard
> lighting, obstructions, aprons, and ramps.*

**3.4.3 Visual Display Field of View**

> 3.4.3.1 The TSS shall provide a visual display with field of view of
> 45 degrees vertical by 315 degrees horizontal.
>
> 3.4.3.2 The visual display must be slewable horizontally through 360
> degrees and plus or minus 90 degrees vertically. In addition to the
> slew capability the system shall also provide instantaneous
> programmable alternate views.

**3.4.4 Moving Aircraft and Vehicles**

> 3.4.4.1 The TSS shall simultaneously display 150 moving objects
> (aircraft and vehicular) within the Local and Ground Controller's
> total field of view.
>
> 3.4.4.1.1 The TSS display update rate shall be a minimum of 30 times
> per second for moving objects.
>
> 3.4.4.1.2 Vehicles and aircraft on the ground shall follow the
> [elevation contours](#Elevation_contours)
>
> 3.4.4.2 The TSS shall automatically adjust aircraft flight path and
> vehicle direction in response to the controller commands e.g. "make
> short approach, extend downwind, turn right at X-ray, etc."

**3.4.5 Visual Data Base:** The TSS visual system shall provide a
geospecific visual representation for each airport.

> 3.4.5.1 The visual scene shall encompass a 360-degree panoramic field
> of view centered at the control tower.
>
> 3.4.5.2 The visual presentation shall depict the runways, taxiways,
> man-made features (hangars, airport buildings, etc.) and obstacles as
> actually viewed from the tower. It will also include day and night
> visibility markers. The scene shall include all aspects on the
> following: airport environment (ramps, aprons, windsock, navigational
> aids, etc.) local geography, terrain, and natural feature
> representation.
>
> 3.4.5.4 The operational surfaces (i.e., runways taxiways and ramps) in
> the OTW scene must follow the actual terrain of the airfield.
>
> 3.4.5.5 The vertical accuracy of the terrain must be within 1 foot of
> the actual terrain for runways and taxiways.
>
> 3.4.5.6 The vertical accuracy of the ramp area must be within 2 feet
> of the actual ramp areas.
>
> 3.4.5.7 The overall accuracy for the entire visual database for
> on-airfield features shall be 3 feet (root mean square).

**3.4.6 Controller's Display:** There are situations that require
another control position to view a different area of the airport without
disrupting the out the window view.

> 3.4.6.1 The TSS shall provide an additional display with a selectable
> horizontal field of view of at least 45 degrees.
>
> 3.4.6.1.1 The resolution of this display shall allow the controller to
> identify aircraft and ground vehicles moving or parked within the
> confines of the airfield.
>
> 3.4.6.1.2 The Field of View (FOV) shall be slewable through 360
> degrees horizontally
>
> 3.4.6.1.3 The Field of View (FOV) shall be slewable through plus or
> minus 90 degrees vertically.

**3.4.7 Binocular System:** The TSS shall provide a [binocular
view](#Binocular_view)(s) accessible to each control position.

> 3.4.7.1 The TSS shall simulate a 10X50 binocular with a 7-10X50 zoom
> being an objective.
>
> **Note:** *The* [binocular view](#Binocular_view) *may be an inset
> (picture-in-picture) on a view screen or display. The* [binocular
> view](#Binocular_view) *should not utilize a full channel of the Local
> controller's visual display*.

**3.4.8 Aircraft Library**: The visual system shall include a library of
civilian and military aircraft as provided by the Government.

> 3.4.8.1 The library shall be easily updated as new aircraft and ground
> vehicles are encountered or developed.

**3.4.9 Vehicle Library:** The visual system shall include a library of
vehicles as provided by the Government.

**3.5** **Aircraft Performance Characteristics and Profiles**: The TSS
software shall include aircraft performance, [speed characteristics and
profiles](#Speed_characteristics_and_profiles) for all aircraft in the
library. Performance characteristics shall be easily modified by site
personnel.

> 3.5.1 Emergencies: Aircraft encountering an emergency shall respond
> and act appropriately to the specific emergency to include declaring
> the emergency on the assigned frequency.
>
> 3.5.2 Formation Flights: The system shall simulate military formation
> flight characteristics and profiles.
>
> 3.5.3 Environmental Effects: Aircraft performance characteristics
> shall be affected by wind speed and direction both on the ground and
> in the air.

