1、 GUIDELINES FOR CABIN TRAINING DEVICES ARINC REPORT 435 PUBLISHED: June 21, 2004 AN DOCUMENT Prepared by AIRLINES ELECTRONIC ENGINEERING COMMITTEE Published by AERONAUTICAL RADIO, INC. 2551 RIVA ROAD, ANNAPOLIS, MARYLAND 21401 This document is based on material submitted by various participants duri
2、ng the drafting process. Neither AEEC nor ARINC has made any determination whether these materials could be subject to valid claims of patent, copyright or other proprietary rights by third parties, and no representation or warranty, express or implied, is made in this regard. Any use of or reliance
3、 on this document shall constitute an acceptance thereof “as is” and be subject to this disclaimer. 2004 by AERONAUTICAL RADIO, INC. 2551 Riva Road Annapolis, Maryland 21401-7465 USA ARINC REPORT 435 GUIDELINES FOR CABIN TRAINING DEVICES Published: June 21, 2004 Prepared by the Airlines Electronic E
4、ngineering Committee Report 435 Adopted by the Airlines Electronic Engineering Committee: March 5, 2004 Report 435 Industry Review Completed: April 9, 2004 FOREWORD Aeronautical Radio, Inc., the AEEC, and ARINC Standards Aeronautical Radio, Inc. (ARINC) was incorporated in 1929 by four fledgling air
5、lines in the United States as a privately-owned company dedicated to serving the communications needs of the air transport industry. Today, the major U.S. airlines remain the Companys principal shareholders. Other shareholders include a number of non-U.S. airlines and other aircraft operators. ARINC
6、 sponsors aviation industry committees and participates in related industry activities that benefit aviation at large by providing technical leadership and guidance and frequency management. These activities directly support airline goals: promote safety, efficiency, regularity, and cost-effectivene
7、ss in aircraft operations. The Airlines Electronic Engineering Committee (AEEC) is an international body of airline technical professionals that leads the development of technical standards for airborne electronic equipment-including avionics and in-flight entertainment equipment-used in commercial,
8、 military, and business aviation. The AEEC establishes consensus-based, voluntary form, fit, function, and interface standards that are published by ARINC and are known as ARINC Standards. The use of ARINC Standards results in substantial benefits to airlines by allowing avionics interchangeability
9、and commonality and reducing avionics cost by promoting competition. There are three classes of ARINC Standards: a) ARINC Characteristics Define the form, fit, function, and interfaces of avionics and other airline electronic equipment. ARINC Characteristics indicate to prospective manufacturers of
10、airline electronic equipment the considered and coordinated opinion of the airline technical community concerning the requisites of new equipment including standardized physical and electrical characteristics to foster interchangeability and competition. b) ARINC Specifications Are principally used
11、to define either the physical packaging or mounting of avionics equipment, data communication standards, or a high-level computer language. c) ARINC Reports Provide guidelines or general information found by the airlines to be good practices, often related to avionics maintenance and support. The re
12、lease of an ARINC Standard does not obligate any airline or ARINC to purchase equipment so described, nor does it establish or indicate recognition or the existence of an operational requirement for such equipment, nor does it constitute endorsement of any manufacturers product designed or built to
13、meet the ARINC Standard. In order to facilitate the continuous product improvement of this ARINC Standard, two items are included in the back of this volume: a) An Errata Report solicits any corrections to the text or diagrams in this ARINC Standard. b) An ARINC IA Project Initiation/Modification (A
14、PIM) form solicits any recommendations for addition of substantive material to this volume which would be the subject of a new Supplement. ARINC REPORT 435 TABLE OF CONTENTS ii 1.0 INTRODUCTION 1 1.1 Purpose . 1 1.2 Related Documents . 1 2.0 DESIGN CONSIDERATIONS . 2 2.1 Introduction 2 2.2 Construct
15、ion Standards . 2 2.2.1 Structural Strength. 2 2.2.2 Dimensions . 2 2.3 Software Requirements . 3 2.4 Service Life . 3 2.5 Maintainability . 3 2.6 Reliability 4 2.7 Safety Consideration .4 2.7.1 Environmental 4 2.8 Diagnostic . 4 2.9 Daily Readiness. 5 2.10 Start and Shut Down 5 2.11 Trainer Reload
16、Time 5 2.12 Integration 5 3.0 DOCUMENTATION 6 3.1 General 6 3.2 Compliance 6 4.0 DATA PACKAGE 7 4.1 General 7 4.2 Relevant System Data Package. 7 5.0 DOOR/EXIT TRAINING DEVICES DESCRIPTION. 8 5.1 Introduction 8 5.2 Exit Trainers. 8 5.2.1 Main Cabin Doors 8 5.2.2 Part Task Main Cabin Door Trainer 8 5
17、.2.3 Cabin Window Exit 8 5.2.4 Other Emergency Exits . 9 5.3 Interior Door Trainers.9 5.3.1 Flight Deck Door Trainer 9 5.3.2 Maintenance and Cargo Doors 9 5.4 Exit Force Measurements . 9 6.0 CABIN TRAINERS DEVICES DEFINITION . 10 6.1 Introduction 10 6.2 Galley Trainer 11 6.2.1 Galley Trainer Generic