**3.6 Airport Visual Databases:** The TSS visual system shall provide a
geospecific visual representation for each airport.

**3.7** **Local Airfield Hazards to Flying**: The TSS shall simulate
situations that may affect safety of flight (FAA Order 7110.65).

> **3.7.1** The TSS software shall accurately depict/portray local
> airfield hazards to flight including but not limited to, bird
> activity, gliders or parachute activities, crop dusting, all active
> airborne operations as determined by the individual airport, power
> line and pipeline operations.
>
> **3.7.2** The TSS shall depict/portray major construction on
> airport/airfield, and pavement repair/replacement hazards.
>
> **3.7.3** The TSS shall depict construction for major airfield
> maintenance, on aircraft arresting systems, airfield lighting systems
> and pavement, and displaced thresholds for rerouting of aircraft
> around construction sites.

**3.8 Weather:** The TSS shall provide visual representation and
programmable levels of weather phenomenon characteristic of each control
tower geographical location.

> **3. 8.1** **Cloud Formations:** The system shall accurately portray
> cloud formations and typical conditions associated with various [cloud
> configurations](#Cloud_configurations).
>
> **3.8.2** **Lightning:** The TSS shall portray cloud-to-cloud
> lightning, cloud-to-ground lightning and in-cloud lightning.
>
> **3. 8.3 Ceiling Variances:** The objective is to display variable
> ceilings at all altitudes and the capability to display clear,
> scattered, broken and overcast sky conditions.
>
> 3.8.3.1 The TSS shall accurately display cloud ceilings at
> programmable intervals above ground level (AGL).
>
> 3.8.3.2 The system shall display two ceiling layers simultaneously.
>
> **3. 8.4** **Visibility:** The TSS shall display varying levels of
> visibility components to complement changing cloud conditions.
>
> 3.8.4.1 TSS shall display the following and any likely combination
> thereof:
>
> fog,
>
> smoke,
>
> haze,
>
> rain,
>
> smog,
>
> snow,
>
> drizzle,
>
> sleet,
>
> sandstorms
>
> 3.8.4.2 The TSS shall provide programmable levels of visibility
> ranging from unlimited to zero.
>
> 3.8.4.3 The visibility levels shall be selectable at the instructor
> position or as assigned during scenario generation.
>
> **3. 8.5 Wind Information**
>
> 3.8.5.1 The TSS shall present wind information in association with
> visual references out the window.
>
> 3.8.5.1.1 The TSS shall present wind information in association with a
> digital format to simulate current wind indicator systems.
>
> 3.8.5.2 Modeled wind elements shall include wind direction and speed,
> wind gusts/shifts, and wind shear in the lowest 2,000 feet of
> elevation above field elevation.

**3.9 Control Tower Environment:** TSS information and aids shall
simulate flight strip data, Digital Bright Radar Tower Equipment
(DBRITE), STARS Tower Display Workstation (TDW), Airport Movement Area
Safety System (AMASS), and Airport Surface Detection Equipment -- Model
X (ASDE-X) information and binoculars.

> **3.9.1** The TSS shall accurately simulate tower radar display
> information as related to an airport. The radar representation shall
> be scaleable from 2-60 nautical miles in range,
>
> **3.9.2** The radar representation shall provide alpha-numeric
> representation of aircraft information (in-flight and pending),
>
> **3.9.3** The radar representation shall provide accurate radar echo
> returns.
>
> **3.9.4** The radar representation shall provide local airport radar
> map information.
>
> **3.9.5** The radar display shall provide weather processing display
> information in accordance with the National Weather Service (NWS)
> calibrated levels of intensity.

**3.10 Time of Day:** The TSS shall accurately portray a full diurnal
cycle for any time of year for the local environment. The objective is
to include elements of varying levels of daylight, moonlight and
shadows. Some procedures change from daytime to nighttime operations..

> 3.10.1 The TSS shall accurately portray elements of time passage (day,
> dusk, night and dawn) and the associated environmental lighting and
> visibility limitations associated with each.
>
> 3.10.2 The TSS shall be able to replicate the full range of airport
> and tower lighting situations, to include simulation of "pull down
> shades"
>
> 3.10.3 The TSS shall be able to replicate the full range of airport
> and tower lighting situations, to include glare reduction tools used
> in the tower cab.

**3.11** **Airport Environment:** The TSS shall simultaneously provide a
variety of tower and environmental status display options.

> 3.11.1 **Digital Wind Indicators:** The TSS shall include digital wind
> speed and direction indicators, to indicate airport prevailing winds
> and wind shear indication panels.
>
> 3.11.2 **Runway Lighting Control:** The TSS shall provide a means to
> control runway and taxiway lighting from the instructor station.
> Lighting shall include:
>
> approach lights and varying levels of intensities,
>
> runway lighting and intensity levels,
>
> sequencing flashing lights (SFL),
>
> taxiway lights,
>
> visual approach slope indicator (VASI) lighting
>
> Precision Approach Position Indication (PAPI),
>
> runway end identifier lights (REILs) to applicable runways,
>
> rotating beacon,
>
> applicable obstruction lighting and
>
> remote traffic light control switch.
>
> 3.11.3 **Light Gun Emulation:** The TSS shall provide a simulated ATC
> light gun accessible to the controller in accordance with FAA Order
> 7110.65.
>
> 3.11.3.1 The simulated light gun operation must initiate appropriate
> response or reaction from pilots and vehicle operators.
>
> 3.11.4 **Weather Dissemination Display:** The TSS shall provide a
> weather display that will show scenario-dependent weather conditions.
> It shall also simulate ITWS, LLWAS, TDWR, and WSP weather
> informational displays.
>
> 3.11.4.1 The system shall provide a 30-minute weather update,
> wind/altimeter/visibility in METAR format, and added remarks section.
>
> 3.11.5 **Automatic Terminal Information Service (ATIS):** Simulated
> aircraft shall be able to state they have received the ATIS
> information.
>
> 3.11.5.1 The TSS shall have ATIS record and playback capability
>
> 3.11.5.1.1 The TSS shall provide the function to manually record and
> playback ATIS information.
>
> 3.11.5.1.2 Scenario generation shall permit programming of pilots
> stating receipt of incorrect ATIS reports.

**3.12 Voice Recognition/Synthesis**: All simulated aircraft and ground
vehicles shall react to voice communications from the student
controllers and respond appropriately with a synthetic voice.

**3.12.1** Training exercises shall be capable of being conducted
without interaction by an instructor or pseudo-pilot.

**3.12.2 Voice Recognition** The voice recognition system shall
accurately and reliably translate student speech into keyboard
characters compatible with the hardware architecture.

> 3.12.2.1 The Voice recognition shall be capable of translating common
> ATC phraseology requirements IAW FAA Order 7110.65 and normally
> accepted communication terminology (commercial and military) to
> include ground-to-air, air-to-ground, and ground to ground
> communications recognition.
>
> 3.12.2.2 The Voice recognition system shall operate in continuous
> speech mode without requiring a pause between words or phrases.
>
> 3.12.2.3 The voice recognition system shall not require the controller
> to train the system on an individual's voice pattern.

**3.12.3 Voice Synthesis** All simulated aircraft and ground vehicles
shall have synthetic voice capability to include male, female, and a
variety of dialects.

> **3.12.3.1** *Aircraft and ground vehicles shall initiate calls and
> respond to controllers realistically and appropriately to include
> PIREP requests.*

**3.12.4 Voice Communication System** The voice communication system
shall be multi-person capable and provide for pseudo-pilot operation.

> 3.12.4.1 The system shall provide at least four interchangeable
> channels (two per control position).
>
> 3.12.4.2 The system shall allow the return to computer control when
> required.

**3.13 Student Positions:** The TSS shall provide training a combination
of up to four student positions (e.g. two local controllers or two
ground controllers or 1 local and 1 ground, Flight data, Coordinator):

> Local Controller,
>
> Ground Controller,
>
> Flight Data and
>
> Coordinator position
>
> **3.13.1** Each position shall be capable of independent training or
> all positions functioning together for crew training. The system shall
> provide the capability for auto ground or auto local to provide
> individual position training.