18、 11 6.2.2 Galley Trainer Aircraft Type Specific. 11 6.3 Cabin Service Trainer 11 6.3.1 Cabin Service Trainer Generic 11 6.3.2 Cabin Service Trainer Aircraft Type Specific. 12 6.4 Fire and Smoke Trainers 12 6.4.1 Fire Trainer Real Fire Generic Environment 12 6.4.2 Fire Trainer Real Fire Aircraft Spec
19、ific Environment. 12 6.4.3 Fire Trainer Simulated Fire Generic Environment . 12 ARINC REPORT 435 TABLE OF CONTENTS iii 6.4.4 Fire Trainer Simulated Fire Aircraft Specific Environment 13 6.4.5 Smoke Trainer Simulated Smoke Generic Area. 13 6.4.6 Smoke Trainer Simulated Smoke Aircraft Specific Environ
20、ment 13 6.5 Wet Drill Trainers . 13 6.5.1 Wet Drill Trainer Generic. 13 6.5.2 Wet Drill Trainer Type Specific13 6.6 Emergency/Evacuation Procedures Trainers . 14 6.6.1 Evacuation Slide Trainer 14 6.6.2 Emergency Evacuation Procedures Trainer Generic Fixed Based . 14 6.6.3 Emergency Evacuation Proced
21、ures Trainer Generic With Motion System . 14 6.6.4 Emergency Procedure Trainer Aircraft Type Specific Fixed Based 14 6.6.5 Emergency Procedure Trainer Aircraft Type Specific With Motion System 15 6.7 Cabin Simulator .15 6.7.1 Full Cabin Simulator 15 6.8 Part Task Aircraft Equipment Trainers 15 7.0 F
22、LIGHT DECK . 17 7.1 Flight Deck Considerations 17 8.0 INTERIOR 18 8.1 Configuration and Trim. 18 8.2 Lavatories 18 8.3 Overhead Stowage Bins 18 8.4 Passenger Service Units (PSUs) . 18 8.5 Oxygen Mask System . 18 8.5.1 Oxygen Considerations 18 8.5.2 Additional Oxygen Equipment Considerations . 19 8.6
23、 Lighting 19 8.6.1 Cabin Lighting . 19 8.6.2 Emergency Lighting . 19 8.7 Emergency Equipment. 19 8.8 Galley 19 8.9 Windows 20 8.10 Seats . 20 8.10.1 Passenger . 20 8.10.2 Cabin Crew 20 8.10.3 Flight Deck 20 9.0 CABIN EXTERIORS 21 9.1 Cabin Exterior Considerations 21 10.0 FUSELAGE DOORS HATCHES 22 10
24、.1 Fuselage 22 11.0 SLIDES, RAFTS, OTHER FLOTATION DEVICES. 23 11.1 Flotation Devices . 23 12.0 SOUND 24 12.1 Sound Considerations 24 ARINC REPORT 435 TABLE OF CONTENTS iv 13.0 MOTION . 25 13.1 General 25 13.2 Cues 25 13.3 Safety Features26 13.4 Maintenance Considerations 26 13.5 Structural Strength
25、 26 14.0 VISUAL 27 14.1 Introduction 27 14.2 Images. 27 14.3 Maintenance Consideration 27 15.0 COMMUNICATIONS/INDICATIONS 28 15.1 Introduction 28 15.2 Options 28 16.0 INSTRUCTOR FACILITIES29 16.1 Instructor Operating Station . 29 16.1.1 Options 29 16.2 Instructor Controls 29 16.3 Malfunctions. 29 16
26、.4 Scenarios (Lesson Plans) 30 16.5 Video System.31 17.0 ACCEPTANCE TESTING 32 17.1 Acceptance 32 17.2 Evaluation Criteria . 32 17.3 Baseline Data. 33 18.0 TRAINING 34 18.1 Technician Training 34 18.2 Instructor Training 34 19.0 FACILITY CONSIDERATIONS 35 19.1 CTD Facility Considerations. 35 ATTACHM
27、ENTS 1 Cabin Trainer Matrix 36 2 Regulatory Matrix of JAA and FAA Regulations. 39 Terminology, Definitions, and Acronyms. 42 ARINC Standard - Errata Report ARINC IA Project Initiation/Modification (APIM) ARINC REPORT 435 - Page 1 1.0 INTRODUCTION 1.0 INTRODUCTION 1.1 Purpose This document sets forth
28、 guidance for the design, development, and installation of Cabin Training Devices. It includes operational and handling characteristics for establishing minimum data requirements for reliability and maintainability. 1.2 Related Documents ARINC Report 432: Training Requirements for Flight Training Eq
29、uipment Support Personnel ARINC Report 434: Synthetic Training Device (STD) Life Cycle Support IATA “Flight Simulator Contract Negotiations Guide” IATA “Simulator Documentation Requirements” ARINC REPORT 435 - Page 2 2.0 DESIGN CONSIDERATIONS 2.0 DESIGN CONSIDERATIONS 2.1 Introduction The design of
30、any cabin training device should, in terms of operation and appearance, be as close as possible to the original aircraft. Other design considerations include: The need to meet regulatory requirements Ability to withstand operators training volume (life cycle) Compliance with local health and safety
31、requirements 2.2 Construction Standards Design and construction of heavy use items should be sufficient to withstand the higher frequency of use (compared to the aircraft) associated with a trainer. Aircraft parts may not be practical for certain high cycle/high load bearing training applications. I
32、t is recommended that stronger readily available materials be considered as substitutes for aircraft parts. High maintenance items should be designed to be easily replaced and or serviced. All local and national codes should be followed (e.g., CE, NEC). All parts used should possess properties suita
33、ble for the application. The use of unique parts, hardware and electrical/electronic components should be held to a minimum. Reasonable effort should be made to avoid the use of single source suppliers. If used, these should be clearly identified. All metals subject to corrosion should be suitably p