**3.14 Instructor Position:** The TSS shall provide one position to be
used by the instructor. The instructor's position shall have controls
and displays to initiate and conduct training exercises.

> 3.14.1 The instructor position shall have monitor and evaluation
> controls for each student position.
>
> 3.14.1.1 Displays shall be at least 32 inch LCD monitors.
>
> 3.14.2 The instructor shall have the capability to take control of a
> particular aircraft or vehicle, and generate new targets.

**3.15 Pseudo-Pilot Position:** At least one Pseudo Pilot position shall
be provided. Additional positions may be requested by the Government.
The Pseudo-Pilot shall allow the control of all aspects of an aircraft
or vehicle as if done by the actual pilot or driver through the use of
keyboard commands., mouse, GUI, voice or any combination thereof. The
pseudo pilot shall be capable of responding to control instructions in a
timely and realistic manner.

3.15.1 A user defined macro capability shall be provided that will
enable site defined response to control instructions.

> 3.15.2 The system shall allow tasks such as ground and air routing,
> aircraft take-off, piloting, flying in traffic patterns, formation
> control, recovery of objects, light control, and adding an aircraft or
> vehicle during a simulation.
>
> 3.15.2 Two foot pedals for transmitting shall be available.
>
> 3.15.3 Displays shall be at least 32 inch LCD monitors

**3.16 TSS Consoles:** All positions shall have consoles sufficient for
the intended position task, whether sitting or standing

> **3.16.1** Student position consoles shall represent a typical cab
> with all equipment necessary to accomplish the training tasks.
>
> **3.16.2** The position consoles shall have but not limited to:
>
> displays
>
> controls,
>
> flight strip racks,
>
> writing surfaces,
>
> task lighting,
>
> chairs,
>
> electrical outlets, etc.

**3.17 Flight Strip Emulation:** The TSS shall include flight strip
simulation to include arriving and departing aircraft.

> **3.17.1** The information format shall be IAW FAA Order 7110.65.

**\
3.18 TSS Size:** The TSS shall fit within a room 20 feet wide by 20 feet
long by 8 feet high.

**3.17.1** All components must be installed within this space.

**3.19 Scenario Recording and Playback:** The TSS shall have recording
and playback capability for all oral and visual communications between
controllers and users of ATC services.

**3.20.1** Recording capability shall be sufficient to record, playback,
and store all scenarios for future use. Playback shall allow stop,
rewind/replay and fast forward capability from any desired point in
time.

**3.20.1** The TSS shall provide the user with a generation/graphics
modification tool for dynamic scenario generation and modification.

> **3.20.1.1** The scenario tool shall permit local adaptation by
> personnel, with little or no computer knowledge, to adapt their system
> with minimal training.

**3.20.2** The system shall be capable of storing at least 500 scenarios
with a capability of at least 250 targets in each scenario.

**3.20.3** The system shall allow the copy and load of individual
scenarios and airport and aircraft models using portable media for
exchange and sharing between ATC facilities.

**3.20.4** The FAA requires unrestricted data rights associated with all
reference data files and individual air traffic facility databases. The
FAA intends to create, modify, and transfer airport/aircraft model files
and scenario databases between systems and airports without limitations.

**3.21 Information Exchange Requirements:** The TSS will be a
stand-alone trainer.

> **3.21.1** *The system shall not be required to interconnect with any
> other air traffic or training systems.*
>
> **3.21.2** *The vendor shall provide remote connectivity if it is
> desired to perform system maintenance for their support concept.*

**3.22** **Logistics and Readiness:** The contractor shall perform
logistics analysis and plan for the total support of the TSS. Logistics
supportability, reliability and maintainability must be a consideration
in the selection of components and subsystems of the TSS.

> **3.22.1** Design goals, including reliability and maintainability
> allocations and assessments, shall achieve an operational availability
> of 95%.
>
> **3.22.2** The support plan for the system shall be contractor
> logistic support (CLS).

**3.22.3** Unscheduled maintenance shall be performed on an on-call
basis.

> []{.mark}

[]{.mark}

**3.23 Other System Characteristics:** Where applicable, compatibility
has been specified in the system performance section of this document.

> **3.23.2** Since the system is a simulation and not an operational
> system, it shall not require security or safety measures above those
> employed by ATC facilities.
>
> System and student activity reports
>
> The system shall provide the capability to track system use by user.

**3.24 Electromagnetic Compatibility:** The system shall be electro
magnetically compatible with other electronic equipment located at the
facility.

> **3.24.1** The system shall not interfere with/disrupt any operational
> system in use at ATC facilities nor should the other systems interfere
> with the TSS.

**4.0 PHYSICAL INTEGRATION ~ ~    **

**4.4 Energy Conservation ~ \ ~**   

TSS shall operate on commonly available commercial power.

TSS shall not require additional water resources.

TSS shall be in compliance with energy and water conservation mandates
of the [National Energy Conservation Policy
Act](http://www.noresco.com/site/pdf/epa1992.pdf).

**4.5 Heating, Ventilation, Air Conditioning ~ \ ~**   

TSS shall operate under normal ATC facility heating, ventilation and air
conditioning conditions.

**4.6 Grounding, Bonding, Shielding, and Lightning Protection ~ \ ~**   

TSS shall be part of the current and normal ATC facility grounding,
bonding, shielding, and lightning protection requirements ( FAA-STD-019)
both during transition to the new capability and for end-state
operations.

**4.7** **Hazardous Materials ~ \ ~**   

No hazardous materials shall be used as specified in
[FAA-G-2100](http://nasdocs.faa.gov/nasiHTML/FAAStandards/FAA-G-2100H/FAA-G-2100H.pdf).section.3.3.1.

TSS shall comply with Personnel Safety and Heath as specified in
[FAA-G-2100](http://nasdocs.faa.gov/nasiHTML/FAAStandards/FAA-G-2100H/FAA-G-2100H.pdf).section
3.3.5.

**4.8 Power Systems and Commercial Power ~ \ ~**   

TSS shall use normal commercial power and be in compliance with
[FAA-G-2100](http://nasdocs.faa.gov/nasiHTML/FAAStandards/FAA-G-2100H/FAA-G-2100H.pdf)
section 3.1.1.

**5**. **HUMAN INTEGRATION ~ \ ~**   

**5.1 Human Systems Engineering:** Human Factors shall be addressed in
the design, development, and test of the TSS in accordance with [FAA
Order 9550.8](http://www.hf.faa.gov/docs/hforder.htm) *Human Factors
Policy*.

**5.2 Task Analysis:** TSS task analyses shall be in accordance with
[MIL-HDBK-46855A](http://hfetag.dtic.mil/docs-hfs/mil-hdbk-46855a.pdf),
*Human Engineering Program Process and Procedures*, Section 8 "HE
Methods and Tools."

**5.3 Human-to-System Interfaces:** The TSS instructor, pseudo-pilot and
pseudo-driver human-to-system interfaces shall be in accordance with the
Human Factors Design Standard
([FAA-STD-HF001](http://www2.hf.faa.gov/workbenchtools/default.aspx?rPage=Tooldetails&toolID=115)),
HFDS, Chapter 2 *General design requirements*.

**5.4** The TSS student human-to-system interfaces for the local
controller, ground controller, flight data and coordinator positions
shall provide 1 to 1 simulation of the tower cab human-to-system
interfaces.

**5.5 Design Simplicity:** The TSS instructor, pseudo-pilot and
pseudo-driver human-to-system interfaces shall be designed for
simplicity of use in accordance with the HFDS, Chapter 2.2 *Simplicity*.

> *Note: The metrics for design simplicity include number of procedures,
> number of steps in a procedure, number of input device activations,
> number of decision points, and entry redundancy.*

**5.6 Situational Awareness:** The TSS instructor, pseudo-pilot and
pseudo-driver information displays shall meet situational awareness
requirements in accordance with the HFDS, Section 3.12 *Information
automation*.