34、rotected. Nutrient materials should be treated to eliminate fungus growth. Where possible, all power systems should be designed to fail safe. 2.2.1 Structural Strength To ensure safety, sufficient structural strength should be designed into the training device to provide appropriate load-carrying ca
35、pacity, under worst case loads, including shipping and assembly. The structure should be sufficiently strong so that no discernible movement or deformation of the structure will occur due to positioning of personnel within the training device, operation of mechanical systems, or operation of any of
36、the other loading systems in the training device. 2.2.2 Dimensions All dimensions should be representative of the simulated aircraft. The objective is not to introduce negative training. Examples of critical dimensions are: Seat versus exit dimensions Crew seating versus emergency equipment Crew sea
37、t field of view Door opening Door exit height (sill height) ARINC REPORT 435 - Page 3 2.0 DESIGN CONSIDERATIONS 2.3 Software Requirements The selected operating system should be commercial off the shelf (COTS), and not an application specific development. The application software should be written i
38、n an industry-wide programming language, and according to approved software development standards (e.g., ISO) as accepted by the customer. Maintainability and upgradeability should be considered for the life of the training device, including access to application source code for in-house or third pa
39、rty modification. Due to safety requirements and other applicable regulations (e.g., CE-Compliance), there must be a clear distinction between software which is safety related and may be certified, and other software that may be modified by the operator. The certified software should allow the opera
40、tor to change the characteristic of the training device within the certified limits to cope with training requirements. That means software changes made by the operator do not require a re-certification of the training device. Appropriate utilities should be provided to allow: Easy software developm
41、ent and maintenance Easy software configuration control 2.4 Service Life Service life should be equal to that of the airplane provided maintenance is done in accordance with the manufacturers written procedures. 2.5 Maintainability The following items should be considered: Items with a high probabil
42、ity of replacement should be easily accessed, removed, replaced, and adjusted. (e.g., power supplies, switches). The need for special tools should be kept to a minimum. Manufacturers should identify components that require frequent repair and replacement, and estimated replacement time for operation
43、al critical items. Manufacturers should recommend a spares provision list. Design of the device should incorporate subassemblies to facilitate easy removal, test, and replacement. Attachment hardware should incorporate blind/captive nuts to eliminate the need for more than one person in removal/repl
44、acement procedures. Electrical connections should be keyed or unique connectors used to prevent mis-connection. Where possible, access panels should be provided on the exterior avoiding the need for internal trim removal. The design should include the ability to easily verify, measure, adjust, and t
45、une all fidelity parameters (e.g., doors forces, sound level). All parts needing lubrication should have appropriate fittings that are easily accessible. The training device manufacturer should guarantee the availability of all parts and expendables (or suitable alternatives) for a minimum of ten ye
46、ars. ARINC REPORT 435 - Page 4 2.0 DESIGN CONSIDERATIONS 2.6 Reliability This document will not attempt to set any minimum level of reliability for Training Devices, but it must be kept in mind that the overall reliability level designed into the device may have procurement costs associated with the
47、m. It is up to the buyer and seller to determine what level of reliability is sufficient to meet training objectives and requirements. For reference, typically flight simulator reliability levels are 98-99%. The training device manufacturer should focus on the prevention, detection and the correctio
48、n of reliability design deficiencies, weak parts, and workmanship defects. Reliability engineering must be an integral part of the device design process, including design changes, the means by which reliability constraints on this engineering discipline should be identified in a reliability program
49、plan. The manufacturer should have reliability design data and demonstrated reliability test results showing the reliability of the major subsystems and the device as a whole. After delivery, a reliability demonstration period should be identified to show the compliance with previously agreed upon reliability metrics. 2.7 Safety Consideration Safety features should be incorporated into the design of the device to protect users and personnel against injury. If locks or devices, which