> **5.6.1** The TSS simulation software shall provide situational
> awareness information for the pseudo-pilot and pseudo-driver functions
> by a two-dimensional graphical situation display that provides
> situational awareness of the airport and associated airspace.
>
> **5.6.2** The TSS displays for the local controller, ground
> controller, flight data and coordinator positions shall replicate the
> situational awareness experienced in the operational environment both
> with human-to-system interfaces and the out-the-window (OTW) view.

**5.7 Infrequent Critical Tasks:** The TSS student local controller,
ground controller, flight data and coordinator scenarios shall include
training on handling infrequent, critical situations and emergencies.

**5.8 Communication:** The TSS shall provide communication capabilities
between the individuals performing instructor functions, student
functions, pseudo-pilot functions, and pseudo-driver functions with or
without the awareness of any other scenario participants.

**5.9 Instructor Information Access**: The TSS shall provide password
protected instructor access to the scenario database, communication
configuration commands, scenario assignment commands, scenario
initialization and control commands, and student records.

> **5.9.1 System Status and Function Indicators:** The TSS shall provide
> feedback information to the instructor via the instructor's display of
> the TSS operational mode, existing configuration of the system,
> assignment of scenarios to student, pseudo-pilot, and pseudo-driver
> workstations, configuration of communications devices, and execution
> status of scenarios in use.
>
> **5.9.2 System Status:** The TSS shall provide indications on the
> instructor's display of the system operational status and system
> failures in accordance with the HFDS, Section 3.3 *System response and
> feedback* and 3.6 *Modes*.
>
> *Note: The operational need is for users to readily understand the
> mode in which the system is operating and if any particular part or
> parts of the automation are not working.*

**5.10 "Pseudo" Interfaces**: The TSS shall indicate to the pseudo pilot
and the pseudo-driver during conduct of a given training scenario:

-   Status of scheduled activities, including whether or not they have
    been completed (based on the input from the individual performing
    the "pseudo" functions;

-   Aircraft or vehicle for which the pseudo-pilot or pseudo-driver are
    responsible, respectively;

-   Command(s) associated with the individual aircraft or vehicle;

-   Feedback on which commands have been selected; and

-   Capability to make changes to a command before it is entered.

> **5.10.1"Pseudo" Scripts"**: The TSS shall display to the pseudo-pilot
> and pseudo-driver the script for the scenario, including activities to
> be performed, the time at which these activities are to occur, and the
> running time during a scenario relative to the start of that scenario.

**5.11 Degraded Mode Simulation:** The TSS student local controller,
ground controller, flight data and coordinator scenarios shall include
training on ATC operations during degraded system modes to simulate live
operational conditions.

**5.12 Fault Management:** The TSS shall provide diagnostics aids to the
instructor to enable fault management and system failure recovery
through timely notification of specific failures or potential failures
in accordance with the HFDS, Section 3.8 *Fault Management*.

**5.13 Computer-Human-Interface Requirements:** The TSS instructor,
pseudo-pilot, and pseudo-driver computer-to-human interfaces shall be in
accordance with the HFDS, Chapter 8 *Computer human interface*.

**5.14 Color Matching:** The display simulations for the student local
controller, ground controller, flight data and coordinator shall match
the operational displays in terms of color by use of the CIE color
matching function for luminous displays. A description of the CIE
color-matching process can be found at:
http://www.hf.faa.gov/Webtraining/VisualDisplays/HumanVisSys2c3.htm

**5.15 Auditory Alerts and Alarms:** The TSS alarms and alerts for the
student local controller, ground controller, flight data and coordinator
shall replicate the alarms and alerts experienced in the operational
environment.

**5.16 System Response Time:** The student local controller, ground
controller, flight data and coordinator system response times in
simulation mode shall replicate those experienced in the operational
environment.

**5.17 User Documentation:** The TSS user documentation shall be in
accordance the HFDS, Chapter 15 *User documentation*.

**5.18 Maintainability:** The TSS maintainer-to-system interfaces shall
be in accordance with the HFDS, Chapter 4 *Designing equipment for
maintenance*.

> **5.18.1 Technical Manuals:** The TSS technical manuals shall be in
> accordance the HFDS, Chapter 15 *User documentation*.

**5.19 Employee Safety and Health:** The TSS personnel safety shall be
in accordance with [FAA Order
3900.19B](http://employees.faa.gov/employee_services/occ_safety/order3900/)
*Occupational Health and Safety Program*, the HFDS Section

12 *Personnel Safety*, and FAA-G-2100G *Electrical Equipment, General*.

*Note: FAA Order 3900.19B requires adherence to 29 CFR 1910,
Occupational Safety and Health Standards for General Industry and 29 CFR
1926 Safety and Health Regulations for Construction.*

> **5.19.1 Maintainer Workspace:** The TSS maintainer physical and
> visual access shall be in accordance with the HFDS, 4.3.4 *Positioning
> equipment* and Section 4.3.4.1 *Physical accessibility* and 29 CFR
> 1910.303 *Electrical*.

**5.20 Specialized Skills and Capabilities:** The TSS shall be operable
and maintainable by the current work force, as verified by a Task and
Skills Analysis.

> *Note: The design goal is for no additional specialized skills and
> capabilities to be required. This does not preclude new "knowledge"
> acquired through training.*
>
> **5.20.1 Training:** The TSS shall be in accordance with the HFDS,
> Section 3.1.24 *Make systems easy to learn* and Section 3.10
> *Training*.

***Note:** The metrics for this requirement include training time, time
to proficiency, and refresher training requirements to avoid skill
decay. The key concept is that the complexity of the operator or
maintainer interface directly affects the complexity and duration of
training. Well- designed, intuitive, simple interfaces require less
costly training devices (simulators) and less training time.*

**5.21 Accessibility Compliance:** The TSS shall be in accordance with
FED-STD-795, *Uniform Federal Accessibility Standard (UFAS)* to the same
extent that the operational system is in accordance.

> **5.21.1 Section 508:** The TSS routine administrative and business
> shall be in accordance with 36 CFR 1194, *Electronics and Information
> Technology Accessibility Standard,* which implements Section 508 of
> the *Rehabilitation Act of 1973,* as amended (29CFR 794d).
>
> *Note: Examples of routine administration and business applications
> are personnel management or finance related activities.*

**6 SECURITY ~ \ ~**   

**6.1** **Information Systems Security ~ \ ~**   

Where applicable, the TSS will comply with requirements related to the
storage, processing, or transfer of information related to air traffic
control or other sensitive information, both for end-state operations
and during transition to the new capability.

**Note:** *Information and Systems Security* **FAA Order 1370.82A**

*Protecting Sensitive Unclassified Information Policy* **FAA Order
1600.75**

**Appendix 2. Acronyms ~ \ ~**   

**ATCT Air Traffic Control Tower**

**CPC Certified Professional Controller**

**FOV Field of View**

**OTW Out-the-Window**

**TSS Tower Simulation System**

**Appendix 3. Definitions**

[]{#Local_hazards .anchor}**Local hazards:** are bird or other animal
activity, gliders, parachute activities, crop dusting, power line
operations, pipe line operations, airport lighting repair, arresting
system repair and other airborne operations to be determined by the
individual airports. Major construction hazards are desired which
include surface repair or replacement of runways, taxiways, taxiway
lighting, hazard lighting, obstructions, aprons, and ramps.

[]{#Elevation_contours .anchor}**Elevation contours:** include: the
"humps" and "dips" of the runways, taxiways, and ramp areas.

[]{#Binocular_view .anchor}**Binocular view**: Enhance the controller's
ability to focus on situations requiring their attention outside the
normal field of view, for example, checking an aircraft's landing gear
safe/unsafe/down, a ground emergency on the runway, or debris on the
runway, etc.

[]{#Speed_characteristics_and_profiles .anchor}**Speed characteristics
and profiles**: consist of but not limited to: approximate aircraft
speeds for appropriate flight configuration; assignment of speed
reduction or increase to individual aircraft; extended upwind
instructions; flying rectangular patterns, re-entry patterns,
straight-in approaches and VFR patterns for small aircraft and
helicopters; aircraft performances on instrument approaches to the
primary runway.

[]{#Cloud_configurations .anchor}**Cloud configurations are**:
Stratiform clouds yielding steady light precipitation; and Cumuliform
clouds yielding showery and thunderstorm conditions.

#